SP Steve

According to Dave Larkin all had 7' 0" Standard Collett designed bogies - what may have also varied slightly was the bogie centre measurement for each of the different donor coach diagrams (as per you GWR Collett coaches are not a strong point).

As others have said, the "Standard" 12T Vent Van proved to be anything but. Other differences occurred with 2 Part / 3 Part Corrugated ends, single curved / 3 straight rain strips, planked / ply doors, chalkboards, buffer and axle box types among others, so photographs really are the best way to ensure accuracy. Incidentally Diagrams 1/213 and 1/224 were created specifically for the all ply variant with the latter all equipped with the 8 shoe clasp brake (covered by Parkside PC08A for 4 shoe Morton braked vehicles). Parkside Dundas later revised their kit for planked Dia 1/208 Vans to give a choice of either a planked or a ply door (PC07A) while their kit for 1/209 Shocvans (PC29) yields a three part end (this is to a 3-4-8 configuration, other prototype vans could have 2-5-8) so a wide variety of vehicles can be created with a mix 'n' match approach (it's one of my laments that since the Parkside range passed to Ratio there seems no longer an ability to buy individual sprues rather than full kits).

Information in "An Illustrated History Of BR Wagons - Volume 1" by Paul Bartlett et al mentions Dia 1/097 Carflats had been modified by Swindon c.1962 from Dia 1/093 vehicles with the provision of wider steel channels. Dave Larkin's data sheet reveals that the twenty 1/097 Carflats were not numbered in a sequential fashion. Also as the original 1/093 vehicles were originally converted from GWR Collett coaching stock of differing diagrams then total overall length could vary by a margin of approx 18". Here's the list of BR numbers along with the relevant GWR number / diagram: B748159 ex W5586W - D.110 Brake 3rd non-corridor B748162 ex W5600W - D.109 Brake 3rd non-corridor B748163 ex W5604W - D.109 Brake 3rd non-corridor B748166 ex W5599W - D.109 Brake 3rd non-corridor B748169 ex W5581W - D.110 Brake 3rd non-corridor B748175 ex W5607W - D.109 Brake 3rd non-corridor B748188 ex W6339W - E.141 Composite non-corridor B748191 ex W6970W - E.142 Composite non-corridor B748193 ex W6347W - E.141 Composite non-corridor B748196 ex W5598W - D.109 Brake 3rd non-corridor B748199 ex W6758W - E.141 Composite non-corridor B748204 ex W6443W - E.141 Composite non-corridor B748219 ex W6972W - E.142 Composite non-corridor B748221 ex W6657W - E.140 Brake Composite non-corridor B748232 ex W6336W - E.141 Composite non-corridor B748237 ex W6442W - E.141 Composite non-corridor B748246 ex W6381W - E.140 Brake Composite non-corridor B748261 ex W6974W - E.142 Composite non-corridor B748267 ex W5587W - E.140 Brake Composite non-corridor B748276 ex W6261W - E.140 Brake Composite non-corridor I'm not an expert on GWR coaching stock so can't say as to the overall length of individual vehicles.

If anyone is interested in acquiring a souvenir of the events, there is now a dedicated web site to sell "Let's Go Round Again" memorabilia: http://www.lnerhst.co.uk The asking prices are quite favorable compared to some of the prices I saw stuff going for on ebay - a set of the four carriage labels went for over a £100 whilst the same here can be had for a more modest £10.00 + postage.

Model Railway Constructor Plan Book 3 "BR Electric Locomotives in 4mm Scale" by R. S. Carter carries detailed drawings in side / plan elevation for SF pantographs as fitted to Class 81 - 86 locos. To the rear is a larger unscaled drawing of a AMBR type, again in side/plan elevations which should be fairly simple to scale (should add that there are also one or two decent images of them as well).

The other two cranes were both equipped with a swan neck jib - the problem lies in that according to the Tatlow volume, one (901628) was equipped with a short (24 feet) jib whilst the other (DS.316) was given a longer (26 feet) jib. This being the case then at least one of them will be wrong if the specimens were chosen on the basis of having a swan neck jib without realising that jib lengths differed. I emailed Oxford Rail to ask what length of jib was planned for the swan necked variants but as yet I haven't heard anything back. I'm interested in a swan necked variant to pose as RS1021/15, allocated to Bolton Yard between 1960-65 so I'm in with a 50:50 chance of it being the required long jib type (it won't be the end of the world if it comes with a short jib as it should be easier to add length rather than remove it). Therefore as it stands the curved jib MR variants should be the more likely of the two sets to be accurate in respect of jib length given they were both the same long jib type (presuming Oxford don't tool them with a short jib!). EDIT: I've just looked at what drawings are available in the Tatlow volume to see what Oxford could use as a reference. The curved jib variant is depicted with a detailed drawing showing both long or short jibs whilst the detailed drawing for the swan necked type depicts the crane supplied to the SER with a long jib (the drawing doesn't show the short version unlike that for the curved type).

How the lighting effects were created for the diorama you mention were written up by Dave Rowe and published in Model Railway Journal Issue No 46. I'd like to try out some of the principles but as technology has moved on since the time of publication (1991), fluorescent tubes and halogen spots would give way for LED lighting.

They were built by Butterley to Lot 2121 in 1950-1 and numbered fifty in total so not a massive fleet. I believe they were used until the early 1980s so they had a decent life span.

Dave Larkin has then down as being predominately Eastern / North Eastern region beasts. Carrying BR Diagram 1/571 he surmises that they were in fact an LNER order (their diagram 204) that BR proceeded with after nationalisation.

