More railway books have been reviewed and these will be found in the Book Review section which may be accessed by clicking on ‘Books’ to the left of this page and then picking the title that interests you from the index. For quick movement through the index, click on the appropriate letter in the letter index at the head of the column.

The Romsey and District Railway Modellers Society's 31st Annual Exhibition will take place on Saturday 6th (10:30 - 5:00) & Sunday 7th (10:00 - 4:30) March in the Crossfield Hall, Romsey, Hampshire SO51 8GL. Admission prices are: adults £3, children £2, families (2 adults + 2 children) £8.

Crossfield Hall is situated just south of the town centre and is surrounded by car parks. It is also within walking distance of the local bus and railway stations.

The exhibition will feature 12 layouts together with trade support and light refreshments.

by Brian Macdermott

Yes, you can. The ‘Northern Rubber Special’ of 30 September 1961 had Pullman Observation Car Sc280 on the rear. Crossing Copy Pit on the return from Blackpool to Retford, the special had a WD loco as the banker.

I operate a large model railway with a group of friends, using block instruments between operators. We are shortly to extend block working over a section where a banking engine is in use. This means that we will want to use the additional bell code 2-2 "Engine assisting in rear". Books on block working are unclear on exactly how this bell code was used in practice. I would be grateful if anybody can clarify this for us.

The potential hazards of using acetone, trichloroethylene, carbon tetrachloride (note: chemical names should be lower case) and the like have already been stressed but Rod Flanagan’s warnings should not be ignored. However, the banning of such substances in schools (along with playing conkers, skipping, eating chips etc.) should not be seen as indicating that they cannot be used safely in modest quantities by sensible adults.

Whilst industrial use of chlorinated hydrocarbons may be declining, it has certainly not ceased, although now more heavily regulated for health and safety reasons. That is why ‘consumer’ purchase of such items is now more difficult, albeit not impossible. In the early 1960s, any schoolboy could buy these solvents over the counter at Boots, as I often did (and lived to tell the tale).

My concern with Steve Mann’s war-gamer link was (and still is) more that the properties of certain solvents were being misrepresented than that the sources of supply were doubtful. But, either way, the unwary may waste time and money chasing or buying something which, even if available, might not work or might damage a model. Plumbers’ cleaning solvent is more likely to be trichloroethylene than acetone, although it should be identified.

Nick Stanbury

-----

All I can say after reading some of the placards being waved of late on the subject of solvents and brake fluid is that it's no wonder so many people break the delicate bits off their locos when unpacking them. Dear God, does no-one read the advisory labels on the packaging any more? I know they are not reading what I wrote.

Gordon Bennet!

Steve Mann - NYC.

Just a thought, but if any MREmag reader has also made purchase and it sitting there with 6 left hand facing brake shoes perhaps they might like to contact me via the editor.

I will leave you with famous quote from Richard III - "A brake shoe, a brake shoe, my Class 14 needs three left hand brake shoes!"

You have got to have a good sense of humour with this hobby otherwise you would just cry!

John 'shoeless' Cherry

I have been following the instructions on the packets and in the Woodland Scenic's manual, so far with little success. After about 20 minutes, the foliage starts to fall off and after 3 or 4 days not much foliage is left on the armatures. Any suggestions or hints would be appreciated.

Geoffrey Figgins

In answer to the question that was posed, the following applies to corridor main line stock:

Maunsell Livery. With minor variations from 1923, through 1937, it survived until 1940 - then surviving/deteriorating through the war. It was then maintained by patch painting and varnishing where malachite could not be justified. Probably some survivors were still in Maunsell livery post war.

Bulleid Livery. This was the experimental bright green of 1937, called Malachite. It was introduced where possible from 1940 onwards, then as much as possible from 1945, and then through 1948. It is said to have got progressively darker with time. It was maintained by patch painting and varnishing for as long as possible after 1948. Probably 50% fleet were still in malachite by the time of the introduction of BR green in 1956.

BR Carmine/Cream. This was used from 1949 onwards. All BR Mk1 coaches delivered from new were in carmine/cream. It was applied retrospectively (and begrudgingly) to Bulleid and Maunsell stock from 1949 to 1956 in absolute minimum of cases (like boat trains). Even so, some Maunsell 2 sets got repainted in carmine and cream and were seen at the Atlantic Coast end of the network. Most carmine and cream had gone by 1958 and all had gone by 1960.

BR Green. This was introduced from 1956 onwards and as expediently as possible.

This deliberately begs the question of the differences in Bulleid Green, and BR Green!

Peter Bedding

-----

Robbie McGavin's question about liveries almost defies a clear answer; the Maunsell olive livery was introduced at the Grouping in 1923, Bullied green in 1938, BR carmine and cream in 1949 and Southern Region green in 1956. But these are simply the starting points; coaches could run for many years without full repaints and Lancing carriage works were experts at touching up and re-varnishing existing liveries, prolonging their lives.

Southern sets were mostly fixed in composition, though some were re-marshalled, extended, shortened and dispersed over time if traffic patterns changed. This certainly seems to have been so for the larger sets; the smaller 2-, 3- and 4-coach sets seem to have survived intact longer and many were not changed throughout the lives of the vehicles. There certainly could be 'piebald' sets with coaches in different liveries and this could be accentuated by the addition of the many 'loose' coaches used for strengthening trains. As always, photographs are the best reference.

For a comprehensive account, including set numbers, try Mike King's An Illustrated History of Southern Coaches [OPC, 2003].

Neil Burgess

-----

I use the following dates for the changes in livery. Bear in mind that it took a long time to repaint some 7,000 carriages (and even longer when the War intervened).

