THE MODERN IMAGE:
It is generally accepted that some periods of our railway story are more suitable for modelling than others. These are the eras where the picture is especially colourful and exciting and thus lends itself to the production of interesting models. What is not so generally realized is that we are at present going through just such an era. This is understandable, for it is notoriously difficult to see a thing that is under one’s very nose. Moreover, it is only in the last year or so that the picture has become clear and there has been enough modern equipment about to enable one to distinguish the pattern of modern British Railways. Having passed the stage where we were hostile to the diesel, we have come not only to accept them but even to like them. Best of all, the number of people who, seeing no merit in the modern image, think that no one else is entitled to a different opinion is dwindling towards vanishing point.
For this reason we are increasing the emphasis we have long placed on the latest British Railways equipment, and in particular on the new stock and structures which have been produced with the cooperation of industrial design consultants. There is much merit in modelling a well-conceived prototype. However, as can be seen from this issue, we are not thereby neglecting the past; our policy will continue to be to present the best in railways, model and prototype. We cannot do this if we ignore the present day, and would like to hear from all our readers modelling the modern image.

PROTOTYPE PROGRESS:
Normally we do not deal with overseas developments, for we do know that the majority of our readers follow the British prototype. However, one new railway on the other side of the globe does call for some comment. Later this year an entirely new high-speed rail link is to be opened between Tokyo and Osaka in Japan. This line is designed to operate at scheduled speeds of 155 miles per hour, and will give faster timings than are possible even by internal airlines ! The Hitachi Superexpress will be electronically controlled, accelerating automatically when the line ahead is clear, slowing down or stopping when blocked by another train. The driver, we imagine, will enjoy the ride. In practice the trains will cover the 320 miles between the cities in only three hours and in complete safety—a basic characteristic of rail travel. This, we think, has considerable relevance in Britain, where distances if anything are shorter and population density, believe it or not, is greater. At these speeds the London—Manchester trip would take a little over the hour, and Edinburgh could be reached in under four hours. Instead of closing alternative inter-city routes, could they not be transformed into similar high-speed passenger-only routes at far less cost than the present totally inadequate motorway projects ?

NEXT MONTH:
Many readers have admired David Jenkinson's Midland buildings featured last November and wondered what sort of layout they graced. Next month all is revealed, when Marthwaite forms our Railway of the Month. This fine constructional article is backed by a range of features provided by fellow members of the L.M.S. Society, creating an issue of especial interest to all historical modellers.