DavidB

I suspect my modelling of the contemporary Ffestiniog and Welsh Highland in 16mm scale isn't what the poll is intended to capture, but I've voted anyway to make sure that large scale modern narrow gauge gets at least one vote. David

I had my first electric trip west of Reading today, on one of the new semi-fast 387 services. Expectations were low, as I almost always travel on HSTs on my commutes and my previous experiences of Electrostars on the Brighton line have not been great. In the event, I was seriously impressed. We covered the 17 miles to Didcot in just over 13 minutes, including the switch to the Down Relief at Didcot East, taken at the full 70 mph. Performance matched HST speeds for the first six miles, reaching 90mph through Tilehurst and 110mph at Pangbourne. Riding was excellent, including over the junction at Didcot East, where HSTs, Voyagers and (in particular) Adelantes can be decidedly wobbly. Air-con noise was far lower than in the 800s, with less evidence of fixtures rattling at similar speeds, all giving the impression of a higher build quality. All in all, a very positive experience, and a fascinating contrast with my morning commute in the other direction today, which was in HST car 42356, now nearly 46 years old having entered service as part of the class 252 prototype set in 1972. David

Hi Roy Can you please pass on my thanks to him for specifying the right shade of BR blue for the job - lots of preserved diesels seem to be painted in a version of BR blue that looks nothing like what I remember, but the 313 looks spot on. Lovely piece of work. Cheers, David

That second photo is Maybach heaven - thanks Nidge! David

I'm not sure that's entirely fair - despite my initial excitement about the new trains, my own experience of their timekeeping has been consistently bad and this has primarily been due to door control issues (according to the announcements by the train managers). Most recently, we lost 23 minutes on the 44 minute journey from Didcot to Paddington and this was entirely due to interlocking issues with the doors on the rear unit that caused 10+ minute delays at both Didcot and Reading. I know that Hitachi will solve the problems in due course, but it's particularly disappointing a) to have been late to a business meeting yet again courtesy of an 800 and b) to recognise that earlier types of GWR trains were covering the same stretch of line more quickly (if presumably less cleanly and comfortably) in 1850. At the moment I am now deliberately avoiding services worked by the wretched things and choosing HSTs wherever possible. It's also interesting to see (or more accurately, to hear) that the build quality is patchy, with some coaches having loose-fitting ceiling panels that rattle enthusiastically at speed, despite being brand new. I am looking forward to all of the teething problems being fixed soon. David

Have you seen the thread elsewhere on RMWeb on modelling Basingstoke in OO in 85' by 23'? Some very interesting thoughts in the last few posts by builder 71000 on exactly this theme, resulting in the need to handbuild some huge 6' radius curved points in order to bring the tracks closer together than allowed by the standard Peco geometry, in order to improve the visual effect of the six foot/four foot ratio. Based on his photos, I have to say I am convinced by your/his view.

Some additional corroboration from 'The Southern since 1948' by Geoffrey Freeman Allen: "The pair were turned out optimistically geared for a maximum speed of 110mph, which so far as I am aware was never put to the proof. Between two series of dynamometer car trials on the Exeter road in 1952, however, No10202 was sensibly regeared for a top speed of 85mph and enhanced tractive effort, and round about the same time No10201 was similarly modified. Both machines also had their continuous power rating stepped up to 1,750hp." He then goes on to give details of their activities in 1953: "Unfortunately the two Southern units were a prey to defects in 1953 and the South Western was not a persuasive display window for main line diesel traction that year, especially during the summer rush.....One Southern diesel was supposed to work the 02.40 Waterloo - Bournemouth West and the 07.20 back, then the down 'Atlantic Coast Express' and 16.30 return from Exeter. The other was allocated the 08.30 Waterloo - Weymouth and 13.25 back, then the 18.00 Waterloo - Exeter and the 22.40 Exmouth Junction - Nine Elms freight. All too often that summer these routines were more honoured in the breach than the observance." David

