Bomag

In 1991 ICCX still had most of the Mk2 BFKs, Mk2e TSO and very few Mk2 def BSOs. The first batch of Mk2f RFB (1200-1221) had been converted, while the second batch was imminent, there were still 28 RBR allocated to XC. Until the ex ECML HSTs were transferred most NW to SW had the same formation as earlier (BFK+4TSO each from Glasgow / Edinburgh+ RBR). LHS XC stock to Reading and beyond tended to be the formed with the new RFBs but with more variations e.g. NEAs rather than BSOs, than with the later fixed formations.

You should get a decent representation of Wakefield Westgate with both up and downs sidings in the pre electrification layout using Code 55 pointwork in the space you have. If you have the misfortune to model 00 and forgot to say then I would suggest moving the turntable to the MPD and carying round the 4 tracks round the left corner and have the crossover on the left hand canal bridge. This should give a more even curve.

In the late 80's a single 90/87 would need two paths to get a full length freight liner over Shap or Beattock; with Class390 timings I would assume not dropping to much below the maximum speed for the train is even more important.

The pressure on Mk3s goes back to 1980 where two TSO were written off and three more coaches damaged at Bushey. When 12018 was withdrawn it was replaced by 12005; 12050 was drafted in but 12006 was lost at Polment. Given LMR shortages and the refurbishment program, 12009 and 12050 had gone back to IWCX/WB in 1986. There were only ever 7 FOs (11004-11010) and then 7 COs (11905-11910 + 11922), so by 1981 there could be up to a sets worth of Mk3a TSOs which could be formed with 3284 and a spare DBSO to create a spare set (assuming, I think, 6 diagrams with 1 cyclic maintenance spare Mk3a FO). Having a spare set is more flexible than having individual coaches, however, the fluctuation in TSO could have meant that there were no spare TSOs to swap in overnight at all. I assume that conversion of the FO to CO allowed the loss of the fourth TSO without off peak overcrowding to give the ability to more reliably run the number of diagrams. I don't know the rider ship figures for E+G for the mid 1980's but the reduction to 3 TSOs per set predates the UK wide reduction in passenger numbers in the late 80's.

The 83s, were stored 67-71 and after the rectifiers were replaced lasted until the early 1980s (except for damage/fire). So not really 'more time not running'. The 84s were a bag of bolts, being built by NBL.

AL5/85 had bogie mounted traction motors, only AL6/86 had axle mounted motors. Although the 86/2 and 86/4 may have been better than 86/0 on reducing track damage they still knackered the track. We had to redo several sections of the GEML within a couple of years of electrification as the 86/2 wanted to straighten the curves.

Its an A1A - A1A as Class 80 As 18100 it was a Co-Co https://en.wikipedia.org/wiki/British_Rail_Class_80

I know this is a bit late but he did give thanks in advance. Whether you find it acceptable or not the removal of the data does not help anybody else, nor seemingly dis-benefits the OP

The Dapol Mk3 catering car was a compromise and is not right for any of them. As initially produced it covered:- Mk3 TRSB GK401 and conversions to GN401, GN102, GK103 Mk3a RFM (ex Mk3 TRUKs) 10200-10211 Mk3a RFM (ex Mk3a RUBs) 10230-10260 Its not to far from a MK3 TRUK/TRFK and has been used for the Prototype HST 10000 TRB and 10100 TRUK The end is a mish-mash of bits. It's also wrong for any of the fGW RFM coaches as they look to all be ex Mk3a FO RFMs, 10212-10229. Still doesn't justify not doing the ends correctly

What irritates me is people who assume that what is good/acceptable/doable for them is perfectly fine for everybody else. Additionally, comments about why somebody should not be disappointed as you have to put up with worse - and which are not tongue in cheek - are also mildly annoying. Then again some people just have expectations which are never going to met!

On RCE Anglia we were not allowed on the track when the weedkiller train was out, and except for routine safety checks we had to wait until it had rained or after 4 days(ish).