From 1930: lining as Hornby's Olive green Maunsell carriages

From 1938: Bullied's Malachite green introduced, but it is estimated that 10% of carriages were still in Olive green at nationalisation.

From 1949: So-called 'Blood and Custard' adopted.

From 1956: BR(SR) green introduced.

Most carriages were kept in sets that were serviced together, so individual sets are unlikely to have had mixed liveries. However, trains often consisted of more than one set, plus loose 'strengtheners', which did result in a mix.

Mike King, in his excellent book, An Illustrated History of Southern Carriages (OPC) says that by 1956 only 60-70% of the SR stock had been painted 'Blood & Custard'. The rest was still in SR green, including some in Olive. So for 1956-7 there is an opportunity to run all four colour schemes together, but while repainting may have taken time, BR were pretty keen to add the 's' prefix and write their name on everything much earlier!

Set formations are readily available on the SEmGroup's website www.semgonline.com/coach/sets.html but I joined the Southern Railways Group www.srg.org.uk and use their data sheets, which set out the changes to sets over the years in some detail.

Chris Spencer

Model Rail Scotland, on 26-28 February, seemed better than ever, and had many superb layouts and a great selection of small and large traders with tools, electronics, lighting scenery and all things a railway modeller could want. Hornby displayed 3 different fully finished 6-wheel bogie Pullman cars, their GWR 28xx 2-8-0 and Hawksworth coaches and the LNER L1 2-6-4T unpainted but now complete with handrails, glazing and an incredibly fine and accurate ladder up the rear bunker.

Bachmann brought their LNER 04 2-8-0 heavy goods (I was told they should be in the shops a couple of months) and the JJA 'Auto-ballaster' with fine internal detail. They also had 'Presflos' on display, but they were just about the only ones at the exhibition. Tower Models had some on their stand, which had sold by around 11am on Friday. I was told Bachmann had 1,500 of each 'Presflo' made, but hardly any have reached Scotland and my own model shop has still not received any.

Dapol showed little new except the forthcoming 'Silver Bullet'. Their 'Stove R' was on the N Gauge Society stand and looks very good in a relatively matt finish. Heljan had finished versions of their Class 15 (due very soon) and the Class 86.

John Storey - Edinburgh

Greetings from a very wet South East Queensland.

I realise that this is not an example of "running on the rails" as Simon Kohler put it, but on page 241 in Alan Peck's wonderful book The Great Western at Swindon Works, is a beautiful photograph of corridor third number 787 in full Great Western livery. Of course, they may have repainted it before releasing it into traffic, but surely there would have been some test runs at least?

Steve Russell-Clark - Beenleigh, Queensland

-----

I thought I'd seen it somewhere and Simon Kohler may rest assured that Hawksworth coaches did indeed run in ordinary traffic in GWR livery - I have thus far delved out one very clear illustration, plus one that is about 99% certain. However, both are dated 1948 and in both cases they are behind a really good looking 'King' - so there's a further thought for you Mr K (once you've got that 54XX/64XX/74XX under your belt and on dealer's shelves, please....!).

And next, I'll have a look through the postcard collection ads; there might be another there - behind a very nice looking 'County', possibly.

Mike Romans

-----

There is a photograph by John P Wilson of Castle Class 5058 Earl of Clancarty heading the down Torbay Express on 5^th June 1949, with at least two Hawksworth carriages in Great Western livery. The photograph was taken in that very famous GWR publicity location, beside the sea, between Dawlish and Teignmouth.

Ian Allan published the photograph in their Locomotives Illustrated series, in the book version Great Western 4-6-0s the picture is in Chapter 2 ‘The Castles’. Whilst the photograph is black and white, it can clearly be seen that the first two carriages behind the locomotive are of the Hawksworth design with that unmistakable roof profile. They have twin stripes and Great Western branding in capitals and a crest between the words.

The first carriage behind the locomotive is a corridor brake third whilst the second is a corridor carriage but I cannot identify which class. Incidentally, both Hawksworth carriages have train name boards and the name is clear on the first carriage as being the 'Torbay Express', the locomotive is in GW crest livery with a BR smokebox number plate in true transition style.

Tudor Thomas

-----

You are probably being bombarded by now with references of Hawksworth coaches in service in Great Western livery. I have found a good clear photo on page 85 of The Western Since 1948. It shows Star Class 4-6-0, number 4060 in BR early crest livery but with the full train behind in GWR livery, the first coach, obviously a Hawksworth design, looks like a corridor composite but I stand to be corrected.

I think Simon Kohler may regret his words last Monday.

I have used my Dapol track cleaner with a Hornby decoder (R8249), operating with a Bachmann Dynamis system for over a year. I've not had any huge problems as a result. Even with the speed up for a prolonged period there are no major problems to report - just a nice clean track!

I hope this helps

Steven Ho

My understanding was that ZTC decoders were just rebadged Digitrax decoders. I have also heard it said, but never done it myself, that if you removed the ZTC label there was a Digitrax one underneath. In principle, therefore, ZTC decoders should be as good as Digitrax ones, that have a solid reputation. Regrettably, it was the UK made bits of the ZTC system that often proved problematical.

Brian Martin

The model rail press was out in force at Model Rail Scotland, at Glasgow. Hornby Magazine (or was it Model Rail?) displayed a delightful small station building, commissioned from Hornby, in a light brick with wonderful painting: it will be available through the magazine. I'm sure it will sell just because it is such a lovely model. It sounds as if they are proceeding with their 00 'Stove R' project, but have not yet got to the point where pre-production samples have been made. On the British Railway Modeller stand, Tony Wright had copies of his new and excellent book - I say that having purchased a copy and subsequently enjoyed his many photographs of locomotives and layouts over the years. Model Rail and Railway Modeller also made the journey north.

