Wheatley

The staircases have been replaced by some with a rather gentler gradient, but remarkably (considering the 1990s electrification) the bridge deck is still the 1922 rivetted girder. This 1965 picture also solves a long standing mystery for me, namely "what are the metal hoops on top of the Up side wall for ?" (they're still there). Gas pipe supports it seems ! I think there are some at Guiseley too.

Heljan have in fact done this on their Hunslet (Class 05), not only are the lamps to scale but they are suitably dim (40w bulb rather than oil lamps). One day I will work out how to make them 1 red/1 white at each end rather than both the same but that's a long way down the 'to-do' list.

The down platform is step free, but the gradient must be about 1 in 7 - check your brakes ! At least it has lighting now, until the late 1990s the down side lighting was a Wipac spotlamp on the up side lamp post (singular) !

Point timbers are wider, and longer. Peco bullhead is a generic representation of UK practice from roughly the Grouping (1923) onwards*, so sleepers were generally timber, 8'6" long and 10" wide, and point timbers were generally timber, 12" wide and as long as necessary (there was a limit but I forget what it was). The use of 'timbers' to describe those used on points was simply to distinguish them from plain track sleepers, initially both were made from timber. From the 1930s the LMS especially began to use concrete sleepers (still with bullhead rail) then from the 1950s onwards there is a general tendency towards wooden or concrete sleepers with flat-bottom rail starting with the main lines. Sleepers were still 8'6" long and point timbers were still timber, even where all the track around them was concrete-sleepered. Modern (post-2000ish) practice uses concrete sleepers for plain track and also concrete 'bearers' for point work. Concrete bearers for point work have to be made with all the rail fastenings in the right place to start with and are usually pre-fabricated and moved to site as complete units, the reason timber stayed in use for pointwork after concrete became almost universal for new plain track was because it could be assembled on site and the holes for the fastenings drilled on site if necessary. *(Although it is an accurate representation of none, either in track gauge or geometry. It can't be, because OO track is a scale 7" too narrow and the prototype doesn't use set track Radius 2 for pointwork. All OO track is therefore a compromise so, depending on the manufacturer, you will find different sleeper lengths and sleeper spacings used to try to disguise the narrow-gauge look of OO. If you want super-accurate - or even accurate - you're looking at P4).

The goods lift was the only disabled access at Leeds until the station was rebuilt in 1999-2002. The current 'Access for All' initiative is a very modern phenomenon.

What Bernard said, point timbers are wider than sleepers. The reason (I believe) is because at least half the chairs on a pair of points are on the squint and not parallel to the sleepers.

https://www.networkrail.co.uk/wp-content/uploads/2021/06/NR_GN_CIV_100_02_Station-Design.pdf Doesn't mean any of them have read it.

Nothing to do with the original question, but a good way to revive a slightly clogged paint brush is to use it as the mekpak / liquid poly brush for a bit.

If it brought the RRP back down to 60 quid (adjusted for inflation since roughly 2010 which I think was when I bought the Bachmann Ivatt 2-6-0 for that price) I'd agree. But I bet it wouldn't. (£89 on the BoE Inflation Calculator if you were wondering. Not £189).

Some more easily broken sticky out bits were moulded in ABS, the buffers and door brackets sprue in the Pavan kit for example, and the door springs in some of the newer open kits. I don't think I've found a whole chassis in ABS yet but I haven't built all of them (yet). Any old polystyrene cement will do, but some will give neater results than others. Revell Contacta personally.

From your list on page 1 I make that 48 out of 78 classes available, not necessarily in the right livery. It would be interesting to see if any other era in history has 61% of its potential motive power available off the shelf - BR Blue might for mainline locos but there are still a lot of EMUs missing. Interesting that the three main lines (LNER, GWR, Avanti) have 86% (12 out of 14) available. There can't be many current freight locos missing either - maybe people don't buy enough everyday MUs to make them worth tooling up.

D - Dock R - (loco) Release 4 3 2 1 C - Carriage Multiple other ways of doing this are available, the only 'fixed' conventions I can think of are Up, Down, Main, Branch and platform numbers for platforms. Expecting a driver to remember that route 4 goes into platform 3 is asking for a read-across SPAD. You could do with a sub under the main arm on S5, the non-platform roads would all be shunting moves as would half the moves into the platform roads. There are probably a dozen ways of doing this too.

Most of the whizzy spinny Caprotti bits were in between the frames. The last two were built with them on the outside (as per DoG) where the fitters could actually get at them.

From what I can see from the photos published here so far: Pro: The weird ledge is gone under the tender. The bogie wheels are better (but still not quite right, the bevel is there but he boss should be more pronounced, see adb's Jubilee video above.) The injectors and associated pipework under the cab have been added. The tender fire-iron tunnel has been added. The footplate rivet detail has been added The lubricator pipework appears to have been added but the photos of the fireman's side aren't clear. Cab detail (there appears to be some) Cons: (<cough> lamps) Bogie wheels as above Tender sidesheets are still massively thick at the rear Can't see if the gap under the smokebox thing has been addressed. Seems to have been.

CDL only applies on the national network (ie Network Rail). What other railways do is between them, their Light Railway (or Transport & Works) Order, and the ORR. Standard gauge heritage railways will have a Safety Management Systemagreed with ORR, I'm not sure how small the railway can get before it (legally) becomes a fairground ride rather than a piece of transport infrastructure.

That footage of Alberta is an empty stock movement so the Class 1 lamps are correct. That said, I don't think the Duke of Edinburgh on his own qualified for 4 lamps anyway (Stationmaster ?) so they'd be correct either way.

