Bomag

Revolution is a couple of blokes who do/were doing a day job as well. While not perfect e.g. website, the models are very good. What would be better would be a full time company who would have some development capabilities but could then outsource production or design/production as needed to have a bigger portfolio of good models with accurate paint jobs. Basically Dapol without the avoidable errors and without seemingly taking their bat home if people point out their errors.

The problems is that with completion for slots in kader factories the profit ratio has to be higher than if production was obtained from a free market. By constraining themselves they are limiting sales - by shopping around they could sell more, at potentially greater %age and/or at a lower price point.

Perhaps Kader should off load it to a company who can have access to other manufacturing capacity, so that production can fit it with varying capacity across the globe. There wasn't any EFE this time was there?

I was thinking that it would avoid posts as to why there was no thread for GF (as opposed to Sceanecraft) products.

Thanks, I have found it on their website, they seamed to have moved it again, or is it my memory! Given today's announcement' should this thread by changed to 'Summer/Spring 2021' given Scenecraft is covered in another area?

Sorry If I have been slow, but given the summer announcement is tomorrow , have I missed 374-121B BR Mk1 RU Maroon? Nothing seems to bring up anybody with it in stock. I do wish they would do B4 and Commonwealth bogies as spares. Most of my C/C and Maroon stock is run as 1980s'/90's/00's excursion / SLOA rakes and my 2mm passengers are moaning about the ride on BR1 shod stock

Its amazing how fast the barrier can be put up on the Friday afternoon if there are no time constraints and with less pressure to avoid mistakes (free teas and coffees help). Roll on the last Friday in October, where are the gloves?

Both sets of platforms at Stone were on a curve. If we are talking about 63-64 I would say that it could be one of the stations on the Rugby to New Streat section or the line to Walsall, it looks suburban. If there wasn't significant differences with what is there now I would say it could be Aston looking southbound from Aston North Jct.

What sort of time period are you looking at? The triangle between Cowlairs south junction and Sighthill postdates the introduction of Class 156's.

I have to agree that your website, while improving, is not intuitive in some areas compared to some; that fact that it's as bad as many other websites is not 100% relavent An example if I do a search for '321' from your home page it comes up blank and if you click on the class 321 link on the homepage it takes me to the IPA carrier.

The river river (sorry Afon Avon) is a navigation at this point. There is a marina and wear to the west and a lock east. The bank is managed for mooring. Significant sections between Bath and Bristol have been altered.

Not an expert on catenary but it looks like a couple of places on the GEML extension, although some of the sections of the 70's WCML extension into Scotland would look similar. If on the GEML they could get away with only a single 86, its not very hilly and a peak periods your not going to get up much speed between signal checks.

The first is an ex RU probably from Lot 30632 (1961 and above) and the second an exRB. Also the last train is the Manchester Pullman set with an RBR in place of a RKB

A combination of small class size, limited technology (ATP), intensive running and maintenance designed to get to the return period means that while some could have used to supplement the 333s in the West Riding there is apparently no financial benefit in not scrapping them.

Heathrow express 332 are also going and they are 10 years younger. Two of the TS 72414 and 72417 are the first vehicles from the 21st Century to get the chop as life expired.

In 1987 the following WR Mk2f were still in B/G 3280/3292/3293/3340/3363/3375/3387/3389/3395/3408/3419/3433/3438 all OM 5912/5929/5933/5944/5949/5950/5986/6001/6010/6022/6028/6053/6063/6110/6123 either PZ or OM. By 1988 all Mk2f day FO/TSO were at LMR or SCR depots. In 1986/87 OM did not have any RMBs but the had two RBR ex RB and three RBR ex RU 1924, 1946, 1953 - the farish model of the RU is wrong for refurbished version but as there isn't RB available then it's as close as possible RTR. OM did have a number of earlier Mk2s and in many photos there are non a/c Mk2 in services - mainly BFK/FK but OM also had a couple of Mk2a BSOs 9429/9432 which farish do. The cross country trains to Bristol and beyond in the period did have some Mk2fs but were mainly Mk2es. The WCML routed services were mainly 2TSO/Mk2d BFK/2TSO/RBR/2TSO/Mk2d BFK/2TSO - in 1988 cross country had only 6 Mk2f FO and they seemed to be on Reading and south coast services.

