Ken.W

Hmm, what's more appropriate than the most well known loco, with several records, so like it or not is iconic, which has been virtually continuously in the Hornby range... And in its Centenary year? Compared to a loco in an obscure form in which most modellers, never mind the general public, will never have heard of???

Have just checked my pre-order at Kernow for 78010, and its showing there as expected Autumn '23

I doubt you'll need worry about that Given Hornby's 'Tears'* system, your email from Mr Hatton will more than likely be Sorry we haven't received sufficient stock to fulfill your order Missed out on both of my last pre-orders from them through that (A2/3 & W1) * deliberate miss-spelling

Looks like it could be Well, if that is a tail lamp on it, you'll only need one anyway, as it'll have to be the rear vehicle

The picture in the first post shows a dimension for the 'vacuum pipe' versions, presumably the length Most vacuum braked coaches were also steam heated, and 1st gen. DMUs did have a twin pipe vacuum system. In both cases though the two pipes crossed over each other. Still look a million miles better than tension locks though, will probably give them a try Well, that's prototypical then

And also has ordinary passenger instead of express headcode

No, as the above photos show, when streamlined both locos had unique high sided streamlined, but 6 wheeled, tenders Unfortunately Hornby seem to have a liking for just repeating the same detail variation and livery combination, just with different numbers, rather than mixing different variations in different liveries

And the B17/5 just announced by Hornby

No, please spare us!!!!! I've always thought 'LNER' on red just looked so wrong (And was an LNER driver till 3 years ago)

Interestingly, what seems both the same photos of the W1 appear in the RCTS Locos of LNER 6C. According to this publication for the W1; On rebuilding, painted Garter Blue red wheels, with gold shaded red transfers, the standard A4 livery at that time. Repainted wartime black April 42, tender legend reduced to "NE", its believed, Sept 43 Reverted to prewar Garter Blue Dec 46, but never received the metal cut out letters and numbers then used on the A4s. June 48 renumbered 60700 and tender legend "BRITISH RAILWAYS", but still retaining Garter Blue. BR Blue was applied Jan 51, with the early style emblem. Finally, BR green from May 52, and the later style crest from May 57. The other major change, in May 48 its original corridor tender was exchanged for an A4 type non-corridor one.

☺️ And l respectfully refer to here; There were no Thompson buffet cars built for general service. One thing to bear in mind with LNER stock is that the prestige trains were provided with sets of specially built stock to higher standards than that for general service, the Flying Scotsman sets in particular. The two Thompson Buffet Lounge cars , 1705/6, were built specifically for the 1947 Flying Scotsman sets and were similar to such Gresley vehicles for the 1938 Flying Scotsman sets. As built as Buffet Lounge cars, this refers to the seating area, which was separated from 'through traffic' by having a side corridor.

I think the problem that Thompson buffet cars RTR would have is rather limited appeal as there was only the two of them built. Built specially as Buffet Lounge cars, they spent their time up to 1957 solely as part of the Flying Scotsman / Elizabethan sets. They were then rebuilt as conventional buffet cars, substantially altering interior layout, external windows of the kitchen side, and solebar skirting removed, so quite a difference in appearance between their two guises to cater for. Perhaps more useful would be a Thompson Restaurant First, but again still only around a dozen built, and these could run with either an open third diner, or a pantry third. Thompson catering vehicles were seemingly somewhat rare

LNER stock had both First and Third class dining arranged as 2 + 1 seating Compartment / seating bay dimensions were standardised with 7'3" for First and 6'2" fot Third The dia.27 open thirds had an unusual arrangement, seating being 3+1 for normal service, but were designated as 2+1 when used for dining. It was the 'tourist stock' open thirds, constructed largely for use in excursion sets, which had 2+2 seating. No, those by Hornby are the ordinary non-corridor stock for suburban or branch line use. The high capacity (London) inner suburban stock were quad and quint articulated sets. Some of these also had narrower than standard compartments

As far as l recall in the late BR period, vacuum fitted stock was 90mph. Not sure about Commonwealth bogied stock, but they'd have been running air braked (or in vacuum sets of mixed bogie type) by time l was dealing with them

Yeah, that's it

One of my favourites nearby, the two minor LCs on the ECML, south from Widdrington; Ulgham Grange, and Uigham Lane Any offers?

