scottystitch

I would like to propose and poll the Brush Class 53 Falcon prototype locomotive as the subject of a crowdfunding project. If interested, there is a poll running on the N Gauge Forum, here: http://www.ngaugeforum.co.uk/SMFN/index.php?topic=38805.msg465704#msg465704 We are hoping to attract the attention of the usual crowdfunding facilitators. This is the route previously used to get the 35T Class B tankers into N Gauge model form Many thanks for reading. BACKGROUND AND EMPLOYMENT (Not definitive, intended to give a broad outline only) The Brush Falcon project involved a single, prototype, Co-Co Diesel electric locomotive, intended as a potential forerunner to a fleet of mixed traffic, general purpose locomotives for BR. Due to the lack, at the time, of a diesel engine powerful enough, yet light enough, the locomotive employed a twin unit of Maybach MD655 engines, similar to those fitted to the Class 52 Diesel Hydraulic, albeit powering electric traction motors. The locomotive was first out-shopped in September 1961 and put to work on test on the Eastern Region and London Midland Region. Regular runs included King’s Cross-Hull and return as far as and from Doncaster. King’s Cross - Cambridge was also a noted turn, mainly due to problems with the Baby Deltics. Another route for Falcon, on the Great Eastern area, during this period, was Liverpool Street to Norwich, as well as some regular freight turns between Norwich and March. By February 1962 it was to be briefly found on the Western Region, where its performance was tested on the Lickey Incline. There are reports of Falcon with 18 coaches accelerating up Lickey without the aid of a banker. Other tests found the locomotive under test on the route to Plymouth over the Devon banks, with similar favourable results. After a spell at Brush, Falcon was sheded at Sheffield for the summer of 1962, where it was employed on two return trips per day between Sheffield Victoria and King’s Cross on the Master Cutler and Sheffield Pullman, high end trains. By the autumn it could be found mainly on freight duties, notably coal trains. By the time 1963 came along, the locomotive was being used on genuine mixed traffic turns, equally as happy hauling passenger or freight trains around the Sheffield area and further afar. After a year out of traffic, whilst the powers that be decided on what to do with the locomotive (the type 4 ‘standard’ locomotive being settled on Brush’s Class 47), it was decided that Falcon would be leased by BR and employed on the Western Region, where they had experience already of the Maybach engines. Bristol Bath Road was the chosen depot and by February 1965, after a spell of crew training, Falcon was employed on Paddington to Bristol diagrams, in concert with other, mainstream, Type 4s - the diesel-hydraulics. Unlike previous employment on the Eastern and LM regions, where the diagrams were steam ones, the Type 4 timings forced Falcon to work hard. This led to some major failures, for virtually the first time in its short working life. Due to its propensity to break, the locomotive was kept almost exclusively on the Paddington/Bristol turns, presumably to keep in easy reach of Swindon works. Reliability took some time to improve, and it wasn’t until 1968 that Falcon exceeded it’s contracted yearly mileage of 80,000, when it travelled 90,400 miles in the 12 month period. Despite being non-standard, and potentially ripe for withdrawal, Falcon was fitted with Air brakes, to allow it to work with the new Mk2 air-braked coaching stock. The vacuum breaking equipment was removed at the same time, to make room. Late December 1971 and early 1972 found Falcon on test again, primarily between Swindon, Old Oak Common and Didcot, and also at high speed between Bristol and Taunton. However, by May 1972, it was back on its old stomping ground on the Paddington to Bristol service. Passenger work finally ran out for Falcon during 1972 with the advent of ETH stock. Fitting of ETH equipment was considered unviable Subsequently the steam heat boiler was isolated and the locomotive was transferred to Cardiff Canton to work steel trains between Newport Docks and Llanwern Steel works. The following year, 1973, Falcon found it’s next and final operational home at Ebbw Vale junction, working Iron Ore trains. In october 5th 1975 one of Falcon’s traction motor bearings failed, and following a number of months spent languishing at Ebbw Vale Junction, the unique machine was sold for scrap. A preservation attempt was made, however, apparently a clause in the contract between Brush and BR stipulated that at the end of its working life, Falcon would be cut up for scrap and not be sold for preservation. LIVERIES Falcon wore four liveries during its lifetime: September 1961: The initial livery out-shopped from Brush in September 1961 was lime-green body with darker green bands along the top and bottom of the bodysides. D0280 October 1961: By the time the locomotive was employed on BR metals, the livery consisted of lime-green body with chestnut upper and lower bands in place of the dark green bands. The chestnut was also painted around the window surrounds. Later this livery carried a SYWP at each end, but dates are unclear. D0280 1965: For it’s full service on the western region, the livery was changed to Brunswick green with a pale green bodyside bands, and yellow nose panels. D0280 December 1970: Swindon painted Falcon in its final livery in 1970, when the air brake mods were carried out. The machine emerged in all over BR Blue with full yellow ends and window surrounds. It was numbered 1200 and had the BR double arrow on diagonally opposite cabsides. The other cabsides carried a full TOPS data panel. CAVEAT: My suggestion would be to discount the first livery, as it was only extant for barely a month before the scheme was modified. PROS AND CONS OF A CROWDFUNDED FALCON PROJECT Pros: A 10+ year service life, bridging transition and corporate blue eras. (see cons) A truly mixed traffic locomotive, equally at home on express passenger & pullman services and heavy mineral freight trains, etc. A large geographical area of employment, Great Eastern, Eastern, London Midland, and Western regions, including South Wales. Incursions into Scotland on ECML parcels trains to/from Edinburgh. A relatively small number of liveries. Heljan have produced a OO and an O gauge model, which suggest drawings may be available. If not, assuming the O gauge model was considered accurate, it may be possible to scale an N gauge version from it, similar to the method Kernow employed on (i think) there early Warship model for OO. A surprisingly large amount of photographic reference material available. Farish had what appears good success with DP1, another prototype machine, with a smaller geographical area of deployment. Consistently high polling in the RMWEB annual wishlist (2016 7th in Diesel, Electric, Gas Turbine Category (above Class 28) and 23rd in all N Gauge categories) Cons: Only one was built so poor to almost impossible prospect of multiple purchases, except in respect of collectors. No existing example for scanning purposes A reasonably short lifespan in the grand scheme of things Less than astounding up-take of “transition” era crowdfunding models Best Scott « Last Edit: September 22, 2017, 12:19:00 pm by NGS-PO »