About the only advantage a loft has over an outbuilding of some sort is security. 1. There's a fine line between storing your layout in the loft and overloading the roof structure by adding a load of dead weight and clomping about on the rafters. If it's been converted properly (not just boarded out for storage) then fine but otherwise see numerous older threads on here about what can go wrong. 2. How old are you ? (rhetorical question). Getting up and down a loft ladder, let alone carrying things up and down a loft ladder, gets harder the older you get. 3. It's dead easy to turn it into a condensation trap to the detriment of both the layout and the roof structure. I know it's a big tempting space but I would rather build a smaller layout in a shed or garage than faff about with the loft. Same issues with temperature variation apply but they're easier to deal with in something that isn't a vitally important structural part of your house, also it's much harder to fall out of a shed. The ideal is in the house somewhere; you don't need a whole spare room, there are numerous ways of fitting a decent layout in as part of the furniture with a bit of imagination.

I look forward to Accurascale's re-run of the Syphon G complete with ducking giraffe.

I've had mould on things in the past mostly things which have been living in the 'unfinished projects' boxes which used to sit on shelves against an outside wall. The whole wall was prone to condensation (plastered cavity wall, no dry lining). I had bought a job lot of very smart A4 cardboard boxes from WHSmith and some of these had been growing a sort of whitish greenish mouldy bloom inside. The worst ones were binned, the rest given a wipe over with bleach and transferred to shelves on an inside wall, and the stuff in them cleaned with either warm soapy water or white vinegar depending on what they were. A batch of old Airfix coaches were particularly affected, especially around the rubber gangways. I had a look under a field microscope and it was a sort of hairy crystalline deposit, very weird. The outside wall shelves have been replaced with Spur brackets so there is a 1/2" air gap between them and the wall, and everything on them is now in plastic Really Usefull Boxes with a bag of silica gel chucked in.

Soap and water applied with a cotton bud. You're basically cleaning fat off a plastic cooking utensil. I wouldn't use an organic solvent unless you've previously tried it on the same finish.

Yuck ! Thanks for the pic though ! Likewise, I've a few to do which will keep me going until the Accurascale one comes out :-) The lamps wouldn't have been a deal breaker at a couple of years ago's prices, I've got a pair of side cutters and some black paint. But at 200 quid for the cheap version I can wait until Hattons are flogging off their overstocks.

I still haven't finished any of the items on this thread or the study full of other half finished things, so it's obviously time to start something completely new. This has been sitting in a cupboard for nearly 30 years waiting for me to pluck up courage to start it. It's the London Road Models Caledonian Single, No. 123, coming soon to a manufacturer's press release near you. (Well it's bound to now I've started this). At least I can't cock up the quartering on this. The Caley Single was one of four Scottish preserved engines restored and put back to work by the ScR in the late 50s and early 60s. It visited Newton Stewart in 1962 working a special down to Whithorn with 'Gordon Highlander', but the tender in the kit is for a later version, not the unique Neilson tender she was built with and which she used in preservation. The plan is therefore to use the kit tender chassis with new side frames and the body off the Triang model which was my second ever loco more than 50 years ago. The chassis is compensated as is the front bogie, I have no idea at the moment how I'm going to motorize it, or how I'm going to get it (and in particular the bogie splashers) around 3rd radius curves. Being pushed along by a D40 may well be an option.

Only if they let it out of whatever siding it's in and ran it in traffic without going through their laid down fitness to run regime. Ownership only becomes an issue if it causes damage to something/someone via some means not covered by the FTR process or damage is caused to it. In this case there seems to be a dispute about ownership rather than the details being lost in the midsts of time. Whether something did or did not appear on a stock list on a website is not proof of ownership nor does it's appearance or non-appearance in that list indicate some sort of corporate neglect, it merely indicates that the public-facing website put there for the entertainment of enthusiasts is a bit out of date, or that the volunteer writing it was misinformed. The lists where accuracy is important are things like the ORR's list of vehicles permitted to run between Whitby and Grosmont, and lists of assets they're claiming tax relief or some other sort of charitable benefit on. The stock list on the website has no more regulatory significance than the blackboard at Goathland telling you which loco is on which service today.

Another vote for the crushed code 100 fishplate with half a code 75 fishplate soldered on here. It works with both the code 75 flatbottom and bullhead fishplates, or you can force the bullhead track into the FB fishplates with a bit of effort. The Peco converter tracks are quite fragile as all the strength is in the plastic web between the sleepers, the rails being two separate bits of track with a wire soldered between them. I was using them for temporary lash-ups between the scenic bit and fiddle yard (having done exactly what you're proposing) and I broke most of them eventually. Anyone familiar with the old Hornby Super 4 to System 6 converter tracks will be disappointed, they were bomb proof !

As others have already indicated, the night shift / front line on call staff who were dealing with whatever 'it' is hand over to the day shift and they all carry on. Control Office staff may be reduced overnight but usually only the Customer Service Controllers and delay attribution staff etc, the essential posts dealing with organising train crew, units and the Duty Manager are still there. If its a really big one others can be brought in to staff phones etc but a common problem in the initial post privatisation era when everyone was still finding their feet, was stopping the second line on call charging off to site along with the first line. Second line should either be doing something strategic somewhere or waiting to relieve the first line when their 12 hours are up, depending on the circumstances. Most train care depots are busier overnight than during the day so there are people to send/ deal with it and people coming on shift early next day to relieve them. And also to echo what others have said, the delays, costs, blame etc get sorted out later, and usually by clerks and junior(ish) managers rather than the armies of solicitors people perceived the industry has. The arrangements for attributing blame (or cause) and sorting the money out are very well established. There are even a couple of 'agreements' (as in "agree or no operating licence for you") specifically designed to stop passengers being messed about by TOCs passing the buck.