Depends which livery, by the BR Blue period you can can a different class centre car never mind the right way round. If its green then its more likely to be kept in the preferred orientation (the centre car loo next to the DMBS)/

That's a very London centric list. If you are comparing N with OO then both have similar gaps. I terms of Fraish, if actually available, the combination of 101/108, Mk1, Mk2a and Mk2f with various banger blue and sectoristion locos and suitable wagons will cover the majority of the non-electrified network from west of Salisbury, through northern England, the north east, to Scotland from the beginning of TOPs to the early 1990's

Thirty years ago - the dates I mentioned - is a full generation ago. Also the full body versions of all the Mk1s to Mk4 became available within about 5 years. I don't remember Farish/Bachmann improving the mouldings on either the Mk3s or Mk4s - so no improvements in half the types. Excluding niche stuff like the prototype HST limiting availability of mainstream models to pre-ordering through a very uneven batch process is not giving good choice nor customer experience. Blue/Gray Mk1 were ubiquitous to the vast majority of the GB network for 25 years it is not pointless or unreasonable to have a selection of models available most of the time. Not only is Farish not producing a range to satisfy every modeller, it has a range/production schedule that is satisfying almost no modellers in N. The models are much better, and I am nor recommending flooding the market, but even with my eclectic modelling eras I have been tempted by GF only three times in the last 6 months.

In the late 80/s early 90's GF did Mk1 4 models, at least 5 liveries. Mk2c 2 models, NSE livery Mk2 DEF, 2 models, 4 liveries. Mk3/3a 4 models, 4 liveries. Mk4 5 models ICS livery Your two points in your last paragraph are mutually exclusive. If you need to pre-order, you don't have a choice of which model to buy of you go into a model shop. And in your point to fezza you miss the point - we are not asking to model every location in every era. Apart from possibly an ECML set of Mk 1 Pulmans you cannot accurately model any principle passenger train from the ECML, WCML or GWML from about 1965 onwards using GF models which are in stock at somewhere like Kernow models.

The dim past when we got one or two new models a year was also the time when retailers had the vast majority of the range in stock - if you wanted a Maroon Mk1 you could get them. Yes they needed renumbering and detailing if you wanted them to look good but they were available. Now you have a GF cabinet about a third full with mainly rule 1 models e.g. LMR Austerity.

There was a change in how infrastructure was managed at the time. On the Anglia region all bits of track, crossovers, siding and buildings had an owner - IC, NSE, Provicial/RR. This included CE stock and locos - however, it took some time to sort out and there were some 'spare' locos. These were the main ones to be branded, mainly Class 31 at Strafford but there were others, to stop them being 'liberated'. Some of them were un-referbished and in dire condition, it was a bit of pot luck if they lasted a full weekend possession.

Its to allow each row to be unloaded at the same time - the cranes are wider than the rack width.

If Bachmann says it has 'listened' when talking about OO models, then perhaps N gauge modellers have keep on repeating the same 'old' comments until it does listen. While you are perfectly entitled to be fed up with John Upton's comments, it goes both ways - and no its not about deleting threads without notice or explanation.

Sorry, I have no idea what your post is on about - it's nothing to do with quality and I never said it was. My point was that as the summer announcement (back in May) had no N gauge in it, then announcing *anything* is an improvement. So three LMS inspection saloons and a 45T tank wagon is an improvement. In the end while quality is nice, you first need to actually manufacture something.

The LMS had some very interesting light railways - Ballamena to Larne and Red Bay, Ballycastle railway and half of the CDJR with the GN.

Given the Summer announcement anything would be an improvement. Also points 2 to 5 are under Bachmann's control. The problem for Bachmann is that the occasional disappointment turns into apathy.

Unexpected as none were preserved, but very nice indeed.

At least its not GW, they all look the awful same - give me a shiny smoke box ring and a Westinghouse pump over Brunswick green and bling brass. In my loo I have three photos of the N7 and a photo of the last down broad gauge Cornishman at Paddington, the latter behind the door - as it should be.

The N7 were used (in larger number than the N2) in both the West Riding and GCR areas in addition to places such as Lincoln. The N7 didn't get to Scotland but I think they only got 16 N2 anyway.