Right Away

Like many, I have eagerly anticipated the eventual arrival of the Rails/Dapol version; interested to see how it would stand up against Hornby's model of which my two examples have given exemplary service over the last year. With so much going on to tempt our resolve (and our wallets), the seemingly unexpected delays in getting this model on the shelves may well have tested the patience of many. One cannot feel anything but compassion for Rails over this most unfortunate issue.

Prospective people who might undertake your request may be hesitant and question your reasoning in repainting a locomotive which was rebuilt as an A2/2 Pacific well before Nationalisation; it's your model and you can represent it as you wish. For the record and authenticity, Hornby's future offerings include a Thompson A2/2 which at some point might well be released in BR blue.

The A2/2 class has never been viewed by many as a gracious looking engine but there was, to me, a certain look of functionality about them; doubtless the lengthy smokebox and absence of full size smoke deflectors lend much to this. (I'm a Southern guy and who said a Q1 was not an attractive locomotive?) Historically, the A2/2 class might have been better accepted by the enthusiast fraternity if they had been new builds rather than the result of the demise of their impressive forebears. Hornby are to be congratulated on producing such a numerically small class and this should practically ensure all six will eventually be made available for the Eastern people.

Some good points for Hornby to wary of. Diagram 117 boilers were originally fitted to the A2/3 class. No spare boilers of this type were built as it was decided the slightly lighter Peppercorn Diagram 118 boiler would be interchangeable. Hence the appearance of "banjo" domes on this class at various times. Other "naughties" could be the position of the smokebox handrail/top lamp bracket. Lipped chimneys were fitted to all exceot 60514/9 from the early 'FIfties. As with most locomotives, these variations are extremely time dependent and fortunately Hornby have plenty of time to deliver.

The "Winding The Clock Back" bit at the end .....if only!

I might risk saying that for me, by and large, today's model representation in 4mm scale of Walschaerts valve gear does a pretty good job visually. Never ever the pedant, however, following this topic I couldn't resist double checking my rebuilt Bullieds, and was pleased to find the return cranks set correct for outside admission valves. Phew! I can sleep soundly now; just hope China have allowed for lead steam!

Thanks for this info Mike.

There is much useful information on the forum regarding track standards and recommended wheel back to back measurements. I use Code 75 flat bottom rail with a ruling minimum radius of 45" and a few vehicles have a B2B that could do with widening. Would any member know if there is a proprietary tool with the capability of fine adjustment by pulling/pushing the wheels on their axles? Thank you in advance and a HAPPY NEW YEAR to everyone.

Water and coal consumption can be affected by many variables. The way the locomotive is handled; a "heavy" driver could make life quite miserable for his mate, the latter seeing his efforts transferred into "stair rods" as live coal was ejected from the chimney leaving holes in the firebed thus causing further issues. The quality and type of coal could affect the engine's economy and thus the amount burnt during a journey. Locomotive boilers of pre WWII origin were generally designed to burn coal as efficiently as was possible utilising fuel from the most convenient source available to that Railway. Locomotives with narrow fireboxes could be quite "finicky" if an unsuitable coal was all that was available, lending to the expression "100lb of smoke and no steam!". Wider fireboxes tended to be less fussy on what they were given - provided they could get enough of it! Engines in poor condition, due for "shopping" were notably heavier on coal and water; add to this, poor coal and the problem was compunded. On the Southern, locomotives working back from Bournemouth to Waterloo would generally take water at Southampton before embarking on the ensuing non stop run to London. However, some crews have made the whole 108 mile journey without replenishing the tender en route. Similarly, Nine Elms allocated engines could at a pinch do the return trip on one tender full of coal, but it was tight, especially if delays were encountered on the return trip. Needless to say, all the many variables had to be favourable. Sadly, as steam drew to a close, in many instances, maintenance standards became less than ideal, leaving everyone to make the best of a bad job. Much footage and photographs are available depicting these remaining locomotives going about their business with steam emanating from many hitherto unlikely places. This was also evidence of waste of fuel.

No 34019 is Hornby's latest offering of an unrebuilt Light Pacific, being in what could be called final condition with safety valves to the rear of the dome. Moving backwards, No 34032 was produced in early BR condition, having the safety valves in their original position. Before that, No 34001 was depicted in its final condition prior to rebuilding (albeit with its erroneous AWS battery box) with the safety valves behind the dome. Note that these three examples were obviously built with the narrower cab, the latter two receiving the 9' wide cabs on rebuilding (as did all rebuilds). Hornby has previously produced examples of the wide cab version.

The boilers were identical throughout both classes and received the later safety valve position on having the reduced boiler pressure. One benefit was that the later position reduced the tendency of water surging through the safety valves under heavy braking on falling gradients. The lower boiler pressure reduced boiler maintenance, the original 280 psi being something of a "contingency" figure. Please see attached photos of examples of the later engines.

Be cautious in using the word "modified". The Bulleid Pacifics underwent numerous modifications whilst retaining their original form. Those that were eventually rebuilt, dispensing with the air-smoothed casing and chain driven valve gear are often refered to as "modified Pacifics."

Cab front profile would suggest a 9' WC/BB (34071 onwards) having resited safety valves and reduced 250psi boiler pressure.

