Peter Bedding

Hello Ian, I had hoped to compete with you on Maunsell R4 ownership, or at the very least come a spirited second. So I have been very pleasantly surprised to see that a different livery 3-set is being packaged with a compatibly new 700 for release at someone's convenience. Is there a hidden story that has not reached darkest Dorset? But even allowing for the history to which you refer, I would have hoped to see sufficient demand for a couple of catering vehicles, such as the Kitchen/Dining First and the Dining Saloon Third from the Maunsell range. And then there would be the 1935 batch. Or is someone keeping their powder dry for the Ironclads? Whatever the future holds, the arrival of a brand-new design for the MN implies to me - at least - an opportunity for more coaches for Era 3. PB

Historians may choose to debate the finer points of the Dunkirk Evacuation, though IMHO the railway contribution to the recovery of troops from the Channel ports was also the Southern's finest hour. Hornby's promised train pack (DCC ready) will include an extra variant of the Drummond 700 (The Black Motor), and an additional 3-set for the Maunsell R4 coaches. All in correct 1940s liveries. It won't come cheap, but it will be one impressive line up. I have bitten the bullet and placed one on order. To gauge the impact on my (still unfinished) layout, I have set up a working partner, a T9 plus another 3 set, and for good measure a Van C. I expect that they will be a most satisfactory working display. Full marks to Hornby for their initiative. PB

Thanks Phil. The link, and the photos, all worked for me,

I can only do my best to paper over this particular crack, until something better arrives, as it surely will.. Two-coach Sets 42 to 46 were, at one time, the stock intended for the Lyme branch. In this instance, both coaches were 58ft reframed ex-LSWR stock. My attached photo is of a different 58ft diagram, but the differences were slight. So, for those so minded, imagine two of these - one Brake Third, one Brake Composite, post-war - between Axminster and Lyme Regis, loaded with holiday-makers, sun hats. following their "Paid Luggage in Advance".

Hello John, Whilst I agree that the ex-SECR 10-compartment third is an interesting prototype in its own right, I am not sure if the prototype quantities merit model production attention. The earlier SR intention for the Lyme Regis branch was a pair of 58ft ex-LSWR rebuilds, which I believe, and as pointed out on this forum, made use of the Maunsell R4 underframe. There were many more of this parentage, which could lay wider claim to being used on other ex-LSWR branches, and which have as much historic interest as the long ten. With regard to "Malachite", modelling support for this may be stronger than you suggest, and purchasing patterns would also be stronger if the two leading manufacturers could both agree a more realistic hue, and without falling foul of the competition protocols. I think that the market will have something to discuss on this subject when the Kernow Malachite Gate Stock arrives. (Soon I hope). PB

Binns Road, anyone? PB

I think I shall wait for a second opinion on this, but I believe that the Lyme Regis coaches were all built on 58ft underframes, whereas the Maunsell Restriction 4 underframe was for a 59ft long coach. Have I missed something? PB

The design was also used for Torrington, which I believe still exists as a building though miles from any live railway. Hth PB

Further to nhy581's request for ex-LSWR non corridor coaches, may I add that the prototypes came as singletons, and in 2, 3, and 4 sets. There were even 4.1/2 sets for good measure. With regard to possible tooling costs/returns, the 3-sets could be the most rewarding. Known as "Cross-country lav 3-sets", and in some cases an involved building/modification history, the simplest need only two sets of body tools, and share much of the underframe detail. Put me down for two. They would be perfect for the S15, and I have an M7 and T9 waiting. I believe that a Lyme Regis 2-set would also have market appeal, but again the coaches did not have a straightforward history. PB

Hello Dave, This is the point at which I display my woeful ignorance, and offer apologies if the answer is already obvious. My questions are: What is a coreless motor? What are the physical and electrical characteristics that set it apart (or even above) other types? And, why should I want one? PB

I follow this thread with interest. My 505 is configured perfectly for my needs and after a number of years continues to perform as I would wish. It would be very sad to lose a service facility if I should need one.

