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Found 13 results

  1. Hailed in MRJ as one of the best etched kits ever, ok so that was maybe the 4mm version, but still, I needed one of these for my embryonic layout, so I just had to have one. I started building mine last summer, 2017, and my first learning experience was discovering the need to use solder paste for the very delicate overlays eg on the body ends. I also experimented with a gas soldering iron (disaster), better, new bits for the Antex, but as I work a lot in the garden or at our caravan, I have settled on a battery powered Antex which I really like and use for everything except where you need a lot of heat. This is a great kit and the parts fold up well and fit very nicely into place using the slots and holes provided. The resin roof fits like a glove too, what a splendid way to solve that perennial issue. My attempts to build it though have been, as usual, a steep learning curve. This was the first etched kit I’ve tackled in 2FS, and the first in any scale for some years, and in hindsight I’d have been better starting with something slightly smaller, but as you will see, it’s coming together. Yesterday I spent some time sat in the sun, which is by far the best lighting for me, and cleaned up my efforts ready for a coat of etch primer. This did reveal a few issues which I have tried to photograph below in the hope that showing that even my less than perfect workmanship can hopefully produce something halfway decent, in order to encourage other first timers to have a go. The underside of the chassis is shown before I started cleaning it up. A lengthy session with a fibreglass burnishing brush (I really hate these, the dust and shards of fibre get everywhere, is there a better option anywhere?) cleaned up a lot of the surface dirt and some excess solder, though I have clearly used too much of that. I had far too much trouble getting the captive nuts to stay on and should have done it earlier than I did. There is a buffer overlay half off, a few of the axle box overlays are missing or slipped, a step is missing and another in off course, and the brake rigging needs fettling. The body is better but still needs work, one end overlay was coming adrift, but this was resolved with a little solder paste and using the excellent peg clamp to brace it against while I applied heat (iron not shown, insufficient hands). I find the peg clamp a really useful tool for holding work down and it’s so easy to make and customise for various jobs. This is ongoing work, I’ve fixed many of these issues, but it has also given me the confidence to continue, and I’ve got a couple of BR vans under construction with Association underframes being soldered up nicely, even got the wheels spinning freely, so persevere and learn from your mistakes, I try to, and I hope that these “warts and all” articles will encourage those of us who are still striving to reach the dizzy standards seen in this forum. More soon...
  2. Hello, If any of you good people have a Masterclass Models CCT 4mm kit in your kit pile that you might not need then please get in touch. I would be interested in any part built ones too. Yours hopefully, Alastair
  3. I have read here: http://myweb.tiscali.co.uk/gansg/7-fops/fo-motor.htm that "After 1959 four and six wheeled stock was banned from passenger trains". Yet I have a 1964 Train Marshalling document that states the Glasgow - Newhaven boat train used 12 CCTs for carriage of motor vehicles. A similar number are listed for the York - Inverness sleeper/motorail I am assuming that the former used BR CCT stock, whilst I am aware that the York - Inverness service using LNER CCTs. at least initially, due to weight restrictions north of Perth. I've also seen a number of photographs from the 1980's showing a single CCT in a Fort William sleeper service. So, I suppose the question is: is the statement above completely incorrect, or is it correct but with some kind of caveat? Best regards Scott
  4. I have just managed to pick up a couple of the new CCTs from Dapol. Very pleased with them too, but I wondered why nobody else has mentioned them here.... have I missed something? I did look through the Dapol section and couldn't see another thread. The crazy thing is that I only found these wonderful little gems by accident in my local shop (Arcadia) and having looked closely at them can't believe how detailed they are. Having just looked through Dave's 'latest released' thread I see they were released on 8 Jan this year, to quote Dave: "4 x different Decorations of CCT vans (please note these are with revised tooling so have close coupling, NEM pockets and flush glazing)" Some piccies to follow I hope. Cheers Lee
