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I think a few will cancel their SLW orders and get Bachmann instead, but most will keep their orders open and wait for them to trickle in. I see no reason not to keep my orders open, though I’m reaching the point where I have/will have sufficient 25s from Heljan, Bachmann and SLW for the mid eighties era.

Hi all, I hope you are all ok? Does anyone have either of the above models for sale in OO Gauge? If you do I will consider any condition for both models. Message me with information and details if you have one or both of these models for sale. Thank you in advance. Kind Regards, Danny.

On steam, I really don't get that enthusiastic about steam specials so I am not the target market for what it's worth I don't get that enthusiastic about preserved diesel mainline running either). I am happy to see old trains in museums. I was born after the end of mainline steam in Britain but did see mainline steam in China and something which surprised me was how different working steam felt relative to preserved steam. Seeing the big QJ kettles shunting in yards and on goods trains was way more impressive to me than something like FS on a rail tour. The engines weren't mollycoddled or polished but neither were they abandoned to whatever filth might accumulate and were clearly regularly cleaned.

Weirdly the class 101 he has for sale is a 2 car version. So where has the mk3 gone? Unless it has already been sold?

Some of the platform gaps at Berkhampstead are huge, the combination of a curved platform, doors are 2/3 inboard from the vehicle ends and a significant height difference.

IIRC, there was, for a while, some revived fish traffic up from the West Country, carried in the vans of HSTs.

A tiny bit of progress… Called in at The Locoshed and picked up a set track left hand point with a view to straightening the “wiggle” in the trackwork leading into the maintenance shed. Cue lots and lots of shuffling about of set track and some smaller pre-cut bits, and the resulting track plan gives a little more clearance between the front corner of the maintenance shed and the head shunt running alongside which gives access to the loco shed to the right. All in all, I think an improvement upon what I had. Furthermore, there may be space to actually make the works building at the rear more than a simple flat - possibly a length of track emerging into the yard which allows odd pieces of stock to be placed there via the fiddlestick (yes, considering running the siding through the end of the module into the fiddle area). The resulting bit of siding should be long enough to fully display eg a Rapido ferry wagon, or a couple of short wheelbase wagons. But … Would a bit of track have protruded from out of the rear of a works building though, I wonder to myself. And to what purpose? Definitely a case of sticking some temporary paper buildings in place and living with it for a few days … Of course, I’ve complicated things by deciding to remodel my work area at the opposite end of the loft, necessitating a mass upheaval of computer equipment, keyboards, speakers, and many boxes of railway magazines (whilst I build the new desk/storage). What was it I usually say at this point? Ah, yes… HOURS OF FUN!

Here's a direct comparison between the latest weathered Bachmann Austerity out of the box and the DJH kit built one I was fortunate enough to acquire from the Peter Lawson collection. The Bachmann is a nice model, but the kit built one knocks it into a cocked hat. The difference in the relief of the detailing is particularly obvious from this sun-drenched shot, but there is something about the overall presence of the DJH that is the very epitome of heavy metal. And of course it weighs a ton and and doesn't blink at dragging a 40 wagon train up a 3 percent grade. After a bit of tweaking it will even navigate my tightest radius (2' 6") without trouble. The Bachmann has a very good sound file, but somehow the motor noise emitted by 90147 as it grinds its way around the layout is no less satisfying. I won't chip it because there's also something refreshing about the sensitivity of the DC control experience. So I'll have separate DC running sessions for this and the Hall of equal quality I picked up (which simply isn't fair to put alongside its RTR equivalent.) So thanks again to Tony for channeling these gems and I hope Peter is happy that his beautifully made models are continuing to give great pleasure on other chaps' layouts.

If it comes up as 145, it's a Zimo. You can then read CV's 7 and 65 for the version and sub version.

Have you informed the seller yet?! 😁 Steve S

2873 branded To work between Paddington & Aberdare: https://www.licensestorehouse.com/rights-managed/steam-museum-of-the-gwr/carriages-wagons/wagons/10-ton-ventilated-fruit-van-no-2873-9115974.html 2885 ex-works, branded Return to Old Oak Common - looks to be a scan of the image in Russell. 2881 in rather used condition, also branded Return to OOC Pete S.

