talisman56

I was thinking more like this one: http://www.birdlife.org/datazone/speciesfactsheet.php?id=32615

Yes, but they still invited Simon and his excellent layout...

That shows real dedication to the cause... many congratulations...

A clean-ish two-tone green 'Rat' fully 5 years after the introduction of 'Corporate Blue'... but it has gained full yellow ends... ...and the 'Inspection Saloon' I fear is just a common-or-garden Research Department Mark 1 BSK...

Derek, the two Sandite vehicles that became 930078/79 were old 'Tyneside' 2EPB Driving Trailers - 77101 (5782) and 77109 (5790) respectively.

Last time I saw anything with that sort of filthiness was during the drought of 1976 - but at least then they kept all the windows and lights clean...

The platforms look like standard RTP items...

I would suggest that there is a period of time between the two shots at Kyle. The first one (J3317) presumably shows the train arriving, formed CCT (Mark 1), CK, SK, PMV (SR), PMV (SR), BG (Stanier), with maybe other vehicles off camera to the right. The second (J3320) shows two more Mark 1s at the bufferstops, replacing the CCT in the first shot, and an open wagon between the Stanier BG and the loco. Whether the open wagon was on the train as it arrives cannot be confirmed, but I would have thought if it was, it would have been removed prior to making up the train for the return journey. That being said, having reviewed the arrival formation, the only place the guard had to travel in was the Stanier BG, and that is two (ungangwayed) vehicles from the passenger accommodation...

Those SR PMV/CCT vans get everywhere, don't they?

Re. C5123: the signal on the loop line unusually has its 'feather' remote from the top of the signal itself, presumably for sighting purposes - not seen that before...

A couple of caption errors: J6890 - that's a 4VEP (Class 423) behind the MLV and J6888 is a 4CEP (Class 411). Us that was brought up on the things are used to using the SR and BR(S) designations and completely ignored the TOPS classifications when they were introduced...

In that picture, I don't think D18 is actually on the rails...

AFAIAA, apart from the standard buckeye coupling, there was no additional 'security' to keep the coaches in a set together. Loose coaches which were added for specific journeys were marshalled outside the set. Where sets were augmented for extended periods (usually for the Summer timetable), then the extra coaches were added into the set, e.g. Bulleid Sets 'L' 830-37, and Mallard's example above.

I was going to suggest BR(S) 4CEP vehicles but they wouldn't be going through Clay Cross in the UP direction...

He's from the same school as antiquetoys who advertises all his 'N' Gauge sales as 'Kit Built Farish Langley CJM Painted' - even the bog-standard old Poole cookie-cutter wheeled stuff... It's as if he's using a cut-and-paste 'suits all' heading and not deleting the terms that don't apply.

I was going to post a link to these, particularly the Sets spreadsheet, but it looks like I've been beaten to it I have taken the spreadsheet file, added a 'coach type' column and then split it into separate sheets for different types of coach (Mark 1, Bulleid, Maunsell, early Maunsell, and pre-Grouping). It is surprising how many sets are present on more than one sheet, particularly in the late 50s and 60s period. One result of doing this and then checking against reference books (particularly Gould and King) is that the spreadsheet itself is incomplete and/or contains errors, or uncertain or conflicting information - I'm trying to find alternative sources of information in order to try and complete it. The amount of coloured cells denoting uncertain data is diminishing slowly... One set I'm particularly interested in is Mark 1 set 560, the three original coaches for which were available ready numbered in 'N' from Farish. In later years it was lengthened with Bulleid stock (an ex-290 series set restaurant car and either one or two FKs,- the second of which would replace the original Mark 1 CK - depending on what you read) and the Mark 1 RFO S9. Was it one or two FKs or did it receive one and then later on the second to oust the CK from the formation - and when? In the period I'm modelling it was a 7-set (which is too long for 'Dunestone' but what the hey...) but it obviously is an interesting set to model and I've got the bit between my teeth now...

The 4MT in June this year...

Looks as though someone's moved on from using signposts as a shotgun target to BR Class 103s...

I would say that bus is only just on the bridge - Perhaps the driver had an 'Itailan Job' moment?

We have a winner!!!!

