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Some time during 1992 Derek Gower a casual acquaintance, began attending church where our family goes. He quickly found out that we were railway modellers and a good friendship began. Little did we know that he would influence our choice of what we were to model forever. The reason for this is that Derek used to live and go to school at Broadstone, where the S&D joined the Southern. 

Derek is one of life’s encouragers, so he lent us his two Ivo Peters S&D videos, plus two of Ivo’s books and other books on the S&D. We couldn’t believe his generosity and so through the kindness of an English gentleman we fell in love with the old S&D. We had never modelled to a prototype before; basically we modelled along the line of, if it looked British that was all right. This was a whole new ball game so we had to decide where to start. 

On joining the S&D Trust in 1993 we were to spend the next two years researching information about Evercreech Junction and had started track laying, when it became apparent that much more space would be required than was available to us. I wish to sincerely thank Neil Pankhurst, Assistant Museum Curator of the S&D Trust at that time, for his invaluable help in providing much detailed information on this station. Although the Evercreech Junction project has been put on hold, we found some of the general information about the S&D useful in project planning for Lycombe Vale.

Layout Idea 
In mid 1995 when removing the track that had been laid on Evercreech Junction our younger son Stephen then in Grade 4, was asked by his class teacher to bring along an example of his hobby for a class Hobby Fest. This was the year our family were exhibiting ‘Wellsworth’, our first exhibition layout, of course Stephen wanted to take it to school, but the thought of keeping 30 plus Grade 4 children at arms length was not a situation my nerves could handle. Being a good Dad of course, I promised to make sure he had something to take by the due date. 

I can’t remember exactly how much advance warning Stephen gave me, but my ageing memory tells me, not much. We hadn’t long finished ‘Wellsworth’, money was scarce, so scrap ply and timber combined with left over points and track from the abandoned Evercreech Junction, were the order of the day. Something small with a bit of operating potential was required, the Peco book ‘60 Plans for small railways’ 2nd edition revised April 1968 provided the answer. After reviewing all plans we decided on one of the small station scheme designs on page 32, plan No.52s. The plan is shown as 6’x1’, but we expanded this out to 500mm, to suit the pre cut ply scraps we had in our timber rack. When Stephen’s school project was completed the base board with track attached sat around gathering dust and cobwebs until late October when we were discussing what to do for the 1996 Train Shows and our thoughts went back to the left over school project. Thus began the long road to what is ‘Lyncombe Vale’ today.

Layout Name
As we had decided to model to S&D prototype, we needed the name of a place from somewhere along the line, that did not have a station, this would allow for a little modellers licence. The idea of modelling a station at Lyncombe Vale, came from information quoted in a book “The Somerset & Dorset Railway” by Robin Atthill, where he mentions the declined proposals for stations on each side of Devonshire tunnel to serve the expanding suburbs of Bath. The deciding factors to use Lyncombe Vale as the station name were, Lyn is my wife’s name, for without her and the most brilliant modelling skills she has, I would still be playing toy trains. Also, that after much research, this short section between the two tunnels was just perfect with its beautiful scenery and viaducts.

Layout Planning
Layout planning, or was it a rolling snow ball getting ever bigger, that happened in four stages? Stage one, we decided to add a third siding in the goods yard as a goods receiving road and an extra siding behind the platform to form a bay road for suburban trains. Originally we thought of just putting a small fiddle yard at each end of this 6’ scenic board. 

This seemed like such a waste of space, so we decided to build another 1500mm open frame board with a view to putting a viaduct on it. We then added another 1200mm board at right angles to this, so trains could disappear off scene through a tunnel on to a fiddle yard board of 1500mm in length. We also added another small 700mm board to extend the platform, catering for longer trains, which enabled us to extend the cattle dock road to a more useful length. This means that we had a large ‘L’ shape layout 4m long by 3.2m deep and for the first two train shows in 1996 the layout was exhibited in this format.

