MREmag Special Features
MREmag Special Features
Special Feature - The Loco Team
The Art of The Possible
by Brian Macdermott (on behalf of The Loco Team)
I’m pleased to say that – at the request of one of the members – the Rolling Stock Special Features Team ‘stuck together’ and has been looking at steam locos in a similar way. This was rather like the 2009 Loco Survey that I ran personally that year, but was subjected to much greater scrutiny, debate and analysis over several weeks. One thing that The Loco Team definitely isn’t is a bunch of ‘yes men’! The end result is simply the tip of the iceberg of the mass of data that they sifted through, and I am – yet again – indebted to them for their commitment.
It seems likely that there are at least 1000 steam locos that could be considered for production in model form. However, when you examine those locos closely, the vast majority stand little or no chance of being made ‘commercially’ (and by that we mean available from the majority of model shops or through model magazine special commissions and Kernow).
One team member summed it up beautifully as ‘the art of the possible’. A lot of people would like to see things like The Great Bear, Bulleid’s Leader, the 'Hush-Hush' and so on. However, going by what has been made over the past decade or so, locos produced are ones that:
- lasted to around at least 1959 (giving numerous livery possibilities);
- had good geographic spread (generally but not exclusively);
- were numerous (generally but not exclusively);
- can have a number of variations produced (tenders, chimneys, cabs, splashers etc.).
We believe that around 75 steam loco types fall into this framework, and about half of those stand a better chance of being made in the near future compared to the other half. Current production is about six new steam locos per year. That could easily increase to seven per year – and that makes our list ‘do-able’ within about 10 years.
Pat has kindly agreed to publish the results of our deliberations on MREmag about every 10 days and will then archive them with the other Special Features.
Special Feature - The Loco Team Results
by Brian Macdermott (on behalf of The Loco Team)
The Loco Team
The Loco Team comprises Brian Macdermott, Neil Burgess, Robert Carroll, John Lewis, Chris Knowles-Thomas, Nick Stanbury, Ian Taylor and Glen Woods. The loco selection (which has been made from a base of several hundred) represents those locos which the team feels:
1. Would be the most likely candidates for 00 commercial production within the next decade or so;
2. Are most likely to be made by Bachmann, Dapol, Hornby, Kernow, Model Rail magazine etc.;
3. Were primarily extant in 1959 and in mainly good numbers;
4. Weren’t extant in 1959, but were so in ‘early crest’ period warranting special consideration.
The locos which the team feels stand the highest chances of commercial production in the first half of the decade have been noted as ‘Top Tip’. Of course, the team has no greater powers of ‘seeing into the future’ than anyone else – however, these selections have been made after much debate, deliberation and comparison with what the manufacturers have produced in the past decade.
Loco Team Selection of BR Standard Steam Locos
Locos are listed in order of wheel arrangement, lowest to highest. Tank engines precede tender engines of the same wheel arrangement. Within each category, locos are listed by power classification (2MT precedes 3MT). The Loco Team has deliberately excluded certain ‘popular’ locos which it considers stand little chance of commercial production, such as the USATC S-160 and the WD 8F 2-10-0.
BR 2MT 2-6-0
(78000-78064) TOP TIPThese are closely based on the LMS Ivatt 2MT 2-6-0. All 65 with BR3 tenders, built late 1952 to 1956 (with most of the last series to Scotland). Others went to the SR, LMR, NER, ER and WR. They were withdrawn between (mainly) 1965 and 1967. Good all round loco, and a good bet. 78019 preserved at Great Central Railway.
BR 3MT 2-6-0
(77000-77019) TOP TIPAll 20 built 1954 with BR2A tenders and allocated to Scotland or NER (but the latter with good geographic use). They were withdrawn between (mainly) 1966 and 1967. Same chassis and tender as 4MT 2-6-0. One ‘celebrity’ loco (77014) ended up on the SR. Production of this loco would go a long way to completing the BR Standard line-up.
BR 2MT 2-6-2T
(84000-84029) TOP TIPThese 30 locos were closely based on the LMS Ivatt 2-6-2T. 84000-84019 built 1953, were PP-fitted and allocated fairly widely across the LMR and into North Wales. The final 10 locos (84020-84029, not PP-fitted) weren’t built until 1957 and were all originally allocated to the SR at Ashford and Ramsgate. In 1961, some went to Brighton, Eastleigh and Exmouth Junction.
BR 5MT 4-6-0 Caprotti
(73125-73154)73125-73144 were built mainly in 1956, some with BR1B and some with BR1C tenders. In 1959, they were split between Lees, Leicester (Midland) and two at Nottingham. 73145-73154 were built in 1957 and allocated to St Rollox. 73129 preserved at Butterley.
BR 8P 4-6-2 Duke of Gloucester
(71000) TOP TIPShe was introduced 1954 with a BR1E tender, but this was changed to a BR1J in 1957. Allocated to Crewe (North) in 1959. She shared the same size driving wheels as the Clan class. The wheelbase is 1ft more on this loco compared to the Brit or Clan, but that length is concentrated between rear driver and truck. Preserved and based on the East Lancs Railway.
BR 8F 2-10-0 ex-Crosti Boiler
(orthodox conversion, 1959-1962) (92020-92029)Converted from the 9F Crosti-boilered versions between 1959 and 1962 for orthodox running and reclassified as 8F. They were used more widely on general duties than their predecessors.
Loco Team Selection of LMS/LMR Steam Locos
Locos are listed by class number/name in order of wheel arrangement, lowest to highest. Tank engines precede tender engines of the same wheel arrangement. Within each category, locos are listed by ascending power classification number (1P will appear before 2P). The Loco Team has deliberately excluded certain ‘popular’ locos which it considers stand little chance of commercial production such as the MR Compound (all gone by early ‘50s), the Beyer Garratts (iconic but too big for most layouts) and the Turbomotive No.46202.
SDJR Sentinel 0-4-0T
(47190 and 47191)Now that Model Rail magazine has entered the loco market with a Sentinel, maybe they could consider this one for the future? An iconic S&D loco (and industrial versions can spin off).
CR McIntosh 2P 0-4-4T
(55159-55269 with gaps)These were known as the ‘standard passenger tank’ for Scottish modellers. Most of 55198 to 55269 lasted until the early ‘60s. Note that 55260-55269 were built by the LMS. 55189 preserved as CR 419 at Boness.
LMS Fowler 2P 4-4-0
(40563-40700)The 2P was a class of originally 136 locos, shedded from London to Scotland. With many surviving to the early ‘60s, they are a vital component of the LMS/LMR scene. Although this loco has been announced by Hornby, we have still included it here as we don’t fully know as yet how ‘upgraded’ this model will be, apart from having loco drive motor.
