Flood

Suffixes stopped being applied to pre-nationalisation design parcels vehicles around 1973/74. Here is a photo from Paul Bartlett of an LMS BG in January 1974 with no suffix: https://zenfolio.page.link/8BGbP The TOPS codes (NEA etc) started to be applied to parcels coaching stock from around 1978. SR design CCT in April 1978 on The Transport Treasury site: https://zenfolio.page.link/Q2nfA Perhaps you meant to say prefixes instead of suffixes? Prefixes started to be phased out from around 1985 with the advent of executive livery, plus the commencement of allocations for individual coaching stock on POIS, but they could still be seen on selected coaches in 1988 and most probably even later.

Bachmann's 39-354 is a continuation of 39-350 and 39-351 (blue and grey), 39-352 (NSE) and 39-353 (ScotRail) which are all Mk2Z models so should be correct from the outset. 39-353 should have air brake distributors but no viewable air brake cylinders nor brake linkages because they were disc braked. They've chatted to me about the ScotRail models, the West Coast ones should be correct but I haven't seen one. Those modified for the Edinburgh - Glasgow push-pull were: 5126, 5130, 5134, 5137, 5142, 5144, 5146, 5147, 5152, 5153, 5160, 5169, 5176, 5182, 5185, 5187, 5189, 5190, 5192, 5195, 5197 and 5202 9387, 9395, 9397, 9400, 9403, 9411 and 9412 13415, 13416, 13423, 13424, 13427 and 13431 so none of those mentioned by yourself. 9104 was originally 9401 before it was converted to a BSOT. You are correct that those modified for the Glasgow - Edinburgh trains could work with any air braked stock. In fact the vast majority of the TSOs and BSOs modified worked with Mk2A stock on the Eastern Region in the 1980s as only five Mk2Z TSOs, and one FK, stayed in Scotland and were painted ScotRail. Two modified BSOs stayed in Scotland but in blue and grey. Sorry to everyone else for straying off topic a bit.

As already stated by BR Blue and reddragon, Mk2Z stock have centre doors as do Mk2A stock (made by Bachmann). Mk2Z stock have only vacuum brakes (less a few exceptions) so will not have the air brake distributor and cylindrical tank seen on a Mk2A, along with vacuum cylinders instead of the smaller air brake ones. Air brake distributor Air braked above, vacuum braked below In addition the end doors inside the corridor connections were sliding ones similar to Mk1 stock, Mk2A stock had folding doors. Mk2A to the left, Mk2Z to the right. For the record, Mk2C stock have different roof vents to Mk2B stock and less of them. All Mk2C stock had only 6 vents on the roof, regardless of the type, although the positions changed slightly between some types. Mk2B stock have scallop style vents, as used on late build Mk1 stock and Mk2Z/Mk2A stock. Early build Mk2C stock used G (or GM) vents which were similar to the cab roof vents on Class 20s, 37s and 40s and they had Mk2B style toilet windows, later built stock used Roevac vents and had toilet windows with no upper vents (as there was originally an air conditioning vent above them).

After having a look on Flickr I've found two photos (Sept 1986 and Dec 1986) with air braked stock and a Mk2C BFK included. David Christie on Flickr Bruce Galloway on Flickr 17127 and 17128 were at Craigentinny from April 1986 to May 1987, before they moved to Inverness, and it would seem that they were used as an alternative to a Mk2C CK from the May 1986 timetable. Craigentinny had no Mk2a TSOs and only one Mk2a BSO (9418) before May 1987 so the BFKs seem to have been used with Inverness stock. If the BFKs kept the same diagram as stated in the 1987-1988 information above then they would have spent the majority of their time at Craigentinny anyway.

NOT a Mk2a, please read the previous comments. It's a Mk2 vacuum braked FK, later classified as Mk2Z under POIS.

Two of my finished examples: As per the post above, the left hand one uses the LNER underframe.

Looking at my notes from 12 July 1985 I have the following: 07.36 Edin - Glas, 10.05 Glas - Inv, 16.30 Inv - Edin 47199: 5272, 6510, 5318, 7561, 5394, 9463 07.06 Edin - Inv, 12.30 Inv - Glas, 17.14 Glas - Edin 47207: 5132, 17099, 5096, 9100, 5145 (Craigentinny Mk2z TSOs, 17099 and 9100 Inverness, all vacuum braked) This rake was also seen at Glas two days previously and at Cowlairs on 7 July. It would seem to have worked this diagram all week. 09.25 Edin - Inv, 14.30 Inv - Edin 5330, 5333, 9444, 5307, 7550, 6519: 47519 13.03 Edin - Inv, 17.20 Inv - Glas Not seen 23.25 Edin - Inv Not seen 23.30 Glas - Perth (attached to 23.25 Edin) Not seen 09.20 Inv - Glas, 13.36 Glas - Inv 47001: 7553, 5401, 6518, 5273, 5271 (brake missed) 23.30 Inv - Glas (departed Inv 11/7/85), Edin portion not seen 47604: 92242, 84280, 9440, 5269, 10614 Seen 3 days earlier on the 09.25 Edin - Inv diagram (1 x TSO, 1 x BSO possibly in balancing move for maintenance requirements) 47424: 92075, 5393, 9443, 5272, 6510, 5318, 7558, 5394, 9463 Therefore the 1985/86 timetable used four air braked sets and one vacuum braked set per day plus maintenance spares. For the 1986-87 timetable please see my subsequent post below. Below is the Inverness rakes section from the article on Scottish air braked sets, Rail Magazine February 1988. This covers services from May 1987. Inverness gained Mk2C BFKs 17127 and 17128 in May 1987. I hope that all this helps you.

