The Stationmaster

No tail lamp so I wonder if it was coming or going? However somethings on the branch were, how shall I put it, supposedly rather out of the eye of authority as far as the traincrew were concerned. But at that time either my Area Manager or I (Asst AM Operating & Traincrew) tended to visit the branch once every couple of weeks or so and i visited Bridport station about once a month on average and never saw a missing tail lamp - although the traincrew no doubt knew I was about. By then a mere shadow of its former self alas but we normally visited West N Bay as well as the boss was partial to mackerel so a small shopping trip was in. order and oddly the boots of two of our Area allocated Ford Escorts had a slightly fishy aroma to them. all part of a vanished railway but I put the wreath on the final Maiden Newton to Bridport train and rode the branch ona Wickham trollt ey, with trailer, the week after closure with the Area Civil Engineer stripping anything of value out of all the station buildings - not that there was much left; real shirtsleeves weather that day and a Wickham was a great way to enjoy it.

Of course it depends on the period you are modelling. I have a snatched shot of part of a WR 'resignalling train' which was headed by a bunker first 61xx and included a steam crane.

Don't forget that in railway usage there was also the telegraphic code word NONCLERE referring to clerestory roofed vehicles. I doubt that was ever pronounced as anything other than 'non-clear' (or possibly 'non-clair'?) and that would have influenced the way clerestory was pronounced. Railway pronunciation definitely had wide regional (in the geographic sense) variations and that was also influenced by local dialect and, obviously, regional accents. Allow also for the fact that exactly the same thing was referred to by different names even within different parts of a single Company or BR Regional area. For example in my career I found myself having to adopt different local terminology for the humble 16 ton mineral wagon because using the term from one place simply produced blank looks when I moved elsewhere.

Pointless speculating where they are unless you know that they are onboard ship and the name of the ship. Accurascale don't publish that information and in view of the froth it tended to develop when others did that might not be a. bad idea. And. the booked arrival date of the ship at UK port doesn't help much either due to what has to happen after the container is landed. Apart from that we don't know which UK port their traffic comes through - out of the five most likely candidates with road or rail links to the area where their 'fulfilment' operator is based - so guesstimating average throughput times for all of those ports isn't much use either. Accurascale give us a rough estimate of expected 'arrival date' but I get the impression that the date they give is based as much on exceeding as meeting our expectations. That's a good business practice (although things can go wrong). Simple answer to all of this is that they will be here once they have arrived, whenever that is.

I wonder how you let the tyres down on a boat?

I think it all depends on who you learnt tthe usage from. Clear-storey seems to have been railway usage although i don't know if it was even universal in that context. Cler-es-tory , or slight variations thereof, seem to be more common (from whatI have heard) as the architectural term. It will be interesting to hear the ecclesiastical version if OD is successful in finding out?

The most 'noticeable' reintroduction of fish traffic on the WR was the stuff originating from Falmouth loaded in air-braked opens. The fish was intended for industrial processing, not human consumption and teh traffic didn't last very long - which was probably just as well as teh train it ran as part of recessed at Bristol TM and the smell of fish reputedly hung around the station for days. And yes, I know that fish as parcels traffic did continue for some years - off & on - but as i noted - fish conveyed as tail traffic had vanished on the WR by 1966/7. Part of the reason for that was that by then almost all of the long distant passenger services had been accelerated accelerated following dieselisation and were classed as 'Two Spade' trains which in turn restricted what vehicles could bu e used for tail traffic even if they were within the train's load limits.