LMS Compound 4P 4-4-0
(40900-40939, 41045-41199 with gaps) TOP TIPLast example was withdrawn July 1961. This is a useful and attractive loco which, in the mid-‘50s, was shedded between London and Scotland (where they saw much use on the old G&SWR system). Note: often confused with the MR Compound 4P (which Hornby produce, and have re-released this year in the railroad range) but that class was all gone by the early ‘50s.
CR Drummond Jumbo 2F 0-6-0
(57230-57473 with gaps)In 1959 there were still around 250 Caledonian Railway 0-6-0s (of three classes) extant and one would make a fitting shed mate for the 0-4-4T above. Although a 3F is preserved, there were more of these 2Fs, with 134 in January 1959 and many lasting into the early ‘60s.
LMS Fowler 4F 0-6-0
(44027-44606)Originally a class of 580 locos, some with left- and some with right-hand drive, they were seen anywhere from Bournemouth to Scotland. Many survived to the early ‘60s, making this a vital component of the LMS/LMR scene. Technically, 44557-44561 were S&D locos taken into LMS stock. Although this loco has been announced by Hornby, we have still included it here as we don’t fully know as yet how ‘upgraded’ this model will be, apart from having loco drive motor.
L&Y 27 Class 0-6-0
(52088-52529 with gaps)Originally a class of 245 locos, there were about 68 still left in 1959, spread widely between (for example) Wakefield, Goole, Rose Grove, Lostock Hall, Aintree, Rhyl, Speke and Crewe. Maybe this is one for the future? One preserved (52322 as Lancashire & Yorkshire 1300 at Ribble Steam Railway).
LMS Stanier 6P/5F Mogul 2-6-0
(42945-42984) TOP TIPThese can use existing Fowler tenders. Although only a class of 40 locos, they lasted until between 1963 and 1967. 42968 preserved on the Severn Valley Railway. A good ‘all-rounder’.
LMS Stanier 8P 4-6-2 Princess
(46200-46212)Officially the ‘Princess Royal’ class, these locos go way back in modelling history and affection with their green and two red liveries possible in BR days. Although the current Hornby version is passable, it needs ‘the modern treatment’ which would place it in the stunning league and enable the two types of valve gear to be made. Two preserved.
LMS Stanier 8P 4-6-2 Duchess
(46220-46255) and Ivatt 8P 4-6-2 Duchess (46256 and 46257)Officially the ‘Princess Coronation’ class, but known to most modellers as ‘Duchesses’. Green and two red liveries are possible in BR days. Three preserved. Although the current Hornby Stanier version is good, it could do with ‘the modern treatment’ which would place it in the stunning league. The two Ivatt locos had a different cab style, rear truck and other details.
Loco Team Selection of GWR/WR Steam Locos
Locos are listed by class number in order of wheel arrangement, lowest to highest. Where there is ‘strong similarity’ (e.g. 41xx and 51xx), those number ranges have been grouped together as this is how a manufacturer would almost certainly view them for production. The Loco Team has deliberately excluded certain ‘popular’ locos which stand little chance of commercial production such as The Great Bear and the GWR Steam Railmotor.
Peckett 0-4-0ST
(1141, 1143, 1145, 1150, 1151, 1152) (plus GWR 886, 926, 930, 933 which were ex-Swansea Harbour Trust)The team has included this as it is a typical example of a small industrial 0-4-0T. These had 3ft 7in driving wheels, which particularly suited them to use in tight curve locations. The GWR acquired six examples of Peckett’s Class E (from SHT and P&M) together with four similar, but smaller, W4s at Grouping (when they were at Swansea Docks). The six Class E became BR property. Variously withdrawn from 1952 to 1963. No.1151 was sold as scrap to RS Hayes & Co, Bridgend, in January 1964 but shunted there between January and April that year, and survived until 1965.
GWR 14xx/58xx 0-4-2T
(1400-1474, 5800-5819) (14xx Class was 48xx to 1946) TOP TIP14xx Push Pull-fitted (58xx not and most gone by 1959). Both types were built with and without top feed and different tool box position. Four BR liveries possible: mixed traffic lined black; plain black; lined green; and plain green (although the latter was not common). 14xx currently available from Hornby (but ‘old’ Airfix version). A good bet, particularly if a new build Autocoach is made. Four preserved.
GWR 90xx 4-4-0 Dukedog
(9000-9028) TOP TIPWith and without top feed. Particularly associated mainly with the former Cambrian lines in Wales, but two at Swindon. Bachmann could possibly use the City of Truro chassis (3in difference between rear bogie and front driver). One preserved on Bluebell. (Spin off to 33xx Bulldog possible – same chassis and outside frames – used for piloting on South Devon banks pre-WWII, but all these had gone by 1951.)
GWR 16xx 0-6-0PT
(1600-1669)Same wheelbase as 54/64/74xx, but smaller body and 4ft 1½in wheels. Introduced 1949. It was also the last GWR design to be built (1949-1955). Good geographic spread from Newton Abbot, Wolverhampton, Worcester, as well as North and South Wales. Two based in Scotland in later years for Dornoch branch use. One preserved on K&ESR.
GWR 2301 Dean Goods 0-6-0
(2300-2579)If this loco was ‘modernised’ with a correct small 2500 gallon tender as carried in BR days, the current Hornby (nee Airfix) version could go into the Railroad range. Same wheelbase and wheelsize as 2251 class. Last loco survived until 1956. One preserved at Swindon.
GWR 64xx/74xx 0-6-0PT
(6400-6439, 7400-7449) TOP TIP64xx Push-Pull-fitted (74xx not). Four known BR liveries: mixed traffic lined black; plain black; lined and plain green. A good alternative to the 14xx for PP services. With the ‘split potential’ of PP and non-PP, this is a good bet. Three preserved. The PP 54xx (5400-5424) is – in essence – the same loco, but with larger 5ft 2in wheels as opposed to 4ft 7½in and could spin off.
GWR 94xx 0-6-0PT
(3400-3409, 8400-8499, 9400-9499) TOP TIPThe three number ranges are all the same class. Although a GWR design, only 9400-9409 were actually built in GWR days. With their taper boiler, they are a distinct ‘style alternative’ to the usual pannier tanks, with broad geographical spread (Penzance to Wolverhampton including South Wales). Once made by Lima, those models are now getting ‘long in the tooth’. 9400 in National Collection. Another very good bet.
