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Guy Rixon

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  1. Moore's law is obliquely relevant here, as an analogy, in two respects. First, the law held for nearly 50 years because it was economically attractive to make it so. Many generations of fabs and fabrication processes have come and gone because there was a market for faster computers and denser memory. It was obscenely expensive, but achievable because of the large demand. In printers, the aspects that suit scale models will only improve if other industries and demographics need them. We may see a plateau in print resolution because nobody else needs it to be finer. Second, Moore's law was great for processor speed only while more transistors led to greater throughput. That ceased to be true, for a single processor core, some years ago. In printing, the aspects that can be routinely improved cease to matter beyond a certain point. Z-axis layer size is a good example. It's already so fine, in the best processes, that reducing it it doesn't improve the print appearance. The aspect of printing that improve our models are the things that change more rarely and in big steps. Consistency of finish, hardness of the printed material, near-equality of resolution and finish on the three axes, speed of printing: these matter and usually need a complete change of technology to improve. They are not like the process improvements that drive Moore's law. Finally, we - the modelling community - have an unsolved problem with the minimum size of "wires" and "walls" that can be printed. These aspects have not improved slightly in the last few years but not by orders of magnitude. A factor of two in minimum sizes would sort most problems, and a factor of 10 would be all we need for ever. Getting this is a "new approach" change, not a routine improvement.
  2. Indeed. In 1905, railmotors were still fashionable. By c.1910, they had been tried and set aside. The WNR could have bought used ones very cheaply. Whether they'd have shelled out for new railmotors is a moot point.
  3. I don't think the explanation of a customer needing a specific grade of coal works very well out of the box. If they order that grade, the merchant will just pass the order on to an appropriate colliery, or to a factor (in the latter case it may arrive in the factor's wagon). Any merchant should be able to get any grade of coal, if the customer approves the price and the delivery delay, which could be a few weeks. However, perhaps Mr. Bonner is undercutting the local merchants at Linton? Or perhaps the customer needs the coal right now, not in a month, and Mr. Bonner has stock? Conversely, it looks to me like Bonner's wagon no.1 may be dedicated to supplying Mason and Toogood Ltd. I've come across other cases where a supplier has dedicated wagons to one customer.
  4. If a given axle enters some of the bearings and not others, then the sleeves in the bearings are out of spec and should be replaced. Possibly you bought a packet of them and have spares already, so you can pick out the ones that are good. It looks like the 1/8" bearings are soldered in to the carriers and the reducing sleeves are glued inside those. I'd unsolder the 1/8 bearings and replace them with proper 2.0mm bearings that don't need the sleeves. Alternately, heating the assembly would break the glue and let you get the sleeves out but would probably unsolder the 1/8" bearings at the same time.
  5. You have 2.0mm depth of spigot to accommodate within and behind the headstock, and the headstock depth is likely to be about 1.6mm. If you carefully file 0.5mm off the depth of the spigot you should be OK. The bore for the spring extends slightly into the spigot but only very slightly. If the solebars are only blocking 1/3 of the 2mm opening, then there should still be space for the buffer tail. I suggest assembling the buffers before fitting to the wagon.
  6. I have a memory that a couple of C14s were used in Southampton on the tramway from Terminus down to the Town Quay and Royal Pier. This would have been after the condensing engines and before the B4s.
  7. Almost. It looks like the early form of D1424, from one of the first two batches, because it has Laycock vents. The Rails ones are models of the third batch, which had eros vents when built. If you look very closely at the photo, you can make out the mutated brake levers these vans had from new.
  8. When the SER ordered new close-coupled trains in 1894 and 1896, and when the SECR ordered more of them in 1900/1901, they had noticeably more 1st and 2nd class compartments per train than equivalents on the GWR middle-circle or LNWR outer-circle trains. I think at this time there was a ring of expensive property South of the Thames, roughly at the radius of Herne Hill.The SECR also had long-distance commuters from the south coast from a relatively early period. These would have been wealthy men aiming to be in the city by mid-morning, rather than minions showing up to work at 08:00.
  9. Apart from accuracy with respect to the map, you might want to consider how much you value historical accuracy and accuracy of "feeling". By historical accuracy, I mean tracking the many changes to the site and structures. It can be a hobby in its own right. You might decide that you don't care about the rivet pitch on the water tank but you care a lot about when the tank was rebuilt on a slightly different site. You might care deeply about the details of the properties just over the railway fence. Accuracy of feeling is subjective, of course, but lighting and horizons are important. (Spalding presumably has low horizons and notable light from the big-sky effect of a flat landscape). Accuracy of feeling can be in tension with historical accuracy when you're short of space because the more space you use to fit in the railway features the less you have for the surroundings. Also, if you're compressing the length to fit in the features, you're compressing the space between features and it can easily make a cramped feeling that is wrong for almost all railways except a few urban and industrial scenes. Layouts in 7mm scale suffer particular from this. It speaks to Nearholmer's suggestion of leaving out the less notabale features as the compression increases. There is, incidentally, a mathematical technique that could compare "crampedness" in photos of scenes: take the spatial frequency spectrum and check the low frequencies, which come from the long, sweeping lines, against the high frequencies which come from the clutter. This is what your brain is doing anyway but, were suitable image-processing software available, it could be used as a second opinion.
  10. The GNRS have in their list of publications a booklet on Farringdon that covers the goods station there. It also has some details of the LCDR Smithfield sidings.
  11. Yes. The LCDR colour was a light grey. The SECR colour in the Wainwright period - with the small, company initials - was a darker grey, "officially lead colour". The wagon grey in the Maunsell period - with the larger, company initials - is said to be darker still, "more akin to the GWR". Colour descriptions copied from Bixley+. Both photos in Bixley+ show Wainwright-period livery.
  12. Assuming that the wagons go into a main-line train that runs semi-fitted, they will most-likely be sorted into fitted and non-fitted cuts somewhere. You could postulate that it's easier to do that "on-stage" at the yard of origin; or not, as you prefer. For plausibility, consider which wagons are likely to travel in a semi-fitted train. In early periods, when brake trains are rare and precious, mineral empties and the like would not be on those trains. In that case, there might be separate trips from the yard for fitted and non-fitted stock.
  13. The Sturrock 0-8-0s were for the GNR, but the LCDR tentatively ordered some too. When the GNR ones were banned from the Widened Lines because they were too heavy and too long in the rigid wheelbase, the LCDR cancelled their order. There is a little more detail in the RCTS Locomotive History of the LCDR. Concerning the cross-river movements, there were van trains moving perishables through Ludgate Hill. There were even LNWR services passing this way, one of which conveyed fish vans from Fleetwood. In the 20th century, some of the van trains went through to Hither Green and some went to Cannon Street, which was the SECR's centre for this traffic in London. One train even divided on a running line outside Ludgate Hill, with part going on to Hither Green and the detached portion fetched round smartish top Cannon Street.
  14. SECR coach lake is thought to have been the same colour as SER lake until about 1912, when the shade was changed. Exactly what colour this was is not clear, but I think the paint on the Bachmann SECR coaches is a reasonable guess. The two big changes in coach livery (apart from the "khaki top" coaches already noted, which livery lasted on a few months) was that the SECR introduced large class-numbers on the doors and stopped lining out the NPCS. The "muddy brown" on the engine valences is Indian Red and was also used by the SECR; it's in the Precision range.
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