Flood

Seeing as he can travel forwards and backwards through time then any Doctor could be used for any period.

Parkin states around 1970/71 during overhaul at Wolverton.

Possibly the 13.22 Newcastle - Liverpool Lime Street. Durham 13.39, Darlington 13.58. Looking at the Passenger Timetable all other Durham services around that time of day were HST or DMU. It was booked a Class 45 but Rail Gen Archive has that service down as 47450. An unadvertised additional service instead? Edit: 17.05 Newcastle - Liverpool Lime Street. Durham 17.21, Darlington 17.38. Rail Gen Archive has 45113 on the previous working for this diagram. 40118 was used on this service on 24th September 1983 so a Class 40 replacement was certainly possible.

Looks like Accurascale might be getting an order from you soon.😉 @Accurascale Fran take note.

In the Winter 1986/87 the only booked weekday daylight turns for 45/1s on the MML were the 06.00 1C06 Nottingham - St.Pancras, 17.35 1P13 St. Pancras - Derby, 08.00 1C14 Nottingham - St.Pancras, 06.06 1P07 Bedford - Derby and 20.45 1E79 Leicester - Sheffield. There were also the 16.35 1D54 St.Pancras - Nottingham on a Saturday, plus the 14.17 1E10 Derby - Sheffield and 16.05 1M65 Sheffield - St.Pancras return, 12.15 1C22 Derby - St. Pancras and 16.20 1P20 St.Pancras - Nottingham on a Sunday. By May 1987 there were no booked Class 45 passenger turns on the MML but they did appear on Class 47 replacements (06.00 Nottingham - St. Pancras and 17.30 St. Pancras - Derby/Leeds return). Here a few photos from Flickr: 17.35 St. Pancras - Derby, copyright Dave Peachey. All Mk2c except for a Mk2a and the end air-con 16.05 Sheffield - St. Pancras, copyright Dave Peachey. All Mk2c except for a Mk2a and the end air-con which is a First, probably the same rake as above. 12.15 Derby - St. Pancras, copyright afc45014. Again mainly Mk2c except for the leading air-con First which is a Mk2d FK. Cricklewood had a coach allocation until May 1987 which was 1 x Mk2a and 14 x Mk2c TSOs, 1 Mk2a and 2 Mk2c BSOs and 3 x Mk2d FKs. In May 1987 the Mk2c TSOs went to Euston so this became the home depot for MML rakes. Here is the marshalling consist for the 17.30 St. Pancras - Derby for 1987/88. NE51 is a 100 mph BG, AA1C is a Mk2c FK (actually Mk2d going by allocation), AN21 is a Mk1 RMB, AC2C are Mk2c TSO, AE2C is a Mk2c BSO

Squares are rectangles, as are oblongs.

There was only ever a handrail at the brake end. The 1983 photo with 37108 shows this handrail as well but the front curve of the 37 (between the side and front windows) makes it appear that there are pipes going to the roof.

Not sure at the moment Bill. We are due to go to Doncaster and Bristol at some time but nothing has been decided yet. We are having a Kirkhill Open Day on the weekend of September 30th/October 1st, you're more than welcome to come and join in. I'll p.m. my phone number to you so we can WhatsApp, I've invited @BigAndy but he's not got back to me yet.

The next wagon for Aberdeen Kirkhill. Norsk Hydro curtain-side IPA. Copyright Huw Millington Two Rivarossi HR6497 and 34 saw cuts later... As the Rivarossi models are to the continental loading gauge, but HO, the height and width are near enough smack-on for British loading gauge in OO. I've got a set of cast Y25 bogies and the buffers, I just need to tidy up the joins and scratchbuild a chassis and some ends now.

Most people...😁

DW150313 ex W174W. An A28 Autocoach used as an office at Bath Road until preserved in 1983.

Mk2Z BSOTs instead of Mk1 ones. 9100 and 9101 were at Inverness but 9102 to 9107 were Polmadie based for the West Highland. 9000, 9003, 9011 and 9014 were at Polmadie at the start of the year but all withdrawn on 8th May 1987 (to co-incide with the start of the Summer timetable) . 9015 and 9016 remained as they were dual brake and the Mk2Z BSOTs were vacuum brake only.

I think the SR van ahead of the GUV is a BY (Van C). It has three rain strips on the roof. I agree with the probable Stove R and the Thompson BZs.

According to Longworth, E1770E went to the Western 11/65 and was withdrawn 11/70.

#pedant mode Neptune is a refurb (but with the cab sandboxes still in place which is correct for the first year or so). #non-pedant mode

Looking very nice. @Accurascale Fran Any chance of vacuum braked clasp and push braked versions in the future?

A pedantic note of warning Andy. If you want to model this then the 50s would have had their filter covers near the No.2 end exhausts ports added. Accurascale are going to make this version (probably with a centre logo) but the current model available for pre-order is a pre-TOPS one without the covers so they would need to be added. That's if you're as picky as me!

This one Andy? Copyright Stephen Dowle Quick guess I say no. 17

15 and 16 were used on the sleeper so needed air brakes and eth once the Mk3a sleepers came in. In case they had to cover for any of the other BSOTs they kept their vacuum brakes and steam heat.

Looks like an SLSTP to me, like 2651 at the near end. No yellow stripe nor 1s on the doors.

I hope they're not 14mm diameter. They should be 2'10.5" diameter (11.5mm).

I've looked at the Marshalling booklet for 1967 and this is what it states: So the leading coach is a BSO (not a BCK as no toilet window is visible to the left of the passenger windows). The third coach could be a later style FO but only one door appears to be branded for first class so, as you have stated, it seems to be a CK instead of an FK and in the wrong place (not surprising with it being a substitute).

So obvious I never thought about it. 🙂

The Night Riviera from Paddington was 1B89 from May 1972 until May 1977, then 1B02 until May 1984 then 1C02. If you use the Newer Post or Older Post buttons at the bottom of these pages (http://class47archives.blogspot.com/2013/09/blog-post_13.html) you can scroll through the 47s used on the sleeper when noted. Open the "Find in Page" tab in your browser and type in the applicable headcode. The earliest Class 47 on this service that I've found was July 1971. Steam heat 47s seem to have been used until May 1980 when ETH 47s started to take over. Obviously there are many gaps, either no information or (being a Class 47 page) the use of Class 50s. You can also search on headcode on the RailGen Archive: https://www.railgenarchive.co.uk/sc/diarymenu.php

Class 47s and Westerns hauled the Night Riveria during the 1970s, the Westerns being used right up until February 1977. As many ETH locos were needed for air-con services, and the Sleepers were dual heat, then steam heat Class 47s were still used after the Westerns had gone. Probably right up to when the Mark 3 sleepers came into service in 1982. Those Sleepers fitted with Commonwealth bogies had them fitted from the outset (Sleepers built in 1959 might be the exception). Parkin states that from 1963 the B4 bogie was stated as the new standard bogie to be fitted and catering cars and sleeping cars were generally given priority. It is reasonable to believe that the BR1 bogied sleepers were receiving B5 bogies from 1963/1964 onwards. I'm guessing mainly Westerns in the 1960s with the odd Warship but none of my books go back to that decade.