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dibber25 last won the day on October 12 2013

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  1. This was taken quite a few years ago and I wasn't quite sure where I was so I'll caption it as what I think it is. A brace of Southern Railway of BC (Washington Group) switchers (SW900s?) head a long train of triple-deck auto-racks over the bridge to Annacis Island (over the Fraser?). From memory they approached across the street but I missed that shot due to having to change the camera battery at the wrong moment. (CJL)
  2. I don't think I said that an injection moulded model wouldn't be viable but if I did, that's not what I meant to say. Anything can be viable if you can get enough people to buy enough at a high enough price. That, I suspect is largely why most wagon models are now being sold in multi-packs - in order to squeeze a bit more margin. Tooling costs are now VERY high but there are ways they can be justified. A couple of years ago Rapido said that making freightcars was no longer viable due to manufacturing costs. However, later, they found that freightcars were a useful item to manufacture in the gaps between locos, when assembly lines would otherwise be idle. Costs have also been pushed up by the need to make a new chassis for virtually every model in order to satisfy the requirement for accurate detail for every variation. I wonder who will make the most from their model - a precise Iron Mink to 21st century standards with every detail spot-on, or the Hornby-Dublo/Wrenn/Dapol dynasty that put GWR gunpowder van bodies on a generic chassis, pretended they were Iron Minks and made them in every known livery and a few invented ones? (CJL)
  3. Having been inside it, there is nothing whatever inside the body - it could be made into quite a nice meeting room! The worst of the rust or rot, as might be expected, is in the lower sides and the rounded bottom 'edge' has largely disappeared and would need complete replacement with new steel formed to shape. I'm afraid it reminds my of my 1960 Hillman Minx - Rootes Rot - from which there was no recovery. But 18000 was made from rather thicker metal. I'm afraid, unless someone comes along with cash and manpower 18000 will quietly rust away. (CJL)
  4. In the end, you can only go on gut feeling and what the economics dictate. As I haven't undertaken a four-wheel van project I can't answer your questions but tooling and production costs for rolling stock are very high at present and that makes the 3D print process an attractive option.
  5. I photographed one in Kidderminster yard - approximately where the SVR ticket hall now is - in 1966 or 1967. From memory it had no markings on it and obviously hadn't moved for a very long time. If I can find the photo, I'll scan it. I wouldn't have done this as a limited production. Should sell like hot cakes and a much better bet than the (similar) gunpowder van, in my view. (CJL)
  6. Of course, there was the 'incident' in which the Class 33-hauled Fawley-Bromford Bridge was bisected by an LMR '8F' coming off Didcot shed. (CJL)
  7. I don't know of a preserved 121 or 117 in anything like original (or restored original) condition, particularly inside. They were refurbished - extensively - and pretty much everything inside got changed or painted over. The 122 at Buckfastleigh has, probably, the best external restoration, as all the later stuff, high-intensity lights etc has been removed. I don't know what its like inside. However, most preserved railways opt to retain the later fittings and work the old-style liveries around them. (CJL)
  8. Yes, that's pretty much how I remember them. Terracotta lino on the floor? Big dark green Loudaphone mounted on the side of the driver's seat. I think it got moved or removed later. (CJL)
  9. They were done by A.N. Wostenholme, who did a lot of work for BR at the time. I had some of his original artwork in a plans chest in my office at one time. There's a fabulous colour poster of all the 'new' BR locos in the 1950s - the Standards plus the gas turbines, 10000 etc which he also did. A personal favourite is the AC railbus he did for the Tetbury/Cirencester branch posters and flyers.
  10. The BSK weighs 830gm. I weighed one recently for a review. (CJL)
  11. Would be nice to have a ready-to-run 0-6-0 tender loco of some sort. Wasn't it the most common wheel arrangement in the UK? (CJL)
  12. Exactly! Unfortunately there's none so blind as those who WILL NOT see.
  13. That is awful. A while since I've been there and scarcely recognisable. Looks like the public footpath beside the railway south of the crossing has been obliterated. Those new-build apartments are on what was a used car lot. North of the crossing I guess the Heathrow fuel sidings have been disused throughout the pandemic as there won't have been many flights. I think the fuel trains only supplemented what went in via pipeline anyway. Here's a couple of Colnbrook shots to enjoy. The Colas 60 is assembling the empty tanks and was taken about 4 years ago from the A4 Bath Road bridge. The cab view was from an up train held at the signal, I think, to await crossing the down working of the morning through train to Paddington. (CJL)
  14. Had some slides scanned recently and couldn't resist posting this one, taken at Lillooet on the British Columbia Railway in 1981. The chop-nosed Alco and single passenger car formed the morning school train for indigenous children from Seton Portage. They would return home on the southbound regular passenger train. The coach (heated by a log-burner which w3asn't necessary in the 95deg heat when I was there) was named Budd Wiser, a gentle poke at the line's regular passenger RDCs. (CJL)
  15. The question of single cars or MBS/DTS combinations seems to have been as much down to date as anything else. Apart from GWR railcars (brought in because of a shortage of steam crews in the London area) the first DMUs were the Gloucester MBS - Class 122 (in 1958). Photos show them on the Staines branch either singly or in pairs of two MBS. The Gloucesters left circa 1960 once the Pressed Steel (121) cars were available. There are pictures of these running as MBS+DTS on the Staines branch and I certainly remember seeing them. However, they probably didn't last long as pairs because apart from the morning and afternoon runs that served the trading estate halts, that much accommodation was seldom needed. There was something very special about the ride across Staines Moor in the rain with the wet willow leaves slapping against the windscreen and the gentle rolling from side-to-side on track that was generally well maintained up to the end. It is impossible to imagine it now as gravel raising, the M25 and Heathrow airport have ruined the area. (CJL) Having said that, the first picture I find is a Gloucester MBS+DTS entering Staines West when the signal box was still staffed! The second is a Pressed Steel DTS+MBS at Staines West (Keith Jaggers picture). Now here's a teaser for you. Why did Staines West have Great EASTERN Railway canopy ironwork and valancing?
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