GWR 43xx/53xx/63xx/73xx/93xx 2-6-0
(4303-4386 with gaps, 5300-5399, 6300-6399, 7300-7321, 9300-9319)Churchward and Collett cabs and front end differences. Inside and outside steam pipes. Four BR liveries possible. The 93xx had side window cabs and were renumbered 7332-7341 between 1956 and 1959. Model available from Bachmann, but getting ‘long in the tooth’, so may become a good bet soon. Two preserved.
GWR 51xx 2-6-2T
(4100-4179 and 5101-5199) and 61xx (6100-6169) TOP TIPLarge geographical area, but 61xx primarily London area until ‘60s. 51xx and 61xx basically the same loco but with higher boiler pressure. 81xx basically the same, but with 5ft 6in wheels instead of 5ft 8in. The current Hornby 61xx version (nee Airfix) could retire to the Railroad range. The 41xx and 51xx number ranges are a very good bet. 10 preserved.
GWR County 4-6-0
(1000-1029) TOP TIPSingle and double-chimney versions (the latter after 1955 except No.1000, which was built with a unique one). Mixed traffic lined black and lined green livery in BR days. All lasted to the early ‘60s. Essential to complete the lineup of GWR main line locos – good for expresses, fast fitted freights and milk trains. Current Hornby (nee Dapol) version showing its age and has gone to Railroad range. None preserved, but a replica is under construction.
GWR King 4-6-0
(6000-6029) TOP TIPSingle and double-chimney versions. Hornby has upgraded this loco over the years, but an ‘all-new’ model is needed and would benefit from their improved quality production methods. Examples preserved.
GWR Manor 4-6-0
(7800-7829)Two 3500 gallon styles of tender. A highly useful loco with good geographic spread, and often used as pilots in South Devon. Nine preserved. Currently available from Bachmann, but getting ‘long in the tooth’, so could become a Top Tip soon. A ‘Cambrian theme’ might generate interest for the Dukedog.
GWR Hawksworth Modified Hall 4-6-0
(6959-6999, 7900-7929)Already made by Bachmann, but originally produced by Replica, and is therefore getting ‘long in the tooth’ and not currently available. Could become a Top Tip soon. Footnote: Bachmann made the Collett Hall (4900-4999, 5900-6958 number range) as a ‘new build’ in 2005.
GWR Saint 4-6-0
(2902-2989)Same wheelbase as Hall, Grange and Manor. Last loco withdrawn 1953. The required 4000 gallon tender exists with Bachmann (on the Hall) and Hornby (on the Castle/Grange). Under construction as full-size new-build venture by the Great Western Society at Didcot.
GWR Star 4-6-0
(4038-4062)Although 12in to the foot Stars and Castles share the same wheel sizes and wheelbase, it’s a shame that the Hornby Castle can’t be adapted for a new Star model. However, the required tenders do exist with Hornby. Last loco withdrawn 1956. One preserved at NRM.
GWR 42xx/52xx
(4200-4299 with gaps, 5200-5264) and GWR 72xx 2-8-2T (7200-7253) TOP TIPTwo styles of frame. The 72xx is basically the same loco from the cab forwards. Apart from two 42xx at St Blazey (clay traffic), the 42xx/52xx were more parochial to South Wales, whereas the 72xx were more of a ‘main line loco’. Two seriously good bets. Five preserved.
GWR 47xx
(4700-4708) TOP TIPPainted passenger lined green post-1956. Much used on overnight fast fitted freights, as well as filling in on Summer Saturdays on expresses and milk trains. Another seriously good bet.
Loco Team Selection of LNER/ER Steam Locos
Locos are listed by class number/name in order of wheel arrangement, lowest to highest. Tank engines precede tender engines of the same wheel arrangement. The Loco Team has deliberately excluded certain ‘popular’ locos which it considers stand little chance of commercial production, such as the P2.
GCR/LNER D11/1 and D11/2 4-4-0 Director (62660-62670, 62671-62694) TOP TIP
A ‘publicly popular’ loco. The D11/1 locos were lately based in the Sheffield area, and the D11/2 locos in Scotland (although these were slightly modified, but give the possibility of appealing names such as Bailie MacWheeble, Wizard of the Moor and Luckie Mucklebackit). No.62660 Butler-Henderson preserved in the National Collection. A very good bet.
GER/LNER D16 4-4-0 Claud Hamilton (62510-62620) TOP TIP
Only just scrapes into the 1959 criterion, but listed here as an essential GER loco which is both iconic and ‘publicly popular’.
LNER D49/1 Shire and D49/2 Hunt 4-4-0 (62700-62775)
33 of the 76 total had flat-sided ‘Group Standard’ tenders as per most B1s. The other 43 had stepped tenders, as modelled by Bachmann. The D49/1 were fitted with Walschaerts valve gear, whilst the D49/2 had Lentz rotary gear. A good loco for the northern ER area and up into Scotland particularly via the Waverley route. One preserved. Although Hornby have reintroduced the D49/1 for 2011 in the Railroad range, that is a very old model.
GNR/LNER C1 4-4-2 (62808-62885 with gaps) LBSCR H2 Brighton Atlantic (32421-32426)
We have repeated these in both LNER and SR sections for clarity purposes. If one is made, the other should ‘spin off’. The GNR version is preserved in the National Collection and the Bluebell Railway has an ongoing project to build a replica LBSCR ‘Beachy Head’. Although the clearance between the driving wheels is tight, a commercial model would be feasible if made with a slightly reduced ‘worn driving wheel’ diameter. This small amount of ‘artistic licence’ is perfectly acceptable, particularly as a footstep partly obscures the proximity of the two driving wheels. A good bet for when the Bluebell loco is ready.
GNR/LNER J50 0-6-0T (68890-68991) TOP TIP
Now here’s a good ‘all-round’ 0-6-0 if ever there was one! With 102 examples in the class, they could be seen working cross-London freight, into GER territory at Norwich, right up the ECML and on up to Scotland (Glasgow). Many lasted into the early ‘60s (some Departmental also). With two bunker styles to boot, this is a seriously good bet. Model was made by Lima, but now well below modern standards.
GER/LNER J69 0-6-0T (68490-68636, although some are J67. However, all J67 were gone by 1959).
In effect, the GER territory equivalent of the J50, with good geographic spread from London to East Anglia, back inland to Doncaster and a couple even in Scotland. Iconic ‘spruced up’ Liverpool Street pilot loco. Over 70 survived beyond 1959, with many lasting to the early ‘60s. A good bet in a few years’ time? One in the National Collection.