In the second stage, we build two more 1500mm boards, took the existing fiddle yard board, ripped up all the track, bolted all three together to form a fiddle yard that was 4.5m long and running parallel to the front scenic boards with the original 1200mm scenic board forming the space between. This then meant that we had a large ‘U’ shaped layout 4m along the front 2.2m deep and 4.5m along the back. We exhibited in this format for the final 2 train shows of 1996.

The third stage, was the building of a 1200mm board to fit in the open end of the ‘U’ thus making the layout a complete oval. To accommodate the sweeping curve we wanted to get on this new section the existing small 700mm cattle dock board was extended by 900mm. The head shunt line was extended to the end on this board with the cattle dock road being converted into a siding loop and an extra siding being put in for a timber yard on the other side of the head shunt line. Now with the front section 4.9m long and the back section 4.5m, we had a problem; the solution was to add a small 200mm section to the two end fiddle yard boards making these now 1700mm long. The layout was then exhibited in this format all through 1997.

1998 saw what we would call stage 3A. Where we took out the original 1200mm end board which was half scenics and in the first stage had some of the fiddle yard on it. This was replaced with a fully sceniced board with new buildings which will be mentioned later.

Stage 4, 2001, after exhibiting during 1997 and 1998 with the layout in its oval format, one of the ongoing problems with the 2600mm x 1200mm internal operating area, was the congestion caused when all three operators, required to run the layout, were sharing this space. At first we were only going to push the internal depth out to 1500mm, making it easier for operators to pass behind the control panels whilst walking up and down the length of the space, to operate the layout. However we decided to lengthen the layout by 1600mm as well. This improved the prototype look, of having more countryside for the trains to run through between Watery Bottom viaduct and Lyncombe Vale station. It also enabled the fiddle yard to be extended so it could hold full length prototypical summer holiday trains which ran on the S&D. The result was a layout with overall dimensions of 6500mm x 2500mm with an internal space of 5200mm x 1500mm. 

Base Boards
The first and school Hobby Fest board was made as mentioned using leftovers. The only good quality ply we had was two pieces of 6mm each 1800mm x 250mm, off cuts from making the ‘Wellsworth’ back scene boards. These were butted together to form an 1800mm x 500mm board formed up with 68x19 dressed pine, including one piece down the centre to screw the butt join to. I didn’t even use PVA glue because my intention was to pull it apart as soon as it came home from school. Of course with the busyness of life this did not happen and the rest is history. Nine of the ten base boards of which the layout now consists are all 500mm wide and various lengths as mentioned, with the exception of the right hand end spacer board which is 800mm wide to accommodate the before mentioned curve sweeping round from the platform end. 

Although 6mm ply is really to thin we continued using it, mainly in the interest of uniformity, using a little extra 68x19 framing to counteract any probable warping of the ply. This method succeeded as we have had no problems. The added bonus is that 6mm ply is a lot lighter than 10mm ply which we probably would have normally used. 

The Watery Bottom viaduct board was made from craft wood (MDF). This was our first venture into open frame base boards. A sheet of 18mm craft wood was cut into 140mm wide strips, cut to length and screwed together to form a board 1500x500mm, cross beams were cut and screwed into place for later landscape shaping. 
We have since found a better way of constructing open frame boards and on any future layout we will follow the Barry Norman method as explained in his book ‘Landscape Modelling’.

Track Laying
Peco code 100 track and streamline points were used throughout. Using leftovers the first stage of the layout had all insulfrog points except for a small electrafrog ‘Y’ point, purchased and used at the head of the goods yard. Having never used electrafrog points before we realised at our first show, just how valuable these points are for shunting as even the 0-4-0 ex L&Y Pug would shunt smoothly over the electrafrog point but would sometimes stall on the insulfrog points in the goods yard. 

Stage 2, 3 and 4 of the layout saw us using all electrafrog points which has made for smoother running. The layout currently has 39 points in use, 26 electrafrog and 13 insulfrog. 500mm wide base boards make it difficult to get graceful sweeping curves and some 18” radius curves were used to get trains round through the tunnel mouth and into the fiddle yard on stage 1. Stage 3 and 3A has nothing less than 24” curves, but because a total rebuild of the Watery Bottom Viaduct board would have been necessary there still remains a short section of 18” curve just after the viaduct. This does cause some minor problems when other members use their rolling stock, which has been altered for close coupling, with buffer lock occurring, derailing trains, so any offending piece of stock is removed and not used again. Apart from this, smooth running is the order of the day, at home and at exhibitions. 