Outstanding, they look so so good. As one of the proposers who pitched the original idea for this project, I'm very much looking forward to seeing these in the flesh at Warley; and then hopefully not so long after, assembling my order into one, long, 18 wagon rake. Hats off to everyone involved in bringing this wagon to market. By all accounts, it had a rather slow initial uptake, but I think all the hard work by Revolution, et al, has paid off in spades and it's great to see more modellers come on board with orders. Best Scott

Wonderfully evocative modelling. An inspiration, sir!

Outstanding and inspirational work so far, thanks for sharing. I note the use of electromagnets. What couplings are you using and who's magnets are They please?

All, Here we have some nice images of the Carflat samples on Paul Churchill's Tormouth layout, giving a nice impression of Motorail trains. I think you'll agree, they look fantastic. The layout will be at Folkestone show on October 8/9 this year, as will the Carflats, so head along if you can and see them for yourselves in the flesh. The models have been authorised for production, so the society is just awaiting a delivery date from the manufacturers.

Exactly the route I have gone down, Buchanan Street being considered having been damaged by a Heinkel (other bombers were available) crew, unable to find Clydebank, perhaps............

I have drawn up a reduced "version", based tentatively on the Glasgow North Premise. Platform faces number 8, plus motorail, rather than the 14 of the real plan and there are next to no concessions for steam locomotives, save for water facilities. A through route bypasses the station and heads underground via Queen Street low level. This is mainly for freight, but some cross city passenger trains use it. In my version, Queen Street is still open, but only for Edinburgh and some northern suburb/local services. My Glasgow North has taken some of the long distance, cross border traffic from Central (such as the WCML Scots) and Queen Street (Queen of Scots, North Briton), as well as serving Stirling, Aberdeen, Perth, Dundee, Inverness, etc. It does what I want it to do and is here for perusal/interest, rather than critique. https://flic.kr/p/Y1GqUy I envisage a low relief hotel/station building, platform canopies, pedestrian subway on at least some of the platform extreme ends, and roadway access to the motorail platforms over the top of the sub surface lines.

