mdvle

https://en.wikipedia.org/wiki/Airstair

I suspect there will interest in watching to see how the Hattons 66 does, if it does well then that could open up interest in providing modern versions of a lot of existing models.

The only muddling comes from products that were announced prior to Revolution getting their own section so with time that will sort itself out.

Perhaps not necessarily for the public, but if being forced to take apart and put things back together it may be worth considering having someone around to document procedures for the future. Often a video can more clearly demonstrate something compared to any paper instructions.

But Hornby already did this in the not to distant past and combined with the previous period when Hornby struggled to get product made and into stores, and Bachmann's current troubles getting new models made and into stores is likely what has led to the current move by Hattons. As a retailer you only survive if you have product to sell. When your 2 main suppliers struggle or try to compete directly with you, then you need to look for alternate sources of product to keep the bills paid and at this point for at least 4 retailers that has meant going into the model producing business. The only real question mark is how things develop from here now that Hattons has crossed an imaginary line and gone for a mainstream model instead of a more niche model. As mentioned by someone else the ones who really have some pondering to do now are the smaller retailers who so far haven't gone done the commissioning/deal direct with China route to have exclusive models. Perhaps the answer for some of them is to look around and form a partnership of smaller shops to pool their money into making an exclusive model to give them something to help compete with the likes of Hattons.

There are now 15 competitors to Hornby to varying degrees. This somewhat by default means that the Hornby range will shrink as unless they suddenly invest a very large sum of money they simply can't bring all their existing models up to current expectations and the nature of available prototypes means those 15 competitors can't avoid items currently provided by Hornby. So the only question really is how well Hornby adapts to the current market situation.

Alternately, common sense would suggest that a TOC maximize the utilization of its fleet to provide the maximum level of service, which they appear to be doing. Having a dedicated fleet may be nice from a purist point of view, but it would cost extra money and its hard to justify that when the existing fleet can provide the service.

The problem is that is a rather short-term human centric view. While the rivers may not be navigable by humans - boats - doesn't mean other creatures aren't using those rivers. Hence the reason why worldwide there is a move to remove any dams or other human built obstructions in rivers to help return the rivers to a healthy ecosystem.

http://www.cbc.ca/news/canada/manitoba/churchill-railway-buyers-manitoba-first-nations-1.4648133

They went out of business or adapted when the customer made it clear that the only thing that mattered was being cheap, whether in direct fare paid or in as little tax taken as possible.

You are applying an understanding of how contracts work in the UK / western world with how things work in China. China is a different environment.

The advantage of the concept of bio-fuels is that nothing needs to change. The government likes it because they don't need to either replace cars with public transit or massively increase the electricity supply for batteries. Or for that matter sort out how to electrify the rail network at an affordable price. The oil companies like it because it helps to keep oil going by avoiding investment in any other alternatives as well as if it does work the oil companies already have the infrastructure to distribute it, so they don't go the way of the dinosaurs. From the green perspective bio-fuels are almost as bad as oil. You are still burning something that requires significant energy inputs to create, still creating pollution, and likely doing massive environmental damage trying to grow enough source material. No matter how you try to approach it, the living organisms will need some sort of inputs to allow them to keep growing year after year and that is unlikely to be very green. As for the user/operators, not sure about them.

My suspicion is what the struts are made of is irrelevant, on the model they will be decorative and both metal and plastic can easily be done in the scale dimensions necessary although metal can go much thinner than practical for plastic. Far more important will be the hidden portion of the design of the running plate and whether it properly keeps the entire running plate rigid or not.

Another alternative can be to try Krita, another free program available for Windows, Mac, and Linux, which is the same idea as Gimp (raster/photo), with the advantage of being somewhat newer and so doesn't have all the quirks that Gimp has. https://krita.org/en/

VIA has the RFQ document on their website. Highlights 32 trains push/pull operation Tier 4 complaint must meet all TC and FRA standards 125mph capability initial trains will be diesel only must be capable of being converted to bi-mode proven operation in similar operating conditions or redesign is minimal first train must go through 6 months of winter testing prior to any train being accepted for service. This means at least one train needs to be on VIA property by October 2021 first train to enter proper service in 2Q 2022, all trains by 2024 maximum of 4 applicants to move to the next phase submission can be a joint bid from multiple companies http://www.viarail.ca/sites/all/files/media/pdfs/About_VIA/new-fleet/VIA%20Rail%20Corridor%20Fleet%20Renewal%20Project%20-%20Request%20for%20Qualifications%20(Issuance%20Version)%20(English).pdf

Maybe things will change with the change in the UK side of Heljan.

Wonder if someone could come up with a modern equivalent - database of equipment in an iOS/Android app that lets you simply take a picture of the equipment and the app reads the number and automatically marks it as spotted, also noting time and location.