Track is laid on 3mm cork using 900x600mm sheets cutting away the excess after track laying was completed. The track is fixed to the base board with fine pins down the centre of the sleepers, by pre drilling small holes slightly larger than the pin, to avoid sleeper and track distortion. Rail edges were painted with Humbrol Rust and to avoid that glossy plastic look, sleepers were painted with Railmatch Sleeper Grime and Humbrol Brown Bess, then weathered in places with matt black, this also helps to camouflage the track pin heads. After all other scenics were finished we chamfered the cork edges then track was ballasted with a sifted mixture of light grey crusher dust and a creamy white stone kitty litter. Mixing these two together gave an excellent result closely matching the colour of ballast used on the northern section of the S&D. This was glued down in the usual way with diluted PVA.

Electrics
Only having a basic knowledge of electrics and electronics I work on the keep it simple, stupid principle. The added benefit is, when new people offer to help at shows, it only takes a short time to teach them how to drive the layout. With this criteria in mind we went for basic cab control with 3 cabs being utilised, one each for the single track main line, shunting in the yard out front and loco change over in the fiddle yard. Power for each cab comes from a 17.5V tap on the transformers, via a diode bridge rectifier. Two control panels have been used, one for the front section and the other for the fiddle yard. Cab switching is mostly done with double pole, 6 position rotaries while some sections use double pole, double throw, centre off toggles. In all cases the second side of these switches are connected to coloured led’s (yellow, red or green) to show which cab is in operation on any given section of track. 

A mixture of Peco and Seep point motors were used throughout, with the seep auxiliary switch motors being used for the goods yard points with orange led’s showing which road was opened and powered. All point motors are switched by push to make switches. We found especially in the fiddle yard where multiple point motors had to fire to set a road that the usual 15 volt AC, through a standard CDU, just would not get the job done. Dave Jenkins who built the CDU’s advised how to get more power to the point motors; this was to upgrade the input power, put in larger capacitors and a larger output resistor. We did this at stage 2 of the layout and ever since then it is rare for a point motor to misfire. The upgrade took the form of increasing the input voltage to 21 volts AC, the capacitors in the front panel were left at 4700Uf and 25V but the rear panel was increased to 10,000Uf and 40V, with both output resistors being raised from 680R to 2k2. 
Wiring for the layout was done with 25 core round computer cable containing 12 plain colours and 13 striped. Power was bridged from control panel to base board via old 80 pin Telecom connectors. These connectors were modified into 20 pin blocks and used to connect power between each modular section. Hand controllers are the simple corded type with 4 pin XLR plugs and sockets used because of their rugged cast aluminium construction. Early in 1998, Paul Grundy, a group member and qualified electrician, installed for us a self contained 240V ring system, with a single input point and outlet sockets for power transformers, lights, accessories and power tools evenly spaced under the layout. A definite improvement and time saver, when setting up and dismantling for shows. Power transformers are built into the main front control panel in their own self contained section, thus avoiding the risk of low voltage coming into contact with high voltage. We are using Dick Smith 2AMP transformers with voltage taps ranging from 12 to 30 volts. 

Seep tension lock uncouplers (TLU’s) were used in all locations as our rolling stock has the manufacturer’s tension lock couplers (TLC’s) still fitted. These Seep units are ideal as they sit very low between the rails, are reliable and are easily activated with a push to make switch. These TLU’s cause a great deal of interest at shows because they are not an item that is widely used and we find patrons very inquisitive about exactly how they work. We acknowledge other help given with the electrification by fellow British Railway Modellers Australia (BRMA) member Jack Jeary.

Buildings & Structures
Having never been to England, photographs, books and videos of the S&D are all we have had to work with. This is fairly good for railway structures as somewhere behind that loco in the middle of almost every photo or video shot you get a glimpse of the goods shed, station building, foot bridge or viaduct etc. but when it comes to domestic or industrial buildings modellers licence applies, because there seems to be a dearth of books or videos on this subject, particularly if you are modelling to a specific prototype area.