  5. This is a bit of a long winded post but I’ve recently been doing some research into the York – Inverness “Highlands Car Sleeper”. I am currently looking for information on what type of CCTs were used in the train and any suggestions as to where I might find more information, ideally photographs, of the SLBSKs which were conversions of LNER post war Diagram 346 BSKs. As you can imagine this was a rarely photographed train as it ran mostly in the dark. The only photograph I have been able to find appear on P.96 of “Scottish Steam” by W J V Anderson. This shows the down train between Aviemore and Carr Bridge in August 1959. The formation depicted is as follows: BSO?, Gresley SLS, Gresley SO, BR Standard SLS, Gresley SLS, Gresley? The rest of the train seems to comprise an indeterminate number of LNER type CCTs (as per the Hornby model), although there could be a bogie vehicle in there. Somewhere, I have a vague recollection of seeing footage of a green liveried Class 40 shunting CCTs at Inverness. Of the four visible vehicles, two were BR Standards, one of SR origin and one of GW origin. There was no indication in the commentary that these were off the car sleeper but a Class 40 at Inverness in those days would likely have arrived on this train. The formations listed below come from BR documents held by the National Archives of Scotland. These are ScR documents but, as the rolling stock was provided by the NER, they perhaps do not reflect the actual formations. The photographed formation referred to above varies from this in that it has a BR Standard SO instead of one of the two BSOs. The train initially loaded at the former York & North Midland station inside the city walls with the cars facing south upon departure. In later years, it was loaded at the new Motorail terminal at the south end of York station. The train reversed en route at Newcastle (accessed via the High Level Bridge) so that the cars were facing north on arrival at Inverness for unloading. During the run round at Newcastle, two further CCTs were added to the rear of the down train or detached from the front of the up train. Other photographs of this train exist once it inherited the double deck TCV vehicles and a redundant BR Mk1 Pullman but these are slightly beyond my period of interest. The summer 1959 formation, commencing 15th June 1959, is as follows: 12x CCT (12x 15T = 180 Tons) 2x BSO (2x 32T = 64 Tons) 3x SLS (2x 35T + 1x 38 T = 108 Tons) Steve Banks and Clive Carter describe the sleeper portion in “LNER Passenger Trains and Formations 1923-68” as “two 61ft 6in 28 berth cars separated by a 66 foot 32 berth car. The BR formation gives a total weight of 361 Tons. My calculations totalled 352 Tons. The summer 1962 formation, commencing 18th June 1962, is as follows: 15x CCT (15x 15T = 225 Tons) SLBSK (= 35 Tons? (as Dia 346 BSK)) SLS (= 35 Tons) RMB (= 38 Tons) 3x SLSTP (3x 40 T = 120 Tons) The BR formation gives a combined weight of 433 Tons with a maximum weight limit of 450 tons between Inverness and Perth in both directions. However, my calculations totalled 453 Tons! The summer 1964, 1965 and 1966 and winter 1967/68 formations, commencing 15th June 1964, 14th June 1965, 18th April June 1966 and 4th September 1967 respectively, are all as follows: SO (= 32 Tons) 4x SLSTP (4x 40 T = 160 Tons) SLBSK (= 35 Tons?) 15x CCT (15x 15T = 225 Tons) The BR formations, with the exception of the Winter 67/68 formation all give total weights of 447 Tons. In the Winter 1967/68 formation, the total weight is shown as 452 Tons which tallies with my calculations for all of the 1964-67 formations! Again, the 1964, 1965 and 1966 formations are clearly endorsed “MUST NOT EXCEED 450 TONS” between Inverness and Perth in both directions. This would appear to exclude the inclusion of large numbers of BR Standard CCTs as they were 2 tons heavier than their LNER equivalent. By the 1967/68 formation the maximum weight limit has increased from 450 to 520 Tons. The May 1968 formation is identical to the 1964-67 formations but the total weight is shown as 452 Tons which was later amended to 490 Tons. My calculations obviously also total 452 Tons using LNER type CCTs but 482 Tons with BR Standard CCTs. This suggests that the weight allowance was adjusted upwards to permit the inclusion of BR Standard CCTs in the formation. However, it does seem a little late in the day and I would have anticipated BR CCTs being in the train from a much earlier date. For the sake of completeness, the May 1969 formation no longer includes neither the SLBSK nor the SO, a BSO being provided instead. This was as follows: BSO (= 33 Tons) 4x SLSTP (4x 40T = 160 Tons) 15x CCT (15x 17T = 255 Tons - assuming these to be BR CCTs) The BR formation shows a total weight of 454 Tons whereas my calculations come out at 448 Tons. However, the formation is also endorsed “MUST NOT EXCEED 455 TONS” which is some 35 tons less than the maximum permitted weight for the 1967/68 and Summer 1968 formations. In summary, what I would like to know is as follows: What type of CCTs were used in this train? The BR CCTs were 2 Tons heavier than the LNER type and, the sole photograph I have suggests it was predominantly comprised of LNER type CCTs in the early years. Did this continue up until the Summer of 1968 or was there a gradually increasing complement of BR vehicles over the years? Photographs of cars being loaded at Inverness or York might clarify this. Can anyone point me in the direction of information on the SLBSK conversions. I know that four vehicles were involved, all Diagram 346 BSKs, built in 1950 and converted to SLBSKs in 1956. The vehicles involved were 1690, 1691, 1868 and 1872. 1690 survived long enough to be repainted in BR Blue/Grey livery. Two compartments were converted to sleeping accommodation to provide eight berths per car. The obvious questions are: Which two compartments were converted? Were the windows altered? Did the cars carry “Sleeping Car” lettering on their exteriors? Does anyone know of any photographs? Any information on the above would be much appreciated.
  6. These photos are of the recently introduced ADB975276 Bachmann Catalogue no. 39-529. In my student days we went for a local drive over to Stevenage and found this van in a siding. I suspect that it was on delivery from being modified to this new use for the Southern Region. http://PaulBartlett.zenfolio.com/srcctdepartmental/eb075975 I have not fitted the brake linkages and vacuum pipe. Later in life the van retained the same writing and livery and also a TOPS code of QPV. http://PaulBartlett.zenfolio.com/srcctdepartmental/ec64bd7b Paul Bartlett
  7. Hi all, There's a photo on the linked page showing a British Rail VIX / VJX ferry van in Italy attached to an ex-German 1930s shunter. http://www.forum-duegieditrice.com/viewtopic.php?f=21&t=99375 Does anyone know what other British ferry vehicles (eg Hybars, tube wagons, vans, CCTs, weltrols, flatrols and earlier vehicles) were known to go that far away? An old thread about ferry vans shows 'Fat Controller' might know about some, if he's about.
  8. Hi all, The hopper is finished. A CCT that came in for weathering Cheers Simon
  9. Last week I bought a job lot of GWR wagon kits from Ebay, containing 5 GWR open wagons of varying diagrams and a Parkside GWR Python. While I have no photos showing Pythons on the cheddar branch, I'm sure I've read that they were used for parcels traffic. As such having one working in the carriage workings book containing an unspecified parcels van, I figured this little model would offer something a bit different to the standard bogie siphons (that will be out in force on the Strawberry traffic) The kit appears to be fairly old, the roof being quite a poor fit on the body (surprising for parkside), it also included turned brass buffers which I havent seen on a parkside kit before. The instructions were very basic and have minimal prototype information, typically I havent bought my copies of the Russel books with me to Chester either. As such there may well be areas that need future rectification work. Please let me know if I miss something! The internet has rather let me down for reference photos as well... As usual I will be using bill bedford sprung w irons, and as such the first job was to remove the ribs from the under side of the floor to clear space for the etch. The other modification was to remove the plastic w irons, and thin down the solebars to half thickness. Thankfully in a spot of very good design, the springs and axle box is a separate moulding (and so thinning the w irons was much quicker than the Fruit D!) The body was glued together last night, and at the time it fell together in the usual parkside way. However this morning there was a very visable curve inwards on the sides. This was rectified with 2 off cuts of plastic from the spur, cut to the width of the wagon and glued in position. The roof will not be fitted until after painting to allow access for adding weight and glazing. Once the sides were repaired, the sole bar was added along with the vac cylinder and inner V hangers. Next step is going to be adding the new w irons, then the break gear and the trusing, though for the latter I am thinking of building from evergreen strip rather than the nylon supplied. (which will hold things up until I next bring bits up from home) Glazing looks to be a pain, as it needs to be flush glazed. Given that I will only be having one of these, and each window is a different size I think the best approach will be the tedious method of filing plastic to shape... Excuse the poor quality photos, taken on a phone with no flash.
