turbos

NEM coupling pockets, so allowing the end user to fit the coupling that suits them. Selling blue Class 104 vehicles individually would also be helpful to those modellers that want to replicate typical mixed formations that were the norm in their later lives. Brian.

Wizard Models have a small range of whitemetal CR wagon kits, also there is the Peco Parkside (exRatio) 50 Ton Iron Ore bogie mineral wagon, although there was only ever one of them. Brian.

The 1Bxx Edinburgh - Carstairs portions regularly saw no heat diesels all year round. Link to the 6lda page on the infamous 1B29 portion that was regularly hauled by Class 26s. https://6lda.wordpress.com/type-twos/the-infamous-1b29-portion/

I built a couple of these in 2019, I agree with all the above advice, getting them running well is the main challenge. The instructions for the VEA kit aren’t the clearest but the information is available, also quite a few are preserved so it’s not to hard to get any prototype details. I used Lanarkshire Models & Supplies for the buffers and coupling hook as I felt the ones in the kit didn’t quite look right.

Class 50s could occasionally appear through Fife on a diverted Motorail to Perth. Local out and back turns were always another possibility. Nice pics! Brian.

Definitely an issue, yes. I'm not hugely confident at doing conversions, so ready-to-run 2Cs would be extremely welcome I must say. Currently the easiest way to produce a reasonable Mk2C is to convert a Lima Mk2b. Swap out the roof for a Lima Mk2 aircon roof, add some suitable vents. Flush glazing would improve it as well and you have a passable early build Mk2c until a decent rtr Mk2c becomes available. I currently have the bits to do one in my ‘projects to do’ box. I expect a rtr one will turn up shortly after I get round to doing it! Brian.

The 1980s Mk2 Highland Mainline sets were formed TSO-BSO-TSO/CK-TSO(T) and often strengthened with an additional TSO, usually as part of the CK/TSO(T) part of the formation. The TSO-BSO-TSO were used on the Scottish internal sleeper trains hence the apparent constantly changing precise formations. Hope that helps. Brian.

MV Lochinvar, a hybrid diesel-electric CalMac ferry at Fishnish, Isle of Mull. Working the Lochaline-Fishnish route. Brian.

The Highland Railway Society have commissioned Locomotive Tablet Catchers in the past, details in their modelling section. http://hrsoc.org.uk/Modelling.html Brian.

Get rid of feedback controllers and HF track cleaners, 20th century control equipment is not suitable or worth the risk around 21st century model locos. Brian.

The main agricultural area of what we now call Angus (pre 1928 it was called Forfarshire) is Strathmore, the main towns are Forfar and Brechin, definitely Caledonian Railway territory. Strathmore is still a major seed potato and soft fruit producing area. Brian.

Here’s some pictures of a Mk2d FK by Jono26, completed shortly before he died. There were some pics on his thread on here but they haven’t appeared back since the migration. Brian.

There were all sorts of shenanigans that went on in the boardrooms of all the railway companies, although I think the worst excesses had calmed by the early 1900s. I’m not aware of any particularly worrying level of corruption within the NBR Boardroom around that time. William Whitelaw became the NBR vice-chairman in March 1910 and then chairman from 1912-1923 and was unanimously elected as first chairman of the LNER, I doubt this would’ve happened if their was some major corruption scandal while he was a director. Brian.

In 1907 the Caledonian and the North British made an agreement for pooling of all competitive goods and passenger traffic within Scotland and the rationalisation of competitive services. A 50 page document that went in to a lot of detail on splitting revenues and fixed annual charges for sections of line with running powers. Traders season and return tickets would be valid on both systems. Both companies pledged not to acquire, lease or work the GSWR, HR and GNSR. Although suspended during the war it remained in place until 1931. The Highland and GNSR almost amalgamated in 1906, the sticking point was the location of the HQ, even though the majority of shareholders agreed to the merger. Through working by both companies between Aberdeen and Inverness and agreement’s on rates for Loco Coal to travel over the Highland mainline to the Speyside line were all in place long before the Great War. Although rivalry persisted amongst some staff in Scotland, it had petered out at boardroom level long before the grouping. The grouping was met with indifference by the general public in Scotland, they were more interested in the trains running on time and the prices charged. The Scottish boardrooms were only interested in getting the best value for their shares, although a North East Kirk minister did have momentary pang of regret after the vote ending the GNSR. The LNER had fairly devolved management structure, leaving the former NB area and the isolated former GNSR to carry on operating as they had previously done. The Highland Railway benefited from the grouping with its highly seasonal traffic being able to ‘borrow’ from other parts of the LMS system. The GSWR staff had seen the grouping as a completion of the stalled 1920 Midland Railway merger with some expecting Midland Compounds to start being allocated to them shortly after, the reality was more like a Caley takeover! The main change for Caledonian was the ending of locomotive construction at St. Rollox. I hope this gives you an impression of the contemporary view of the grouping in Scotland. The above information was all gleaned from the books by David Ross, David L. Smith and Alan G. Dunbar. Brian.