I'm not entirely sure is we are yet seeing much to indicate the marketing approach of the new regime. Whatever Lyndon might have said about it lead times in model railways are pretty long and are difficult to shorten especially when you have to ensure that production slots are booked well in advance. The old tooling (with a little re-tooling as it happens) of the 8F is surely no change from the previous regime's approach - as it is desperately over-priced for what it is when measured against the wider market. The Black 5 similarly has one or two problems but at least, to me at any rate, r the shape and overall appearance is good but the initial launch approach hasn't even been as broadly based as the 2MT. Is that latter marketing fail down to the new regime or the previous one -t timescales alone give us the answer to that. Yet more ECML 'big' engines with at least one previous versions already being banged out at a heavily reduced trade price suggests to me thatt the marketing there wasn't particularly sound either - hardly new regime yet again. 2024's model railway range from Hornby might be a waypoint but it is hardly a major indicator of a revised marketing approach. I think the first step of that may come with the way 'Locomotion No.1' is marketed - whoever kicked off that particular design ball.

And something about this case seems a bit odd to me as the Relief Line platform surfaces at Ealing Broadway were raised in comparatively recent times - i think probably in association with Crossrail works at the station. I don't recall there being such a high stepping distance from either 165/6 DMUs or from 387s as that photo of the Class 345 suggests. I also wonder where he was travelling from as the photo shows the Up Relief platform which means he would have travelled from somewhere between reading (inclusive) and Ealing Broadway. Reading of course has completely new platforms on the lines used by Liz Line trains and their heights are to current standards but the heights at intermediate stations do vary a bit and long have although I'm fairly sure that all Relief Line platforms have been raised over the years (but don't know about Hanwell). However I do know that some stations have suitable bridging boards for Class 345s so they clearly do not offer totally level access. So is there also something arising from Class 345 floor height above rail I wonder? - I'll check the next time I have the misfortune to board or alight from one (or watch while I wait for a following Class 387) but I'm pretty sure the 345 involves a step up/down at Twyford.

As recounted by Gerry Fiennes about an occasion when an RAF party visited Whitemoor to find out the best way of 'dealing with' a marshalling yard.

Insixfish vans were still in use on the WR in 1963 according to a photo taken by George Heiron. The loco hauling the train in that photo didn't enter traffic until November 1962 so there's no substantial reason to be doubtful over the date stated in the photo caption. Several sources suggest that the vehicles were transferred away from the WR c.1962-64 and seemingly mainly in 1963. Some remaining Fish Traffic on the WR was carried in insulated containers but fish had disappeared as tail traffic by c.1966/67.

There was a story about at one time vconcerning some sort of Work Study expert who had spent some time in the Bristol Yard at Severn Tunnel Jcn. He put in a report that he'd noticed significant gaps between the end of track in sidings and the stop blocks for those sidings. He concluded from this observation that the sidings had obviously once been longer and that now they were shorter they were still perfect adequate for theh job Whilet he didn't explain where the track had gone between the end of the sidings and the stop blocks suggested that it would be pointless and expensive to replace it as the shorter sidings seemed quite adequate. I reckon someone in the yard 'forgot' to tell him how and why there was a gap between the end of the sidings and the stop blocks. Alas for him his report was not acted on..

Quite agree but it has long been the case that this sort of problem should be recognised in the railway's SMS (Safety Management System) by incorporating refresher training/supervised updating and be taken into account when rostering people in safety critical, especially train working, roles. The Inspectorate were pushing that hard in SMS checks and visits to minor and leisure railways a decade ago and were very keen on proper maintenance of the related competence and work frequency records. I realise that some railways might have staffing problems. But explaining away something by playing the 'lack of regular familiarity' card, or failure to carry out repairs 'due to pressure of other work' card, were taken out of the Manual of Handy Excuses - even on heritage and leisure railways - a long time ago

Agree absolutely - the weathering on the arms makes them look very convincingly real. But the whole signal is as much the work of a very observant artist as it is the work of a skilled model maker. Smashing stuff once again Jon.

Excellent service - as usual - from 'Not Jeremy' always encourages me to buy direct from this publisher. And what a superb piece of work this book is - it might seem pricey but it's well worth the money; a good investment if siphons rock your boat.

It depends on the periodicity used for works visits (for other than work arising). This changed considerably over the years, particularly during the Collett era and even then it was not entirely mileage dependent with boiler condition also being an important decider irrespective of mileage (e.g 'bad' water meant more frequent visits for major boiler work than 'good' water).