I assume that is entirely assumption on your part? Just because something hasn’t happened, does not mean it will not happen in the future. Roy

Just found this photo while image trawling.......the man himself! Hello Ron!!

A slightly odd request: Would anyone happen to have a sketch of the dimensions of 7mm scale Bullhead rail available in the UK, possibly Peco? It's a wee bit unobtainable over here. I think I can 3-D print some rather convincing turnouts and I'm happy to share the models with anyone who wants to give it a shot. I can make it work reasonably well down to 4mm/foot but I think at 7mm it would not be easy to tell the difference from injection molded parts.

They might want to connect with another monorail elsewhere in the EU in due course . https://www.tripadvisor.co.uk/Attraction_Review-g211855-d3267800-Reviews-Lartigue_Monorail-Listowel_County_Kerry.html

Started cutting the bogie footboards out of coffee stirrers (tx, 'spoons Tim), and will probably have them on the bogies by tomoz night. I've had a bit of wobble with the bogies, because of a post in another topic (same thread as this) with worked-up Triang clerestories on Hornby 10' Dean bogies. I'd have been a bit more certain of myself had I taken proper notice of this coach's bogies in the first place, but I have now assured myself that the Glyncorrwgs had 8'6" Dean bogies. One of them didn't have footboards, on at least one side, though. AFAICT, there were three coaches, and the 'top' and 'bottom' ones had the end compartments fitted out for the guard to ride in, though I am not aware of the train ever having been propelled in the downhill direction. Normal practice (in as far as anything about the Glyncorrwg branch can be desribed as 'normal') was for the loco to haul the train down from Glyncorrwg ecs in the usual way to Cwmmer Corrwg, run around and haul it back up to Glyncorrwg with passengers, then run around again and propel the coaches up the rest of the branch because there was no facility for running round up there. The return journey had the loco hauling the coaches from North Pit to Cwmmer Corrwg, running around and hauling them ecs back to Glycorrwg where they were stabled until next time while the loco handled the coal traffic. I can understand why nobody has made an exhibition model of this fascinating operation hidden in the mountain fastnesses; nobody would ever believe it... Photo on p.341 of Hodges/Davies shows the 'bottom' coach at Glyncorrwg on the bay headshunt with damage to the third compartment door and windows, dated 5/9/57, and on p.349 a two-coach train leaving South Pit Halt downhill on the same day; I have no idea if the 'bottom' coach was ever repaired, but the damage is fairly severe, door off it's hinges and the pillar between the door and window reveal broken; despite this, Hodges/Davies do not comment on the situation. Something rigid and solid like a crane jib has attacked the coach at about door handle level from the side; it doesn't look like converging road shunting sideswipe damage. As the numbers are indicernable beneath the filth my conversion will serve as 'top' or 'bottom' coach facing either direction for working at Cwmdimbath, as I have no qualms about propelling downhill, and the middle coach without the footboards and (TTBOMK) no cab will not be modelled. The coaches were actually rostered to Port Talbot, not Tondu. Withdrawn in 1958 replaced by a 3-coach Mainline & City set which lasted until 1962. The brake ends of these were similarly modified, but with a central droplight window let in. I'm rather hoping Dapol will produce these, but if not I'll do my own from a Dapol. Not correct for Tondu, but the Cwmdimbath line never actually existed except as a tramroad, and I feel justified in these rule 1 nods to the Glyncorrwg operation.

Are there any pictures of BG?

