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jrg1

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  1. Just catching up here. The mark 1 was the final development of the traditional coach-separate underframe, traditional frame and skin body construction. it was also incredibly crash-worthy; more so than the integrally-constructed vehicles that supplanted it. The original bogies were high maintenance and deteriorated quickly-Commonwealth bogies gave a superb ride, but were expensive to make. I still wonder at the decision to fit diesels with boilers to supply mark 1 carriage steam heating-surely the CIE practice of separate heating vehicles was far more practical, and made the changeover to electric heating easier.
  2. Have you considered just using the pony and tender wheels for pick up?
  3. Stainless steel is difficult to machine, as it tends to tear-I am not sure of the performance on brass or Nickel Silver rail.
  4. Non-engineers used to laugh at "If it won't go, get a bigger 'ammer". This brings to mind ship's engine rooms in the tropics, and unflogging cylinder head bolts-getting on for 20 per head, and around 5 kgs each. The Indian greasers would hold the flogging spanner tight with a rope, and off we'd go with a large 30 kg flogging hammer. Who needs Jenny Craig?
  5. Hi Clive Working in a factory that built diesel engines, locomotives, turbo-blowers, gas turbines and hydraulic motors, we were taught that the most important tool was a hammer.
  6. This sounds like a variation on the classic "Cube and Square" test of the old days. We had a similar test at Ruston and Hornsby with thick steel plate when I was an apprentice, and we had to achieve 8 fits to pass as a fitter.
  7. Turning the tube to length in a lathe would take a few seconds. Supplying a sawn off bit of brass tube in a kit is not acceptable. Like the margarine metal castings of MTK that bore no relation to the real thing.
  8. I confused Alloa with Burntisland, somehow. It would be good if the manufacturers made locomotive and tender bodies as spares-not only the new V2, but the proposed Hornby Thompson Pacifics come to mind.
  9. I agree with Andrew-the GNRS GN Tender book is an indispensable aid for modellers, with excellent drawings of every type, from the very first four-wheelers to Gresley's GNR eight-wheelers. I just wish that a similar reference work was available for the MR/LMS Johnson/Deeley/Fowler six-wheel tenders.
  10. The thread may be about V2 models, but with the quantum leap in standards and quality generally in recent times, surely the manufacturers should consider finescale modellers. What's the point of correct lamps and fine details when the basic dimension is out. The best OO layout is easily Little Bytham, but head-on images really show up the compromise of OO gauge and wheel standards. Looking head on at images of Retford, the superior quality of finescale is evident. P4 standards reinforce this further. Adavoyle is a superb evocation that OO standards cannot match. Alloa is another that comes to mind. I am sure that if manufacturers produced identical batches of wagons to P4 and OO gauge would reduce tooling costs and would sell well. Producing OO locomotives easily convertible to P4-just 0-4-0s and 0-6-0s-would sell well, and benefit the hobby, by giving a boost to finescale modellers, and encouraging OO modellers to have a go. As for the new V2, Brassmasters Easi Chassis, using as much of the manufacturer's chassis as possible is the way to go for conversion to finescale.
  11. Extraordinary-the bar is worth the Pochin Cup on its own!
  12. I cannot remember colour light signal brackets at Grimsby Docks-and the tower looks vaguely like the Dock tower, but is not tall enough. Don't let this put anyone off-I would be delighted to see more Lincolnshire and B1 photographs
  13. I feel exactly the same way about watching The World At War.
  14. You can buy a fixture-a knob-to attach to the steering wheel, and turn the wheel. Try not to give up driving the Mustang-a great car.
  15. I find the attention to the ballasting and ground cover most impressive.
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