Has a gentle slide in the Hrnby share privcce now begun I wonder? The Trading Statement seemed to have no effect but the offer price has dropped by c.10% from end of last week down to this morning. Over 40,000 shares traded so far today which isn't even a minor flea bite of the total number of shares in issue but is a noticeable increase in the number of daily trades.

Don't forget that lots of pathing opportunities which once existed for steam specials simply don't exist any more especially in the vicinity of London. For example the Liz Line has killed most of the steam pathing opportunities from Padd. The other thing - which some of us coud see coming a good while back - is the issue of costs against revenue. The market had to move upwards to bring in higher fares by offering dining and 'Pullman style' dining because the majority of enthusiasts would rather spend their money on photoraphing trains instead of paying to travel on them. But the premium market, even in the good times economically, is only ever going to be a certain size and won't necessarily support as many tours as it once did. Costs have increased for numerous reasons many of them accidents of history when it comes. to crewing or the result of political decisions when it comes to coal supply and finding decent quality coal (Russia for example was at one time a good source of pretty good quality coal for steam working). Add in ageing vehicles with increasing maintenance costs let alone updating safety features and you are in the classic double edged situation of rising costs vs shrinking market driving higher fares which further shrink the market. The only thing which amazes me is that it has lasted as long as it has to the extent which it has. Som emarkets might well remain reasonably bouyant but thewider market is simply not as good as it was.

One of my Shunters did that when parting a couple of News Siphons - forgot to unclip the gangways. Far more impressive result in his case as neither gangway was badly damaged and they remained together - but it did pul the complete end off one of the Siphons.

It would be fascinating if a bit of competition were to give Hornby's latest 'top brass' a nudge because competition doesn't seem to have had much impact on most of the previous incumbents. Perhaps, and hopefully, bringing marketing people in from outside not only the model railway hobby tent (and the even tighter Hornby tent) but with wider 'optional purchase' market experience might make a difference?

You're doing yourself a disservice. There is something fascinating, and almost mystical, about the movement of an outside framed engine with the moving coupling rod almost giving it a look of floating along. Even when working hard looking towards the engine as the train tackles rising gradients that look is still there. It might be beauty in the eye of the beholder but I think there is more to it than that and it is even more impressive when you are riding on the engine looking over the cab side sheet at the movement of the coupling rod. the real problem nowadays is that the chances of watching an outside from engine at work are somewhat limited to say the least - but don't miss it should you ever get the chance.

The mag has permission to use the Hornby name and that has been public knowledge for a good while. Whether or not they pay to use it would be a commercial matter between the two organisations so we don;t know the answer to that and never will. But the big thing for Hornby is that the front page of the magazine is putting their name in front of tens of thousands of people who might otherwise think the company no longer exists or that it had gone the way of umpteen other British brands. I suspect that far more people visit places like WHS, or other retailers selling magazines etc, than ever visit model railway retailers' premises so it's good advertising that creates brand awareness..

I doubt it makes much difference except possibly to what is actually bought. Kernow were buying & selling stuff off the mountain well before Hattons were back on Hornby's Christmas Card list. And there are others who no doubt get a chance at this stuff. What is really relevant is how much the end of Hattons did, or didn't reflect the way the overall model railway market has changed as those who were previously loyal buyers from them will simply have gone elsewhere - as happened when they ceased to stock Bachmann and Hornby.

Wot no Izal ! (something which i say with mixed feelings). Very nice of Bachmann to do the bauxite ones in the right markings etc detail for me.

Hmm - good job the health insurance friendly society to which I belong (originally founded for LNWR staff but several name changes since then) should be shortly reimbursing a couple of my claims as the 'fishy on a dishy' van is very definitely on my list. And the new POS variants are arriving in the correct livery with the right running numbers 'out of the box' although it would be a shame to buy just the one which is needed when such a nice pair is on offer. So definitely several somethings in it for me