Jump to content


  • Content Count

  • Joined

  • Last visited

Community Reputation

95 Neutral

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. tiger

    Class 26

    I think the model of 26024 in blue is accurate for around 1991, apart from the orange cantrail stripe. This picture here shows 26024 arriving into Waverley with NSE coaching stock next to a Class 311 EMU. How about prototype for anything? But more to the point, it has radio roof pods and a large Scottie dog (although I'm often told it's actually a Westie i.e. West Highland Terrier). There are also DMEE chevrons under the secondman's window which also appear to be depicted on the model. Cheers, Tom.
  2. That's quite an offer - thanks @MGR Hooper!, @Steadfast and @Robert Shrives. I'll have to take another look at my Dapol Mk3's to work out how to remove the corridor connections. Cheers Tom.
  3. I've sent PM to Dapol on the Dapol Digest. I don't think the gangway is a separate plug in moulding on the Dapol Mk3 - pretty sure the gangways and other end details are moulded as part of a single piece body shell. Cheers Tom.
  4. Hi MGR What is the best way to give this feedback? Email, Dapol Digest, Facebook or some other way? Cheers, Tom.
  5. Looks good so far. But.... The saloon vehicles seem to be lacking some end detail - RCH jumper leads etc - they look like production HST Trailer vehicle ends not prototype Mark 3s. I suspect Dapol have scanned or looked at one of the remaining prototype trailers which were rebuilt to run in the production HSTs, but haven’t backdated the details to mid 70’s condition. This photo on Traintesting show the end details I’m talking about: http://www.traintesting.com/images/E12000 coach.jpg Also the gangway bellows look decidedly “production HST” rather than the saggy grey foam of the prototype HST (Jouef got this right in their OO Mk3a model all those years ago): http://www.traintesting.com/images/Mk3 coach RTC 1972.jpg The catering vehicles should have silver window surrounds - they were the only Prototype HST trailers with this feature, the saloons having the distinctive unique frameless appearance: https://flic.kr/p/DDk2zW And finally the coaches should be lettered “InterCity” on the saloons, “Buffet” on E10000 and “Restaurant” on E10100. Perhaps this hasn’t been added as they are only 1st livery samples. I really like the power car and saloon mouldings - and the roof with the 3 roe vac ventilators each end. I hope this roof is available as a spare part so we can add them to our loco hauled Mk 3a coaches. Cheers Tom.
  6. Thanks acg5324 and Ben A for both of those useful and prompt replies! I’ll let you know how I get on. Tom.
  7. I’m a bit late to the party with these car flats. The Motorail branded ones are sold out (both varieties - BR1 and B4 bogies) but I have been able to order the blue unbranded version. Are there any suppliers of either the Motorail sign or suitable transfers which could be used to add the branding to the unbranded wagons? Sankey Scenics seem to do them in OO/4mm https://www.sankeyscenics.co.uk/4mm-coach-dest-motorail/4593866145 . And there are Motorail transfer packs from Fox and Railtec, but these seem to be white lettering for application to blue GUV vans, or Black Motorail lettering for Executive livery coaches and GUVs, not the larger size with the red double arrow logo for the carflats. With some lateral thinking are any of the 4mm coach transfers the correct size for the car flat sign? And what about the red BR logo? Thanks in advance for any ideas! Tom.
  8. In the pic at Darlington 5320 has oval buffers. It was the first class 26/1 and became 26028 under TOPS. I always thought that only Class 26/0 were built with oval buffers and Class 26/1 had round. Later most (all?) 26/0 changed to round buffers (was this during refurbishment during the 1980s?) Was 5320 built like this with oval buffers, or had they been changed to oval for some reason? Cheers, Tom.