Hello Adrian Your criticisms of the Bachmann Pill box Brake Van may well be accurate, but are not further improved by endless repetition. Personally, I welcomed this model exactly as is, just as I would welcome some extra running numbers, any of which will follow the Wainwright locos. PB

Hello Dave, G-BOAF (above) gives an excellent summary of the post-war steam-hauled coaches, which lasted until the end of Island steam, became the mainstay of today's preservation scene, and would appeal to every one who purchases an Island-shaped O2 in BR livery. But all of the pre-grouping designs that were transferred from the mainland to the Island were modified for Island use, to copy any prototype would require compromise, and set lengths would need to be reduced for most private model layouts. But they still exist, and many modellers gain inspiration from the heritage railway. PB

G'd afternoon Dave, On behalf of others, as much as for myself, would there be a practical solution to a request for IOW bogie coaches? If loco production is limited to BR liveries for IoW identities, then the coach prototypes would be ex-LBSC and ex-SECR, and in mixed sets up to 6 coaches long. If pre-war (Maunsell) IOW liveries are included, then I believe that might exclude the ex-SECR stock, and include the two ex-LSWR three-sets. They would look good though, would they not? And then we would be pestering for A1x's and E1's, and then some one would come up with a bright excuse for an E4. PB

FWIW I am just about to post some further pictures on the Forum thread for Chard Junction station. All free and with my compliments. PB

One of the reasons for the larger size was the inclusion of a large catering facility. PB

Having followed the discussion on the Pill Box Brake Van, I noticed that some useful, facts have been emerging on the subject of the upcoming Warflats; one posting has referred to the loads. So I have opened this new topic (hopefully with Mod approval) so that I can keep track. I know nothing of AFVs, (apart from what I can find via Google ) so the facts emerging on Cromwells/Comets is all of interest. Have Bachmann given advance information on this?

Unfortunately my length of 4mm real estate is well insufficient for any meaningful S&T hardware, so I have to look for detail that I can omit. But if I were able to include point rodding then this thread would give me chapter and verse. Other than that, all of the other operational and scenic work is very satisfying to this reader. PB

Priceless

I think Dave, that you are at risk of running foul of one of Murphy's Laws. Namely a kit built to this standard is a sure-fire way to provoke a new r-t-r version. Great! Many thanks! A small number of these Jubilees just survived WW2, and quite possibly at that time they were carrying more than one 1940's livery between them. But best of all the A12's would also appeal to the growing interest in pre-grouping livery. PB

I hope that your pack lunch includes a bottle of Tizer.

Hello Rob. The answers to "how others tackled fiddle yards" are fundamental, with almost infinite variety. The ground area for my layout is constrained by the need to achieve access to a loft space. Only after the baseboards had been built and installed did I come up with an idea for an extension. The first pic shows the problem and the quickfix solution. The other pics show how I reached a simple and workable 4-track plan. (By trial and error (and error)). The track is Peco Code 100, with Insulfrog points for electrical simplicity. All four tracks are powered, and do not rely on point switching. The points are operated manually. I wanted to leave space between each track to enable assembly of rolling stock in the right order and pointing in the right direction. I would have much preferred a turntable, but the need for loft access reduced the options for complex carpentry.

Thank you Brian. I had not seen that particular structure before (or at least not from that angle), but it is exactly what I had in mind. There is an uncanny resemblance between the two structures, even allowing for the century separation. More importantly, it does show that modern design can be elegant.

"Our" sparrowhawk is currently making his annual prolonged visit. Perhaps he likes niger-seed-fed goldfinches. His perch just outside of the kitchen window gives a clear view of his markings, but he's gone before I can get the camera into play.

I hope the following (factual) information may help understanding. My drawing is based on a survey undertaken by SR at the end of WW2; it shows the size of the gap (the Okement Gorge) which would have to be crossed. In engineering terms it is small beer compared with modern road viaducts in Europe. In cost terms, we are frequently told that we have a world-class economy. So a new viaduct is not impossible.