Tourrett's "GWR GOODS WAGONS" carries a 4mm(ish) drawing for an L15 showing side and end dimensions. It also has a side on image of a diagram L1 No 211 which also appears on the brassmaster build instructions. A quick comparison / rough calculation seem to show that the top gubbins on both diagrams are to the same dimensions but with the L1 version having more of an end platform to each end than does the L15 (not surprising given that it's longer!). Looking at the brassmaster etches then it would be quite feasible to cut a central section from the wagon floor / sole bar assembly to shorten it, the W irons come as separate items so the shorter wheelbase could be accommodated and then the upper boxed assembly would provide a suitable means of holding it all together. Were I looking for such a match wagon then I think this would be the route I would take - at the very least the brassmaster etches would give you a decent upper assembly to which one could marry a scratch built chassis (give or take the odd rivet or two).

No 8 had a Diagram L15 match wagon which measured 19' 6" long over the headstocks with an 11' wheelbase as opposed to the L4 (that produced by Brassmasters) which was 22' 6" long and had a 13' wheelbase.

Cross referencing the information in Breakdown Cranes Vol 1 also shows that LNER 901628 as supplied to the NER came with a short jib length (24' 6") where as DS 316 (ordered by the LBSCR) came with a longer jib (26') - GWR No 8 came with the shorter jib length. Another point to note is that both of the swan necked versions listed carried their propping girders permanently beneath the carriage where as No 8 didn't. As to which jib length will be done is again a question for Oxford to answer (I wouldn't have thought they would cover both types).

I would hazard a guess that they will appear in as built condition (no roof) but it will be down to Oxford to confirm their intentions.

According to the Tatlow book volume 1 then the following holds true: OR76SCS1001 Standard Cowans Sheldon 15T Crane BR Stoke M.P.D No.RS1023/15 - CURVED JIB OR76SCS1002 Standard Cowans Sheldon 15T Crane LMS Wellingborough No.243 - CURVED JIB OR76SCS2001 Standard Cowans Sheldon 15T Crane BR Stewarts Lane DS.316 - SWAN NECKED JIB OR76SCS2002 Standard Cowans Sheldon 15T Crane LNER Sunderland No.901628 - SWAN NECKED JIB No 8 had the swan necked jib so any of the latter two should suffice.

It's a fuel tank wagon numbered as BR internal user 070882 (formerly ZRV ADW150141) - link to image: http://www.departmentals.com/photo/070882

I'm hardly an expert but my preferred tool for carrying out such a task is a T-Pin. These are used when sewing tough materials together and can be sourced from many on-line sewing outlets (around the £3.00 mark for fifty). My process is to scribe the first line, place a steel rule over it and then place a metal section equal in width to your required plank size against it before scribing the second plank and repeating as necessary (for added 'squareness' an engineers square can be used in lieu of the steel rule but I tend to cut the finished piece down to size). The beauty of this method is that by varying the width of the metal section then differing plank widths can be achieved which are parallel to one another. After I've completed the piece I then run a used stanley knife blade parallel to the lines and at 45 degrees to remove the 'lips' thrown up during the scribing process. I used to try and measure / mark out plank widths but the results I achieved never looked convincing considering the amount of effort involved in doing so. Shown below is a replacement end I've done (for a LNER grain van) using this method - the camera is a little cruel but it looks reasonable at normal viewing distance.

According to details I've collected from various magazines, it would appear that all Mk3 Sleepers were put into service. The North West services to Manchester and Liverpool were mooted for withdrawal in May 1983 but were given a reprieve unlike the Barrow service which ceased at this time. ECML Sleepers were transferred across to the WCML from May 1988 with Mk3 stock introduced at the same time on Plymouth - Edinburgh/Glasgow and Edinburgh - Poole workings,

A 10mm scale drawing depicting the side elevation of a commonwealth bogie appears in "British Railways Mark 1 Coaches" by Keith Parkin.

Here's one I conveniently had to hand.

Preston's allocation of Royal Scots were transferred to Wigan Springs Branch depot after a serious fire in June 1960. According to "The Wigan Sheds Vol 1 - Springs Branch Motive Power Depot" by Chris Coates, the 'Scots' worked turns to & from Preston to Euston whilst allocated to Preston, duties taken up by Springs Branch. It also states that they performed on Wigan - Chorley ROF workers trains. At the time of the fire, 46151, 46165, 46167 and 46168 were allocated to Preston.

Hi Steve, From information originally put on line by the LNEEG and taken from the 1937 LNER Schedule of Colours, the following examples were listed: Bridge Girders & Handrails - Graphite and Oxide (Brown) or Tar Paint according to situation & circumstances Footbridge (Iron & Steel) - Graphite Green or Graphite and Oxide Water Tanks - Graphite and Oxide or Graphite Green Engine / Wagon Turntables - Graphite and Oxide (Brown) or Tar Paint Crane (Warehouse / Wharf) - Dark Brown BSS 12 Crane (Goliath) - Dark Brown BSS 12 In all instances given for ironwork, grey is not a colour that appears!

More than likely to be Cowans Sheldon LNWR 20/30Ton Crane (the former MP21). This was owned by the late Dave Lewis (who ran Crewe Railwayana Auction) who sadly passed away in 2018 - I saw that it had been put up for sale in the summer so hopefully it has found someone else to bring about its restoration (I seem to recall that it was facing being scrapped when Dave stepped in to rescue it).

Just received confirmation that a 32-440 Class 24/1 D5135 BR Green (Late Crest) has been dispatched from Kernow. Let's hope it's a case of all good things to those who wait.....

All items now accounted for - thanks to those who registered an interest