Had a delivery from Narrow Planet yesterday, so 5551 and 3335 now both have their new numbers. The Bulldog is now ready for weathering / coal, but the 4575 will still need decoder fitting. and I forgot to post this earlier in the week after painting the shed

A little more on the first of the FAA this evening, with all of the brackets now added. The plan will be to do the same on the other two wagons before starting work on the worst bit - adding the actual pipes. looking at the wagons again I am not happy with a couple of details on the sides, the container mounting points and the label clip on the side. I think I will file these off and replace with a 3d printed part if anyone has a clear photo of the white data panels on the either side of the central mountain point I’d love to see a copy. I’ve yet to find something that is square on and close enough to make out all the text

I was presuming the colliery remained linked from the Ironbridge end ( handy bulk customer) and the Kidderminster end was lifted beyond the sugar factory at Foley Park. The section south of Bridgnorth falling into disuse when the collieries closed, but the infant SVR not having the funds to reopen it for some years after securing the Northern section and priorities being getting to Ironbridge and an end on junction with the national network. Quite recently the SVR opened a new terminus station on land acquired behind Madeley Jn signalbox following the closure of the Ironbridge Power Station. At some point, when funds allow, the new station building will be completed with the opening of the restaurant wing. Replacing the demolished Victoria Bridge would be a major obstacle along with various embankment failures on the southern section in the intervening years Another alternative scenario being the Hartlebury - Stourport- Bewdley section remained in use rather than the Kidderminster- Bewdley section We could go one further and forget the real and above imagined histories and presume the line to Tenbury remained lingering on into the 70s. Shropshire coal mining having ended in the 50s ( quite how my paternal grandfather would make a living through the 60s is open to conjecture,) killing the line towards Arley and Ditton Priors MOD remained, the reason for the line to stay open, (till the depot's closure, in the mid 70s) after a limited passenger service to Tenbury inevitably succumbed to the financially inevitable in the late 60s, despite BR's best cost cutting efforts. The line between Cleobury Mortimer and Tenbury lying intact but moribund for some years until the SVR raised the funds to extend through to Tenbury. The Ditton Priors branch then remained in use with the SVR with limited services traversing the line from Bewdley, priority being given to running a more intensive Kidderminster - Tenbury service Andy

Today is a Good Day - Anna Ternheim

And something about this case seems a bit odd to me as the Relief Line platform surfaces at Ealing Broadway were raised in comparatively recent times - i think probably in association with Crossrail works at the station. I don't recall there being such a high stepping distance from either 165/6 DMUs or from 387s as that photo of the Class 345 suggests. I also wonder where he was travelling from as the photo shows the Up Relief platform which means he would have travelled from somewhere between reading (inclusive) and Ealing Broadway. Reading of course has completely new platforms on the lines used by Liz Line trains and their heights are to current standards but the heights at intermediate stations do vary a bit and long have although I'm fairly sure that all Relief Line platforms have been raised over the years (but don't know about Hanwell). However I do know that some stations have suitable bridging boards for Class 345s so they clearly do not offer totally level access. So is there also something arising from Class 345 floor height above rail I wonder? - I'll check the next time I have the misfortune to board or alight from one (or watch while I wait for a following Class 387) but I'm pretty sure the 345 involves a step up/down at Twyford.

Alex, two recommendations. 1. Get hold of a booklet entitled Carr's Soldering Handbook. 2. If you see Tony Wright demonstrating at an exhibition, sit down and have a chat with him. Everyone discovers their own technique. I sort of have three "rules". The iron must be the right wattage for the job - I mostly use Antex variable temperature irons, one for brass / nickel silver and another for whitemetal. Use the correct solder, ie "70" for whitemetal, "145" for wet jobs and "188" for dry jobs. Use fluxes that suit your technique, I mostly use Powerflow, in the knowledge that it must be cleaned off the job otherwise it will ruin the future paint job. I know Tony will give you different advice so consider alternative ways of doing a job and find your own technique. Oh, a dry joint is concave and a wet joint is convex.

You might want to take a look at in now on Google Earth 3D. I could seed no sign of any of those wartime buildings but you might be able to locate where they were and what's there now. New hotel buildings I imagine. (Why on earth am I so interested in a hundred yards or so of track, one point and a signal box with no rolling stock?🤔 )

Probably a bit of both. Look at their latest catalogue and their latest accounts, then make your opinion. Retooling a new model costs a lot of money, then there is the tooling costs of new TT120 items.