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I decided to put the headshunt off stage (although its all open) on Drew's Sidings. Not that I gave it too much thought, I wanted a universal fiddle table (able to take a sector plate or (at some stage) cassettes which could work with a variety of micro layouts. I was also looking a minimum length (4 foot overall) so not having any points was an advantage. I was also not sure how interesting the Inglenook Puzzle would be, so "minimum cost" was also a consideration in case it became a fun thing to build, but not worth keeping. I needn't have worried, I've found it great fun to operate, frustrating at times, but when the mists clear and the solution appears from a long and tortuous shunt it great fun. As said above siding lengths are critical. I varied it a little bit to accommodate a mix of standard length wagons and slightly longer ones, like 21 ton coal hoppers, and covered grain hoppers. It still works, although a cheat is just possible on one siding with 4 short wagons. Another variation, which actually increased the length over that which is strictly necessary, was to model my sidings on an actual location, Barrs Court Sidings in Hereford. That was a small wagon repair depot, and that gives me the necessary wagon variety for easy shunting (a fleet of identical 16t minerals would be possible, but add considerably to the complexity if each wagon had to have its number read every time!). Because the actual sidings are longer than the Inglenook plan (the front road was actually a through road at Hereford), but I fill the ends of the sidings with "scenery" to get the correct lengths. Inglenooks are great; Inglenooks that aren't obviously such are even better!

David Mant on Wessex Rail Gen reports

All worthy of consideration, no doubt, but that doesn't leave much room for those of us who like our diesels in blue, or indeed anything in green for the popular transition period. A blue 31/1 with headcode boxes and filler steps up the side was typical of most of the class for nearly a decade, yet it's never been done by Hornby. I'm sure that has much better sales potential than a one off, not carried very long, privatisation era livery.

Late '70's hmm, that'll be when many of the Lodekkas were withdrawn. If you do decide to walk I can guarantee one thing - as soon as you're too far away from the stop to hail it, three will come along together....

I remember standing at Crewe awaiting a train south one day (I think it was a Works Open Day) right at the end of the Clacton's mainline lives when a pair rolled in bound for Birmingham, working as an relief train. Myself and my mate both saw it at the same time, and in stereo said "we're having that!" OK, not their usual territory, but a high speed trash up the WCML more than proved their capabilities. Everyone else at Crewe waiting for something more mundane; an 86, 87 or 90. As for Lodekka buses, my all time favourite; Bristol AVW engine, sans CBC heating for preference, but all are most agreeable. Are there any bridge "up the Junction" which need a bus positioned atop to be complete?

Thanks for sharing the Taunton show photo, Kevin; I think that was probably its second or third exhibition. I'm gradually working on the small extension. The track for the headshunt has been eased up from the baseboard, and it now has some cardboard packing under it, so its ready for re-ballasting now. I've put a kerb line in front of the building, using laser cut items from Scale Model Scenery. I then wondered about the surface of the pavement, finally settling on bricks which, when painted, will, I hope, resemble the non-slip blue blocks sometimes used in such areas. I've also managed to fit spear point fencing up around the back of the building, the angle of the sections intended for platform ramps fitting the incline I'd built - I got something right! In my usual way its gradual progress. I spend easily as much time trying things, looking, changing my mind, looking some more, as I do chopping and sticking! But it is progress. A few more buses have been completed too, after some NBC green Leyland Nationals hit the Hattons bargain bin. That led me down some obscure avenues of research, trying to discover which Bristol Omnibus Nationals had the white waistband around the front: just the XEU-T and YFB-V batches. Wandering further back in time I have also been trying to decide on the colour of the wheel arches of the ex Western National FLFs which retained Tilling livery. It's either black or Brunswick green, but early 1970s colour film, plus 40+ years of fading isn't the best at telling them apart. Still, it's fun looking.

But that is the "secret" modelling what is really there, not what we think is there. Seems so obvious, but I speak from experience that its not, especially as soon as anything in the past is considered - and the past starts yesterday! I mentioned Oak Road to a mate who is very good at observation, and reproducing what he sees, but isn't an RMWebber. He was most impressed with Oak Road, commenting "Very good modelling with some one who is actually looking at the real thing!" and he should know, he's paid to look closely at it through his cab windscreen everyday! I'm looking forward to more photos as and when, and too seeing it a show at some point.

