Combine The Garden Bridge with the Edinburgh Tram Saga, and imagine the worst-case civic scenario: Boris Johnson as Mayor of Edinburgh. A chief executive with a love of grandiose but completely useless vanity projects leading an administration that can’t project manage itself out of a wet paper bag. What could possibly go wrong?
Mike Hale and Ben Ando are running a Kickstarter for an N-gauge Virgin Trains Pendolino.
Love them or hate them, they’re the signature train for the electrified west coast main line, which cannot be realistically modelled without them. The model will be produced by the Canadian manufacturer Rapido Trains.
The model will be available in 9 or 11 car versions as per the prototype, in DC or DCC with sound. For those without the space for a full-length set (A 9-car train is just short of 5 feet), there is also the option of a shortened 5-car set. The price for the basic 9-car set without DCC is £255, which compares very reasonably to Bachmann’s 6-car Midland Pullman.
The above photo is a tilt-shift image the prototypes at London Euston, by Stuart Axe.
As reported in BBC News, Nick Clegg does not like Pacers
“There are thousands boarding these so-called ‘pacer’ trains. There is nothing pacy about them at all. They are cattle trucks on wheels”.
Known by some as “Nodding Donkeys” due to their pitching motion when travelling at any speed, these trains have passed their original 20-year design life by many years, and have been in service for longer than the worn-out Modernisation Plan DMUs they were built to replace.
Clegg claims southern commuters would never have stood for the things. Well, not in the south-east anyway. A few years back First Great Western needed extra rolling stock to ease overcrowding, and a handful of hand-me-down Pacers were the only trains available. They spent a couple of years in south Devon before FGW managed to get hold of some class 150 and 153 sprinters displaced from the West Midlands, and the Pacers were sent back to Northern Rail where they’re still running today.
Had First Great Western allocated them to the London end of their network and put them to work on the Thames branches, what on earth would the blue rinse types of Henley made of them?
Following on the announcement of HS3, the government are set to announce HS25. It will not serve any major cities but will just go round and round in circles. There are rumours that Hornby and Bachmann have both submitted bids. The system will be controlled by a big knob, but George Osborne has promised he will let other people have a go occasionally.
On a more serious note, I’m still seeing people who loudly declare that high-speed rail is a waste of money and we should be building high-speed internet instead. If you really believe that the nation should not be investing in transport infrastructure to meet future demand because you’d rather sit at home and play video games or watch high-definition porn, then congratulations; the nation’s trainspotters can look down on you as socially isolated shut-ins.
This must be a familiar situation to any software developer. You come up with a clean, elegant design that meets the customer’s stated needs. Then at the last minute they come up with a new requirement.
So you end up with this. Someone I won’t name has described it as looking like “the world’s most disturbing sex toy”.
Coming up with an elegant way to add a corridor connection on the front of a train is a challenge that’s defeated generations of industrial designers. Even the better results have been functional rather than beautiful. But it does help if the door at the front had been a requirement from the start.
(Photos from Transport Briefing)
A recent Guardian piece on Welsh nationalism highlights the fact that the only major road linking south Wales and north Wales is the single-carriageway A470, “slowed to a crawl by tractors and hay wagons“, and touches on the complete lack of a north-south railway link within Wales.
In fact, there never has been a north-south main-line railway within Wales. It’s true that up to the 1960s it used to be possible to travel across Wales without passing through England, but those north-south lines were really little more than a network of local routes. What little long-distance traffic they did carry was mainly between regions of Wales and north-west England. All of them were winding single-track affairs unsuitable for high speeds or heavy traffic, not that there was much volume of traffic to start with. It was little surprise that the lines linking Afon Wen to Bangor, Carmarthen to Aberystwyth, and the meandering route from Merthyr to Moat Lane all succumbed to the Beeching axe. The only reason the Central Wales Line didn’t join them was that it ran through too many marginal constituencies.
There have been suggestions for reopening the Carmarthen to Aberystwyth line, so that it would be possible to get from Cardiff to Aberystwyth without having to pass through England. But would that journey actually be any quicker than the existing route via Shrewsbury?
A more outlandish suggestion in the comments was for an “east border” line route running along the Welsh side of the border. This would be little more than a pointless duplication of the existing Welsh Marches line that runs along the English side of the border via Hereford, Ludlow and Shrewsbury, a line that as far as rail franchises go is treated as part of the Welsh network anyway. There is no economic point building a second, parallel line just a few miles further west for purely political reasons. It would be an equivalent of the Wutachtalbahn in Germany, built for military reasons purely to avoid passing through Swiss territory.
The best way to improve rail links between north and south Wales would be to upgrade the Welsh Marches line to allow higher speeds and increased capacity. It’s just that some people might balk at spending money on infrastructure in England even if it’s for the benefit of Wales.
The truth is that Wales exists as a nation culturally, but doesn’t really function as nation economically. With half the Welsh population living close to the English border, much of Wales has far closer economic ties with neighbouring English regions than with distant parts of Wales, and transport links reflect this. Pragmatic Welsh nationalism needs to accept this reality, and abandon pipe-dreams about ambitious north-south transport links that make no economic sense and will prove to be little more than costly white elephants.
A driver’s eye view of the latest extension of the Manchester Metrolink network. It starts off along the long-established Altrincham line before crossing over to the re-used formation that once carried the Midland Railway main line out of Manchester Central towards London. We then branch off to the all-new formation with several street-running sections before terminating alongside the existing heavy rail terminus at Manchester Airport.
The long-awaited Graham Farish class 25/2 is finally here. Graham Farish have had a class 25/3 in the catalogue for many years, but the model dating from the Poole years is getting very long in the tooth. Following on from the new model of the similar class 24 from a couple of years back, a new class 25 was the obvious follow-up. In contast to the older Farish 25. the new model represents the earlier body style with front-end communication doors and bodyside grilles.
Known by the spotters’ nickname of “Rats”, the prototypes were built in the early to mid 1960, and the class eventually numbered no fewer than 327, making them the second most numerous class of main-line diesel after the class 47. The majority were allocated to the Midland Region though the Western and Scottish regions also had a few. Despite their large numbers they were relatively short-lived; the reduced demand for lower-power locomotives saw them last ones withdrawn in 1987, with many of them seeing less than 20 years service.
The Farish model comes in three different bodyshell variants representing the locomotives at different stages in their lives. The one I’ve got has both the boiler vent and the nose end doors plated over, and represents the condition of the locomotives in their final years in service.
I intend to renumber it to one of those allocated t o Plymouth Laira in the mid 1970s. These locomotives were brought into the West Country at the beginning of the 1970s to replace the class 22 diesel-hydraulics on local freight and passenger work in Devon and Cornwall. They were a common sight on china clay workings and Cornish local freight up to 1980 when the more powerful class 37s replaced them.
So far I have identified 25048, 25052, 25223 and 25225 as candidates for the new number. The above photo shows 25223 at Plymouth in 1976, and comes from John Woolley’s excellent photostream.
It’s almost disappointing to learn that “Murdoch Bulk Muck Shifting” is a real company based in Scotland rather than a joke at the expense of a well-known Australian newspaper proprietor.
The model is from Oxford Diecasts, filling what has until very recently been a big gap in the market, for modern commercial vehicles in British N (1:148) scale.