GNR/LNER J6 0-6-0 (64170-64279) TOP TIP
A class of originally 110 locos, this is the archetypal Great Northern freight loco, but could also be used for light passenger work. A good spread of locations right up the ECML area. A seriously good bet.
GCR/LNER J11 0-6-0 (64280-64453)
100 survivors in 1959 (of which 33 J11/3s had higher pitched boilers following rebuild by Thompson). A great stable-mate for the D11/1 above. Shedded at Retford, Frodingham, Lincoln, Immingham, Northwich, Staveley, Langwith Junction, Tuxford and Annesley.
GER/LNER J15 0-6-0 (65350-65479) TOP TIP
A class of originally 127 locos, about 50 made it to 1959 and many beyond. The archetypal GER freight loco, but could also be used on light passenger work. A good spread of locations across the old GER area. With one preserved on the North Norfolk Railway, this is a seriously good bet.
GER/LNER J17 0-6-0 (65500-65589)
These were more powerful than most ER 0-6-0s in 1959, their power far outweighing their looks. A class of originally 89 locos, the majority were still extant in 1959 with some lasting into the early ‘60s. Good spread of sheds including for example Stratford, Cambridge, March and Lowestoft. One preserved in National Collection.
NER/LNER J27 0-6-0 (65780-65894)
A high number of the 115 examples lasted right into the ‘60s, with many going on until beyond 1966. All based in the north east area. However, these locos are ‘publicly popular’, which might tip the balance in a few years’ time? One preserved on North Yorkshire Moors Railway.
NBR/LNER J36 0-6-0 (65210-65346)
Originally a class of 123 locos, many lasted into the early ‘60s, with some going on beyond 1966. All based in Scotland. However, these locos are ‘publicly popular’, which might tip the balance in a few years? One preserved (‘Maude’).
GER/LNER N7 0-6-2T (69600-69733) TOP TIP
Primarily associated with the Liverpool Street ‘Jazz’ suburban services, but have broad appeal for modellers of all the GER area. Some in East Anglia, even working Push-Pull trains, with others seen on the ECML (London and outer suburbs). One ‘spruced up’ as Liverpool Street pilot. One preserved on North Norfolk Railway. A good bet (particularly if Hornby’s Gresley non-gangwayed stock can be converted to Push-Pull).
LNER K1 2-6-0 (61997, 62001-62070) TOP TIP
A good all-round loco with good geographic spread, including Scotland (for a change!). Shedded variously at Stratford, March, Darlington, Stockton and Fort William. 62005 preserved by NELPG.
LNER V2 2-6-2 (60800-60983) TOP TIP
Lined black and lined green livery in BR days. Already in the Bachmann range, but included here as there have been many calls for it to be brought up to modern standards. An essential LNER ‘good all-rounder’. One preserved.
GER/LNER B12 4-6-0 (61500-61580)
A bit thin on the ground by 1959, but included here as an essential class for the GER area modeller, but appeared elsewhere such as Lincoln-Derby and Cambridge-Oxford. It has been in the Hornby stable for many years, but now well short of modern standards. One preserved on North Norfolk Railway.
NER/LNER B16 4-6-0 (61400-61468) TOP TIP
Although primarily a north eastern area loco, it has many uses and was often seen a comparatively long way from home (even in London) on a variety of duties.
GCR/LNER A5 4-6-2T (69800-69842)
Used in the north east, Lincolnshire and the East Midlands (with a couple at Norwich up to 1958). 69824 was used on King’s Cross empty stock and some local passenger duties in February 1958, followed up by 69814 during the first half of 1960. Maybe a GCR loco for the future?
LNER A2/1 (60507-60510), A2/2 (60501-60506) and A2/3 4-6-2 (60500, 60511-60524)
Essential to complete the ECML express loco line up. Distinctive locos with the cylinders set unusually far back, they would provide a bold contrast to the existing Gresley and Peppercorn 'Pacifics'. The A2/2s didn’t have smoke deflectors, whereas the A2/1s and A2/3s did. Variations in chimney styles possible.
NER/LNER Q6 0-8-0 (63340-63459)
120 locos, virtually all surviving to 1963 at least. The archetypal NER heavy freight loco. However, due to the relatively limited geographic range, this might be one for future years? One preserved on North Yorks Moors Railway.
GCR/LNER O1 2-8-0 (63571-63901 with many gaps)
Accidentally omitted from the MREmag 2009 Loco Survey. Uses the B1 boiler. These 58 heavy main line freight locos have broad geographic spread between March (25), Annesley (23), Colwick (5) and Tyne Dock (5). Might be one for the foreseeable future now that Hornby has announced the B1?
GNR/LNER O2 2-8-0 (63922-63987) TOP TIP
Classic main line heavy freight loco for the old GNR area. Some with cab side windows. A seriously good bet.
GCR/LNER O4/8 2-8-0 (63573-63915 with many gaps)
In 1959, they were the most numerous subgroup in the O4 class - 96 examples with the B1 type boiler replacing the original Belpaire GCR type. Many lasted to the mid-‘60s. One for Bachmann to consider.
Loco Team Selection of SR/Southern Region Steam Locos
Locos are listed by class number/name in order of wheel arrangement, lowest to highest. Tank engines precede tender engines of the same wheel arrangement. Within each category, locos are listed by numerical then alphabetical class. The Loco Team has deliberately excluded locos such as Bulleid’s 'Leader' and others which might be popular, but stand little chance of production.
LSWR B4 0-4-0 Dock Tank (30082-30102 with gaps)
Only a handful of small locos, but some had cab variations etc. Three lasted until 1963. Two have been preserved, one of which is on the Bluebell Railway. It is unlikely to be made by ‘the big boys’ but maybe one for Kernow or Model Rail to fill a niche market for a popular little loco?
SECR H 0-4-4T (31005-31554 with many gaps) TOP TIP
This was widely used in most of the South Eastern and Central Sections, particularly on push-pull trains (often interchangeably with M7s). Am example is preserved on the Bluebell Railway. Although a ready-to-run version has been made in limited, one-off batches, we are nonetheless still listing it here. It is a good bet, particularly if the push-pull sets Nos.600-619 are made.
GNR/LNER C1 4-4-2 (62808-62885 with gaps) LBSCR H2 Brighton Atlantic (32421-32426)
We have repeated these in both LNER and SR sections for clarity purposes. If one is made, the other should ‘spin off’. The GNR version is preserved in the National Collection and the Bluebell Railway has an ongoing project to build a replica LBSCR Beachy Head. Although the clearance between the driving wheels is tight, a commercial model would be feasible, if made with a slightly reduced ‘worn driving wheel’ diameter. This small amount of ‘artistic licence’ is perfectly acceptable, particularly as a footstep partly obscures the proximity of the two driving wheels. It is a good bet for when the Bluebell loco is ready.