Oh well, seems I'll not be attending this year. Planned on going on Saturday but no trains, all of the TOCs l could have used from here are affected. Even if trains are running normally from start of service Sunday earliest l could get there on a Sunday's not till after12. Considered driving, but a 4 hour journey each way on top of the time in the show all seems too much or not safe. Already had my advance ticket, so at least the organisers won't be losing out by my missing

More common though on the Mk4s were people who "thought" that a red button labeled 'ALARM' flushed the toilet - treating everyone to the "disabled passenger alarm operated" announcement till the Guard managed to get through the train to the relevant toilet to reset. Usually several times per journey

Or the incident on Tyne-Wear Metro when one of these went in from the platform on one side ...and straight out though the closed doors on the other side No they don't, IETs have a micro-cupboard that a "stick insect" super-model would find a challenge ;)

Not just an IET thing though, same used to happen on the Mk4s. They were modified with an auto-anouncement which proclaimed "the door is closed but not locked". Don't recall if the IETs have this but if not, well, trying to get Hitachi to change anything, l heard LNER had given up on the additional luggage racks (in place of the 'no window' end seats) that they asked for 3 years ago. Think about it though, and there's good reason for the separate lock button which only works once the door's closed, it can only be locked when someone's in. Otherwise, if it was a single 'close and lock' button, you'd get the "jokers" (or inadvertent) pressing it closing the door behind them as they leave, leaving the unoccupied toilet locked and unusable. On the IETs it's a lock lever rather than a button, so you do have to unlock it first before pressing open to leave - which actually does confuse a lot people who just press "open" as normal to leave, and then think they're locked in when the door doesn't open - but being Hitachi they have to operate the Japanese way, not how we expect things to work. They then press the "call for aid" which on them goes through to the Driver, just what you want when driving at 125mph, having to tell someone how to open the toilet door! This "do it our way" attitude also caused a lot of toilet failures, at least when new, not sure if this may have been fixed now. People here were used to just giving the button a short press and the door would open to go in, but no, their way you had to press and hold. So people would give it a short press and when it didn't open as expected start jabbing at the button. This though resulted in it detecting it as a fault, and locked it out of use

Have just seen this as this thread has re-surfaced LNER Coaches (Harris) mentions that the BR re-building included conversion to propane cooking, so underframe bottle cabinets would have been added

No, the overcharge function on diesels only overcharged the air train brake. When a dual-braked loco was operating in vacuum the overcharge position of the brake valve operated the exhauster speed-up function, running the exhausters faster to 'blow off' or release the brakes faster.

Yes, l would, in fact no surprise really

Basically, a vac brake only loco. Which ones would depend on if it has the second exhauster cabinet on the other side. That's the large one towards the nose end. The smaller central one, with the 'double arrow' on's a battery box and is always on both sides. If air braked it'd have the large cabinet this side between battery box and fuel tank, in place of the lower half of the full length doors, to house the additional compressor. So it needs to loose those air pipes ;)

A very good point. Reminds me of the occasion l was working a local Newcastle to Sunderland Pacer service and the Royal Train was due to pass in the opposite direction - l was shunted into the Goods Loop at East Boldon to wait of it passing. As I've written on this site before, the occasion l worked the Train with, the then Prince, Charles aboard from Newcastle to Doncaster, from getting the road to depart Newcastle the first yellows l saw, even in the remote distance, were at at Arksey LC, and they were already flashing meaning a clear road into the platform at Doncaster where l was stopping to be relieved. Similarly, a couple of years later, a working from Berwick, where they'd overnighted, to Edinburgh Waverly with the Duke and Duchess of Kent, second Sunday of November arriving 10 am, and an absolutely clear run all the way into Waverly Station. These were all mid to late '80s, just imagine the disruption on today's much busier railways