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.

On 29/06/2022 at 20:13, Wex Cel said:

 

 

On 27/06/2022 at 10:44, 64F said:

The Inverness trains are a problem to model due to the lack of a RTR mk2c, but hopefully Accurascale will address that in due course!

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.

3 hours ago, sjp23480 said:

Everyone,

 

A quick update on 828.  Spoke to Rails who asked me to return it to them, even though it was delivered in December.  They also sent me a label to send it back, so I didn't have to pay postage.  Hats off to Rails for their customer service, they told me they would have to send it to  Bachmann for a warranty repair as they couldn't replace it.

 

They tested it on receipt, but could not recreate the issue?  Transpires that the problem is not in the loco, apparently the coreless motor does not like my Gaugemaster Feedback controller.

 

828 is now on its way back to me, I have another controller and i am looking forward to seeing it run as it should.  Just need to remember to disconnect my high frequency track cleaners, as they fry coreless motors I believe?

 

Big thank you to Rails for their excellent service.

 

Steve

 

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.

20 hours ago, Compound2632 said:

 

That would call for a North British wagon, a third kit for which I now have...

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.

19 hours ago, Pandora said:

Is it correct that the NBR was later found to have a worrying level of  corruption a within the Boardroom?

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.

5 hours ago, keefer said:

Regarding long-lived Caledonian/North British (or indeed LMS/LNER) rivalries post-Nationalisation, I've read somewhere (can't remember where now) that the use of A4s on the Buchanan St.-Aberdeen expresses in the '60s caused some symbolic 'flicking the Vs' between those old enough to remember (i.e. LNER locos on LMS trains)

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.

1 hour ago, rodent279 said:

Caley, GSW, LNW, NE, Mid, Maryport & Carlisle, Furness(?), NB ?

 

Would Carlisle have had the most pre-grouping companies sharing?

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.

2 hours ago, hexagon789 said:

I have often wondered if DBSOs were ever used as conventional brake vehicles. Obviously there were occasions where the push-pull equipment failed or a non-push-pull loco was provided and so the DBSO would be acting as a conventional brake van, but I had yet to come across one seemingly being used simply as a BSO essentially in a train that is not a push-pull set (at least it doesn't appear to be) but is being hauled by a 47/7. 

 

I found this on Flickr this evening and there are a few intriguing points someone may be able to surmise/suggest reasons behind:

 

(Copyright Walter Burt flickr)

 

According to the caption a Edinburgh-Inverness service, and indeed bar the leading coach a fairly conventional Inverness set with the addition of a BG, which was by no means unusual particularly it seemed in the summer.

 

However, instead of a Mk2C BSO, we have a DBSO. There is also a 47/7, but if this is an Edinburgh-Inverness I wouldn't imagine the train was intended to operate as push-pull (I think only the Jacobite ever did?) and the loco is hauling from the front not propelling anyway.

 

The question is really why the inclusion of the DBSO? There weren't exactly plenty to be used as normal brakes, or at least they never seem to have been used like that. If it was the only brake vehicle I could perhaps understand its inclusion as a last resort necessity but there is a BG on the rear, so the train has a brake van without it.

 

All in all I'm intrigued to say the least!

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. 

On 26/02/2022 at 17:25, andytrains said:

Further to my last post try Alba Models, http://www.albarailwaymodels.co.uk/index.html

They do 7mm and 4mm models as etched kits and took on some of the Decent range.

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.

On 20/02/2022 at 17:20, Br50_Kab said:

Thanks for all the replies, I received.

As British models started as a side-thing next to my continental stock (after a visit to Britain in 2008 and a goods wagon that was bought as a souvenir), it has grown a bit but I still don't own any literature I'm afraid, so have to rely on what can be found on the internet.

 

I suppose nothing is known about which end doors the three wagons (as per the transfer sheet) had? I don't have a preference for either type of door, so could probably get away with the version I like. On the other hand however, maybe there are records of -at least- the types fitted when new

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. 

5 hours ago, GeoffBird said:

Where  can one get the headcode indicators as used on CR engines and is there a list of which codes for which lines?  Many thanks

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!

2 hours ago, Ken.W said:

From what I've seen on the News this evening Covid Passports will still be required for the SEC this weekend as apparently they end on Monday?

Ours ceased to be needed here a month ago.

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.


 

1 hour ago, cardean said:

Just had a look at the Exhibitor Listings:- B29 listed twice, once for Great North of Scotland Rly Association & secondly the same stand number, B29 for the Transport Treasury Publishing.

Apologies if this has been interpreted wrongly.

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.

2 hours ago, McRuss said:

A few days ago I made a testrun with my Caledonian Railway Jumbo on my american H0 layout.

 

 

 

Markus

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.

50 minutes ago, andytrains said:

One of  the Hornby Caledonian coach I have been working on.

 

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.