What sets can you make up from the Farish Bulleid coaches? The Farish Bulleids are TO (Diag.2017) 1462-506; TK (Diag.2019) 26-80; BTK (Diag.2123) 3942-62/71-4040; CK (Diag.2318) 5848-907. The Farish TK does not represent TKs 81-130, which, although to the same Diagram and numbered in the same series, have a larger lavatory water tank in the roof. Four-sets 'N' 80-94 for Eastern section, formed BTK-TK-CK-BTK These used vehicles numbered 4011-40 (BTK), in pairs; 26-40 (TK); and 5823-37 (CK). The First class end of the CK was next to the TK and the corridor on the TK was on the opposite side to that of the CK. In February 1959, sets 80 and 86 were lengthened to seven-cars, using CK 5884, TOs 1477/79 in set 80 and CK 5886, TOs 1482/87 in set 86, the additional vehicles being inserted between the CK and its neighbouring BTK. These two sets were later (about June 1961) transferred to the Western section as 10-sets with TKs 45, 103/04 in set 80 and shallow-vent TKs 1932-34 in set 86. Three-sets 'L' 830-37 for Western section, formed BTK-CK-BTK These used vehicles numbered 3971-86 (BTK), in pairs; and 5848-55 (CK). The First class end of the CK was formed next to the lower-numbered BTK. Three-sets 'L' 767-69 for Eastern section, formed as 830-37 Vehicles 3950-55 (BTK), in pairs; and 5878/80/79 (CK) respectively. These were formed from the loose vehicles detailed below. Five-sets 'H' 838-49 for Western section, formed BTK-TK-CK-TK-BTK These used vehicles numbered 3987-4010 (BTK), in pairs; 57-80 (TK), in pairs; and 5856-67 (CK). The lower-numbered TK was formed next to the lower-numbered BTK, with the First class end of the CK next to the lower-numbered TK. As originally specified, the corridors of the TKs were on the opposite side to that of the CK, but in practice the orientation of the corridor sides tended to vary. In the summer season, 830-37 were augmented to match 838-49, using loose TKs. Sets 834-37 later became five-car using TKs 123-30 in pairs. 830-33 later still became permanent five-sets using TKs 114-21 in pairs. The rest of the vehicles to these designs were 'loose' stock, these were BTKs 3943-62, CKs 5868-907, TKs 41-56/(81-130, see above), TOs 1462-506. Many of the loose stock vehicles were later placed into fixed sets 264-67, 874-76, 803/04 and 350-54, some of which included Bulleid FKs, Maunsell Brake 3rd and catering vehicles, and BR Mark 1s. Livery notes: When new, 80-94 were released in Malachite Green, later some sets were repainted into Crimson and Cream, others, through judicious use of varnishing and cleaning, stayed in Malachite. All the other sets and loose vehicles were in Crimson and Cream from new. In 1956 the SR was permitted to use the later BR(SR) Green, and most of the fleet were rapidly repainted into green, but some loose vehicles retained Crimson and Cream until the early 60s. Other coaches associated with the Farish-released vehicles (i.e. built at the same time as the sets/loose stock noted above): FK (Diag.2552) 7608-7647 (40 vehicles); the 'Tavern sets' - 'Inn cars' (Diag.2663) 7892-99, restaurant cars (Diag.2664) 7833-40. Stock note: Bulleid CK 5898 was withdrawn damaged in April 1953.