John Storey - Edinburgh

British model railway magazines are once again combining their efforts to produce the largest ever survey of buyers 'wants'. It covers 0, 00 and N gauge and uses software developed by GPP Software. There is a separate poll for each of the three most popular scales and voting is completely free. To vote, you will need to raise the voting slips using the addresses below.

This is your chance to say what you want manufacturers to make.

Voting is taking place 1st - 31st March and you each have 10 votes to place and may cast them as you like. You could put them all in one section or spread them over locomotives, wagons, coaches and lineside accessories.

When you have chosen up to 10 items from the lists provided, click the 'Submit Vote' button and exit. Once you have voted, you won't be able to go back in and change it or add something, so think about what you want before you go online.

The voting slips are at the following addresses. Choose your scale and go and vote:

It's a winter wonderland once again here on the Yorkshire Coast, but March is just around the corner and, with it, there generally blows in a change in the weather.

March next week! Yes, there is just one week to go before 'Wish List' voting begins. Have you had a look at the voting cards (addresses at the bottom of this page) and prepared your list of ten items that you want manufacturers to make next? Don't forget to give some thought to the 'commercial viability locomotive survey' (found in the MREmag 'Articles' section) that Brian Macdermott carried out, with your help, before Christmas. Be ready! The time to vote is fast approaching.

The magazine gives us the first review of the Heljan 00 Class 14 diesel, commissioned by Hattons of Liverpool. I am not telling you what it says - you will have to buy the magazine, but it includes an article on the real locomotives. Also reviewed are an 0 gauge 2-BIL by Electrifyingtrains, with good internal and external detail, the Farish revised Class 47s and MBA 'Megabox', Dapol's N gauge Virgin Charter 'book set' and St Ives Bay Class 153, TMC weathered minerals, Heljan's latest 00 Class 33, Bachmann's 4-CEP and grubby 08, the SECR H Class from OO Works, the Hattons by Bachmann Merseyrail Class 150/2 and the Kernow by Bachmann weed killer Class 20 pair.

The first layout visited is by Scarborough & District Railway Modellers, a club I co-founded with David Hall 'way back when', but have lost touch with in recent years. The attractive layout is N gauge 'Scarworth Junction' which is on tour this year. The next layout visited is Stuart Price's N gauge 'Foxfield Tunnel' - a skillfully landscaped winter scene. The most attractive of this month's layouts for me is the P4 'Clarendon' which is a rather over-tidy 1908 LNWR scene and quite mouth-watering. Then there is the scenically grand 00 'Broad Sidlinch' S&DJR layout at the North Norfolk Railway.

Practical articles include making streams, building points, easy uncoupling and the trackplan is Thorp Arch - an unusual circular layout.

I should like to express my thanks to Andrew Carter, Pete Williams, Keith Montgomery and Brian Lambert for their answers to my questions. They were all helpful and in the simple one word or sentence format that I requested, Hopefully I can progress in DCC now.

Chris Martin

Quentin Lewis mentions coaches suitable for the Bachmann City of Truro, but the answer may be simpler than he suggests.

Since the engine never ran in GWR days in the condition represented in the model - i.e. coned boiler, top feed, reinforced horns and full Dean livery - it wouldn't be accurate with any pre-nationalisation coaches. The model represents the engine as a preserved 'runner', i.e. in the condition to which it was returned to traffic in the late 1950s and as it now is after release from the old Swindon museum. Appropriate coaching stock is therefore BR Western Region sets, including Hawksworth and Collett coaches in carmine and cream, along with the 57 varieties of livery applied to BR mark 1 stock over the years. Given that its wanderings took it to Scotland on at least one occasion, Gresley LNER and even possibly pre-grouping Scottish companies' stock might be in order.

Neil Burgess

Following the difference of opinion as to whether Hawksworth stock ran in GWR livery, there are three pictures in The Pictorial Record of Great Western Coaches by Jim Russell on pages 260 and 262 of Hawksworth stock in GWR livery with "Great Western" on the coach sides.

Pete Williams

Nick Stanbury raises in interesting point about availability of materials, so I did five minutes worth of research using good-ole Google.

According to postings in this forum, made as recently as August 2009, acetone is widely available in the UK, from a variety of sources, to the walk-in customer.

Interestingly, I often send my wargaming pals to model railway stores and sources for advice and materials, but this is the first time I've explicitly given the complementary advice.

Meths, known outside the UK as denatured alcohol, is a good solvent, but I've found it more use for running my Mammod traction engine than getting the glue out of old metal kits. It hasn't been aggressive enough in my experiments (but your mileage will of course vary). I never used it on point, as I feared for the plastic dissolving and I already had brake fluid working for me.

Acetone poses a tad more risk, explosion and fire wise, as meths does and, of course, requires the proper respect in handling. I'm sorry if there was any confusion; I had previously assumed that anyone wanting to try it for themselves would know not to use the stuff near a blazing hearth while smoking and using a blow-lamp. (grinning at that image).

Rules of thumb for any organic liquid are: if you can smell it, it's evaporating. The stronger the smell, the more vapour is likely present.

Corollary: all organic vapours and colloidal dust suspensions are flammable and/or explosive if confined. The web should be awash in accounts of coal bunker, oil tank and sugar silo explosions to illustrate the point, but I'll leave that research as an exercise for the reader. After all, your keyboards are no further from your fingertips than my keyboard is from mine.

Jim Flanagan has concerns with brake fluid preventing paint sticking to the piece afterwards and in 'etching'.