SECR L1 4-4-0 (31753-31759, 31782-31789)
This was shedded at Bricklayers Arms, Gillingham (Kent), Faversham, Ashford, Ramsgate, Dover and Tonbridge. Towards the end of steam, they also worked widely on the Western Section (shedded at Nine Elms etc.) and the Central Section. They were often used to double-head Dover boat trains. Tri-ang made a version of the L1 way back in 1960. It maybe one for the future? It can share a chassis with the L class, but the two have cosmetically different bodies.
LSWR 0415 4-4-2T Adams Radial (30582-30584) TOP TIP
This is an iconic and popular class, which had a long association with the Lyme Regis branch. Although a ready-to-run version has been made in limited, one-off batches, we are nonetheless still listing it here. Maybe this is one for Kernow? One has been preserved on the Bluebell Railway.
LBSCR A1X Terrier 0-6-0T (32636-32678 with gaps)
There are a multitude of livery variations (e.g. LBSCR, LSWR, SECR, IoW companies, K&ESR, GWR, SR, BR and PO). The locos are famous for their association with the Hayling Island branch, K&ESR and other locations needing a light loco. There were 12 still extant in 1959 and final survivors lasted to 1963. Seven have been preserved (plus two A1s). The current was first made by Dapol in 1988 and the tools sold to Hornby 1996. The class featured many detail variations and the current model has a combination of front splashers and bunker not found in reality. A ‘new-build’ to today’s high standards could do well. It is a popular and charismatic little loco.
USA 0-6-0T (30061-30074) TOP TIP
There were just 14 locos which were primarily (but not exclusively) associated with shunting at Southampton Docks. However, they all lasted a very long while, with some going into Departmental service. It is unlikely to be made by ‘the big boys’ but it maybe one for Kernow etc.? Four were preserved.
SECR C 0-6-0 (31004-31725 with many gaps) TOP TIP
This was one of only three SR classes to top 100 locos. 78 were still extant in 1959. It formed the mainstay of Eastern Section freight services and was often used on local passenger trains and excursions. They were found throughout the London area, including the Western Section, and one has been preserved on the Bluebell Railway.
LSWR 700 Black Motor 0-6-0 (30306-30701 with many gaps) TOP TIP
An essential freight loco for the LSWR area, it was a versatile workhorse, often used on passenger or excursion work and seen throughout the London area on transfer traffic and engineers’ trains. They have also been seen on the S&D. The class members were shedded between Nine Elms, Eastleigh and Exmouth Junction areas. A model could use some parts from the T9. This is a seriously good bet.
LBSCR C2X 0-6-0 (32434-32554 with many gaps)
This was a London-Brighton area freight loco. That area now has greater modelling value since Hornby announced the Brighton Belle at Christmas. It was an iconic Central Division loco that was also used on passenger work and regular cross-London freight duties, too. This maybe one for the reasonably foreseeable future?
SR Q 0-6-0 (30530-30549)
Equally at home on freight and some passenger duties across a broad spread of the Southern Region, this maybe one for future years? One has been preserved on Bluebell Railway.
LBSCR E4 0-6-2T (32463-32582 with many gaps)
This was a useful mixed traffic and shunting engine and would be a fitting companion for the C2X above. They were found all over the London-Brighton system but also elsewhere (such as Eastleigh and on empty carriage workings between Waterloo and Clapham Junction). One has been preserved on the Bluebell Railway.
LBSCR K 2-6-0 (32337-32353) TOP TIP
If there was a category for ‘pretty little loco’, this one would certainly be in it. All lasted until 1962. It was essential loco for the London-Brighton general area (and that will surely increase in popularity now that Hornby has announced the Brighton Belle.)
SR U 2-6-0 (31610-31639, 31790-31809) and U1 (31890-31910)
This was a good general loco which lasted well into the ‘60s, with some Us to 1966. In early 1959, Us were all over the Western Section (e.g. London, Guildford, Yeovil, Exmouth Junction, Fratton, Eastleigh and Bournemouth, but not usually west of Exeter). The U1s were on the Eastern and Central Sections, mainly at Stewarts Lane and Bricklayers Arms. However, with the onset of Kent electrification from June 1959, U1s moved to the Central and Western Sections, even doing a stint on the North Cornwall line in 1961. Three Us have been preserved and this maybe a Top Tip for future years?
SR W 2-6-4T (31911-31925) TOP TIP
This was predominantly a cross-London transfer freight loco, but some were moved to Exmouth Junction in late 1962 for banking and carriage pilot workings for about a year. Although this might not – initially, at least – fit the team’s main criteria of large class numbers and broad geographic spread, we believe they would be popular with SR modellers due to their distinctive design features.
LSWR/SR S15 4-6-0 (30496-30515, 30823-30847) TOP TIP
A high priority for mainly LSWR area modellers, 30496-30515 fit the loco portfolio well as general freight locos, but filling in on passenger turns when needed (particularly in the summer). 30823-30847 were used similarly, but were effectively mixed traffic locos, being also routinely used on stopping passenger trains on the West of England main line. This is a seriously good bet and, amazingly, seven have been preserved.
SR Lord Nelson 4-6-0 (30850-30865)
This was mainly a London to Southampton and Bournemouth area loco (although they did get to Exeter occasionally). They were a favourite on Southampton boat trains (also used pre-WWII on boat trains on South Eastern division). The model is already in the Bachmann range, but is getting ‘long in the tooth’. One was preserved.
SR Merchant Navy (Air-smoothed Casing) (35001-35030)
This was an essential loco for use with the Devon Belle Pullman (London-Exeter section) and a couple were on the SE section. All were rebuilt between 1957 and 1959, with their air-smoothed casing removed. Hornby currently produce only the rebuilt version. (Footnote: Many people refer to the MNs in their early years as ‘Un-rebuilt’ or ‘Original’. The Loco Team considers that the qualifier ‘Air-smoothed Casing’ is the most appropriate description. The same would apply to the WC and BoB.)
Z 0-8-0T (30950-30957) TOP TIP
Although just a class of eight locos, we have added this one as being possible in maybe a few years. In 1959, they were at Exmouth Junction (3), Salisbury (2), Ashford (2) and Templecombe (1). They were certainly used on carriage pilot duties at Exeter Central and Templecombe. A photo shows one on freight between Southampton and Fawley.