During 1997 we met John Tooze an ex S&D passed fireman; he lived at Bath and worked out of the Bath S&D Shed, transferring to the Western Region and Bath Road, after closure of the S&D in March 1966. A good friendship developed during the five years that he lived close to us and was part of our modelling group, his recent relocation in June 2002 means we can not work on each others layouts together as often as we would like but our friendship will always remain strong. We are very thankful to John for his help during the construction of stage 3A, giving us first hand information on which building kits were closest to prototype and what colours to paint them etc. this made the new section much more accurate. Buildings on the layout are from Wills, Ratio, Peco, Donaplas, Superquick and Dapol ranges, with some kit bashing and much repainting, using techniques learnt from ‘Architectural Modelling’ by Dave Rowe and ‘The Art of Weathering’ by Martyn Welch.

There are five structures that are scratch built from photographs, these being the two tunnel mouths, Watery Bottom Viaduct, the small viaduct just before Combe Down Tunnel and the foot bridge. These structures really help to give the layout authenticity as a number of people who used to live in the area have told us “that’s exactly how it looked”, however having recently viewed a video titled “Lost Railways” we now know that the foot bridge was in fact built of blue engineers brick not the stone we used to model it. Considering the amount of work involved to rebuild and replace the bridge I think we will just put this one down to modellers licence.

Scenics
Once again photos and videos were used to get the landscape as accurate as possible in the confines of mainly 500mm wide base boards. The hills are made from styrene foam scrounged from wherever, shaped using knives, surform files and rasps until it looked right. This was covered with coatings of plaster mixed with dark brown tile grout and PVA to avoid that white look if any thing got chipped. The first coat of plaster was applied by dipping nappy liners into a thin slurry and then placing this over the foam, smoothing out and allowing to dry. A further three coats were applied by mixing a thicker slurry and applying with an old paint brush, to build up thickness and strength. Ground cover was created using a wide range of the many different textures of Tuft, Heki and Woodland Scenic materials plus rubberised horse hair for hedges etc. with dirt, coal and coal ash gathered locally.

Trees form a vital part of the scene on this layout, as this small vale between Devonshire and Combe Down tunnels was heavily wooded. There are 150 trees, all of which are hand made by my wife Lyn and myself, with Lyn doing most of the work. We start with off cuts of underground power cable, cutting off the thick orange insulation, breaking the wire down into different lengths and thickness, depending on how high or spreading etc. we wanted the tree. A pin of 1/16” brass rod is soldered into the base of each bundle of wire, leaving about 15mm protruding for planting in the landscape. Lyn then formed the tree by twisting the wire and returned it to me for soldering. Lyn would never use the soldering iron and I don’t blame her, for at 130W this ‘big bertha’ as we called it, can leave a nasty burn as I found out many times while soldering this many trees. After soldering Lyn would coat the trees with dark brown ‘No more Gaps’ slightly diluted with water. The next job of painting and weathering was mine and then Lyn would use a combination of Heki and Woodland Scenics flock to finally make them look sufficiently realistic.

Thankfully the back scenes have been completed with beautiful art work by a friend and English gentleman Andrew Morris, who is a sign writer by trade and an amateur artist. Without these the whole scenic effect would be totally lost as they compliment and add a greater depth to the total look of the landscape. A work of art and worth viewing for their own sake. 

Figures and white metal kits are from Springside, Model Scene, Mikes Models, Langley, P.D. Marsh and some other suppliers I can’t recall. We just scoured magazines and catalogues looking for kits that would create the scene that we wanted. This has been and still is an on going process, over the years since we started construction. Signals on the layout are either scratch built or Ratio kits, all of which have been built and painted by Jack Jeary a specialist in the area of model signalling. Unfortunately they are not operational yet but this is something we hope to do in the future.