I am glad it is of some interest. It was a post-war proposal, 1951 in fact, discussed here on the Urban Glasgow Ffrum: http://urbanglasgow.co.uk/archive/glasgow-north-station__o_t__t_1055.html and mentioned here on Hidden Glasgow forum: http://www.hiddenglasgow.com/forums/viewtopic.php?f=15&t=1986

All The NGS has recently received painted samples of the Carflat A. Some images are reproduced below. Once these samples have been checked for accuracy/faults, and assuming all is well, the models will be approved for production. You will perhaps note that there is a colour variation in the decks, from some models to others. The original Brown liveried option, -400U, has a lighter deck, to reflect new or nearly new vehicles, the unbranded blue liveried option, -400V, has a darker appearance. The rest of the models exhibit a darker still deck, to reflect better a more worn and aged surface. The complete NGS Carflat A Range 377-400U - Brown 377-400V - Blue Unbranded 377-400W - Blue Motorail B1 Bogies. This version could be dual braked. An air tank will be included for the customer's option to fit if required. 377-400W & X (B1 & B4 Bogies respectively) - Close Coupling Illustrated 377-400X - end detail. 377-400Y - Bauxite 377-400Z - Railease

24s, my favourite Diesel. Of course the blue ones are the wrong colour, but some great images. thanks for sharing

Indeed, one feels 'dirty'.....

Roughly two thirds/thre fifths of the way down thi spage, is a stunning image of Glenfarg station which I, for one, have never seen before: http://www.dailymail.co.uk/news/article-4767676/Fascinating-photos-UK-railway-stations-100-years-ago.html

Developing nicely, and it's clear that you have an overall vision of what you want to achieve. Thanks for sharing and looking forward to further updates, all in good time.

What a utterly fantastic and inspirational railway. Followed!

I have to say Axe Valley blew me away. A lovely layout. Very inspirational. It may very well be the one thing that has swayed me toward a garden layout (eventually). The builder certainly seemed to know what he was talking about.

Presumably the ballast deposited by the side tippler would need to have been manually shovelled into the four foot, so a plough may well have been employed for levelling purposes? just thinking out loud......

Fantastic progress. Thanks to all involved in turning an idea into reality.

Agreed the paneling doesn't look right, a bit deep and "gappy" (new word). Excellent to see progress through. I have seen an interesting picture in one of Larkin's publications, showing a green Class 40 propelling a single shark, whilst trailing the, now empty, ballast wagon rake. Lovely stuff. I have a Indian Red Perth example (the only one allocated to Perth, I think) on order but I'm now thinking i'd like another one. Might need to look at allocations for re-numbering.

Hoping against hope you are correct, presuming (if you are correct) that it will be in N......

Yes, I found these http://www.semgonline.com/vandw/4wpassbrakes.html I will need to look at the practicalities of bashing something already available, or substitute for something reasonably plausible, like a STOVE R or some such ilk. Thank you, most appreciably, for everyone's input.

A Van C, perhaps http://www.bluebell-railway.co.uk/bluebell/pics/404.html I should have stated earlier that I model in N gauge.

There is already a BSK in the formation: BSK, SLS, SLS, SLS, CCT, CCT, CCT, CCT, CCT, CCT, CCT, CCT, CCT, CCT, CCT, CCT, BY The schedule specifically states BY which, from what I can find out, is specifically 4 wheeled. With that in mind, I wonder if it was one of the Southern Region 4W passenger brakes? With Newhaven being the destination, I'm guessing that the train was a Southern Region one? There are a couple illustrated in one of Larkin's volumes. In the absence of a suitable model, or a kit, I'd have to find something else. Possibly a SR PMV. I agree, it would make sense for the BY to be between the SLS and the CCT....unless the CCT/BY portion detached at Newhaven and was shunted so that the Forward end, rather than the AFT end, discharged the vehicles.

Yes, that's the one. Good stuff, thanks gents for all the information and confirmation. Now I just need to decide what 4W brake van would have been tagged on to the end of the train........As long as it's wheelbase exceeds 15ft I guess.

Thanks Andy. That might tie in, because I'm sure the Glasgow terminus was St Enoch (although I could be wrong). I'd need to check when I get home. That being the case, it is very likely that it traversed the GSWR route through Kilmarnock and Dumfries and thence onto the Settle & Carlisle. That said, by the time it was starting from Stirling, it would make sense for it to take the route you suggest, Mossend, Carstairs and thence the WCML over Beattock.

That is the same/similar working, as the start/end point of that train did change over the years, between Glasgow, Newcastle and then, by 1967, Stirling. Originally it served Eastbourne but in 1964 it changed to Newhaven to serve the channel ferry. Regardless, your information is probably good enough for me, certainly as a start. What route would that have taken, according to your timetables?