In 1980 the original ECML sets with two catering cars went from TS/TS/TRSB/TS/TS/TRUK/TF/TF to TS*4/TRSB/TRUK/TF*2 (with the seating portions of both catering cars generally next to each other). I believe it meant that that you could operate them with less staff. Don't forget if you are running a ECML HST in 1979/80 that the power cars didn't have the later exhaust deflector and that the first TGS delivered to the ER (44041) was in October 1980. The ECML TRUB sets were introduced from August 1978 (40310) but the majority of these were allocated to NL and while they were common at Newcastle (running many of the 00:30 services off the cross) they would be less so on cross border services in this period. The ER was perennially short of TS until the last batch of TS were delivered in 84/85 so you could run a set diverted due to Penmansheil with a couple of TS missing.

Sorry that was a typo, Harris has 42317 as 48108 but 42174 (not 41174) was used instead and a finger glitch got in the way when updating the number. 41174 was originally E3217 before becoming E11003, although there is no evidence that it ever carried that - it left Litchurch lane as E11003. The only ex TFs converted are 48104/42365/41107 and 48150 which is due to be converted from 41155/42580. I do wish they had taken a bit more care with planning the renumbering; however, from what I have read some of the initial choices for conversion were not as 'square' as when they were built and they could not fit the new doors.

None of the five Mk2e FO which were converted to FO(T) in 1992 are listed as either facelifted or refurbished in the 1991 P5 Combined edition. I travelled in one much later on the sleeper from Helensburgh to FW and it was little changed apart from the counter.

From a combination of Harris and P5 2021. No gurentee of FGW renumbering more of them. Renumbering apparently due to having the disabled coach every fourth number (starting 48102) and also getting the two owners (Angel and FGW) into blocks.

However much I want an 'N' Class 28 I want the Thunderbolt even more! The film had a significant influence in the saving of the first standard gauge preserved railway (more so than the Tal-y-llyn).

It is not acceptable to require all passengers to be uncomfortable for all journeys to enable train companies to get away with not provide an adequate service in the peak periods. Also I have never been on a train which kicked people off if they had not got a seat - a few times I could get on a CC train at Birmingham but that was because it was on about 150% occupancy. Thameslink is classic for the wooly modern thinking - The Class 700 are designed for those commuting to the four central stations, unfortunately they are used for many other services. The first time I used one was from KX to Gatwick - by Croyden my bum was so num I bailed and got on a Southern service. I never thought that I would ever consider an Electrostar comfortable.

The last ride I had on the mainline in a coach with a corridor was a Mk5 Sleeper (nobody said it had to have seats!). The last compartment with seating was a 4Vep on a trip back from Folkestone in about 2001 to see CTRL being built.

31/1 as the WR had a steam fitted fleet until 1973 (when the first Mk2e were delivered). If there was a 47/4 then it could heat dual heat stock on ETH but the WR Hydraulics were very much only steam heat only.

I have no problem with the Bluebell railway, except that it could do with using a few more chainsaws on the undergrowth. Having been shown the work on Imberholme cutting a few years previously when visiting with the HRA, just before my mother's death we had a enjoyable trip on the extension to East Grinstead, using the wheel chair lift coach and having a very nice lunch; however, she would not want anyone to forget, in a light-hearted way, the correct precedence - irrespective of the quality of the Bluebell food. What I do have issue with a limited number of people involved with Bluebell over the years having a very selective memory and being very sniffy that Middleton was either not a 'real' railway, or it being run by a bunch of people playing with trains. Internal disagreements in early 60's RPS are not really relevant here; however, early schemes needed larger than life people (or just plain eccentrics) and tended to be very set in their ways. So yes I do take issue seriously - the only thing I have a chip on my shoulder about is those people who think I have a chip on the shoulder about it. It balances it all out.