I agree China would like to enter the US market, and they certainly have the money to throw at it. But China's problem isn't Trump, but rather the US has had laws governing passenger train purchases on the books for a long time that require "Buy American" and I don't think China is interested in spending money to hire Americans to build American trains built with American components. So if that is correct, then the order in Canada isn't going to be all that attractive for China.

There is speculation on here about the choice of locomotive, but the deciding factor is the passenger coaches. The quote from the linked article above is telling The only currently available modern coach design that meets that requirement currently is the SIemens offering - in North America. Yes, Bombardier has designs elsewhere in the world but they don't meet North American rail standards, which brings up 2 points: 1) unlike the renaissance equipment, I can't see there being a waiver to allow European equipment to operate given the need to operate in push/pull service. 2) Like the consortium of US states found with Nippon Sharyo custom designing a rail car to North American standards can be difficult. Depending on how exactly it is worded Alstom could still be in the running given that design is well along and VIA wouldn't be an only customer thus reducing the risk. Similar to Bombardier, EMD/Caterpillar don't have a great reputation currently. There is a reason GE has owned the North American locomotive market for the last 20+ years, and I am sure that someone would remind the decision makers about Caterpillar's decision to abandon the London ON plant for cheaper labour if they somehow managed to meet the requirements for the passenger coaches. The possible entry from out of nowhere could be China, but I don't think there have been much of any indications of any interest in part because it wouldn't be worth their effort.

And it has officially started with the listing to qualify to bid https://www.merx4.merx.com/public/solicitations/736693768/abstract

Ontario is mainly nuclear (60%) with 24% hydro. Don't know how much would be considered surplus but the biggest issue for electrification is the freight railways (they don't want it) followed by installation cost. GO / Metrolinx is working towards going electric for the Metrolinx owned GO corridors as well as high speed rail Toronto to London but the sudden change in leadership of the Ontario Progressive Conservative Party has put that into question - election in Ontario is June 7 and while the previous leader continued it as part of the party platform the new leader hasn't announced a platform yet. As for VIA's fleet renewal, indications of a desire for bi-mode have been rumoured but without the details its hard to know. What we do seem to know is that VIA is looking for the winning bidder to provide and maintain the complete trains, so the winning bidder either needs to build both locomotives and passenger cars or assemble/outside source the needed parts themselves. The time frame is tight - winning contract Q1 2019, trains in service 2022, which would seem to work against anyone trying to make a new North American design and getting it tested/certified. Thus the leading contender would be Siemens, followed possibly by Alstom depending on how they have designed the Avelia Liberty. The possible complicating factors: 1) mixed platform heights. Montreal, Quebec City, and Ottawa are all high level, everywhere else is low level. 2) VIA is unsure where they will be running the trains. They have a "plan" to build their own corridor with private money but the federal government is publicly quiet on this option only allocating some money is the new budget to study it. There is no guarantee the private money will extend to the cost of electrification, with the added wrinkle that the proposed route from Toronto to Ottawa goes through Peterborough but misses all the existing corridor locations (Kingston/Belleville/etc). Given that the electrification may never occur, and even if it does is likely at least 10 years away and likely longer it doesn't seem to make sense to haul around the extra weight of bi-mode equipment for at least 10, likely more years and burning through all that extra diesel.

From a year ago by Jason http://ottawacitizen.com/opinion/columnists/shron-via-rails-fleet-is-obsolete-cant-we-do-better

The 2 stage tendering process is expected to announce a winner around this time next year. Requirement is trains in service in 2022. Understanding is this is in part forced by fact that much of the equipment is getting problematic and a replace / end service date is approaching. Push/pull is in common use around North America and so doubt it is an issue, even the cab car is still bigger than anything on the road. http://www.viarail.ca/en/about-via-rail/fleet-renewal Also, last week VIA made 2 other announcements regarding the rebuilding/refurbishment of the stainless coaches used on the Canadian. First contract went to Bombardier for 17? coaches to be remade wheelchair accessible (washroom, lifts onboard), the other contract to another company for non-accessible upgrading.

For a contrast read the Delivery Update section of the current Rapido newsletter regarding Amtrak F40PH's http://myemail.constantcontact.com/Rapido-News-100---Three-New-Announcements-.html?soid=1101318906379&aid=X9xhkptpUV8

Rapido has announced the new Alco/MLW FB-2 & FPB-2 as well as a new run of the Alco/MLW FA-2 and FPA-2. All paint schemes are conditional on minimum order numbers being reached. Order deadline is September 17 2018, delivery estimated Spring 2019. https://rapidotrains.com/ho-alco-mlw-fb2/ https://rapidotrains.com/ho-alco-mlw-fa2-2nd/