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Clearwater

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Clearwater last won the day on August 22 2017

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  1. I was thinking along the lone @t-b-g had suggested but with the variation that for a home layout you put platforms 1-6 or whatever) on one side of the room and 7-12 on the opposite side. Track sloping down to a fiddleyard underneath each scenic section. As the viewer/operator, if this was a model of Birmingham New Street for example, you’d imagine yourself as standing on the end of platform 6/7 (the a end) and swivelling to view trains as they left towards the tunnels. David
  2. There’s a set of videos on YouTube called “Best of British Steam.” In the 2012 verision, there’s a few clips of Bittern and Britannia in the brick lined cuttings near Plymouth. That’s the sort of effect you could get. An initial blur of a loco followed by the dozen or so Tricketty trocks of the rolling stock framed by the bridges. David
  3. I think in the 70s there were the last dregs of the GW northern services albeit running New Street to Paddington though not sure if they went via Oxford? If you’re “might have beening”, you could perhaps have Westerns giving way to Class 47 or 50s? For more eastern services, Class 47s would be my guess maybe 45s?
  4. Looks like there might be something useful in BRM August issue:
  5. https://www.jigsawplanet.com/?rc=play&pid=27ef040a07eb https://www.jigsawplanet.com/?rc=play&pid=27275a7c1977 https://www.jigsawplanet.com/?rc=play&pid=0819e697872a
  6. That’s a great site timesink.... just over 24mins. Not bad for a beginner!
  7. policies. My understanding is that transport is a devolved power to the national assembly and hence the administration in Scotland is responsible for transport within Scotland. However, there is, in my view, a hazy line on some of these matters as self evidently transport networks don't respect lines drawn on maps. It would be utterly bonkers to upgrade a route, road or rail, up to a border and then stop. There needs to be a degree of national cooperation. You then get to a budget allocation question and who is paying for what with whose money, which bits get built first etc etc ad nauseam. There is the same debate about whether TfL, accountable to the London Assembly, should be responsible for commuter traffic into London outside of its geographic remit.
  8. From every costing I've seen, for distances under 100 miles, it is cheaper to take a container by road rather than rail. That would be inclusive of insurance/road tax etc. I agree they are fixed costs and hence reduce as the total mileage increases hence my point that the road users are not directly charged for their infrastructure eg a toll/mile. Insurance, road tax etc are indirect costs. As I commented, public policy can look to skew those economics through taxation - eg IPT, fuel duty escalators etc. Road tax, fuel duty etc are not hypothecated taxes. They all go to HMT who distribute out rather than being directly allocated to the costs of roads in general or a specific road. The contrast to say Severn River or M6 Toll is those direct charges for those assets pay for the tolling infrastructure, ongoing maintenance and the original capital cost of the scheme. Taking your analogy of car usage, you can infer the cost/mile extra you would need to pay either through a road charge or a fuel tax to perhaps help "nudge" you towards rail. However, I would be willing to bet that the extra charge would not be equal to the true amortised whole life cost of the road infrastructure. There is ,of course, a point around equity in whether a car is the driver (pardon the pun) of the cost of a road given the disproportionate damage a HGV does to the road surface. If there were less HGVs, would the capital cost be as high and would you need three not two lanes etc etc? There is the further point around what is your public policy objective. Do you want to reduce congestion and have traffic move more smoothly or reduce the amount of pollution? Clearly there are not necessarily the same thing. If all road vehicles were non-internal combustion engines, then we may still have congestion and hence need to build new roads. Nevermind thinking about the consequential impacts of a decision to reduce carbon in terms of what other infrastructure is required - eg strengthening electricity distribution grids to support vehicle charging infrastructure. All of this highlights the complexity in building traffic forecasting models and the types of inputs that need to be taken into account when planning long-term infrastructure with payback periods that are measured in decades not years. Whilst I've always seen value in such analysis, I've taken them as directional and not set too much store by the actual figures.
  9. Of the trade that arrives in east coast ports, the majority of non-bulk trade heads off by road. Bulk (eg iron ore to Scunthorpe) can be by rail. For a lot of trade, it would cost more to move it by rail than road given the inherent extra handling. As an aside, new investment is predominantly justified by incremental new traffic (for existing traffic to justify new investment, you’d have to prove relieving the congestion benefit created new demand elsewhere on the system.) i think there is a fair point, as alluded to in the toll debate above, that road users do not pay for the costs of their infrastructure. The exceptions being Dartford and Severn River crossings and the M6 Toll. If Government policy shifted to either direct road user charging and/or introduced a meaningful carbon tax, the economics of shifting goods comparatively small distances by rail might change.
  10. After a bit of hacking, drilling, swearing and filing, I think I’ve removed most of the former screw reverser. Will rebuild with plasticard and hopefully post painting and squinting from a distance it will look ok!
  11. Agreed, or 'flu. It will mutate and change. Prompted me to do a bit of research. According to the ever reliable Wikipedia, there are still outbreaks of bubonic plague!
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