  9. Hi again everyone. Thanks for the positive comments about my previous post with pics from 1989. One year later, on a wet 4 July 1990, I had my first ride: from Doncaster to Leeds, behind "series two" locomotive 91012, with brand new Mk IV coaching stock. I never did get to experience the power and acceleration of a 91+43 combo! Seminar on arrival in Leeds. I'm the lanky guy nearest to 91012 in the blue anorak (complete with binoculars...I can't possibly think why trainspotters get a bad image). My wife and kids find photos of me like this extremely funny. I'm not in touch with anybody else in the picture - we were all Scottish based kids on a summer holiday camp. If you happen to recognise yourself please get in touch. In early 1991, 91019 was used in Scotland for crew training prior to introduction of the fleet on ECML services from London to Newcastle, Edinburgh and Glasgow Central. She is seen here on Platform 21 at Waverley. I was experimenting, doing my own developing and printing with black and white film (Ilford FP4?) in a school photography club darkroom, hence the black and white print. A few weeks later 91019 has been cleaned and polished (but only above the solebar) and named "Scottish Enterprise" for the launch of electric train services between Glasgow (Central) and Edinburgh, via Carstairs. The service was officially launched with a special train on 30 May 1991, which ran between Glasgow and Edinburgh and is seen here arriving at Waverley. Members of the press were conveyed, along with the then Secretary of State for Transport, Malcolm Rifkind MP. From memory, the full ECML electric timetable was supposed to start from the beginning of the summer 1991 timetable in May, but this was delayed until July 1991 due to late deliveries of Mk IV coaching stock - in the meantime there was a gradual introduction of Class 91/Mk IV sets replacing HST diagrams from May or June that year. I can't remember whether this press special marked the actual launch date of London Kings Cross-Glasgow Central, via Edinburgh services, or whether they followed a few weeks later. My final class 91 shot from the archives shows 91028 resting on platform 19 at Waverley in the shadow of the North British Hotel, on Sunday 16 February, 1992, having arrived with a train from London Kings Cross. This was my final class 91 "for sight", which also happened to mark the end of my career as a notebook carrying trainspotter! I hope everybody has enjoyed these photos of class 91s in their early years. They seemed so powerful, futuristic and modern at the time; it is hard to believe that 30 years has passed since their introduction and that they are now starting to be withdrawn. I guess every generation of enthusiasts has this experience of seeing traction come and go, whether it be Gresley's A4s, Deltics, or HSTs, to use some ECML examples. Cheers Tom.
  10. 14 year old me was just so excited to see my first class 91s at Doncaster in 1989. My Dad and I had glimpsed two from a passing train in April that year, but it wasn't until 13 July that I was able to make a day trip to Donny to see them close up. So here is my first class 91: a broadside view of 91009 in the sidings next to Doncaster Works. 91009, front three quarter view: 91005, with Mk 3 HST coaching stock and class 43 DVT, waits to depart platform 4 for Leeds the same day. Rear three quarters view of 91007 attached to a driver training train made up of blue/grey Mk 3 Sleepers and an HST DVT in the Down sidings at Doncaster, also on 13 July 1989. And finally that day we saw 91003 in another Mk 3 HST DVT combination, this time on platform 8 waiting to depart for Leeds.
  11. The two 101s in C9018 and C9020 (set numbers 101360 and 101362) were unusual because they retained four end marker lights - most had the middle pair removed during refurbishment. It is a strange coincidence that they appear as consecutive pictures in your thead, Dave. This thread is always fabulous to view, but these Princes St Garden photos in resonate very strongly with me being so full of childhood/early teenage memories of the railway scene I grew up with in Edinburgh. Thanks for posting them. Cheers Tom (now in Sydney, Australia).
  12. I went on the Great Train Race with, my 5 yr old son, in Sydney this year as depicted in the video on the OP's post, and have been on train races in previous years with my wife and our daughter when she was the same age. It's a very engaging event which is lots of fun for everybody aboard both trains - young and old. It offers the unique experience to witness of parallel running of a working steam loco in a main line context. The drivers obviously ham-up the "race" element of the experience by allowing one train to pull ahead of the other, and then dropping back to allow the other train to "overtake"; this is repeated several times during the trip so that all passengers on both trains experience parallel run-pasts of the other train's locomotive a few times regardless of whether they are seated in a front, middle, or rear carriage. The parallel running lasts from