Locos & Rolling Stock
We have based most of our information on the Ivo Peters books, “S&D in the 50’s and 60’s”, and other publications which have a fairly comprehensive list of the loco classes and numbers used during the 20 year period, 1946 to 1966 we decided to model. Despite the fact that my loco purchasing policy prior to this was, if it looks good buy it, to our surprise we had a number of locos that were correct for the S&D, although some had incorrect paint work and loco numbers, as you may notice in some photos. We are slowly having these repainted with correct running numbers being applied. The remainder have been sold off to second hand stalls at train shows, to allow for the purchase of correct prototype locos, which in some cases also need their numbers changed. 

The same procedure has been applied to coaches and wagons with correct items being purchased as income allows, unfortunately this is a slow process as ours is an expensive hobby. We still have a long way to go before we have a full selection of all loco’s, coaches and wagons that ran on the S&D, but we at least now have enough to give a realistic S&D feel to ‘Lyncombe Vale’.

Exhibiting & Operating
During 1996 our 4m stage one and two versions were connected to the BRMA North Side Group’s layout ‘Wedmore’ which was 7.5m long. This 11.5m frontage looked stunning and trains looked like they were going from one town to another. With the main control panels being about 8m apart, the noise of patrons, no running schedule due to a lack of time to create one, that first show was bedlam, but despite all the problems ‘Lyncombe Vale’ was awarded Second Best Non Australia layout at the show. We learnt very rapidly and for the next three shows that year, we used an intercom and a running schedule, so every body knew what was going on. 

At the end of 1996 there was a parting of the ways for various reasons. So 1997 saw our layout appear in its own right in its stage 3 version. Operation of the layout was to a strict running schedule which was written with reference to a 1950’s S&D working time table.
This made for very smooth running, with only the odd derailment (we all have them), we must have done something right because 1997 was very successful for us, as we received the voted for, “First place-Peoples Choice Award” at the Toowoomba, Nambour and Pine Rivers train shows. 

1998 saw us on the road again with stage 3A and the layout looking better than ever. We wrote some new and more challenging running schedules for this years shows, to make it more interesting for the operators and the viewing public. The year commenced with the excitement of being recognised by our peers and judged to be the Best Non Australian layout at the Brisbane, Australian Model Railway Association (AMRA) Show over the May day weekend. Then in June, at the Darling Downs Model Railway Clubs (DDMRC) Toowoomba show, we were awarded First place for the prestigious “Greg Reason Memorial Shield”, for the second year in a row. The last train show attended during 1998 was in September, at Nambour on the Queensland Sunshine Coast. Due to the small show circuit in Queensland we did not exhibit the layout again until 2001 to avoid over exposure. 

One bit of drama we had at AMRA, was on the Sunday afternoon a point blade sheered off the tie bar. Of course it had to be right in front, a key point that either runs trains along the platform or into the goods yard. Panic stations, get out the Zap a Gap (super glue), this worked believe it or not and held the point together for 2½ hours, until the show finished that day. As there were many traders at the show we were able to purchase a new electrofrog point thus replacing another insulfrog. We successfully replaced the point on Sunday night and those who viewed the layout on Monday had no idea of the previous day’s drama.

The Future
Layouts although finished are never completed, so we hope to apply some finer detail, finish all the signals, get them working, make our rolling stock look more realistic with weathering before exhibiting again. During this time, we also will be helping other group members build and exhibit their layouts. A longer term project which we have started preliminary research on is ‘Wincanton’ on the old Dorset section of the S&D line. Unlike the home based Evercreech Junction project, we hope to build in the much longer term future; Wincanton will be built especially for exhibition purposes. It will be at least 5 years down the track before work can start on this layout. The new project will have its challenges for two reasons, firstly because we are attempting to model a real station and secondly, we will be using code 75 fine scale track for the first time. These are new areas of modelling for us but we are looking forward to the challenges of recreating although it be in miniature a wonderful part of the old S&D line.

