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  1. On tail loads there are three examples in Kevin Robertson's First Generation DMUs: p25 2 car 108 set with SR PMV (on way to Bletchley, 8/61) p40 3 car 120 set with LMS (?) Stove R (on way to Hereford, 6/58) p66 Pair of 122 singles with 2 milk tanks, crossing Royal Albert Bridge bound for Plymouth (4/62) And two slightly more recent examples in Brian Morrisons British Rail DMUs: p72 3 car 104 set with SR (?) PMV (on way to Ipswich, 6/79) p188 3 car 120 + 122 single with 12T Insulated Fish Van (on way to Aberdeen, 6/79)
  2. Squinting might get you a 118 but not a 116. And you are assuming that a lot of different tooling would be required when that probably isn't really the case - small step to a 118, slightly bigger one to a 116 because of the different layout to the middle coach. As for the 'general public' I doubt that is where the market for £300 DMU's is, it is with those who value the small prototypical differences. It is a bit like saying that manufacturers should not bother making more than, say, two types of coach in any style, a brake 2nd and a corridor 2nd. But fortunately that isn't true anymore, even different lengths of underframe being accommodated.
  3. I am sure that is right. But I hope that the pent up demand for 116/118s etc is noted somewhere, given that the differences are not so great in the grand scheme of things.
  4. I hope you are wrong. Today manufacturers are much more willing to consider variations on a theme, be it liveries or relatively slight prototypical changes or differences, than they were when Lima produced their 117. Of course there has to be money in it for them. But I reckon that the 116/117/118/121/122/149/150 family offers a good opportunity for someone. On the mystery tour, as it is a rule 1 journey there will be plenty of scope to include appropriate refreshment/comfort stops in the timetable.......
  5. Great to see the excellent reviews. Let us hope that this increases the chances of seeing 116s, 118s and driving trailers for the 121/122s, either directly or via commissions. (But selfishly SYP versions in first batch(es) please!) Until then I will be happy with a Rule 1 whiskers 117 on a 'mystery excursion' from London.
  6. This is only a 'rule 1' purchase for me. But i reckon that if the upper window angle can be fixed (so more nearly parallel than 'droopy') then most people will think that this is the Peak to have.
  7. Looking at the Heljan illustrations on page 1 of this thread the roof curve starts well below the rainstrip. So perhaps it is the arc of the rain strip across the front is wrong, with consequences of the upper slope of the windows?
  8. The Sins of The Fathers. Apparently there was also a layout featured in an episode of Frost. https://railwaypages.com/trains-on-tv-and-screen
  9. The BTF film 'Modelling For the Future' deserves a mention here, a film devoted to the large model layout of a possible channel tunnel railway terminal, as it was envisaged in 1961. Perhaps not quite what the original post was after, as the layout had a serious 'modelling' purpose rather than just entertainment. But fantastic viewing nonetheless.
  10. Or - with the arrival of the Bachmann Cl117/CL121 - some of the missing links - Cl 116/118 and Trailers for the Cl121/122.
  11. Another slight oddity is the photo on page 562. This is described as the 1.17pm from Barnstaple Junction to Taunton on 30/8/61, crossing the Tone viaduct. 1961 is a suspect date because the visible coaches are BR Mk1s, which did not appear regularly on local services on this line until 1963. But happily the picture has been published at least twice before: in Railway Magazine 1965 (p60) and In MJ Fox's Railways In and Around Taunton (p69) (although there it is printed back to front). According to the Railway Magazine it is in fact 5336 on the 3.50pm from Barnstaple, on Saturday 5th September 1964. (Fox - the photographer - gives the same date in his book but does not specify a time.) At the front of the train are 3 milk tanks, and milk tanks could also be sent to Taunton on the corresponding weekday service - the 4.10pm - for example, see page 326 of Volume 2 and page 563 of Volume 3. Prior to use on the 4.10/3.50pm the WR coaching stock for this service was used for an early afternoon service between Barnstaple Junction and Torrington, so this would have been a convenient way to transfer milk tanks on to Taunton when, for whatever reason, this was required. (In fact the 2.47pm Torrington to Barnstaple Jct was the first leg of the majority of milk traffic from Torrington to London. Up to eight loaded tankers and a van would be attached to the 2.47pm (arr BJct approx 3.30pm) for transfer to the 3.00pm Ilfracombe-Exeter passenger train (dep 3.45pm BJct). Reformed into milk trains at Crediton (with milk from other destinations) they then worked to Exeter, where the tankers were split into milk trains for WR and SR route destinations in London.)
  12. I agree. I do not want a Fell, or a Leader. But I didn't think I wanted a (G)WR Gas Turbine either, and yet it is a semi plausible 'Rule 1' possibility for me so I am going to have one. So if you can get the numbers together then why not do these limited edition runs. The basics are universal - it has to look right, and it has to operate (run) to good, modern standards (DC or DCC). With a few successes, and a little any luck, lets hope that others will start to do the same for carriage and wagon stock. As far as I can see 'Bespoke RTR' is the modern equivalent of e.g. quality brass kits that made the more obscure available to those with the means (in skill) to create them.
  13. For the record there is one obvious error in the book, 'imported' from a photograph on the Cornwall Railway Society website. http://www.cornwallrailwaysociety.org.uk/taunton-to-barnstaple.html# On page 598 there is a picture of a camping coach, supposed to have been taken at South Molton in April 1961. The photograph caption speculates on why a camping coach, recorded as being in use at Congesbury from April 1953, should have been in use at South Molton in 1961, describing it as 'something of a mystery'. The only mystery is why anyone should think the location is South Molton. Considering the photograph then: there is no gabled roof at the relevant end of the station buildings at South Molton; there was a gated access to the platform between the main buildings and the end of the goods shed dock at South Molton; above the camping coach roof at the left hand end you can just make out a chimney and three spinals from a signal box roof, but there was no signal box in that position at South Molton; the rail entrance to the good shed is a brick arch, but like others on the line South Molton goods shed had its original broad gauge brick arches replaced by horizontal girders; and the good shed in the picture has a round wooden slated vent/window in the peak of the brickwork, but South Molton does not. So where is it? Perhaps not surprisingly it is at Congesbury - which has all the relevant features shown in the photo: a gabled roof in the relevant position, a signal box on the other side of the station, more or less opposite the goods shed, and a goods shed with the right characteristics.
  14. My copy arrived this morning, a couple of days earlier than expected. Looks like the decision to complete the story with a third volume was well justified. Obviously only just flicked through so far, but there is a good proportion of pre war (and earlier) photos, as well as coverage of routine aspects of the operation of the line that typical 'photo + caption' highlights books never get into. Looking forward to reading properly.
  15. This may have been addressed earlier in this thread, but is there any suggestion that Hatton's accelerated their releases in response to the Hornby spoiler? These locos are not my era, and i have a lot of sympathy for the complaints. But equally our hobby needs innovators, people not afraid to take a few risks. I don't see Hornby as innovators, even though they produce some excellent products. Should we cut Hatton's some slack, whilst asking them how they intend to pick it up?
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