Sydney to Strathfield, a distance of about 15 km. Over that distance there are 6 tracks which are paired by use (i.e. up, down, up, down, up, down) - so there is one track between the two "racing" trains (no handshakes!). From a safety point of view, all carriages have stewards; leaning out of the windows (which can be opened widely, including the main saloon lights which can be raised several inches) is not permitted although it was permitted to have the windows open wide. The trains are run in top and tail mode with a diesel on the rear - at least one of which was a preserved diesel. Having passed through Strathfield non-stop, and the race "winner" declared, the train carries on for several more km to Clyde where the train reverses and is diesel-hauled back to Central. The whole round trip takes about an hour which is more than enough time for the attention spans of a family with young children. Kids and adults alike love the "Race" factor with the adults also enjoying the spectacle of parallel running. The train race is held on a Saturday morning which marks the start of a 3-day "Sydney Transport Heritage" long weekend, with steam train return trips along the same route offered throughout the 3 days; there are usually other heritage trains on display in Central station (locos in steam, and preserved rolling stock) and preserved buses operating on loop route through the city. But the "Train Race" is only offered once, on the Saturday morning. I imagine that there is less traffic than usual on a Saturday morning compared to a weekday, which allows these two parallel special trains to be timetabled without jeopardising the running of other scheduled trains. I'm sure something similar could be organised somewhere in the UK - it really is a fun event for everybody, including non-enthusiasts. Cheers Tom.
  13. I think the original approval for ECML electrification was London to Leeds and Newcastle only, as the onward traffic to Edinburgh was not thought to be sufficient to justify the cost of electrification. Under the original scheme the planned traction was a fleet of Class 89 locomotives plus a new build of Mk3b coaches, with power doors (maybe they would have been Mk3c if they were actually built) plus DVTs. As you stated the plan was for a locomotive change at Newcastle to pairs of refurbished class 50s for the journey North. This was detailed in Modern Railways in 1983/84 including drawings of the class 89 looking a little different to how it was eventually built. Problems identified with this plan were that the change from IC125 to class 89/Mk3b 125 mph trains might not be seen as a significant improvement from a passenger point of view, and that journey times from London to Edinburgh would be longer overall. It didn’t take long for BR to submit a new proposal, which was approved, for a variant of the APT (maybe APT-U?) instead of Class 89/Mk3b and for electrification all the way to Edinburgh which was justified on the basis of expected improved passenger loading associated with shorter journey times. The APT-U became known as IC225 and the rest, as we know, is history! Hope that helps Cheers Tom.
  14. It looks like a Mk2a disguised - it is missing the 4-part ventilators carried by the early Mk 2 FK. Bachmann produced the early Mk 2 FK in various liveries in OO (SR green, BR Maroon and Blue/Grey) which were prototypical. The model correctly featured Mk1 style Pullman gangways which were a unique feature of the early Mk 2 FK (and the prototype Mk 2 FK 13252) and had 4-part ventilators, but to me the proportions of the ventilators were distorted - way too deep. It would be great to have an accurate early Mk2 FK in N, but I suspect Test Car 6 and the other forthcoming releases will just be Mk 2a in disguise. Cheers Tom.
  15. True. I plan to model the Prototype HST during its time on the ECML so perhaps I should be bemoaning the lack of RTR Mk1 buffet car in reverse blue and grey running on BT5 bogies... However I am not aware of many (if any) occasions when the formation was 2+8 with 4 TF and 4 TS. I just wonder whether coaching stock packs of 3 trailers in each might have been more economical for potential buyers (potentially encouraging more people to put in the expression of interest and thus increasing the likelihood of the model going ahead) whilst still letting people model most of the formations which ran during testing and in service. Only my (probably flawed) opinion though. Cheers Tom.
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.