wombatofludham

Next time we see him we'll have to measure him up to see if he's 3.5mm or 3mm scale...

You need an HO or even TT scale incident officer to make up the numbers....

PS Oxford Diecast have a nice BRS liveried 1970s Scania artic in their range, ideal for steel deliveries http://www.oxforddiecast.co.uk/76/76SC110001%20Scania%20110%20Flatbed%20BRS.html

The car park does look good but I'm surprised you've given up some sidings to the infernal combustion department! You might like to put some Armco in front of the concrete fence, you can get HO scale Armco from Noch and off thiefBay from China. I think Faller and Auhagen make it as well, or just get some plastic strip of course!

John, Simon's buildings show what can be done with a bit of imagination and time to lightly modify kits and ready to plant buildings to give something more unique, and it's a great way to build up confidence and skills. For example, when I built my quicky exhibition plank "King's Oak" I needed a modern Centro brick chalet station building but couldn't find anything off the peg. Then I happened to notice the Faller "Bike Hire" shop which, although HO, was roughly the right shape. Unfortunately it was modelled in a representation of the "crinkly tin" you often see industrial buildings made from. So, what I did was use the parts to draw the outline of the main components on the back of some brick embossed plasticard, cut the shapes out, filed them to shape and reclad the building in brick, painted it brick brown et voila, a very simple conversion job which gave a convincing small modern suburban station. I even re-used the shop counter as the ticket counter by using some clear acetate to make a screen. Unfortunately, I then forgot to put a light in it - so you can't actually see the ticket counter, but it's there! Depending on how much time you have and your circumstances, and what your model interests are, it might be worth buying some cheap Dapol or second-hand kits, scouring e-Bay for cheap modelling materials (I bought some really nice "instant" flowerbeds, grass mat and the brick plasticard from e-Bay for next to nothing) and perhaps have a go at making a diorama, seeing how you might convert or modify the kit into something different. Starting with some cheap kits (or even some ready made buildings) it will be less dispiriting if you make a mess, but you never know, you might just take to it and find that you can achieve a good result by taking your time and thinking out of the box a bit. To be honest, the Kings Oak station was the first time I had tried a bit of kit-bashing although I had built quite a few kit buildings beforehand, and I was happy that it came off, not least because Faller kits are not cheap!

As someone who paints and draws in various media, and who also uses photo-manipulation software as another tool, I really enjoy your images and would venture to suggest many others do too. Take no notice what others think, I too have a dim view of some of the snotty and unfriendlier attitudes sometimes displayed by a minority who think that unless you can hand-crochet your own working conjugated valve gear, or build your own foundry and steelworks to cast your own P4 track, you are some form of sub-human trainsetter. Fortunately, the majority of people on here are helpful and supportive which is why I keep coming back, it's just disappointing that some seem to have set themselves up as some kind of finescale Taliban who see their views as being the only right ones. Basically, keep photoshopping and posting what are in my view very nice artworks.

If it had been a double decker it wouldn't have been so for very long given the height of some of the overbridges on the route. With the raised platforms over the motor bogies I suppose you could call them one and a half deckers like the old BEA Commer Commando coaches. Notwithstanding the WMPTE shade of blue and cream, the "heritage" tram does look nice. It's a shame there isn't a benefactor out there who could sponsor some other heritage liveries on other trams as the T69s come to the end of their life. Wolverhampton green and yellow, South Staffs tramways maroon and cream, and GWR "Railcar" Chocolate and Cream would be a nice way to celebrate the end of the Italian made pish - sorry, fleet. We could even see just what the originally planned yellow Centro livery would have looked like (I do actually have some video footage of the first two tram bodies under construction in Italy painted yellow, it was that close!)

MACE have uploaded a report on the Black Country made in 1969 by ATV http://www.macearchive.org/Archive/Title/atv-today-07041969-the-black-country/MediaEntry/1074.html

I've noticed one or two acknowledging the camera! I also noticed a 150+2x143 formation heading towards Exeter earlier - either business is booming with first day riders or it was an ECS movement!

Having found it last night to see the empty stock moves I've become oddly addicted to the Dawlish Beach webcam. Just seen two XC HSTs pass by, probably double what I've seen of the fleet ever.

That was actually quite fun!

http://www.ebay.co.uk/itm/Hornby-VIRGIN-HST-CARRAGE-/301142035514?pt=UK_Trains_Railway_Models&hash=item461d76cc3a I know people think the Voyagers and Pendolinos cramped and cattle like but I didn't know Virgin had resorted to pre-packing passengers into containers...

Oddly enough their timing couldn't be better for me as I hope after some delays to make a start on my new shed layouts this summer!