  10. To be honest, I wouldn't have started this Blue Pullman project had I known that Bachmann would be doing one in 2012. Back in 2007, though, when I started acquiring the bits, an RTR model seemed like a very remote possibility indeed. Even now, I can't see Bachmann ever considering a WR eight-car set being an economical proposition. A lot of modellers, myself included, would probably be happy with the MR formation (which, after all, did run on the WR anyway) - it ticks the BP box for me, and I'm sure Bachmann's model is going to be a stunner. Still, in the words of Magnus Magnussen - I've started, so I'll finish. Here's part of the formation under construction - two parlour seconds and a driving car. The parlours are all back to the front for the time being, since I need to find some clearance between the driving bogies and the (largely fictional) underframe detail. The driving car is running on black beetles. The bogies are Chris Leigh castings, the cabs are from Genesis, and the window inserts from Southern Pride. I currently have enough donor vehicles to do a 7 car set. With some moderate weighting, I hope that the black beetles will have enough grunt to shift the whole formation. A bit more of a quicky project - like, an evening's easy work - were these quick and dirty upgrades to the Hornby ex-Lima CCT. Finescale types look away now. The main problem with this otherwise nice model (I remember being thrilled to bits with the original Lima one, when it appeared) was that Lima fitted their usual heavily flanged underscale wheels, and then Hornby merely substituted the correct diameter wheels without adjusting the ride height. The resultant tip-toe look means that the vehicles look a bit odd unless something is done about it, and even more incongruous in a formation of other vehicles. Looking for a low-tech bodge, I inserted Gibson shouldered axle bearings into the existing holes and then carefully melted them down a smidge using a soldering iron, applied sparingly and with constant correcting and cooling-off until a consistent ride-height was obtained. Once at the right height, the bearings were further adjusted to give free-rolling wheels. Et voila - not one for the purists, obviously, since the brake gear is still miles out, but at least they look OK in a train. With the models on the workbench, I also got the roofs off and inserted Shawplan lazer-glaze windows. I retained the original glazing (sawn off the roof mouldings) so as to provide the effect of bars behind the windows.
  11. Surprised to be treated to this N gauge Dapol CCT today! It doesn't take me long to crack out the paints and powders though...I've a few other parcels vans to do when they arrive so this will add a nice bit of variety.
  12. The last couple of months has seen me trying to finish of some the many UFO's. On the list were some LMS 6 wheeled CCT's. These are brass etches made by Etched Pixels, which glue on to a 3D print body, which in turn fits onto a NGS 6 wheels chassis from the stove R. These were quite simple to build. I opted to solder the sides together and then glue the body. The body's come with or without rainstrip. While the printed strip is a bit thick, added brass wire and shaping was a tad difficult Roof and end painting occurred today, now they just need decals. That is another story, for another time.
  13. This Parkside kit has been slwloy moving from the errecting shop through to the paint shop and the signwriter has recently finsihed lettering it. The kit has been slightly modified, with representations of the brake rigging for the clasp brakes (ABS castings) have been added, as well as Coopercraft/Blacksmith ethced grills behind the windows. However, the CCT has not (yet) been compenstated - if running trials indicate compensation of this long-wheelbased vehicle will help, I will probably use the Shire Scenes/Dart/MJT inside bearing compenstation units for 3'7 inch wheels. The next job will be galzing, fitting the roof - and replaceing the inappropariate disc wheels with Maunsell wood centred wheels. Fitting the roof, however, may be delayed as at the moment I can find no information on the positioning of the rainstrips. Any suggestions?
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