I believe Carlisle did have the most pre-grouping companies sharing a station, three Scottish: CR, GSWR and NB, four English: LNWR, MR, NER and M&C. Carlisle Citadel must have been a very colourful sight with all the different locomotive and carriage liveries! Brian.

I wouldn’t read too much into the ScotRail 47/7 on a non push-pull service, it did happen occasionally, when a 47/7 was out of exam miles it could revert to being used as a 47/4 which had a less intense exam mileage schedule. The Edinburgh - Carstairs 1Bxx was a favourite for 47/7 being used as a 47/4 to keep them local to Haymarket Depot for it’s outstanding 47/7 exam. The DBSO is the real intrigue, it appeared to be quite normal for Edinburgh/Glasgow - Inverness services in the mid 1980s to have more than one guards coach (as many as five BSO on occasion). I believe it was for the van space, but as a DBSO had reduced van space due to the driving cab it really does make it a strange choice, but it’s part of what made ScotRail at that time so interesting! Brian.

Apparently Alba Railway Models are currently in limbo moving to a new workshop, much delayed by Brexit and the Pandemic. The Decent Models tooling is all currently boxed up along with all the other model tooling. Brian.

I believe the Kyle line was the last line to have cattle trucks still in use for livestock, a bit of a timewarp north of Inverness. Brian.

As a general rule the pressed steel doors were fitted from new on some wagons and were usually replaced with fabricated steel doors mid life, very few had pressed steel doors by the time they were withdrawn in the mid 1960s.

The full list of codes was published in the Ian Allan book ‘The Caledonian Railway’ by O.S.Nock. Which route are you interested in? They were only carried by Southern Division trains, they carried on in use unofficially long after the grouping and were even seen on some early DMU workings!

Attendance rules are publicised the same as every other exhibition. Different countries, different rules, nothing new here to discuss, meet the rules for attending and have a great weekend. I’m more interested in the Layouts, Associations and Traders at MRS than finding reasons not to attend. Brian.

I expect it’s a typo, the GNSR Assoc. is probably to be found at C29 around where the other Scottish Pre-Grouping associations are. Really looking forward to this show, I think this will be the first model railway show for many attendees since Model Rail Scotland 2020. I’ll be on Stand No B8 operating Loch Dubh (Falkirk MRC) on the days I’m there. Brian.

50 Years Of Steam by A.G. Dunbar. Although he spent the majority of his career on the Caley his career started on the NBR. It’s a good read and full of first hand stories and anecdotes, all five Scottish pre-grouping companies get mentioned. It gives a good insight into what it was like working for a Scottish Lowland pre-grouping company after the Great War. Brian.

Good video, it is a lovely model. Pedant Alert. The Caley Jumbo is a 294 and 711 Class. The 812 Class is not (although occasionally called a ‘Large Jumbo’, this was not used in Caley days). The 294/711 Class were the most numerous (244 engines) class of locomotive in Scotland and were sometimes called a ‘black Jumbo’ or ‘blue Jumbo’ if Westinghouse fitted. Brian.

The Triang Hornby underframe is a good strong piece of plastic to rebuild a coach with. What is your plan for the bogies? I used the Dapol/Hornby LMS 12 wheel diner bogies when I did one of these Grampian coaches. The best source of information on these coaches (and all other CR carriages) is in the Caledonian Railway Carriages book by Mike Williams, available from the Caledonian Railway Association . https://www.crassoc.org.uk/web/node/93 Brian.