-----

While I heartily agree with Nick Stanbury about the unpleasant and potentially dangerous nature of acetone, a good chemists shop may be able to obtain it for you. An art student friend of mine wanted several litres for a project, the local chemist would supply him once he had convinced them what it was to be used for. Mind you, I don’t think I would like to have that much lying around the place.

However, I have been informed that acetone is, or was, an ingredient of nail polish remover. According to the bottle on the current Mrs Flanagan’s dressing table it is "Acetone free" . I have yet to test it as a stripper of paint on a model but I can confirm that it works wonders on the bizarre coloured lacquers that her Ladyship smears all over her nails and the varnish on the bedside table.

Neat antifreeze seems to be quite a good paint remover (just spill some on the car and wait a few hours). Most modern cars and vans use a lot of different plastics in their cooling systems so presumably it does not affect the plastics used.

Jim Flanagan

Your correspondents have had some useful tips for owners of this fine looking model. Can I add that the recommended Hornby decoder R8249 supplied by Hattons is not insulated (or at least the ones they supplied me - despite their advance assurance that they were). I have already damaged two decoders with home made insulation - so am anxious to get to get an 'official' means of coding this locomotive. (currently awaiting their reply)

Stephen Nicholson

I take no credit for this whatsoever as the below information was provided at my request by an ex-railwayman friend.

In Don Rowland’s book on BR wagons there is a little more detail. B888000 was the prototype, Diagram 1/273. The big build was to Diagram 1/272, consisting of 1920 BUT there were variations in buffer lengths and couplings. 20 of this build were lettered, and coloured, for salt traffic. Nos. B888001 – B888890, B887800 – B887999, B873024 – 873193, B873200 – B873369, B873420 – 873569, B873570 – 873719 and B873794 – B873893. These were constructed by Shildon, Central, Metro-Cammell, Butterley, and Gloucester.

The 17t Fly Ash version was Diagram 1/278, built Shildon, B873771 – 873792 [22 vehicles]. The next version was Diagram 1/279, 21t Fly ash, one built by Darlington Loco Works, B 873793, B873894 – B873915, built at Shildon, and B 873916 – B873977 built by Ashford, 85 in total. A further fly-ash was B873062, a conversion.

'Prestwins', Diagram 1/274, were built by Metro-Cammell, B873000 – B873023, B873194 – B873199, 30 vehicles, and B873770 built by Pickering. A further batch, with increased capacity [i.e. longer frame], was B 873370 – 873419 from Metro-Cammell, and B 873270 – B 873769 by Central, all in 1961. Oddly enough the two Diagrams both refer to 20T capacity. The second batch were built with a lower overall height.

As the Editor says, as companies bought their own cement wagons 'Presflos' were used to carry sand. Also from the same source some 'Preslfos' ventured abroad.

I hope this may be of use to the modellers who have raised the queries.

Merv Rogers

I have been discussing the future of MREmag with some of you and come to a decision - which I will come to later.

I have probably bored you stiff with my moans about the magazine taking up too much of my time. Today has been an exception as there have been very few emails and so it has given me time to tackle this issue.

The facts are these:

1. Each issue usually takes the best part of a day to put together.

2. The most time consuming part is the 'Having Your Say' forum.

3. The most valuable part of the magazine to readers is the forum.

4. My modelling days are long gone. I am a collector and historian and I need to have time to write.

The problems are:

1. Much of my time is being taken up by correcting messages that the writer clearly has not bothered to read through before pressing the 'send' button, otherwise they would realise that they don't make sense. Sorting out this is the most time consuming job of all.

2. Many emails are sent by people who don't bother to use their spell-check.

3. Some people are unable to write well and must not be excluded, and so must continue to receive editorial help.

4. Despite introducing a 400 word limit, several have since gone well over that, thinking that an apology allows them to be an exception to the rule.

Possible solutions suggested to me were:

1. Remove the forum and reduce the magazine to an news service and database - (this would remove the most valuable part of the magazine and should be done as a last resort).

2. Exclude people who ignore the discipline of the magazine - (no one has ever been banned from MREmag and no one ever will be).

3. Farm out material to volunteer editors - (this has been considered but it was felt that the time in administering it would outweigh the time saved).

4. Leave out similar responses to questions - (this was tried but in analysing what to include and what to leave out, it proved quicker to include everyone's answers).

5. Turn the magazine into a business with paid access and advertising - (I prefer to keep it open to everyone and, anyway, the administration of the business would be a lot more time consuming.

6. Impose further restrictions on size of contributions - (restrictions have been only partially effective as they can be ignored. Shortening an article so that it still makes sense doesn't actually save me time).

7. Abandon editing altogether - (this certainly has appeal but puts me at greater risk of libel, lets in the trolls and defeats a basic aim of MREmag - that of providing equality amongst participants (the reason why I remove Dr, Rev, Sir, The Honourable, His Royal Highness, etc., from names before publishing them and the reason why I try to 'equalise' the English in contributions).

Thanks for all your suggestions. I have now come to the following decisions:

1. The length of contributions shall not exceed 200 words. Any longer ones will chopped off short. This throws back to you the responsibility of sticking to the rule. As one of you reminded me, in the words of Winston Churchill (it is thought), "If you can't tell me what you want on one side of a piece of paper, then don't bother telling me".

2. If I find that anyone persistently expects me to correct what I know they are capable of correcting themselves, I shall politely returned the email to them for correction. So, please reread everything before sending it and use your spell-check.

The greater majority of printed publications have what is known as a ‘Style of the House’. MREmag is no different, and that is why it is such an easy magazine to read. If you have genuine writing difficulties, I shall still accept your contribution and help you construct it ready for publication. Please do not be put off by the following advice!

Heading: Please start your piece with a heading. Don't leave it to me to do.

Length: Aim for a maximum of 200 words. Smaller amounts will be very welcomed.