Isn't it more to do with the fact that the 165 is a diesel hydraulic with a torque converter configured to give good initial acceleration up to 50mph, before the direct final drive kicks in, whereas the HST is a diesel electric geared for 125mph. An HST has more driven axles than a 2 or 3 car Turbo and can show a Turbo a clean pair of heels from a standing start if dropped quickly into notch 5 on clean rails (and especially if running as a 2+7 set, as a number are at present). The Chiltern 165/0s are faster off the mark with their lower 75mph gearing, with the final drive kicking in around 40mph - they could out-accelerate the Met Line A Stock from Harrow-on-the-Hill when the latter were running in outer-suburban weak-field mode. David

Interesting. BRCW produced two variants of its diesel electric type 2. One had 75mph gearing and a 1,160hp engine, while the other had 90mph gearing and a 1,250 hp engine. According to published data, the performance curve of the lower-powered locos far exceeded the higher-powered locos in the lower speed range (30mph or so from memory), which is why they dominated the Highland and Far North lines for 20 years, while the higher-powered batch were based in the Central Belt. What am I missing? David

This may be a fair comment about other parts of the network, but I don't think this is true of GWR under Mark Hopwood, based on my experience of his involvement (and that of local Network Rail leadership) with Vintage Trains' recreation of several historic record-breaking steam-hauled runs during his tenure, as well as the historical power car repaints, the naming of a new Class 800 after Sir Daniel Gooch (Brunel is obvious, but to choose Gooch requires a more detailed knowledge and understanding of GW history that will mean nothing to the travelling public) and the Old Oak open day this year. I might be wrong, but my own experience suggests that there is a genuine understanding of the heritage and history of the GW/WR sitting alongside the commercial imperative of modernising the routes. David

Me too - we made a special trip up in the school holidays to see the brand new 313s. I remember the trip from Moorgate to Finsbury Park being by far the smoothest ride I'd ever had in a tube tunnel. David

Nice to see a cab view of the track layouts that Stationmaster Mike designed around Foxhall Junction and Challow too. David

I'm really looking forward to 7029 being back on the main line again. I remember a particularly volcanic departure southbound from Oxford in the mid-1980s - sadly I was only watching from the opposite platform rather than window-hanging, but the no-nonsense sledgehammer sound from the double chimney was quite remarkable even for a GW loco, echoing back from the surrounding buildings and staying audible for several minutes as the train accelerated through Hinksey and Kennington. In addition to the famous Plymouth-Bristol run, Stationmaster Mike has recounted elsewhere how Clun beat HST times over Sapperton in 1985, so I am very interested to see how it performs in the 21st century. Mind you, it's got its work cut out to improve on the performance of shed-mate 5043, which beat Clun's record time from Plymouth to Bristol by several minutes a few years back (and could have knocked even more time off if we hadn't been delayed by an HST in front between Plymouth and Totnes, and again on the way up to Whiteball). We are very lucky to have two beautifully restored double chimney Castles operating on the main line - many thanks to the Whitehouse and Meanley families for making it possible. David

Yikes - I hope that's another of your many witticisms Geoff, and not a reflection of what actually happened. David

I'm not sure that the difference in ride quality is necessarily down to the train. Overall ride quality from Paddington to Twyford on the Down Main is generally pretty good (as is Reading to Didcot, which is excellent). There is some very lumpy track just west of Twyford, where the s-bend through the station straightens out and heads onto the embankment - at the full 125mph, it is not a pleasant experience at all, with the suspension sitting down hard to the left, then the right and back again. Likewise the stretch through the Vale beyond Didcot is far from smooth between Wantage Road and Shrivenham at full speed in an HST, with some pronounced dips and lurches in places. So I suspect that track quality on some of the diesel sections is the main factor here. David