Have a look at the Hardy Hobbies website. Alternatively, with some judicious filing and completely repainting, many existing figures can be altered to represent footplate grades.

Controversy continues to abound over the retail price of what in 00 scale must surely amount to the most expensive non-motorised item of rolling stock ever produced for British outline. Scrutiny of some of the excellent close up photographs posted recently does in fact do the model crane justice; such intricate and accurate detail has "moved the bar" considerably and cannot by definition be obtained at the sort of prices many of us would like to pay. A steam breakdown crane, is not strictly necessarily for many modeller's scenarios (excepting, of course, an unfortunate pitch in!) and so we could happily operate our railways without one. Then those clever people at Bachmann dreamt up the idea of producing the R and R beauty and our operating needs were suddenly in question. Do I have one? No. Do I need one? Not strictly. Can I afford one? Not at the present time, it is Christmas! Will I eventually get one? Probably not, they'll be all gone by the time that decision is reached! But for those who can afford to add this stunning model to their railway, I say well done, my hat comes off to you. Bachmann (and the others) continually strive to meet our ever rising standards and the cost of this must somehow be recouped in order to prevail. In the meantime, no guesses to what could appear on my birthday list ???

I only resort to a track rubber to remove paint from the rail head of newly laid track or if something stubborn (eg glue) finds its way there, followed immediately by a vacuum cleaner. For normal cleaning (SR 3rd rail territory here), a piece of non fluffy cotton dipped in IPA and wrapped over the end of a length of Plastruct which is cut at 45° and a notch cut on the end. The notch can guide the stick along the rail next to the conductor rail without disturbing the third rail ; it's also handy around pointwork. See pic - the taped end is so I can find the thing easily when needed!

Kernow show a BIG discount on Bachmann 2EPB (green).

Could any learned members explain exactly how the springs of steam locomotives are/were actually adjusted to ensure that axle loadings were not exceeded.

... on 28th September of the same year the Talyllyn Railway AGM special from Paddington to Towyn was hauled as far as Shrewsbury by the Giesl ejector fitted No 34064. Reputedly one of the best performing unrebuilt LIght Pacifics following its exhaust conversion, in the unfamiliar hands of the Western Region crew, the journey was reported as being quite a miserable affair.

As you are contemplating a Standard 4 tank, it looks as though your interest is in the BR period. You could therefore include both versions of the Standard 4 tender locos, Standard 5, Ivatt "Teddy Bear/Mickey Mouse" and Fairburn tanks. Unrebuilt Merchant Navy, Maunsell S15 and an ex-LBSCR E4 tank could be included. With renumbering and renaming, a "Britannia" might be added as could a 9F at a push if Fawley oil trains were to be considered. EMUs: 2 HAL, the forthcoming HAL/BIL hybrid and 5 BEL

Having never recalled seeing "No Smoking" signs on Pullman coaches, were there ever any restrictions on smoking in these vehicles. I'm assuming that possibly "back in the day" the premium fares would have allowed passengers to do as they pleased. The open nature of Pullmans would be somewhat difficult to segregate those who wished to smoke from those who didn't.

Coach lighting can be very effective when the ambient lighting is low but unless all vehicles operating in one session are so equipped, a one-sided effect can result, one exception being ecs workings. Maybe an "all or nothing" approach, depending on the number of vehicles, the former might prove very time consuming and expensive for what is gained - you takes your choices.

The smaller, almost half scale of the aircraft can be used to visual effect thanks to aerial perspective; ie by careful placement further from the viewer's position than that of the more foreground railway scene.

Not having as much dexterity in my hands nowadays, I find intricate modelling can be a somewhat hit and miss affair, having to cut more corners than I would prefer. My workaround for these platform starters is Ratio arms and lamps/pivots with post and dolls of Plastruct. Operation is by 0.51mm piano wires though the baseboard to bell cranks from where 1.00mm piano wires go out through the baseboard frame where they are bent 90° to form "levers". Two small pieces of Code 60 conductor rail, bent to suit transfer the motion "across" to the dolls. By no means authentic, painted to match, they're only noticeable at closer viewing distances and they do the job, Please see photo. It has to be said, these signals were/are a a stop-gap measure having replaced working colour lights; the intention being to build prototypical posts and dolls and use etched brass components - next year hopefully. Why did I replace the MAS with boards, which some may find odd? Simply, when viewing semaphores from any angle, I can see whether or not they've been pulled off giving an operational "feel" to the scene.

Confronted this week with a strange, newly manifested running problem which was beginning to test my patience, I eventually got to the bottom of it. The solution was so ridiculously simple that I thought I'd suffer scorn and pass it on. Others might be foxed by a similar frustrating issue in the future. A Hornby rebuilt Bulleid light Pacific suddenly developed a tendency to lift the flange of its RH leading bogie wheel over the point blade of a Peco Code 75 large radius LH turnout when set for the deviation. This had never happened before with any locos or vehicles. Even at walking pace, the wheel flange rose over the rail head and try as I might I couldn't see the cause. I ran a sister loco over the points; no problem whatsoever. After some carefully muted expletives, I was about to give up for the day and seek solace with a pint of Doom Bar, when lo and behold, all was revealed. I noticed the steam heat pipe had been bent back very slightly and was fouling the front of the bogie frame and preventing the wheels from following the rail. There, I said it was simple. DUH!!!!