Please see my post on your other thread:

Just for a compaison of liveries on models please see the following photos: Original Bachmann NSE against a Bachmann coach from a later batch. The original Bachmann colour is too dark but is not quite dark enough for the later darker NSE blue. Original Bachmann NSE against a Bachmann coach repainted in Precision paints NSE light blue. This shows how poor the original Bachmann colour was. A Bachmann coach from a later batch against a Bachmann coach repainted in Precision paints NSE light blue. The repainted coach is very slightly lighter than the later batch Bachmann coach but the two liveries can run together with no problem. As long as Accurascale produce their NSE light blue somewhere near the colours on the last photo then I will be more than happy.

Sorry to be a pedant but 5090 was a Mk2z not a Mk2a. You are quite correct about the colour change. Some of the Mk2z stock for the Cambridge lines had a partial refurb and were painted the darker blue, as per Harris' Mk2 Coaching Stock book. When the Cambridge services went over to EMUs the darker Mk2z stock was cascaded onto the Thames lines, to run alongside Old Oak Common stock that had been repainted original NSE blue a few years earlier. There is a photo of 5162 in darker NSE blue, next to two vehicles either side in the lighter blue, in the 1991 Platform 5 Combined volume. Just to clarify. The original Mk2 build stock (all built as vacuum braked) was classified as Mk2z when coaching stock was added to POIS, to be accessable on TOPS, in 1983. Paul's photo also shows that original NSE blue stock was used on the Cambridge services as well.

One quick question: I have a Collett K42 BG and a GW design P24 Monster which will both require accurate Pressed Steel parcels stock bogies that would also be fitted under M.34, O.33 and O.62 siphons (shorter spring length than on passenger stock). Would you be willing to make your bogies available as a separate item? BTW I will be replacing my Lima siphons with your offering.

You can have a Mk2D FK in a push-pull rake. Copyright John Webster on Flickr 28/2/88 47708 with 13588 in executive, 6605, 5146, 5197 in ScotRail, 9440 in blue and grey, 9704 in ScotRail. 13588 was one of two Craigentinny Mk2D FKs for use on the 10.30 Edinburgh - Aberdeen, 14.45 Aberdeen - Edinburgh which was an InterCity East Coast working from May 1987 to May 1988. From May 1988 the equivalent working seems to have used Longsight Cross Country stock. Rake details courtesy of @br2975. A link to a copy of my word document is below as previously posted:

I'd recently seen it listed in a Rail Magazine from around 1987 after it was mentioned on RMweb a few weeks ago. To be honest I still didn't believe it until I just saw your post. It was in blue and grey and based at Old OakCommon in January 1986 and moved from Polmadie to Longsight from 6/12/86, subsequently being repainted executive around May/June 1987 according to the Railway Observer. I'm guessing it was like 5813, being a cross-country coach repainted full ScotRail in error.

In 1988 you are looking at the following numbers of Mk1 passenger stock still in everyday use: Open First 35 vehicles, 0 with BR1 Open Second 226 vehicles, 40 with BR1 Corridor Composite 39 vehicles, 1 with BR1 Corridor First 28 vehicles, 0 with BR1 Brake First 11 vehicles, 3 with BR1 Corridor Second 233 vehicles, 57 with BR1 Brake Corridor Composite 14 vehicles, 0 with BR1 Brake Corridor Second 130 vehicles, 46 with BR1 By 1993 there were only 5 Mk1 Open Seconds with BR1 bogies, all other Mk1 passenger stock had either B4 or Commonwealth bogies. Not that there were many Mk1 passenger coaches left in every day use with all the Corridor Seconds having been withdrawn. The majority of the stock fitted with Commonwealth bogies was new build between 1961 and 1963. B4 bogies substituted BR1 bogies in selected stock up to about 1970; initially to give more 100 mph stock to run with those with Commonwealths and latterly so that Mk1 stock converted to air brakes could run at 100 mph with the new air braked Mk2 stock. From about 1970 to 1985 (when the Newspaper Packing BGs were given Commonwealths) very few, if any, bogie swaps occurred.