Brighton Atlantics – an Addendum from The Loco Team
A chance discussion between team member Brian Macdermott and S&D driver Peter Smith raised an item of interest for those of you who clamour for the ‘Brighton Atlantic’.
During the 1950s, there was a 9.40am Brighton to Bournemouth West. The 1957 carriage workings show that the stock was a 5-set on Monday to Friday with a 3-set added at rear on Saturdays. Loco workings for Saturdays from September 1957 show that the train was rostered for a ‘Brighton Atlantic’ on Brighton Duty No.730 (although Peter recalls seeing the Atlantic during weekdays also).
Upon arrival at Bournemouth Central at 12.09pm, the loco was booked to run light to Branksome then set back into Branksome shed via the loop for servicing (in effect, turning on the triangle). Here she would have rubbed shoulders with – maybe – 4F 44102 or even an S&D 7F. Whatever had worked the '6.35am Goods' from Evercreech Junction was booked onto Branksome about 10 minutes ahead of the Atlantic.
Meanwhile, a T9 would have brought the train round to Bournemouth West, and then propelled the stock out to the carriage sidings through the washer. The carriage sidings shunter later worked the same stock back into the West station, ready for the Atlantic to depart with the train for Brighton at 1.50pm.
Photos show No.32425 Trevose Head with set No.243 in red and cream – a set which can be modelled by renumbering existing Hornby coaches. Two further photos show a red and cream 3-set in the 39x range at the head behind No.34241 South Foreland (undated), and set 975 plus one other coach behind No.32425 on 21 April 1956.
The Loco Team (with assistance from Peter Smith)
Overall Summary of The Loco Team Results
Over the past few weeks, we have detailed around 80 steam locos which we felt would be the most likely contenders for commercial production sometime in the next 10 years or so.
There were no suggestions for additions to the Standards or LMS/LMR lists. We explained our thoughts on how the Hornby 'Princess' could be placed in the ‘stunning league’. That was not a ‘complaint’ – simply a reflection of how beautifully some Hornby models have been improved recently.
Suggested for the GWR/WR list were: the 517 Class; GWR 1338; an unspecified alternative (industrial) to the Peckett; and a 15xx. We explained how these didn’t fit our criteria, but would add that two members of The Team are GWS members – so there is support for these locos, but not as far as a ‘hypothetical investment’ is concerned. One other member recalls contributing 10/6d from his pocket money to the restoration fund for the real 1338 back in 1964!
Suggested for the LNER/ER list were: P2; J21, J37; and G5. We discounted the A1 Trust P2 as that is only the subject of a feasibility study at present. However, we have just found that The Doncaster P2 Loco Trust actually has a build project in hand. Details can be found at www.streamlineP2.co.uk. That changes the picture entirely, and we can well envisage a model as soon as that project is complete.
The J21 was discounted in favour of the J27 (from which a J26 could likely be made). The J37 was excluded in favour of the J36. Overall, we have suggested six/seven worthy 0-6-0 candidates. The G5 0-4-4T was an inadvertent oversight and is now included as an addendum (below). The queries raised off-line by Mike Leonard were addressed.
Suggested for the SR list were: O1 and H15. The O1 was discussed but discounted due to low numbers by 1959 and the fact that we listed a number of other 0-6-0s. If the S15 was made, then a manufacturer could well consider the H15.
We are grateful to Peter Smith for letting us know that the W class was used to haul oil trains on the Fawley branch, from and to Eastleigh, around 1962. A photo can be found at www.railphotoprints.co.uk. Enter 31912 in the search bar.
We appreciate that some readers were ‘disappointed’ that we didn’t have their favourite locos included, but the list could easily have been closer to 200. Our 80 locos divided by 7 per year equals 11.5 year’s production.
The split is about 70% new build and 30% upgrade of some form (e.g. modern chassis). Bachmann and Hornby average out at about two new builds and one revamp per year. If you add Kernow and Model Rail into the equation, the ratios seem to pan out about right.
The survey begs two questions:
How many of these 80 locos will actually go into production?
What rolling stock – particularly passenger stock – will we put behind some of them?
One thing seems pretty certain though; the models we are now getting are the best that have ever been produced – we thank all the manufacturers for their efforts. Let’s hope Bachmann have one or two planned for us when their programme appears on MREmag on Monday.
The Loco Team
NER/LNER G5 0-4-4T (67240-67349)
The G5 is the archetypal NER branch loco. 109 of the 110 built survived at Nationalisation and were withdrawn mainly during the period 1955 to 1958. 21 were push-pull fitted from 1937 (18 vacuum and three air – the latter for use on the GER at Saffron Walden). The G5 Locomotive Company has in hand a project to build one from scratch with completion expected in about two years (subject to funding); see www.g5locomotive.co.uk. The loco’s bogie is on display at NRM Shildon until early March (see www.nrm.org.uk). Some excellent photos can be found at www.steamingback.fotopic.co.uk.
MREmag Special Rolling Stock Features
Introduction
by Brian Macdermott
Railway terminology – or ‘jargon’ as some might call it – is a fascinating subject in its own right. The original railway companies all had variations on themes and these developed and transformed over the years, right into BR days. The terminology surrounding coaches often causes confusion, with a significant amount arising when we talk of corridor and non-corridor stock, suburban and main line stock etc.
With the help of a number of modelling enthusiasts, I have put together an outline of the more frequently confused descriptions as applied to the BR steam era. I am delighted to say that Pat has kindly agreed to these appearing about every 10 days as follows:
MREmag Special Feature No.1
details passenger coaches which typically ran in Class A trains.
MREmag Special Feature No.2 details passenger coaches which typically ran in Class B
trains.
MREmag Special Feature No.3 covers stock typically found in parcels trains (Class C).
MREmag Special Feature No.4 will cover Freight stock.
MREmag Special Feature No.5 will cover General Railway Service Vehicles (Departmental
stock).
I am indebted to Nick Stanbury, Ian Taylor and Robert Carroll for their help.
Nick often answers questions on ‘operational matters’ here on MREmag. He has 45 years’ service on the operating staff of the Bluebell Railway and was a founder member of the Somerset & Dorset Railway Trust. He has been modelling for more than 50 years. His writing skills have helped tailor the Special Features to appeal to the broadest range of modellers.
Ian has also been a 00 modeller for 50 years and often contributes to MREmag, particularly on livery details appertaining to the ‘50s/’60s. His father was a railway manager, working for British Tranport Commision (BTC). In that capacity, he was able to amass a vast range of notes that form a vital historic record, to which Ian often refers for the benefit of MREmag.