As I posted earlier, coach D is a catering car when its in a Pullman rake - one of two in the set

Digging in my old Platform 5 books I've found the set which 40711 was formed in, back in 1988. It was in NL22 which was the set booked to form the Yorkshire Pullman. 44063, 42199, 42198, 40711, 41100, 40501, 41041, 41099 A B C D E F G H As a Pullman set it perhaps isn't the ideal choice to model, but then Hornby do like their Pullmans. And, although I have nothing to back this up, as a Pullman I could believe that 40711 didn't carry what we consider to be the standard livery with regard to the yellow stripe. The plain roof though, yes, that's wrong.

So it obviously doesn't apply to GBRf class 87 drivers.... I was actually looking at the signage at Chippenham the other day, wondering why the High Speed drivers have stop markers for 5 car IET, 9 & 10 car IET and HST when the Local drivers only have a 1 car stop and have nothing for the, now more common, 2 or 3 car units.

I though that the IETs were providing Pullman service. The GWR website https://www.gwr.com/plan-journey/journey-information/on-board/pullman-dining carries this note about them: It says nothing else about any differences between types of train, but I am pleased to see that the page has been amended to show the revised times for the Welsh services during the current Bristol Parkway closure.

It's an interesting question, but even if they do, it's not gonna be quick. Although they are catching up Bachmann still have a lot of work to do on models which they have announced, and are no doubt also working on things they have yet to announce. That list may, or may not, include a Mk3. And even if it did, it might have dropped off the list once Oxford announced theirs. So, lets say even if Bachmann have decided that there is space for a Mk3 it is likely to be 5 or more years away. And if they have decided to drop any Mk3 plans and do something else, who knows what the market will be in 5 or so years time? It's possible we might not have Hornby. I hope that thought proves incorrect, but in 5 years Hornby should be out of their problems; one way or the other. On the die-cast front Oxford tend to repeat run earlier liveries, an well as adding new. Presumably they will do likewise with with Oxford Rail, so there will be a constant stream of Mk3s in the market place. What else might change in the 5 or so years between now and a possible Bachmann Mk3 appearing on the shelves? Who can tell? Who, 5 years ago would have foreseen the rise in retailer commissions/ producers? Or the crowd funders? Or other developments which have occurred? Not me, that's for sure! So, is there room for another Mk3? I'm glad I'm not sitting in Barwell trying to decide!

Whilst I can't help with acquiring an L Type frame only last night I was watching Locomaster Profiles DVD "Mersey Boxes" which includes the now defunct Liverpool Lime Street example being worked in all its polished glory.

GWR regularly use a SWR 158 - but on the strict understanding that it must return "home" to Salisbury every night.

Interesting comment Rob; my impression was that deliveries (or entries to service - which is what really matters) had stalled lately.

I saw it reported elsewhere that 802013 & 802014 were delivered to North Pole today, but other than that I'm a little out of touch as to what the current situation is regarding deliveries, mileage accumulation, in service and so on. Waverley John on YouTube often posts videos of the factory sidings, but the same 4 800/3s appear to always be in the same places with little progress. Does anyone know what the current state of the fleet is, please?

Just an everyday scene, snapped from the top deck of the bus, this morning...

right way (single unit) wrong way (single unit)

This is the line-up for the next few hours at Chippenham, via the iris2.rail.co.uk/tiger site The formations are showing, and they appear on the scrolling display part of the "next train from" units. You can lead a passenger to the information, but you can't make them read it...

Found a close-up witch, but I don't know which unit I photographed it on.

The Woodland Trust has an on-line survey http://www.woodlandtrust.org.uk/get-involved/campaign-with-us/our-campaigns/network-rail-review/ But if you wish your views to be known be quick; it closes on September 14th!