Possibly a thick question, but does glued ballast still drain and perform like ordinary ballast? Otherwise what are the advantages of fixed ballast over say slab track?

Yes, surprisingly the new catalogue talks about double arm plain line masts, H beam gantries, tensioning masts and catenary wiring. I genuinely thought they were off the agenda given the long silence on their development. I know they won't please everyone but given those who want fine scale accuracy will probably be building their own knitting anyway, given most real life OHLE varies widely in design depending on location, for those of us who want something that looks reasonably close and OO scale but don't want to spend years custom building, I'm happy to accept compromise and will be more than happy to use the Dapol kit. Really looking forward to see what emerges.

I'm not so sure. For one, we no longer have the Heljan option and they seem to be unwilling to re-release it, although they have said that before about the 47 and 58. The Hornby option isn't a serious contender. It's rather like the situation with the Class 47 - the old Hornby model was overtaken first by Lima, then Heljan pitched in with the Tubby Duff, Aunty Vi took on the mantle with some success but aimed more at the collector, then Bachmann pitched up with another version, taking on Heljan's slightly over-wide offering and Hornby's re-issued Lima historic casting. OK, with 512 Class 47s built and their universal use, the market is bigger, but Bachmann have shown in the past they are not afraid of competing head on with Hornby or Heljan. I think the market is still wide open for a Class 86 and Bachmann might yet still consider it worth a punt, given their longevity and relatively widespread use.

At the risk of being a bit too logical about the debate, I still think the best way in which to stimulate demand for AC modelling is to have a core range of complimentary models in terms of era and sphere of operation, then expand outwards. Let's take a hypothetical new modeller who is interested in modelling a Midlands or north-west location with electrics and diesels. He or she wants the latest running capabilities, detail and DCC operation, but is time poor so can't indulge in huge amounts of time cutting and shutting models and fitting fiddly expensive detail, or buying spare chassis to re-engineer the running capabilities and accommodate DCC. They are either happy to turn a blind eye to the lack of OHLE, or happy to use Sommerfeldt or Veismann HO masts. For their diesel fleet they have an impressive range of diesels which cover every period from the early 60s to the end of BR and beyond. Then they look at the AC models available. The only model of modern detail levels and running capacities currently available off the shelf is the Class 85 in a range of liveries from 1962 until the mid 1990s. Great, with careful planning and scenic detailing, avoiding obviously dated scenery, that gives our hypothetical modeller the chance to run steam, diesel and electric together, and with the same layout potentially carry on through the "banger Blue" period to sectorisation, and the complimentary diesel and steam stock is all there to do that, so they decide that's the way to go. However, our hypothetical modeller knows there was more to the Midlands-north west scene than the 85, so they look for the complimentary range of electrics to create a representative impression. They find the Heljan 86, and they perhaps are not too worried about the flawed details, or the steroidally enhanced pantograph, but unfortunately the range of liveries isn't what they want, plus of course it is now out of production. They see some Hornby 87s still for sale but given that model was new when I was doing my O levels (and I'm now 51...) and lacks modern features and running capability, it is rejected as being too old fashioned. They find a well known on-line auction site also has a lot of Hornby 86s for sale in a range of liveries that would be suitable for the time period they are thinking about but again reject them because they too are too crude and lack DCC options. I think at the moment the fact the only plug and play AC electric still available that is to current expected levels of running and detail is the Class 85 really does mean that the next AC models ought to tie in closely to that model's operating sphere and date in service, to help develop a "synergy" and enable someone to develop a range of options for their layout knowing there is a basic foundation of stock availability.

On the preservation issue, the fact that one of each of the Classes 81-85 have been preserved is notable given that only 22 AL1's remained at the end, along with 8 AL2s, 15 AL3s, 10 AL4s and 40 AL5s. So between 20% of Class 83s and 2.5% of Class 85s are preserved. If 20% of Class 47s had been preserved we'd have over 100 of the rank things cluttering up the sidings of preserved lines across the country, not around 30. Even with a bewilderingly excessive total of 47 in preservation, the Class 37 preserved fleet only approaches 15% of the original total, and many of them will be unlikely to become operational again. A pointless exercise, but it further re-enforces the idea that numbers preserved is a proxy for model popularity isn't a sound basis on which to make assumptions when the numbers of locos in each class to begin with are vanishingly small.