Robert has written numerous articles on BR coaching stock and carriage workings and is widely respected for his extensive knowledge of coaching stock of the BR era. He is a 00 modeller with a large layout depicting the BR era 1958-80.He is the founder and group owner of the BRCoachingStock Yahoo Group (almost 700 members).Readers wishing to delve more into coaching stock matters can log on to http://finance.groups.Yahoo.com/group/BRCoachingStock/.
I have been modelling since the 1950s. I spent many hours trainspotting ‘the real thing’ in the late ‘50s/early ‘60s. My main interest has been the operation of the S&D and I have written numerous articles on that subject. Since joining the Steam Railway Research Society in the early ‘80s, I have been looking at carriage workings of all the BR steam era regions.
MREmag Special Feature No.6 will cover Train Reporting Numbers, and for help with this I am indebted to two others. Firstly, Richard Strange, who set up the Steam Railway Research Society in 1983 and has been Historical Consultant to Steam World magazine since 1991. Secondly, Richard Woodley, who is the author of a remarkable piece of published research which I commend to all – his book entitled The Day of The Holiday Express (WR services on 9 July 1960) – published by Ian Allan.
We hope you will enjoy the Special Features and that they will contribute to your greater understanding of the subject. In fact, the very reason I started writing them was that I was confused myself! I am sure some readers may have their own views on terminology - I would love to hear them, but please ensure you quote your source.
MREmag Special Feature No.1
BR Steam Era Loco-hauled Passenger Coaches (Gangwayed)by Brian Macdermott (with valued input from Nick Stanbury, Robert Carroll and Ian Taylor)
For the purpose of this Special Feature, I am broadly summing up BR steam era loco-hauled carriages as those which conveyed fare-paying passengers – passenger-carrying coaching stock (PCCS) – and stock which typically ran under Class A headlamp code, known to most modellers as expresses.
Gangway
A gangway is the projection on the end of a vehicle which, when connected to its counterpart on an adjoining vehicle, allows staff and/or passengers access from one vehicle to the other. These are often referred to as ‘corridor connections’, but are more accurately described as ‘gangway connections’.
The greater majority of what BR steam era modellers might generically term ‘express’ or ‘corridor trains’ were formed of gangwayed vehicles.
So....where does ‘corridor’ fit exactly?
Corridor
As stated above, access from one vehicle to another is by a gangway.
Many passenger coaches have a corridor along one side (or part of a side) off which there are numerous compartments - for example, Hornby Maunsell coaches.
The capital letter ‘K’ is used in carriage books to denote a vehicle equipped with a corridor leading to gangways. I’m not sure why ‘K’ was used, but I suspect it was because the letter ‘C’ had already been in use for many years to denote ‘Composite’.
By way of example, SR 4-sets often comprised:
BSK - Corridor Brake Second (i.e. part Second Class, part guard/luggage accommodation)
SK - Corridor Second (i.e. all Second Class accommodation)
CK - Corridor Composite (i.e. part Second, part First Class accommodation)
BSK - Corridor Brake Second (i.e. part Second Class, part guard/luggage accommodation)
Passengers could join the train from the platform at any point, then walk right through to find a suitable seat via the corridor in each coach and the gangways between them.
Open, Semi-open and Vestibule
In essence, an open coach has no separate compartments and one can (generally) see all seats in the coach in one go. Some coaches have separate open portions with a partition between them. For example, there is a BR Mk1 version which will be described in Special Feature No.2.
Seats in open coaches can be accessed from a central walkway (aisle) in most Second Class coaches, giving 2+2 seating, and a relatively central one in First Class stock, enabling a 2+1 arrangement. Some Second Class coaches had 2+1, but this was normally for dining use.
Open coaches could be either non-gangwayed or gangwayed. Mk1 non-gangwayed open stock had the aisles slightly off centre – enabling 3+2 seating.
Codes included BSO (Open Brake Second) and SO (Open Second).
Footnote:I have seen some books on the subject of the GWR that use the term ‘central corridor’ for open stock, but have not seen the term in official documents.
Semi-open means that only part of the coach is open, the remainder having compartments and a side corridor. An example is Bachmann’s Bulleid Semi-open Brake Second (34-500/34-504A).
Vestibule is the ‘lobby’ area between two opposite entrance doors where this is separated from the seating areas by a partition. Most gangwayed coaches had such a vestibule at each end and some had one or more in the middle also.
Examples are the Bachmann MK1 Corridor Second (SK) and Corridor Composite (CK).
The LMS used the term vestibule to describe open coaches and the LNER used it to describe corridor coaches! Perhaps this has contributed to today’s confused terminology?
General Summary (but modellers should still study photos and timetables for accuracy)
The greater majority of main line express passenger trains ran under Class A headlamp code. The greater majority of these comprised gangwayed stock. They might comprise all corridor or all open stock, or a mixture of both. Some trains might have included semi-opens, too.
Postscript
1.Third Class was abolished in favour of Second Class in May 1956.
2. Mk1 Kitchen Cars didn’t actually carry passengers, but worked in passenger trains for their direct service.
3. In carriage working notices (CWNs) the Western Region referred to Corridor Brake Seconds (BSKs) as ’Van Seconds’.
MREmag Special Feature No.2
BR Steam Era Loco-hauled Passenger Coaches (Non-gangwayed)by Brian Macdermott
(with valued input from Nick Stanbury, Robert Carroll and Ian Taylor)
MREmag Special Feature No.1 detailed coaches that could typically be seen in BR steam era Class A express trains. This part covers trains which typically ran under Class B headlamp code – known to many modellers as locals, but in official railway documents as ‘ordinary’ trains.
Non-gangwayed
This is where things normally start to get cloudy!
Over the years, modellers (and even some railwaymen and authors) have tended to use the term ‘non-corridor’ to describe vehicles which are more accurately described as non-gangwayed – i.e. without an end gangway giving access to an adjoining vehicle. These are noted in carriage working books as S (Second), BS (Brake Second), C (Composite), F (First) and BC (Brake Composite). Hence, a 4-set might comprise BS-C-S-BC.
But some non-gangwayed stock does have a corridor!
This is particularly so when a coach has a lavatory fitted. For example, a Lavatory Composite would typically have both classes of toilet adjoining and roughly in the middle of the coach. First Class would access their facility from a corridor on one side of the coach, whilst Second Class approached theirs along a corridor on the opposite side – never the twain would meet! (A coach with such an arrangement of one or two noncontinuous side corridors is sometimes described as ‘semi-corridor’ but this term does not seem to be recognised by BR.)