You make an excellent point Ron - with car parking capacity at Didcot station reduced for the next year (while the new multi-storey car park is constructed), I've been parking my car at the local football club (under a creative arrangement helpfully put in place by GW) and walking to the station through the playing fields north of the avoiding line. I've been amazed at the sheer volume of noise continuously generated by the diesel railway at 7am - Turbos, Voyagers, Adelantes, HSTs and 66s all add up to a lot of noise that I never really noticed before (because it merged with the background road traffic noise on the south side of the station). As someone who enjoys a good bit of traction thrash as much as the next diesel enthusiast, I will miss the different engine notes and exhaust sounds, but I'm sure the 'normals' will appreciate the reduced volume of the electric railway. David

I remember D1000 as being particularly elusive too, despite growing up alongside the WR main line at Tilehurst and spending far too many hours on Reading station watching hydraulics and Blue Pullmans - I'd given up on ever seeing it, so I still recall my deep joy as a seven-year-old on finally coming across it at Paignton in the summer of 1972. My dad had taken us for a trip behind Flying Scotsman to Kingswear, but I was much more excited about seeing Western Enterprise than 4472 (and that hasn't changed over the last 45 years either - I'll choose a pair of Maybachs every time). Odd what you remember, isn't it? Thanks again for the cracking photos on this thread, David

Thanks Mike - laser-cut acrylic sounds much more hi-tech than my Stanley-knife-cut styrene and plywood! Inspirational stuff indeed. David

Very nice work! Can you please tell us a bit about the construction techniques and materials? It's making my 1:19 Festiniog and Welsh Highland coaches look very crude in comparison. David

Just how I remember the Westerns at Reading, Exeter, Dawlish and Newton Abbot, even down to the sunshine and shadows on the stations. Fantastic photos, dripping in the best kind of nostalgia, and it's an added bonus to have 828 in one of them as well (don't tell anyone, but I loved the Warships even more than the Westerns). Thanks v much for sharing, David

Me too. Is it possible to sand down the sides and end profiles at all, to recreate that characteristic Suburban body shape (straight down from cantrail to waist and then tucking in towards the solebar)? I can understand why Shawn used his standard Mk1/Class 108 profile extrusions for these kits, but the Suburbans were a completely different shape and I've often wondered whether some modest reprofiling would be possible, bearing in mind the depth of the plastic. I'd be very interested in your views on whether this would be possible or worth doing. Thanks for sharing the build with us, David

I couldn't agree more - and with a signal failure at Maidenhead early on Tuesday morning, followed by a signal failure at Uffington this afternoon that caused the Up service between Swindon and Didcot to be halved and heavily delayed, Mark Hopwood and his team are trying to run an intensive service for some of the most demanding customers in the country on infrastructure that is barely fit for purpose and with new trains that are not (yet) fit for purpose. I have the greatest admiration for the professionalism of every GW staff member that I've spoken to and watched in action this week between Paddington and Bristol. David

Very similar experiences to Mike's yesterday on the 7am from Didcot this morning. Some performance notes in case people are interested: We accelerated to 91mph through Cholsey (similar to a slow HST start). Down the gentle hill to Goring running on greens, speed only rose to 106mph and topped out at 113mph at Westbury Lane (between Pangbourne and Tilehurst). By contrast, HSTs starting from Didcot will be approaching 120mph through Goring and my most recent HST trip reached 127mph through Pangbourne. Leaving Reading, we reached 112mph at Maidenhead and then slowed sharply to 95mph over the Thames bridge while switching to electric power. The acceleration was then blistering, passing Taplow at 95 and reaching 125 well before Slough. I completely agree with Mike about the ride quality - the hint of hunting was in the 70-80mph range, and the lateral control was none too great over Ruscombe. At the full 125mph, the ride was harder than an HST and the sensation of speed was much greater. Feedback from the regular commuters sitting around me was very, very positive - brighter interiors, more seats, much better passenger information and a much-commented-upon 'new train' smell. Sadly there were train-related issues that delayed departure from both Didcot and Reading, plus signalling issues into Paddington, so we ended up taking 68 minutes for the 53 miles, but it was a fascinating new experience. David

The 166s have 2+2 seating and (some) tables. Like Karhedron, I like them and I'm sorry to see them leave the Thames Valley. David

Go on Modfather - tell him what your job was before you moved to New Zealand. David