No Blue Pullman was preserved yet despite earlier saying it would never produce one as long as their development teams had holes up their behinds, Bachmann eventually capitulated and made one of the defining models of recent times, which has sold well despite being a virtual one-hit wonder in terms of real life production and distribution, and in spite of the cost to purchase. None of the freak one-off diesels Heljan so love to churn out are preserved, yet they sell. Only one 2-BIL exists but Hornby have turned one out to considerable acclaim. LMS 10000 and 10001? We've got two manufacturers models of two prototypes which thanks to the rabidly pro-kettle attitudes of 1960's enthusiasts, and even the nascent National Collection, never got preserved when clearly one should have been saved ahead of yet another Black 5. How many Warships are preserved? Westerns? Class 22s? The idea that number of preserved examples is in any way a proxy for popularity as a model is not borne out by reality. It only serves to re-enforce that a lot of preservationists can't get on with one another so set up their own clique to buy another example of something already preserved which ends up rotting in a siding somewhere eventually to quietly end up being scrapped.

Was it Merl Evans that I once read chose to model the 350 Desiro because he used them regularly and liked them? Presumably the 85 is in the same vein? In which case Merl, surely you liked the Class 86s when they worked the Cobblers, and the Class 310s? Go on, you did like them didn't you? Of course you did...

Is it actually clear that AC electrics don't sell? If you look at the Bachmann website where they indicate availability, which I believe actually relates to availability in the warehouse (although I'm open to correction), then both the electric blue and post-TOPS Rail blue versions have been marked as "unavailable" for a while, then re-emerged at a higher RRP. To me, that indicates that there must have been at least one re-run. The announcement of the arguably more desirable small yellow end electric blue variant also appears to suggest that the model is at least selling to Bachmann's expectations. If it was the lemon some naysayers suggest, would Bachmann waste a highly valuable production slot on something that will sit on the shelves, or use it to produce the gazillionth duplicate of a Class 37? I'm convinced that the Heljan Class 86, apart from it's well advertised faults like the National Grid pylon for a pantograph and the poorly executed grille detailing on the side, made the mistake of being based on the locomotive's condition in a very narrow timescale towards the end of it's life. Had they started with an AL6 in original condition, or an 86/2 in 1974-1987 condition, I have a feeling it might have done better. It's interesting that whilst you can still just get the Virgin, Freightliner and Anglia liveries in the shops, you cannot find Intercity liveried examples for love nor money, even on GreedBay. That suggests that post privatisation liveries are possibly less popular. I still think that an 86, produced to allow the models to represent every condition/livery from as delivered in blue with small yellow ends, through to Inter City Executive 86/2, could be the model that would be a breakthrough if steady seller. It would tie in exactly with the Bachmann 85, and allow a reasonably representative WCML layout to be attempted, given that the 100 AL6s and 40 AL5s were the two most numerous classes of AC electric until the Class 90s came on stream. It would also allow a modeller to run electrics, diesels and steam together in the 1965-7 period, when the new AL6 locos and new Mk2 stock ran alongside the last steam locos in the Potteries and north-west. Whilst I agree that a ready to plant OHLE system would be a help to sales, I'm not sure this is such a deal breaker as some would suggest. I think really we haven't had a consistent, joined up range of decent RTR stock which compliment each other in terms of eras to enable those modellers who don't wish to spend a lot of valuable time and money cutting, filing and drilling models to add massive amounts of third party details to their stock the chance to run a reasonably representative range of rolling stock on their layout. I think the lack of a complementary range of locos is as big a hurdle as the lack of a full range of UK OHLE.

One question about the new repair - it seems to be being built to much stronger standards than the remaining undamaged sections of the sea wall, which of course is right and proper - but will this mean that the remaining old sections of the wall could face increased attrition or damaging forces in future storms? Or is there a plan to upgrade the remaining undamaged sections in the medium term to give a consistent level of protection along the whole wall? I'm just curious whether the very different methods of construction have measurably different levels of resistance and if this differential might cause future problems.

The other Sunday BBC2 showed "School for Scoundrels" which features a Great Eastern terminus pretending to be "Yeovil". Some Great Eastern kettle tank drags in some Gresley non-corridors and Ian Carmichael descends to attend Alistair Sim's school for lifemanship, wandering unchallenged across the goods yard in the process without a high viz or a track induction course beforehand, all very naughty. Also featured two LT RT buses, some nice 1930s architecture and a lot of 1950s classic cars, so something for every nerd in the family.