Credits
‘Lyncombe Vale’ is mainly a personal and family effort so firstly I wish to say a huge thank you to Lyn who over the years has put in many hundreds of hours some of them in the wee hours of the morning during that last week prior to a show, using her excellent modelling skills and eye for detail to get the layout looking just right. Lyn also then gives valuable support, by being at shows usually on duty at the front fence, giving out information handouts about the layout and answering the many questions that patrons ask. I wish to thank my two sons, Andrew (21) and Stephen (18) for their faithful help in building kits, painting figures, the many hours of operating time put in at train shows and a variety of other jobs they have done to help out over the years. 

To some members of the Brisbane North BRMA Group who put in a lot of hours helping get stage 1 of the layout to the first show in 1996 and for their continued help through out that year couldn’t have done it without you, thanks guys. 

We owe a great debt of gratitude to the current team, both men and women, who helped us faithfully right through 1997, 1998 and then again in 2001, 2002, for without each and every one of you, we could not have exhibited this layout. Thank you all so very much for your consistent loyalty and support. 

The Final Verdict
Did we achieve our objectives? Well, yes we did, despite the many long hours and times when we despaired of ever getting to that train show on time, we are more than satisfied that the character of the layout is just right. The layout has been very well received at all the exhibitions we have taken it to and has achieved nearly flawless reliability and can be driven easily by anyone after a quick 10 minute instruction course. A steep learning curve has taught us, that there are things that we can do better next time or I don’t think we’ll try that one again, but we’re very happy with the fact that we achieved the biggest majority of what we set out to do without departing to much from the prototype. One thing we have learnt is, don’t be put off by the knockers and rivet counters, just get out there and do it. You will surprise yourself at just how much you can achieve with limited funds, a lot of hard work, much research and an abundance of time and patience.

The Pictures

Click on images below to enlarge (640 x 425)