Further to @Legends post I checked the date of the Ayr Coast Line electrification which was 1986. Obviously the Class 107s released from that line would be available for other services but it is interesting that they kept the allocation at Ayr. In 1988 all the Eastfield and Haymarket sets were Class 101s and Class 108 hybrids in blue /grey (plus the sparse remnents of the Class 120 fleet) and the odd all blue Class 104. I have also found a second Class 101 set in Strathclyde, again based at Ayr. I forgot about the 156s. I look at them as being too new!

Strathclyde red (you can't say orange in Glasgow/Edinburgh due to some devisive stuff) seems to have been first used on the Class 107 DMUs and Class 303/311 electric stock from 1984. There was also one Class 101 set in red. ScotRail blue stripe started in November 1984 so the two liveries would have been around at the same time. The main point is that the 303s and 311s didn't work into Queen Street Upper or Edinburgh and the majority of the 107s were based at Ayr working Glasgow Central - Largs/Ayr plus the Glasgow Central - Edinburgh via Shotts services. A small number were based at Eastfield and did turn up on the Queen Street Upper - Dunblane services and occasionally on local services from Edinburgh - Carnoustie/Dundee or Edinburgh - North Berwick. Copyright Claire Pendrous from Flickr In 1988 there were 22 Class 107 DMBS, 5 based at Eastfield but in blue/grey, and 17 based at Ayr of which 15 were in red. There were 21 Class 107 DMCL, 5 based at Eastfield but in blue/grey, and 16 based at Ayr of which 14 were in red. For completeness there were 23 Class 107 TSL, 5 based at Eastfield but in blue/grey, and 18 based at Ayr of which 15 were in red. The sole Class 101 set in Strathclyde red was also based at Ayr in 1988. So whilst a Strathclyde red set may have turned up at Queen Street the majority of sitings would have been at Edinburgh on the Shotts services.

Tried as you suggested and If I click on the title of the thread it goes to the first post ✔️ If I click on the time of the post it will still take me to that last post✔️ Excellent result, just what I wanted. Many thanks.

Excuse me Andy When using "My Unread Content" originally if you clicked on the title of a thread you went to the first post on the first page, whereas if you clicked on the number of minutes/hours since the last post you went to the last post. If you click on the title of a thread you now go to the last post made. Would it be possible to go back to accessing the very first post on a thread as before?

You're too kind, all I do is devour working timetables, passenger marshalling books (thanks to Robert Carroll and his BR Coaching Stock Group) and copies of Loco Hauled Travel! With regard to the push-pull sets please take into account the following post from Glenn Daniel (#Dunedin). He worked on the 47/7s at Haymarket before moving to Craigentinny. St Enodoc should also be contacted/referenced as he knows considerably more about push-pull systems than I ever will.

My copy arrived this morning. Excellent service from the SDEG, I'm looking forward to spending some time looking through it.

This is the earliest photo I can find and I've searched 5327 through to 5346 and 26027 to 26046: Ado Griff on Flickr. 26039 Queen Street 1st November 1975.

Just had a quick look myself. The late class 24s have got them but not the 26s. I've also had a quick look through some Bradford Bartons (not many photos) and the earliest photo I found of a 26 with twin headlights was 1977.

The leading wagon in this photo looks like a rivetted version. From Flickr, John Woolley It's dated May 1979 so would probably have been one of the last ones in normal service.

So the question is: Would you ever contemplate making the 1/155 variety? You obviously already have the chassis but I do appreciate that the alterations to the ends would also change the lower side end angles as well. Personally I would buy another 3 packs (9 wagons) worth.

Well I am delighted to say that my pack of Holdalls arrived Friday afternoon and they are as excellent as I expected them to be. I have also shared another pack in order to have three of these now. Today has been spent with a touch of backdating. When first delivered they had the left hand Hydro as a lesser height compared to the later logos and ISIS Group as a large transfer to the right hand side. The small ISIS Group logo at the far right hand side was also not present. From Paul Bartlett's site wagon 83 80 4741 012 had this style so I originally guessed that all the ones prior to this were the same. The following photo from September 1988 shows certainly 4 of the later style, 2 of the earlier style and possibly 1 more of each plus an unbranded holdall. Photo Dave Jolly on Flickr By 1990, Paul Bartlett's site shows that wagon numbers 008 and 010 had the later style and from checking more photos on Flickr I now believe that the branding was applied randomly and that the style shown on numbers 008 and 010 was carried by these from the outset. Wagons which were rebranded kept the smaller left hand Hydro, had the Isis Group logo covered by a larger Hydro and did not receive the small Isis Group on the far right hand side. With Aberdeen Kirkhill being set in early 1988 I decided to change the branding of wagons 008 and 010. Strictly speaking one wagon should now be 012 and I am still looking for further examples in this early style. The new transfer paper I have used was not great but I have managed to do some touching up so they are now reasonably acceptable. These two can also be weathered, hopefully covering the numbers a bit, whereas wagon 036 will be kept very clean indeed. The silver blank on wagon 010 is a match for the rest of the wagon but is slightly more gloss and has caught the light. I must finish by saying many thanks to Revolution Trains for making these wagons available for all of us.