You may think it's unbelievable, especially when the flashing red light was selected specifically as it is supposed psychologically to attract attention, but they are not as common as the traditional traffic signal with a steady red light which has led some to argue that traditional red/amber/green lights would be better, in fact they were even discussed in the 1968 Hixon report. Normal traffic lights were installed on Midland Metro instead of a barriered or Automatic open railway level crossing at Black Lake although that had more to do with the legal definition of the Metro as tramway and the HMRI wanting consistency in application of the rules, and of course it hasn't stopped motorists running red lights as they do on road crossings, something those arguing for the use of traffic signals on railway crossings fail to recognise. The point is over time motorists become habituated to their normal road experience and if you live in some rural areas, you are less likely or even unlikely to encounter level crossings. The flashing red light is a mandatory stop signal, so anyone passing it for whatever reason is committing an offence. But when normally dispassionate and objective ex-military Railway Inspectors comment on the phenomena of user inexperience with particularly open level crossings in their accident reports, it's something that has to be considered even if the conclusion is it's every motorist's duty to be aware of potential risks and drive with due care and full attention at all times. Except in real life most people are singularly incapable of 100% care and attention. It's the same with half barrier dodging. The overwhelming majority of cases are probably deliberately gambling with lives to save time, or suicides. However, there have been reported cases where people have assumed the crossing isn't working properly, usually due to a slower train approaching, and taken a gamble and driven round the barriers. Now the law is clear, unless instructed to do so by a competent person of authority you should always assume a flashing red light is due to an approaching train. But, if you don't experience level crossings on a regular basis and know that sometimes the 27 second minimum warning time can be longer, impatience or confusion can result. This isn't me excusing such actions, it's from the 1968 Hixon report where they discussed in length the optimum warning time needed for someone on a crossing to get clear versus the desire to reduce waiting time for traffic to a minimum to stop people either chancing it due to impatience or a belief that the crossing is faulty. Back in 1968, the potential for zig-zagging motorists was recognised, as was the need for far better awareness campaigns for motorists. That hasn't changed in nearly 50 years. I don't get your comment about the half barrier not being part of the fence. No-one has ever said it was. Even when introduced, they were seen as only being a "visual" barrier to re-enforce the lights. The "fence" issue related to the old gates which were big heavy gates in order to comply with Parliament's will that the railway should be continually fenced at it's boundary. They had the happy co-incidental effect of being a substantial physical barrier which re-enforced the keep off message. When half barriers were introduced, there was public concern at the loss of a physical continuous barrier across the road and the temptation this might pose to the impatient, and the chance children, less safety aware than adults (debateable in some cases) might wander onto the track on the open side of the crossing. Again, these points were raised and covered in the 1968 Hixon report, so excuse or not, they were seen officially in what was a thorough and comprehensive investigation of the accident as a point that needed some degree of official investigation. I suppose the main point is that 50 years ago all the issues being discussed here were being raised then, were identified as a potential increase in risk over "traditional" gated crossings, but were seen as being capable of management if certain things were undertaken - but it did come to the conclusion that there will be accidents due to user abuse of such crossings, the implication being that the benefits to automated crossings were more than the likely risk and costs of the accidents that would occur. If society's view of the risks posed by the inevitable abuse of crossings changes, then so be it, but abuse will occur and innocent rail users will die as a result of such abuse. If the railway comes to the conclusion that changing driver's habits is an impossible task and decides to start a programme of crossing elimination wherever possible, it's perhaps a recognition of reality rather than trying to swim against a rip tide of public stupidity and non-railway official indifference.

Probably in earnest since at least Hixon. And don't get me wrong, the majority of level crossing accidents are no such thing, they are the result of wilful disobedience, or inexcusable lack of attention, both of which are offences, and should be seen as such and publicised and punished accordingly. However, I do have some sympathy for an alternative viewpoint. The problem of wilful disobedience or culpable ignorance has been officially recognised since the 1960s. It's why the time between lights being triggered and train arriving was set at initially 23 seconds, now with the amber 27 seconds, for the fastest trains on the line precisely because it was felt a longer time sequence would encourage motorists to disobey the warnings and drive round the barriers. I personally wish the police, judiciary, press and society saw these criminals for what they were - potential murderers - and treated them accordingly. But they don't. At best the response is mixed, at worst it's seen as a minor issue similar to speeding or a parking offence. Unfortunately, that ain't going to change anytime soon. In the meantime innocent rail passengers and workers are put in daily risk of meeting one of these individuals. Consequently, and unfairly, the railway has to try and minimise the risk to it's users - which is why I agree with the campaign to close crossings. I disagree it should be necessary or be the railway's expense, but human nature isn't going to change overnight without a serious change in attitude from the legal system, which again has too many agendas of it's own to do anything about the issue uniformly across the country. However, we are where we are - so surely the closure campaign has to be a prudent response to protect innocent rail users? Of course local authorities have traditionally hampered such exercises fuelled by local residents but fortunately it appears they now play ball a bit more. On footpath crossings I agree with the previous posting these are a menace, and should be eradicated asap. In Barmouth, there was uproar when NR closed a foot crossing which was poorly sited on a bend following a number of near misses. Despite there being an alternative safe route to the Harbour underbridge, which added no more than 5 minutes to the journey, people moaned. Fortunately NR stuck to their guns and it remained closed. I bet no-one misses it in truth.