Font: In the magazine I use Arial typeface and keep the main text to 12pt size.

Don't Enhance: Please avoid using italics and bold. Leave these for me to add (as they often corrupt in downloading).

Avoid 'shouting' in CAPITALS.

Make it Easy to Read: Don't make the sentences too long. We 'swallow' facts more easily in reasonable sized doses. I try to keep my sentences down to two facts joined together by an 'and' or 'but'. And, remember, every sentence should contain a verb. If reading becomes cumbersome, the reader may abandon it and move to the next email on the page. If you want people to read what you have to say, make it easy for them. A lot of an editor's time is spent making your text easy to read.

On Subject: Keep your postings to items that are useful to modellers or manufacturers, and relate pieces about the real railways, to modelling, if it is only to suggest its modelling potential. If nothing else, it serves to remind you where this magazine is pitched.

Polite: Ask yourself whether you are using language that might offend. Are you being personal or abusive to a fellow contributor or about a company? If in doubt, leave it out, as I certainly will - but I would rather you did it for me.

Factual: Have you backed your opinion or comments with facts where appropriate? State your source of facts.

Sign Off: Always end your email with your first name and surname. Don't leave it to me to try and work out who 'Bill' is. I will have lots of Bills in my address book and I don't have the benefit of handwriting to recognise!

Overseas: It is helpful if overseas contributors give a general location.

Check it: Proof-read your item at least once. It might make sense to you – but will it make sense to MREmag readers? Is it less than 200 words?

Use your spell-check facility – but don’t rely on it totally!

The following Bachmann and Graham Farish models are currently on the high seas destined for the UK:

Bachmann

32-075C Class 56xx 0-6-2T No.5623 in GWR livery with G W R lettering

32-082 Class 56xx 0-6-2T No.5639 BRc weathered black

32-306 Collett Goods 0-6-0 No.2253 BRb weathered black

31-713 Class B1 4-6-0 No.61003 Gazelle BRc black

The Somerset Railway Modellers Club annual exhibition, Rail-Ex Southwest (Taunton), will be moving to a new and superior venue for its 2010 show and thereafter. It will be held at Taunton School, Staplegrove Road, Taunton, Somerset, TA2 6AD. The exhibition will be held in two large ground-floor halls, so there will be no stage, no stairs and no classrooms! Access will be much improved, with wider aisles, and it will also be totally disabled friendly. There will still be high quality hot and cold food, extensive parking and, as an added bonus, the school grounds overlook the ex-GWR main line!

What more could you ask!

By Nevile Reid (Tunbridge Wells)

One disadvantage of using diecast cars and trucks on a 4mm layout is that the high-gloss paintwork. They are very pretty on the collector's shelf but the gloss detracts from the realism of the models when used trackside. Vehicles from such makes as Classix, Corgi, EFE, Base and Oxford all suffer from this problem. The solution is simple – a coat of satin varnish applied by brush to all the gloss areas gives the vehicle a much more realistic appearance. I find enamel varnish such as Railmatch easier to use than acrylic.

Make sure the model is clean and dust-free before painting, and be careful to keep the varnish off glass, tyres, flatbeds, etc. If required, weather the vehicle after varnishing.

A Word of Warning...

Having read with interest the comments about stripping paint from plastic models, I feel I should add my ‘tuppence-worth’.

Modern brake fluid is either glycol based (DOT 3 & DOT 4) or silicone based (DOT 5). The DOT stands for Dept of Transport and does not concern us here! Both types will strip paint with various degrees of success as will old fashioned mineral based fluid. It will depend on the type of paint and the make up of the fluid. However, some types of plastic and glues will be affected by the fluid - I have reduced a spitfire kit to a mass of floppy plastic!

Repainting after stripping could also be a problem due to any chemicals from the fluid etching into the plastic. Silicone will cause problems with some types of paint, just ask any paint-sprayer. These may not be apparent immediately but can develop after a day or two, even after a few weeks.

The other thing to be aware of is that brake fluid is pretty nasty stuff and should be used with care, and I would avoid used fluid as you don’t really know what type it is or what else it might be contaminated with.

On a more positive note.

I have just discovered some self adhesive weights that are ideal for added ballast on locos and rolling stock. They are used by tyre fitters to balance alloy wheels. The come in various weights and are around the size of a postage stamp and around 3mm thick, they stick very well. Try you local tyre company they shouldn’t cost very much, ask nicely and you may find a few poked in your direction!

Jim Flanagan

-----

Many years ago, I painted some Tri-ang TT Mk1s. Years later, I realised how awful they looked and removed the paint (enamel) with car brake fluid, again sealed in a polythene bag and left until it had bubbled off. I then scrubbed off with a tooth brush and cleaned thoroughly.

-----

Whilst Steve Mann's further comments on paint stripping are helpful, I must point out that the products available to him in the US are not necessarily available in the UK. There are several formulations of brake fluid and his 'el cheapo Castrol' may not have a UK equivalent, regardless of price. If there is any doubt about undesirable foreign matter in the fluid, it should be filtered before use - as is desirable anyway after each use for stripping. And don't forget to remove the last pickles from the jar first ...!

As to acetone (and many other useful solvents), although these are readily available off-the-shelf in the US (and economically priced), they will be very difficult to obtain in sensible quantities in the UK unless one has direct access to an industrial source. Acetone is extremely volatile and flammable and will not last long if exposed to the air - or a flame.

Ron Solly now confirms that meths will strip certain US factory finishes, as I previously suggested. But whether anything else will be removed readily must remain a matter for experiment - and preferably with the container tightly sealed to prevent evaporation.