Maunsell Low Window Restriction 4 coaching stock, **Dapol models. Per Gould and King: **Diagram 2001 eight-compartment Third: numbers 769-778 (built Eastleigh 7/27-8/27), 783-832 (Eastleigh/BRCW/Metropolitan 3/28-7/28), 2349-55 (Ashford/Eastleigh 12/26-6/27). 802 was damaged by fire 7/35, a new body to D.2008 was built 7/36 on its underframe. D.2101 four-compartment Third Brake: nos. 3214-3233 (Eastleigh 7/26-10/26), 4055-4062 (Metropolitan 8/28-9/28). **D.2102 six-compartment Third Brake: nos. 4048-4051 (Eastleigh 12/26-2/27). D.2201 eight-compartment Second (identical to D.2001 TK): nos. 4483-4486 (Ashford 6/27). D.2251 six-compartment Second Brake (identical to D.2102 BTK): nos. 4481/4482 (Ashford 6/27). **D.2301 seven-compartment (1st/3rd) Composite: nos. 5137-5146 (Eastleigh 7/26-10/26), 5147-5150 (Metropolitan 8/28-9/28). D.2401 six-compartment (1st/3rd) Composite Brake: nos. 6565-6574 (Eastleigh 8/26). **D.2501 seven-compartment First: nos. 7208-7227 (Eastleigh/Midland 6/27-11/27), 7665-7674 (Ashford/Eastleigh 12/26-3/27). Of the above, the following were formed in sets, created from new unless otherwise noted: 3-sets 'P' 390-399 (10/26, for London to Plymouth/Torrington/Ilfracombe services): D.2101 BTKs 3214-3233 (in pairs, in order), CKs 5137-5146 (not in order). 3-sets 'P' 445-448 (9/28, as above): D.2101 BTKs 4055-4062 (in pairs, in order), CKs 5147-5150 (in order). Set 469 (2/27, London-Worthing service): formation BTK-TK-TK-FK-FK-FK-TK-BTK, using 4048/2351/2350/7667/7665/7666/2349/4049. Set 470 (10/26, London-Eastbourne service until 3/27, then Worthing): formation BTK-TK-FK-FK-FK-FK-TK-BTK, using 4050/2355/7674/7673/7672/7671/2354/4051. FKs 7218 and 7219 were formed in sets 206 and 207 in 1931; 7211-7213, 7215, 7225, 7230-7231 and 7675-7676 were formed in sets 244-247, 430, 329-330 and 241-242 in 1933; 7216 and 7222 were formed in sets 248 and 327 in 1936. All these 'new' sets were otherwise formed of high-window stock. 7227 was condemned with fire damage, 8/36. The TKs and (initially) the FKs were loose 'strengthener' vehicles for making up trains at periods of heavy demand and could turn up anywhere R4 stock was permitted. The BCKs were intended for single car through services to the West of England, which effectively meant any branch line west of Salisbury and Bournemouth. The SK and BSKs were part of the 'pool' of stock for the Newhaven Boat Train, with TKs 2352/2353 and FKs 7668-7670 built at Ashford at the same time. In theory any number of vehicles from the pool (with the BSKs one at each end, of course) would form the Boat Train subject to demand. A Pullman First would be included in the train to provide dining facilities. As the SK/BSKs were outwardly identical to the D.2001 TKs and D.2102 BTKs then the Boat Train could be modelled with suitably rebranded vehicles. An often quoted formation was BSK-Pullman-FK-SK-BSK, with a TK inserted for the 'Night' service. 469 was reduced to 6-cars in 1933, 7666 (to loose) and 7667 (to set 430) being removed; 4049 was replaced by 2789 (a D.2113 high-window 1935 stock BTK) in 1945 due to war damage. 470 was reduced to 3-cars in 1933, all of the TKs and FKs (all to loose) being replaced by 5656 (a D.2301 high-window 1929 stock CK). 7672 and 7674 were formed in sets 202 and 250 in 1936. Apart from the early period when one or two would run with added First and Third dining vehicles on the Bournemouth main line services, the 'P' sets were the only sets which maintained the same formations from introduction until the very end of Maunsell stock operation in the early 1960s. Matching stock not being produced by Dapol (ie look for available kits): D.2551 Three-compartment Pantry First Brake; D.2651 Kitchen and Dining First; D.2652 Dining Third Saloon; D.2653 'General' Saloon. This basically covers the Southern operation of the 'low window' Maunsell stock right up to the start of the war; I shall ignore the war and immediate post-war (the Malachite) period as formations were very fluid and difficult to keep a track of. The following were lost due to accident or enemy action between 1938 and the end of 1947: 801, 807, 4049 (as noted above). One 1945-created set which did last into BR days was set 273, one of six (268-273) formed BCK-TK-CK-TK-BCK from previously loose stock; low-window BCKs 6571/6574 and TKs 771/787 were joined by high-window CK 5636 in 273. As part of the same exercise, three sets (265-267) formed BTK-TK-FK-TK-BTK were created and low-window FKs 7209/7220/7669 were formed in 265/266/267 respectively. The other vehicles in all these sets were high-window stock. These were classified 5-sets 'G' and allocated to West of England, and Brighton to Bournemouth and Plymouth services. In 1947 265-267 lost a TK each and were then used on Waterloo-Bournemouth-Weymouth services as 4-sets 'H', strengthened with First and Third Dining vehicles as required. Sets 265-267 were disbanded in 1948; by 1953, 273 was a 10-car Pullman Dining set on the Waterloo-Southampton Docks service, but ran as a 5-set in the winter. Sometime before the end of 1947, sets 390-399/445-448 were reclassified as 3-sets 'M' (along with several similarly-formed 'high-window' sets) and were put to working Waterloo to Weymouth/Salisbury services. In 1948, eight 2-sets 'R' (22-29) were formed, low-window BCKs 6567/6569/6575 (in sets 29/28/23 respectively) being included with other high-window BCKs and Third Brakes. By 1959 they had been demoted to 2-sets 'P' and were on local services in the Western District, mainly on the Bude and Padstow branches. In 1950, BCKs 6565/6566 were formed with TKs 818/819, two high-window TKs and three new Bulleid CKs in an Eastern Section special services 9-set, 263. The low-window vehicles lasted in this set through several reformations until the set was disbanded in 1959, the BCKs being condemned and the other vehicles redeployed. By 1953, 3-set 'M' 391-395 were reclassed 3-set 'N' and transferred to Bournemouth West-Bath Green Park services. The remainder were still on Weymouth, Salisbury and West of England services. In 1954, the Boat Train second-class vehicles were reclassified as Thirds and renumbered; BSKs 4481/4482 became BTKs 2772/2773, and SKs 4483-4486 became TKs, 1921-1924. 2772 was in set 234 in 1957, the others remained loose stock. In 1956, all Third class was redesignated as Second class. In 1958, BCK 6570 and SKs 823/824/827 were included with various high-window vehicles in two new 6-sets for the Western District, 340/341. The BCK was replaced by a high-window version in 1959 at the same time as SKs 810/829 replaced high-window CKs. The SKs remained until the sets were withdrawn in 1961, all of them being condemned. Also in 1958, 2-sets 'W' 100-110, for Western District local services were created, BCKs 6572/6573 was the only members of the 'low-window' fleet included, in sets 101/106 respectively. Initially the other vehicle was an ex-SECR 10-compartment non-corridor second, but in late 1959 a Maunsell Second Open was substituted; by then 6573 was the only low-window BCK remaining, the 6572 having been replaced by high-window version. These sets then remained unchanged until withdrawl. They worked on the Bere Alston-Callington line, and the Sidmouth, Exmouth and Lyme Regis branches. Sets 391/393, 445/448 were withdrawn in 1958; 273, 392, 447, 470 in 1959. By 1960, the remaining 3-sets were reclassified 3-set 'SD', 390/394-399 and 446 working Bournemouth West-Bath The remaining 3-sets were withdrawn in 1961, along with the remains of set 469; the 2-sets 22-29/100-10 were 'withdrawn' in 1962, being part of the 'dowry', along with several loose BCKs (one of which was low-window 6569), of the turning over of the lines west of Wilton to the Western Region. The WR immediately painted out the set numbers and changed the coach number prefixes to 'W'. Of the loose stock, all of the SKs had been withdrawn by the end of 1961, bar 811, which lasted until 10/62; the 'Boat Train' BSKs 2772/73 were withdrawn in 12/58 and 10/59 respectively; the BCKs were all gone by the end of 1959, 6568/6569/6573 being the exceptions, the first withdrawn in 11/61 and the others as noted above; and of the FKs, the majority had been withdrawn by the end of 1959, five examples lasting until the end of 1961 and a further three struggling into 1962.

Ouch... one of the sections that is off-limits to guests, then. I'll use a couple of posts to copy the content over (I am the author), if that's OK...

Link to a 'potted history' of Maunsell 'low window' stock, mainly with respect to the forthcoming Dapol 'N' Gauge releases... http://www.ngaugeforum.co.uk/SMFN/index.php?topic=24227.0 ...and a similar one for the Farish Bulleids... http://www.ngaugeforum.co.uk/SMFN/index.php?topic=19041.0

The Driving vehicle nearest the camera should be S76669, S76670 is on the other end...