	1. Battle of Britain Class “Tangmere” and West Country Class “Wilton” heading south, past the farm workers grounded coach which is their living quarters. They are just having lunch and you can see one of the farm workers coming along with his lunch pail towards the table. (Stage 4)
	2. West Country Class “Wilton” with a view of the tractor and plough that one of the farm workers has just brought in. A farm worker is coming across to the lunch table with his lunch pail, with the farm house off to the right. (Stage 4)
	3. Tender of Battle of Britain Class “Tangmere” with Southern Railway Coaches also a view of the farm workers quarters, with one of the workers reading the news paper. (Stage 4)
	4. West Country Class “Wilton” and Battle of Britain Class “Tangmere” on Watery Bottom Viaduct. In the bottom of the photo the shepherd is herding the sheep through the centre arch of the viaduct back towards the farmyard. (Original Viaduct Base Board)
	5. A coal train meandering through the countryside in the background with the coal merchant delivering coal to the farmer’s house. A view of the farmer’s vegetable garden and pen for children’s pet sheep. The farmer’s wife is shooing the cat with a broom at the back door of the house and there are a couple of hikers walking up the hill on the road above the farm. (Stage 4)
	6. 44422, Fowler 4F is seen hauling a coal train, passing through the cutting behind the farm house. (Stage 4)
	7. 44422, Fowler 4F is hauling a coal train, heading north to Bath, entering the cutting behind the farm property. The end of the provender store siding can be seen through the trees with cattle grazing in the farmers field. (Stage 4)
	8. The Goods Yard supervisor is checking the loading slips for the Pickfords Removal Van at the yard office. Silcocks Grains provender store is to the left. 75072 BR Standard Class 4 has just received the signal for the platform road, on the main line that runs up behind the goods shed. (This photo spans the join between Stage 4 & the original Stage 1 platform baseboard)
	9. Coal wagon awaiting unloading in the coal merchants siding with Pickfords Removal Wagon standing in the goods shed platform as the truck comes into the yard to load the contents from the container. 75072 BR Standard Class 4 in the background with the Bath Bus Services vehicle climbing the hill out of Lyncombe Vale towards Bath.(This photo spans the join between Stage 4 & the original Stage 1 platform baseboard)
	10. Close up of the provender store with workers waiting for the yard shunter to move the closed van into position for unloading while a Bath to Bournemouth West freight and mails train passes through in the background. (Stage 4)
	11. A full view of the goods shed with vehicles picking up and delivering goods while a Bath to Bournemouth West freight and mails train passes through the platform in the background. The coal merchant with his barrow is heading off to some of the homes in the area. (Original Stage 1 Base Board)
	12. 75072 BR Standard Class 4, passing through the platform with the Bath to Bournemouth West freight and mails train, Ivatt tank loco 41241 is shunting in the goods yard. Shows a variety of railway sheds with a group of gangers busy working on a section of track on the right. (Original stage 1 Base Board)
	13. Double header with 2P, 45067 at the head of the train bound for Bournemouth West with a general view of the entrance to the goods yard, provender store with wagons being unloaded, coal merchants yard and goods yard gates. (This photo spans the join between Stage 4 & the original Stage 1 platform baseboard)
	14. 75073 BR Standard Class 4 hauling a passenger train out of the cutting towards Devonshire Tunnel. The coal merchant leaving the farm has stopped to open the gate and the farm workers grounded coach accommodation can be seen on the right. (Stage 4)
	15. Farmer’s daughter playing with her hoop in the front flower garden with visitor’s car approaching. A passing passenger train exits the cutting while the local milkman’s van is seen climbing the hill on its’ delivery rounds. (Stage 4)
	16. This view of the farmer’s property shows the farmer repairing his tractor, cattle in the background, veggie patch complete with scarecrow, farmyard buildings and sheds. A passenger train passes through the cutting and the Bath Bus struggles up the distant hill. (Stage 4)
	17. Farm workers grounded coach accommodation with Evening Star 92220 bound for Bournemouth West with an express passenger train. Farmer’s tractor with plough attached and the coal merchant leaving after his delivery at the farm house. (Stage 4)
	18. 75073, BR Standard Class 4, hauling a passenger train through the cutting, with the Bath Services bus heading away from Lyncombe Vale station after picking up passengers. (Stage 4)
	19. Part of “Lyncombe Vale” station platform showing name board with a good view of the very busy goods yard. Ivatt tank loco 41241 is shunting the yard while Fowler 4F, 44422 heads through the station with a slow mixed goods. Gangers are seen hard at work preparing to replace a section of point work and sleepers. (Original Stage 1 baseboard)
	20. LMS 3F Jinty 7496 is busy shunting the goods yard. The mixed freight having cleared the points has allowed the branch line train being hauled by 2P, 40569 to receive its signal for right of way and has departed the bay platform. Railway gangers can be seen working hard on the right of the photo. (Original Stage 1 baseboard)
	21. “Lyncombe Vale” signal box and engine shed can be seen in the background and Battle of Britain “Tangmere” with Southern Coaches is heading through the platform towards Bath Green Park while LMS Jinty 7496 shunts the goods yard. Gangers are seen hard at work replacing track work and sleepers. (Original State 1 baseboard)
	22. Passengers wait on the platform for the next stopping train while 44422, Fowler 4F heads through the platform towards Combe Down Tunnel with a mixed freight for Evercreech Junction. LMS Jinty 7496 is seen shunting the yard with a view of the local engine shed in the background. (Original State 1 baseboard)
	23. Two hikers are doing it the hard way while the Bath Bus Services vehicle heads towards Lyncombe Vale station to pick up passengers. A mixed freight is rumbling through the countryside towards Lyncombe Vale station and a coal merchant has just entered the farm property on his way to the house with a delivery of coal. (Stage 4)
	24. The farmer is giving instructions to one of his workers over the gate about the cows in the field. The Provender store visible in the background with wagons on the siding being unloaded. Seen passing in the background is SDJR 2P, No 45 taking an excursion train to Bournemouth West. (Stage 4)
	25. SDJR 2P No 45 is returning tender first, light engine to Bath Green Park after taking the excursion train down to Bournemouth West. A family group of cyclists, on a day outing, struggles up the hill and a car waits at the farmers occupational crossing gates for the loco to pass. (Original Viaduct Base Board)

Stage 4 =The new baseboard which was built to extend to the layout to its current 6.5m length. As mentioned in the article under layout planning.

Happy modelling from the Pavitt Family,
John, Lyn, Andrew & Stephen.