Nick Stanbury

I’m after a Hornby R2449 (45157 The Glasgow Highlander) or R2555 (45156 Ayrshire Yeomanry). The condition is not important.

With regard to Chris Martin's enquiries, I am sure you will get a lot of answers but here are mine.

1. In theory a decoder once programmed should be able to be read by any NRMA conforming controller, obviously controllers do have different levels of specification and slightly different displays so this has to be taken into account.

2. I seldom use the Hornby sleeve if the decoder can be stowed away where it will not short but there is an air supply to cool it. The Hornby sleeves make superb fall plates for steam locos. Where there is a sleeve already attached I leave it in place.

3. Not a clue!

4. Sounds like a wiring problem. Can I suggest Brian Lambert's excellent website for all railway electrics; it is concise, easy to understand and has diagrams which read very easily. I have no connection other than a grateful DCC convert. Chris could also take a look at the Plowmans' website which has some very good hints on wiring.

5. I would go for the Aspects of Modelling book, written by Ian Morton, which is logical, explains all aspects of DCC very simply and is easy to understand.

Hope this helps.

Andrew Carter

-----

In reply to Chris Martin's questions:

Q1 - Yes

Q2 - Yes or insulating tape for others

Q3 - Can't help

Q4 - Yes

Q5 -Model Railroader's "The DCC Guide"

Pete Williams

-----

Replies to Chris Martin's questions are as follows:

Q1 - After programming a decoder, will it be recognised by different control systems?
A1 - Yes, provided the control system and decoder both operate on DCC and are NMRA compliant.

Q2 - Hornby supply a sleeve with some of their locomotives, should this be used, and what can be used instead on non-Hornby locos?
A2 - There is concern by some that the sleeve may restrict cooling of the decoder, it is, after all, a microcomputer and does warm up, particularly the sound ones. The accepted wisdom is not to use the sleeve. If the decoder is supplied already sleeved by the manufacturer leave that in place, but do not wrap the decoder in anything else. Use double-sided tape or adhesive foam pads to mount the decoder on the chassis or the body, but make sure that the decoder cannot touch the chassis. You might want to stick a piece of plasticard over the chassis nearest to the decoder if fixing the decoder on the body. If fixing on the chassis, stick a piece of plasticard bigger than the decoder to the spot on the chassis where you want to fix the decoder and then stick the decoder to the plasticard. I would not recommend using insulating tape to create the insulated area as it can rub through (I tried that and it's not a good idea).

Q3. I have opted for a Bachmann Dynamis system - how do I get F0 on the controller?
A3. It will tell you in the manual, see the diagram on page 4, it is the button marked "Headlights Locomotive headlights on/off". If you have lost your manual, it is the button above the light bulb symbol at the bottom left of the keypad.

Q4. I am currently suffering short circuits, but only when coach wheels go over certain points; is this to do with live frogs?
A4. Shorts on points can occur on live frog points where the wheel back to backs are too close and the switch rails are permanently wired so that they are the same polarity as the frog for their full length. The back of the coach wheel touches the open switch rail and shorts. Shorts can occur on insulfrog points too, if the wheel treads are too wide and project beyond the insulated part of the frog onto the other running rail.

Q5. What would contributors suggest as the best book giving a novice all the basic details on DCC?
A5. Ian Morton's book Digital Command Control in the Aspects on Modelling series. Also, Alan Gartner's web site Wiring for DCC at http://www.wiringfordcc.com/ There is also Stan Ames/Rutger Friberg/Ed Loiseaux's Digital Command Control - the Comprehensive Guide to DCC. They both have their merits, and cover the same ground, but Ian's book is newer and better suited to the UK market. However, I disagree with Ian's comment on page 40 that the older Hornby models, based on the Tri-ang XO4 motor, can present difficulties; I think they are the easiest of all to convert, as the brush holders are already fully insulated. He does make a meal of it in his book though. Just read the paragraph at the bottom of page 41, it says it all.

Keith Montgomery

-----

In reply to the questions asked in today’s MREmag by Chris Martin….

And, finally,

Brian Lambert

I am sure I write for many when I express my condolences to Robbie and his family. I have fond memories of my late brother-in-law who was a top link GWR/BR driver. I enjoyed our chats about various locos and their relative merits or otherwise. He was a superb driver who looked after his engines very well, he embraced diesel traction with no qualms but had not time for the Blue Pullmans.

I remember what can only be described as a mind blowing cab ride in a 47 with him on a late winter evening, driving snow, roar of the engine plunging into blackness at near 90mph. Me scared stiff, my brother-in-law coolness personified. I am sure Robbie's memories will live on with the same fondness as mine.

Andrew Carter

The answer Mike Liddle's question about using Bluetooth instead of infrared is "Yes".

ESU, the designers of the Dynamis, have already done it with their ECoS Control Radio module for the ECoS which went on sale last November. It has the same chassis as the Dynamis but works using radio in the 2.4GHz band, which I believe is the same band as is used for Bluetooth. Not only does it work outside, but the screen gives excellent visibility even in bright sunlight. I have tried it and it also works through brick walls. So you keep the ECoS indoors when you take the Control Radio out to play trains.

Sadly for Mike, he cannot swap his Dynamis handset for an ECoS Control Radio handset, even though they look almost identical. The receiver module will only plug into an ECoS 1 (the monochrome screen first version of the ECoS), the new colour screen ECoS, which is just going on sale in the UK, or the Maerklin CS1 Reloaded.

There are several other makes of DCC controller that have a radio option licensed for use in the UK and Europe, but ESU is the only one of which I have practical experience.

