mdvle

But that directly contradicts what Peco posted to Facebook on Thursday (image posted by someone above), where the double slip to go into production early 2020 with the other two to follow. Unless someone wants to confirm with Peco I think I would trust the Facebook page more.

Without saying your examples are correct or not, the point remains that government demanded the subsidies be reduced (or, put another way, BR had to reduce its losses). If no cuts were to be made, where else from the government was the money going to come from? Higher taxes, or what else would get cut instead? Sometimes the best thing is to make the cuts simply so the organization survives to even have the problem of restoring stuff 50 years later.

First, while searching for more information on the 2 lines came across a current page about the South Devon Railway, there are currently at 50 paid employees (combined full and part time) and they are a registered educational charity. They also apparently were going to do a Golden Jubilee Share issue to raise funds for a new locomotive shed, improve facilities, rolling stock overhaul shed, overhauling locos and upgrading the track. As for the personalities of the two, even when I was in Paignton the two were very different but I suspect it is largely driven by that old saying "Location, Location, Location". The Dartmouth Steam Railway benefits from being between 2 tourist centres (Torbay & Dartmouth), built to mainline standards so they essentially can run anything, and with a convenient connection to the national network (and being on the non-rest-of-country side of the Dawlish sea wall) which means they are an attractive end point for mainline steam tours, thus bringing in revenue. But those 2 tourist centres, the right-next-to-mainline-railway station, being in the middle of Paignton, and more recently Agatha Christie, all mean that the Dartmouth Steam Railway becomes more of a day out even for those not particularly interested in steam trains. This more of an operating real railway is reflected in how it operates, including the naming of locos that didn't previously have names even back in the 80s to the more current naming of carriages. The fact that you add in river scenery, coastal scenery, a tunnel, 3 viaducts all just creates what is a well rounded experience with a good steam train experience (though not "authentic") and good destinations to make it a day out. The Dart Valley line on the other hand, in the 80s was more of a slow, minimalist affair that really I assume relied on volunteers to survive. Yes, it has a nice trip down a meandering river, but neither of its end stations are "convenient" in the sense that there is nothing else within walking distance to really do at either of them. In other words, you specifically have to want to go for the steam train trip (which isn't bad, but limits your market). So they have gone for more of a authentic GWR branch line feeling I assume in the decades since I was in the area. While I can't find anything online about why the 2 lines ended up splitting, I would suspect the tensions between the two different styles of operation were part of it.

I see Accurascale has already answered, but I will point out that it really isn't possible. 0.5mm, probably the smallest gap you optimistically could tool to allow the door to still operate, equates to 3.8cm (or 1.5") in real life. A Class 37 with a 1.5" gap around it's door would look wrong.

While I would wait to judge, opening cab doors would likely turn me off the model. Previous examples can't get around the fact that they look toy like given the gaps required would leave holes around the door on the real thing.

They may have hastened it, but it was going to happen anyway. Once the road network was sufficient to make door to door via lorry possible business was no longer going to continue with a method that involved extra steps and handling (much the way ships went to containers). Not even necessarily older workers, workers of any age can feel they "deserve" that bit of extra money. Don't know how true it is but years ago a transit bus driver told me the day the operation switched over to automatic machines to collect the fare, and exact cash only (no change, this being possible because it was a flat fare) the fare revenue went up significantly and drivers grumbled amongst themselves now that they had to pay for their own coffee and snacks.

Many of the "companies" that bring us our models and supplies really only amount to what most people think of companies in a legal sense - they are registered with the government as a company but unlike say a Bachmann or a Hornby that are small 1 or 2 person operations, frequently done on a part time basis with a full time job to "pay the bills". It would be nice if people would take that reality into consideration when judging some of these efforts. Not everyone is fortunate to be great at the English language and the various rules of grammar, just like many aren't fortunate to be great at Math. And unlike a Hornby/Bachmann, they can't afford to have a full time PR staff to handle these items for them. Could they have done a better job with the poster? Easy to say when you are excellent with the English language, and assuming you have the time between juggling your normal life, working on these side projects, and now taking time out of your life to attend a show. For many small operations that amounts to too much to do in the available time, and thus something has to give. Hence an imperfect poster. I would much rather the time was spent on making the models accurate and operate well than have a perfect sales poster and a mediocre model. By all means be critical (but please do it in a polite manner) of issues in a CAD, 3D print, EP sample, livery diagram, etc. (and better yet also forward any valid issues directly to the manufacturer to ensure they don't miss it). But take into consideration the reality that these are real people putting a lot of effort into bringing these items to our hobby and that smaller operations have limitations.

Rapido have looked into the license fees for at least one North American possibility based on Facebook requests - I believe the fictional "AmRoad" used in the movie Silver Streak - and the fees were so expensive it would significantly increase the cost of the model. So I wouldn't expect anything Harry Potter.