Thank you, Paul, for the details of this year's operation - a fascinating oddity left from a by-gone age. A few of us were discussing it while we were on board, has the practise of running round passenger stock on the national network really be reduced to once a week? Indeed, now ceased? I first attempted to travel on 14th July when it was cancelled with no driver. Travelling down from Chippenham I was nicely relaxed on my HST enjoying the view so didn't check Realtime Trains until we were just pulling out of Totnes. Still at least I could turn back at Plymouth and make alternative plans. I tried again on 21st July, remembering to check before Exeter if it was running, and enjoyed it from Bodmin Road to Exeter. It was very well loaded, and for old times sake I opted to stand at a droplight. So, arriving at Bodmin Road, viewed through the glass on the footbridge With the process of change in the West Country this trip could well be the last time I not only get a loco-hauled train along the Sea Wall, but probably the last opportunity I'll get to stand at an open drop light along there. So, in fittingly wonderful weather, for one last time, and yes, with a tear welling up... And so to Exeter, journey's end. As a 'thank you' to the staff at Long Rock, their depot badge: And that. really is the end

Been there; done that! A few years back we were assembling the last trip convoy and the open topper cut out while it was standing at Imber. Nothing we could do would get it going again. And of course there is no mobile phone signal at Imber, although we do have a satellite phone available for emergencies. So, the convoy departs leaving the open topper and its driver at Imber in the gathering gloom. Once back at Warminster phone calls are made to the local depot of the company which owns the bus (via the MD of said company who Sir Peter knows). The fitter on duty refused to leave the depot saying "not one of mine". What to do? Warminster is on the edge of two big bus group territories, so lets (again, via the MD and Engineering Director!) contact the other comapny's duty fitter. "Yes," he said, "give me a moment to just put this bus back together and I'll be out. Where is it you're stranded?" Needless to say that took some explaining! So, rescue arranged two of us set off, in our cars now, back to Imber and were a welcome sight for the lonely driver. Actually he wasn't that lonely as a group of Cadets were camping near by and had all been photographed on the bus! We waited. The last of the light went, and we continued to wait. We were just thinking that we'd go to the nearest high hill and hope for a phone signal when we saw lights approaching. A Transit van! But not the one we were expecting. This was connected with the Cadets and was checking the route before a convoy of 20+ Land Rovers were allowed through, running with their lights off and using night vision goggles. We were advised to stay put until the convoy passed, which we did. Land Rovers gone we started out towards Gore Cross, but had barely left Imber when we spotted lights slowly approaching along a side track. We stopped and were rather surprised to see a Wilts & Dorset liveried van come out of the darkness. The fitter was very relieved to have found us, not knowing quite where he'd been between the highway and the village. As the track got narrower, and rougher he wanted to turn round but couldn't find anywhere. An excursion off the track to turn wasn't an option as it was lined with warning signs about unexploded debris! So having introduced ourselves the fitter started work. The driver turned the started, the fitter seemed to know what the problem was. In fact he was displaying great knowledge of the problem, and as we chatted while he worked we discovered that he'd served his apprenticeship on Routemasters and one of his projects had been to restore of the vehicles which had been running the service only a few hours earlier! Various things were tried, but when it came to opening the fuse box we discovered that when the Drivers' Defect Card holder had been riveted on it had riveted the box shut we gave up. Suffice to say, he was less than impressed with the standards of the vehicles owners. Two days later, and with the range now open for live firing again, a low loader lorry was escorted across the Plain by the Range Wardens to retrieve the poor bus and take it back to its garage near London. Since then we've had Routemaster engineering experts on hand, just in case. For the past to years we've also had a stretched Routemaster come all the way down from Lothian Transport (yes, Edinburgh!) and that has come with its own support van (which is amazing commitment from the company). And now back to the trains... Or was it place names? Or cycling?

Agreed (far more than just clicking the "agree" button!). The other thing is, that once you start, you very soon find that the information you uncover raises at least as many questions as it answers. But its fascinating stuff!

No 97 horsepower six wheel omnibuses, but we did have the Battle Bus, the last surviving B-type which went to the Trenches in WW1 Incidentally, Imberbus isn't a bus rally, it is a proper bus service, registered with the Traffic Commissioner, run to full PSV standards and charging fares. That's what makes it special. Any surplus from the farebox is split equally between Imber Church and The Royal British Legion and, as with all previous years, the various bus companies which loaned buses to the Bath Bus Company have all 'forgotten' to invoice for their contributions, meaning that over £12,000 was donated this year.