Keith Montgomery

Re Bachmann 'Presflos', there is a extensive discussion on RMweb under 'products/Bachmann' but unfortunately they are currently switching to a new server so are unavailable for a couple of days. To précis some of the information, the Lord & Butler set represents the mid '70s. The Blue Circle examples are also later. The first 'Presflos' produced at the end of the '50s included a batch in yellow, as the Airfix and Dapol kits portray. Early bauxite painted examples carried Presflo Cement on the sides. A useful link is given to photos www.gallery6801.fotopic.net

On another subject can the readers give me advice as to what colours goods yard cranes were painted - SR, GWR and BR?

Robert Inns

The first 'Presflo' appeared in 1953 and the wagons were built initially for the bulk handling of cement. Many batches were made, by or for British Railways, between 1955 and 1964. During this time, several variations crept in, some of which Bachmann have included in their tooling. Some 'Presflos' were modified for salt traffic and later slate powder traffic and eventually they carried fly-ash.

In 1960, Associated Portland Cement ordered their own fleet of 'Presflos' from Butterley Engineering and Metro-Cammell Ltd. These were to the same design as the BR wagons. They were initially painted yellow but, to hide the cement deposits, they were repainted in grey. Tunnel Cement was another company that ordered a batch of their own wagons, as well as hiring from British Railways.

The wagons were loaded through two top hatches and unloaded under pressure - thus necessitating the strengthened sides. They were replaced from 1984 onwards and all had gone by 1991.

I wonder if I could tap into the fund of practical modelling knowledge held by MREmag readers. Can anyone recommend a way to ensure that wagon and coach wheels do not shift on their axles after their back to back clearance has been adjusted? Many thanks in advance for any suggestions.

Neil A. MacKinnon

As an early recipient of a Class 14, I feel I am in a position to comment about the 'fun' to be had getting the thing apart for DCC fitment. By trial and error - and a lot of creaking plastic - I managed to get into mine, but could remove only the bonnet by sacrificing (snapping) the cab bulkhead, which was firmly glued in place.

Regarding DCC fitment, I was galled to find my current tiny chip of choice - the TCS D2PX-UK - wouldn't fit, thanks to the metal closely surrounding three sides of the decoder socket. I eventually (and with much effort) fitted a Hornby 8249 chip, which gives sterling performance on my example. I did, however, short out the first example as the insulating sleeve I'd wrapped round it had dropped out during re-assembly, and I've lost the horn cover that was mounted over the small bonnet. The socket is also under a mound of internal wiring, and is the 'wrong way round' - the wires from the decoder socket have to turn through 180 degrees to then lie over the bonnet. Getting the thing back together, squeezing and squashing the wires to fit, could be the subject of a book itself. I still have a gap of 1.5mm between the cab and the solebar on one side of the loco.

It looks the part, and well done to Hattons for biting the bullet. However, the fitment was (in my humble opinion) far more difficult than it needed to be. I've said the same on RMWeb, and am frankly disappointed by the way that the models' innards have been executed. The presence of a DCC socket acknowledges that many will need to open the thing up and fit a decoder. So why make it so awkward, with the attendant risk of damage?

Andy Parr

This is just a short note to say I was delighted with the thread about uncoupling. I have an interest in UK and US prototypes. I want a British terminus station and a small US flat yard as my next projects. - both with 'hands off' uncoupling. I had come to the conclusion that two distinct systems would be the only solution and had resigned myself to some sort of tension hook (Bachmann Mk2), the Hornby uncoupler and new surface motor, for the British terminus.

I am delighted with the input from Paul below. I have used Kadees for several years. But never tried the trick suggested. Brilliant, brilliant idea. Thank you. I will try it ASAP.

So, my next layout may start with the Kadee electric under-track magnet. Could someone let me know if this unit can be attached to the Lenz points unit? Does it have loud noise problem in this format?

Michael Welch

Sorry I have to disagree with your comments in reply to Ian David Smith's post on the Craven units. I find memories like this very helpful and I am sure other modellers do likewise. Manufacturers give very scant details about services worked by their products and not everyone is old enough (or lived in the right part of the country to remember). If prototype information is not relevant - why is the monthly quiz about such things. I must admit I never get round to answering the questions but probably have all the information to hand in the thousands of railway books I own - I hope people don't just GOOGLE the answers.

If I recall correctly, from my days at Liverpool St, the 10:04 (Summer Saturdays only) Liverpool St to Sheringham was formed of 3 x 2 cars sets although I don't think they all ran through to Sheringham and part of the train was detached at Norwich (Thorpe) - a good excuse for buying more than one set of units from Bachmann.

In defence of Cravens of Sheffield - I gather BR went banging on their door late one night desperately seeking to order these units urgently required for little used cross country services like the M&GN. The units (power car E503xx and E512xx series) were built using Mk1 windows (presumably because Cravens were building a batch at the time) and, by the time they appeared, most of the lines they were built for had closed. They were then put to work on the GN suburban services for which they were probably the most unsuitable units available, with just 2 or 3 doors per coach. Colleagues who worked on the GN route recall they used to sag when heavily loaded and the doors wouldn't easily close.

I also remember the self combusting rolls Royce units (M517xx) on the Kentish Town - Barking service and these were probably the best riding and most comfortable units I have ever travelled in - I hope Bachmann decide to produce one - they had ginormous headcode boxes displaying the destination and the 4 character headcode.

Nick Lamkin

I hope this will help pollsters with regard to the SR coach listings shown in the Poll Draft, accessed at the foot of each day’s postings.

I have used BTK for Corridor Brake Third (later BSK); TK for Corridor Third (later SK); and TO for Open Third (later SO).