This O scale project layout is a 4 part series in Model Railroader by Tony Koester starting with the January 2020 issue. Don't know if it is worth buying Model Railroader for, but if you can view it a library (either physical or digital) it might be worth checking out if interested in O scale. It is a compact, one rural town layout measuring 30"x16', and part one is about designing the layout. This is what Tony Koester posted to an email list about the layout and MR series

Thing to consider is that pretty much any manufacturer (not just in this hobby) will deny things until they are ready to make it public (not out of malice, but rather to keep expectations in line and to attempt to prevent competitors from knowing). With that said, I suspect it is a fair assessment that the best thing to happen to Dapol and their Class 68 model was Accurascale announcing the Mk5 coaches. Being new and shiny only creates so much market demand. Dapol doing either the 88 or 93 will depend on how flexible the 68 tooling was made, and hence what the additional costs are. But I suspect it is fair to say that the 88 and 93, being limited prototypes (only 10 each, no livery variations) will be a tough project to commit the tooling costs to for any manufacturer unless either end up in use in such a way that generates above average interest. It may well be that DRS holding design rights, while perhaps good for DRS, will be bad for the model community by preventing other operators from buying the units.

I assume you meant to continue and ask why hasn't the Dartmouth Steam Railway. While I have no association with either operation (my interest in them is from the fact I lived in Paignton in the late 80s), it is easy to find a reason. The most obvious one is that if you can generate sufficient revenue to go with a fully paid staff that makes things much, much easier. It means you don't need to worry if you will have sufficient people on hand on any given day of operations to actually operate the service the customers expect. It means any job that needs to be done, no matter how dirty or otherwise unglamorous, gets done because someone is being paid to do it. Almost anyone who organizes a volunteer based operation - heritage railways, youth sports, etc. - will tell you the hardest part of the operation is getting enough volunteers to actually do what is needed to be done, so if you can avoid that you will usually be much better off. So the Dartmouth Steam Railway, with significant advantages of location and history, is fortunate to be able to generate enough revenue to be able to avoid needing volunteers.

And the problem with such generalities is that it ignores the fact that those issues also face the largely/entirely volunteer based organizations. Note: I am not picking on the South Devon Railway here, as it is likely they simply had the misfortune to not be the only one cutting corners but they were the one where circumstances caught up with them (or the one that went public). It was the South Devon Railway that a couple of years ago that had the issue of a child, needing a toilet, opened a door and there was no floor. Like anything, there wasn't any one single cause. If I recall correctly there were issues in the repair shop, there was a shortage of usable coaches, there was the need for fare revenue that meant the decision was made to put the coach into service anyway, there was a failure to securely lock the toilet out of service, and there was a failure to adequately inform the onboard staff/volunteers. Fortunately nobody was harmed, lessons were learned by everyone in the heritage railway industry, and I believe part of the SDR response was to hire a further full time staff member. The reality is that all heritage operations (like many commercial operations) face financial issues - the coal, spare parts, boiler overhauls, replacement items for the trackwork, etc. all cost real money even if work is often done by volunteers - and it can be easy to justify cutting corners because next year will be better, or we need to save the operation, etc. Or simply even the ability to find sufficient volunteers.

Just proof that we who attempt to model accurately are outnumbered by those just running trains.

Athearn December, preorders due December 27, eta November 2020 GSC 53' Bulkhead Flat - Trailer Train, BNSF, Soo, ILG, BN, BCol, UP http://www.athearn.com/newsletter/112219/09_N_53ft_Bulkhead_Flat_112219.pdf GATC 20k Tank Car - Alaska, GATX, Relco Tank Line, GATX Emery, Reagent Chemical & Research http://www.athearn.com/newsletter/112219/08_N_GATC_20K_Tank_112219.pdf 53' Stoughton Container - NACS, HUB, Ferromex, DRT, APL, EMP, Stax, USA Truck, JB Hunt, DART, Schneider, QuickTrax, BNSF http://www.athearn.com/newsletter/112219/10_N_53ft_Stoughton_Container_112219.pdf

Athearn December, preorders due December 27th, eta November 2020 Genesis - SD75M - SF, NS, Progress Rail (3 schemes), BNSF (2 schemes) http://www.athearn.com/newsletter/112219/01_GEN_SD75M_112219.pdf Genesis - GP9 - SP (freight & commute), GTW, CV, GN, CP (freight "Block scheme" & passenger "Script scheme") http://www.athearn.com/newsletter/112219/02_GEN_GP9_112219.pdf Genesis - GATC 20k Tank Car - GATX, GATX Emery, Alaska, Reagent Chemical & Research, Relco Tank Line http://www.athearn.com/newsletter/112219/03_GEN_GATC_20K_Tank_112219.pdf RTR - 40' Youngstown Door Box - SP, WP, GN, CP, B&O, NYC http://www.athearn.com/newsletter/112219/04_RTR_40ft_Youngstown_Box_112219.pdf RTR - 60' Bulkhead Flat - BCol, BNSF, Soo, Trailer Train, BN, ICG, UP http://www.athearn.com/newsletter/112219/05_RTR_60ft_Bulkhead_Flat_112219.pdf RTR - 53' Stoughton Containers - EMP, APL, DRT, NACS, HUB, Ferromex, Stax, USA Truck, JB Hunt, BNSF, Schneider, QuickTrax, Dart http://www.athearn.com/newsletter/112219/06_RTR_53ft_Stoughton_Container_112219.pdf Roundhouse - 40' Stock Car - UP, CN, Pennsy, CP, NP, Wabash http://www.athearn.com/newsletter/112219/07_RND_40ft_Stock_Car_112219.pdf

The 70s also date from 12 years ago, so a different decision might well be made today. A far more likely reason.

