Flood

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.

You got me thinking there. The last one I caught on a service train and not a railtour - 50027, 3 May 1991. Part of that journey was an arranged cab-ride, my friend Steve Ireland and the Traction Inspector who accompanied us are in shot.

So eight dia 2169 made it into preservation, three have gone in the last two years leaving only one left - but for how long. 603 - Scrapped Bluebell 12/2022 612 - Scrapped Butterley by 5/2010 615 - Scrapped 10/1992 617 - Congleton? 621 - Scrapped Ecclesbourne Valley, 11/2021 622 - Scrapped Bo'ness 2006 623 - Scrapped Bluebell 12/2022 624 - Scrapped North Norfolk 1997

A very subtle one here: The second sleeper from the left (3rd coach from the left) isn't a Mk1. It's either W619M or W624M, LMS design dia 2169 built 1952, in their last summer of service. Below is a photo of 624 before it moved to the Western Region:

I've managed to find the signalling notice for the closure of Bath Goods and Bathampton Signal Boxes, S2662 from 1970. There is a pdf (although some sheets are upside down) on this page: https://www.signallingnotices.org.uk/notices_detail.php?n_id=56 It shows the full 1970's trackplan of the junction and loop along with signal types and distances.

As just posted in the Thompson BZ 6 wheel brake van thread. A lovely kit from MacGeordie bought four years ago that I decided to have a go at this July during 2 weeks holiday. Just some light weathering needed to complete.

After four years I finally decided to have a go at mine this July during 2 weeks holiday. Just finished this afternoon, apart from some light weathering. You'll notice that it's a different colour to most of the ones that will be made. Thanks again for making this kit available. It's been a pleasure to make, the only problems being my inexperience and not using 145 solder from the start. The photos make the rain strip look worse than how the normal eye notices.

For completeness here are a couple of alterations from Supplement 2 (Dec 1976) For those not used to 1970s freight train classifications: Class 6 fully fitted express freight train (with vehicles permitted to run at 60 mph, or wagons permitted to run at less than 60 mph but with brake force not less than shown in Part 6 of the Working Manual) Class 7 express freight train not fully fitted with brake force not less than shown in Part 6 of the Working Manual (approx max speed 45 mph) Class 8 freight train not fully fitted with brake force not less than shown in Part 6 of the Working Manual (approx max speed 35 mph) Class 9 unfitted freight train (approx max speed 25 mph) Clause 2.5 reiterates the fact that there was no restriction as to which coupling was used between vehicles for Class 9 (unfitted) freight trains. Edit: As model railway trains do not have continuous working braking for the stock in the train it could be argued that all model trains are Class 9, therefore any coupling can be used. 😁😉

From the 1972 General Appendix (previous years may have had slight variations): Some points to note: 2.4 When a non-bogie vehicle fitted with screw couplings is formed in a passenger train next to a bogie vehicle the screw coupling of the non-bogie vehicle must always be used. 3.3 Vehicles with Instanter couplings can be conveyed in fitted freight trains in the same way as screw-coupled vehicles, but when used in the fitted portion, the Instanter coupling must be in the short position. When an Instanter coupling is opposed to a three-link coupling, the Instanter coupling must be used. When conveyed in Class 7 and 8 trains, the Instanter coupling must be placed in the short position.

Photos show that repaints in 1973 had the suffix dropped, it may have been a year or two earlier. There is a photo of E1705, an LNER Buffet, with no suffix dated 1971 in the 1978 RCTS Coaching Stock book and that is by far the earliest photo I have found. Obviously stock that wasn't due to be repainted kept their suffix for a while longer, see the following photo of E105E in 1977 from Flickr. Edit: From the March 1973 Railway Observer (relating to approx January 1973) for Non-standard coaching stock "Many vans have recently been noted with their suffix letter obliterated. It is believed that this is the start of a programme to abolish the suffix letter, even though numerous duplicates remain."

As requested by @MRDBLUE17 at DEMU here are two of my three TUAs now they have been weathered. I used AK Pigments over Testor's Dullcote, building up the layers as required. In the end they are basically just filthy. The two wagons as received 70720 on the left and 70705 (renumbered from 70725) on the right, 70720 has had its ladders moved so they are both at one end of the barrel. Even the side which stayed to the left had the ladder moved to be centred on the hatch, which is one of the easy ways to tell if a wagon was modified or not. Close up of 70720 Close up of 70705 Thanks again to Rainbow Railways and Revolution for producing these and also many thanks to @hmrspaul for making his photos available, thus giving the weathering inspiration.

Slightly off topic but I managed to finish the Mk2C BSO conversion, from an Airfix Mk2D BSO, today. Painting and transfers by Glenn, additional close-up photos are on the Aberdeen Kirkhill thread. I won't be making another one. Any more we need will be Accurascale ones.

As also posted in the Accurascale Mk2C thread here is the latest addition for Aberdeen Kirkhill: Mk2C BSO 9440 as used in the "spare" push-pull set which was diagrammed to work 07.10 Perth - Edinburgh, 13.30 Edinburgh - Glasgow QS, 15.00 Glasgow QS - Edinburgh, 17.13 Edinburgh - Dundee Conversion from an Airfix Mk2D BSO, using Extreme Etchings Mk2 pressure vent window frames, by myself. Exterior painting and transfers by Glenn. Enjoy.

Pretty much how most of mine will look.

Below is the link to Jukebox's post on page 36 of the Aberdeen Kirkhill thread , the post immediately below that link has my answer: Plus my original post from 2013 (page 21 of the Kirkhill thread): BTW I used 12mm wheels not 14mm.

I've been checking up for Kirkhill and the Two Tier Car vans were used on the Edinburgh sleeper, along with an Inverness working, before and after the Mk3 sleepers came in. My Doncaster overnight on 14th June 1985 has the following: 1E42 47424: 96299, 96294, 96295, 10517, 10731, 10534, 10728, 10510, 10722, 10502, 10671, 92089 (23.35 Edin - KX) 1S77 47561: 92204, 10664, 10516, 10656, 10529, 10660, 10575, 10670, 10531, 93320, 96290, 96291 (23.35 KX - Edin) Still thinking of buying some for Kirkhill for some variation anyway.

What is interesting to me is that other Heljan models are being sold by Bachmann under the EFE banner.

Class 24, one of the later ones that carried a headcode box, or possibly an early class 25 without the horns mounted by the headcode box..