Bulleid Catering (Diagram 2507* and 2660**)

Open Restaurant First* with Restaurant Third**, built 1947/8, with extended side panels. Formed in Bulleid 6-Dining Sets 290-300, which concentrates them on the Waterloo-Bournemouth/Weymouth run (although I am told they did get to Exeter on rare occasions). Could be produced as a boxed set. To make this catering set ‘viable’, the manufacturer would also need to make the extended side panel versions of the Diagram 2123 BTK, Diagram 2019 TK and Diagram 2318 CK.

Bulleid Tavern Cars (Diagrams 2663/4* and 2665/8)

Restaurant Kitchen Buffet with Open Restaurant Composite*, built 1949. RKB rebuilt to Diagram 2668 1959/60. RCO rebuilt to Diagram 2665 in 1950/1. Known as the Tavern Cars/Tavern Trailers, these vehicles have several interesting livery possibilities (originally ‘brickwork and beams’). Mainly on Waterloo-Exeter trains, but with some summer Saturday through workings (e.g. Padstow). Briefly on the Eastern region when new. With names such as The Jolly Tar and The Green Man, these could have broad appeal in boxed sets.

Bulleid Multi Door Stock

Apart from a handful that were 64ft 6in, these coaches were 59ft long, built 1945/6 and made up in 3-sets, numbered 963-980. Doors to all compartments. Diagram 2121 BTK with Diagram 2316 CK. In 1959, allocated to Waterloo-West of England/Weymouth services. Ideal for ‘secondary’ services. Sets 963-973 on the S&D in the early ‘60s. Could be produced as a boxed set with set number on brake ends. It might be possible to use the existing Hornby Maunsell underframes, but with different battery boxes.

Bulleid Deep Ventilator Stock 15"

Currently produced by Bachmann as Diagram 2019 TK, Diagram 2017 TO, Diagram 2318 CK and Diagram 2123 semi-open BTK, but showing their age. In need of new moulds to keep up with today’s high standards.

Bulleid Shallow Ventilator Stock 10¼"

In essence, these are the same as the 15" versions in all other respects. With today’s moulding techniques, perhaps both types could be produced?

Bulleid BCK 2405

This heading really ought to read: Bulleid 2-sets (R) 63-75. (I did suggest this to the Poll organisers and it may well read that now.) The 13 BCKs to Diagram 2405 were built in 1948 and paired with BSKs to Diagram 2123 (with 10¼" ventilators). All allocated to Waterloo-West of England services. Another boxed and numbered set possibility.

Bulleid BCK 2406

A useful ‘loose’ BCK. Similar to Diagram 2405 above, but the lavatory was repositioned in the centre of the coach and the Guard’s area had two periscopes (as the coach could be in use as ‘the brake vehicle’ in either direction).

Maunsell Low Window 4-compartment BTK Diagram 2101

Already produced by Hornby in Olive Green, printed with Set Number 392. Production in Red & Cream and BR Green would be welcomed, with ‘matching’ Diagram 2301 Composite to form S&D line 3-sets 390-399 as well as 445-448.

Maunsell PP set (Diagram 2407 BCK and Diagram 2023 TO)

PP sets Nos.600-619 converted late 1959 from BCK Diagram 2403 and TO Diagram 2005. Used across a wide area, from Tonbridge in the east to Seaton in the west. Ideal as a boxed set with an M7. And OO Works have just announced their H class 0-4-4T – an ideal loco for the southern and eastern parts of the region.

Somewhat surprisingly, production of these PP sets could be strategically important and lead directly into a number of other vehicles.

If the BCK was adapted back to Diagram 2403 and paired with a new build Diagram 2113 BTK, this would facilitate a number of west country 2-sets (P) as well as some additional 3-sets.

An ex-SECR Diagram 52 100-seater non-corridor Third could be produced for use as ‘strengtheners’ for the PP sets..

Maunsell Open Third Diagram 2005

This is possible by slightly adapting the Diagram 2023 coach in the PP sets above. A useful ‘loose’ coach. Also, it could be used with the existing Hornby BCK (R4320 range) to form 2-sets 104-107 and 109/110. These were used on various branches (e.g. Exmouth, Sidmouth, Lyme Regis, Callington).

If the Diagram 52 100-seater non-corridor mentioned above was also made, this would facilitate west country Sets 100-110 as running between early 1958 and late 1959.

Maunsell Restaurant/Buffet/Catering

Following on from the Diagram 2005 Open Third above, it could be slightly adapted further by the inclusion of tables and paired with a new-build Diagram 2650/1/5/6 Kitchen/Diner First. These pairs were used widely over the SR and within inter-regional sets. An attractive boxed set.

Maunsell Stock 1935/6

This includes Diagrams 2113, 2403 and 2407 as detailed above. A new 1935 Diagram 2008 TK would also facilitate forming several ‘long’ sets otherwise largely consisting of current Hornby 4-compartment BTK, TK and FK.

Maunsell Van B

The 8-wheel ‘sister’ to Hornby’s 4-wheel Van C. A highly versatile bogie vehicle that was widely travelled around the country – not just the SR. Many of the west country’s newspapers travelled in these in the 1.15am from Waterloo during the ‘40s, ‘50s and ‘60s. You need at least four for this train. Stove-fitted versions add to the variety of liveries (orange panels), with later-built versions being roof-boarded for newspaper traffic.

Finally, there is one item that is listed under SR Wagons...

Bogie Utility Van

This vehicle was known in SR days as a Gangwayed Bogie Luggage Van (GBL). In BR days, it became Corridor Parcels & Miscellaneous Van (CorPMV).

This has been in the Hornby stable since the ‘60s and a new, scale version would surely be a firm favourite with buyers, enabling the current version to retire gracefully and with honour to the Railroad range.

Brian Macdermott - (with grateful thanks to Chris Knowles-Thomas of SRLHCS for his assistance)