Is it that simple? The 68/88/93 are all Stadler products (previously Vossloh) The 93 is part of the 68/88 UKLIGHT platform That would seem to imply that DRS must be involved somewhere, unless their design rights didn't include a loco with a battery option (which is possible, strange things happen, but I would guess DRS rights would be to the UKLIGHT platform and not to any specific implementation). As for Dapol and the 88, this post back in 2013 from then Dapol Dave might provide the answer Though it is possible the 88 may have been included after DRS saw the 68 model.

I wonder, if in this era of YouTube and other social media idiots, if the ledge on the class 58 might have been viewed as too tempting a target if a train ended up proceeding slowly through a station?

Which is why I said "begun the process of building" as opposed to "was building". As for on the ground, the only thing I have to go one is Wikipedia, which claims they got to the point of putting survey sticks in the ground (which admittedly even if true wasn't much, hence my qualifier). https://en.wikipedia.org/wiki/Dawlish_Avoiding_Line

@Matador Peco have samples of their code 70 switches at Warley, 4th picture down on the blog features them https://albionyard.wordpress.com/2019/11/23/warley-news-no3-peco/

Fair enough, but it does have relevance in as much as the Canadian model railway market is much smaller than the American one (the population ratio is about 10:1 in favour of the Americans). Thus an American project failing would be a much bigger deal in general. No, I said Rapido are pushing ahead and if anything accelerating their development of new projects. Reigning-in (or Reining-in) means to slow down. Pushing too hard implies that they need to slow down. Given that Rapido are doing the opposite, I don't see a contradiction.

Andy Y has posted a Warley announcement topic on here that lists all the details.

To be clear they weren't planning on making a "compromise generic version", that's not how Rapido do things. They were clear that the 3D print that was shown 2 years ago was a mixture of different versions put together unexpectedly by a new engineer in China, and that (if they had proceeded to making the official announcement) it would be the correct accurate variations for the prototypes they were going to do. (see the posts on page 2 from rapidobill and rapidotrains). One, it was a Canadian Steam locomotive - specifically it was an accurate Canadian National H-6-d/g - and as such would hold no interest to anyone in the US unless they are part of the small minority who model CN steam. Second, steam is a hard sell in North America. Locos are expensive (the CN H-6 was $500/$600, and that compares favourably to the prices at Broadway Limited), they are frequently "generic" given how many railroads (all doing their own thing) there were in the steam era in the US, and the selection is very limited. The selection of rolling stock is also limited, particularly cabooses and passenger equipment (and the US/Canada don't have the kit industry that the UK has). Third, steam is expensive to tool. On the podcast interview Jason compared the Royal Hudson steam loco with the B36-7. Both generated the same $ amount in sales, but the B36-7 was 1/3 the cost to tool (or alternately, for the same money they could tool up 3 diesels and generate 3x the sales). Given that a manufacturer spends say 2 years spending serious money before getting paid it only makes sense to focus more on those products that provide a better return. Finally, they have only put the H-6 on hold with the hope that the steam loco that did get enough orders (Canadian Pacific D10) will help drive sales once people see it in the flesh. As for the "pushing too hard at the moment" and "reigning in sales lists", totally false. Rapido have made it clear in the last couple of months (and in the podcast interview Jason did) that there are a bunch more models in the production queue and we can likely expect a few more announcements this year (perhaps on Boxing Day given they did that last year).

Selling their own product line in the UK involves setting up a UK division of Rapido, and investment that Rapido (along with a lot of other companies based on company statements and government statistics) cannot justify at the moment without knowing what is going to happen and how things end up. And while I have no proof, my suspicion is that US sales for Rapido are around half given the percentage of their product line that is uniquely Canadian.

So the Dart Valley Railway Ltd - otherwise known currently as the Dartmouth Steam Railway (past Torbay Steam Railway) is essentially a private operation and makes a profit. Finances are online for 2018 - https://www.dartmouthrailriver.co.uk/web/data/page_files/GENERAL/Misc/Final Group accounts 2018.pdf Unfortunately the numbers don't break down well (they operate river boats and buses as well as the steam trains these days) but they have a combined staff of 127 with a payroll of £2.7 million. The interesting thing that perhaps reflects the challenges facing all the heritage lines is a couple of comments from the statement: plans to upgrade Churston so that they can bring the entire maintenance of their stock in house, specifically mentioning "overcome the difficulties created by a National shortage of boiler works" the rolling stock is deteriorating faster than expected The other railway - South Devon Railway - which in the past was called the Dart Valley Railway only has a paid staff of 6 based on a 2004 financial statement, thus showing that a organization with a lot of volunteers can get away with lower costs.