Codes for non-gangwayed coaches with lavatory were SLO (Lavatory Second Open), BSL (Lavatory Brake Second), CL (Lavatory Composite), FL (Lavatory First) and BCL (Lavatory Brake Composite). The Thompson Diagram 338 Lavatory Composite is a good example. Other Thompson non-gangwayed coaches include Diagrams 339 (Second) and 340 (Brake Second). Have a look at Comet Models website for some good pictures (www.cometmodels.co.uk).
Details of a Mk1 variation are given later.
Suburban (Inner and Outer) and Inter-district Stock
Many authors refer to non-gangwayed stock generically as ‘suburban’, especially if it also lacks a
corridor. The term suburban should really only apply to stock used for workings around major cities such as London, Manchester, Birmingham, Glasgow, Bristol etc.
One author has made the point that true suburban stock was summed up generally as high-density, reduced legroom and no lavatory. Typical of this type of steam-hauled stock were the Quad- and Quint-Art sets operating out of King’s Cross and Liverpool Street. In later years, rakes of five or six MK1 non-gangwayed coaches were used from King’s Cross.
Outer Suburban trains typically included lavatory-equipped stock. Some ran from King’s Cross out to Hitchin and even Cambridge. Others ran from Marylebone, Liverpool Street and Fenchurch Street. Lavatory-equipped stock could often be seen on secondary workings, such as in East Anglia and on the M&GN (Midland & Great Northern). It’s a matter of studying photos to see what was typical in the area you want to model.
Mk1 non-gangwayed stock was based on two underframe lengths – 57ft and ‘standard’ 63ft 6in.
The Bachmann BR Mk1 non-gangwayed stock is based on the shorter version. These had nine compartments in the Second Class and Composite coaches, with six in the Brake Second. The Open Second (NG) was technically two large open areas, with full-width bench seats mid-way. The ‘short’ range included a Lavatory Composite, but – regrettably – this has not been made by Bachmann. (A cue for everyone reading this to petition them!)
The ‘standard’ 63ft 6in underframe range had 10 and seven compartments respectively. These have been made by Replica (otherwise known as Railwayania of Swindon) and mainly of SR versions in green and crimson.
The LMS had lavatory-equipped non-gangwayed coaches which it referred to as Inter-district stock. Examples of these are as per the very old Airfix models – BSL and CL. (Cue petition to Dapol!) In the Second Class brake vehicle of these coaches, only two of the five compartments had direct access to the lavatory. In the composite, only two First and two Second Class compartments had direct access out of three and five respectively. Many modellers call these ‘suburban coaches’ – I believe that to be incorrect.
General Summary (but modellers should still study photos and timetables for accuracy)
In the BR General Appendix, Class B headlamp code referred to (in part) ‘ordinary trains’. A large proportion of these trains comprised non-gangwayed stock. Those immediately around big towns or cities ran under the umbrella title of suburban. Those running longer distances came under the umbrella title of outer suburban and often included lavatory-equipped, non-gangwayed stock..
Postscript
1. The Southern Region throws up an anomaly! Their ‘50/’60s carriage working notices refer to ‘corridor sets’, ‘loose corridor vehicles’ and ‘non-corridor vehicles’.
2. The Southern Railway GBL (Gangwayed Bogie Luggage Van) was recoded by BR as Corridor Parcels & Miscellaneous Vehicle (Cor.PMV).
Clarification to Special Features
In MREmag Special Feature No.1, I referred to coaches of the 'SR'. In the context of the piece - i.e. the BR steam era - SR was the abbreviation for the Southern Region of British Railways - not Southern Railway.
Future Features all use the BR steam era abbreviations of SR (Southern Region); WR (Western Region); LMR (London Midland Region); ER (Eastern Region); ScR (Scottish Region); NER (North Eastern Region). When the old railway companies are referred to, readers will find those suitably explained - e.g. M&GN (Midland and Great Northern).
Coaching stock references are given as BR codes, post 1956, when Third Class was abolished in favour of Second. Hence the use of BSK (Corridor Brake Second) and not BTK (Corridor Brake Third). Books about coaches of 'The Big Four' and others will often use BTK, TO etc.
A reader asked what the code was for a Semi-Open Corridor Brake Second (eg Bachmann). As far as we know, there was wasn't one. SR Carriage Workings Notices read 'BSK*' - the asterisk appears in the footnotes to the tables as 'semi-open type'. Just one of those anomalies that abound in railway terminology!
Brian Macdermott
MREmag Special Feature No.3
BR Steam Era Non-passenger-carrying Coaching Stock (NPCCS)by Brian Macdermott
(with valued input from Nick Stanbury, Robert Carroll and Ian Taylor)We can broadly sum up non-passenger-carrying coaching stock (NPCCS) as any vehicle designed and used primarily for the movement of passenger-rated traffic as opposed to human passengers. Although Special Cattle Vans (SCVs) and Horse Boxes (HBs) to and from shows could carry an accompanying ‘human attendant’, that person would not usually be considered as ‘a fare-paying passenger’. Travelling Post Office (TPO) vans carried Post Office staff sorting the mail.
NPCCS vehicles were built to coaching stock standards and were cleared for running in passenger trains (subject to certain conditions). They had to be fitted with the automatic brake (or ‘through pipe’) and had running gear, axle journals, oil boxes, springs, drawgear etc compatible with the speed at which they would run in service.
Many authors use the shorter acronym NPCS (non-passenger coaching stock – i.e. omitting the word ‘carrying’), but I believe the longer version to be fully inclusive. It can be traced back to the Big Four, and appears in numerous General Appendix books.
Not even the real railway ever sorted this category out properly and there are anomalies within
anomalies. Many companies changed their minds about whether meat vans and fish vans, for example, should be treated as NPCCS or as freight stock (which primarily carried freight-rated traffic and which will be dealt with in Special Feature No.4).
It should be added that certain types of freight stock (eg ventilated van, cattle wagon) could
also run in many types of passenger train, provided that they were suitably constructed (denoted
by an ‘XP’ branding) and that relevant speed and marshalling restrictions were complied with. The important delineator is that there would be a comparative handful of those types when running with passenger or parcels trains, whereas – when running in a freight train – there could be dozens.
Although the following list is not exhaustive, it gives some of the NPCCS types that readers may be familiar with. It is given in alphabetical order under each heading. You will see a very clear connection with the content of parcels trains in general here (Class C headlamp code), as well as many vehicles which could be seen ‘tacked on’ to an express or ordinary passenger train (Classes A and B respectively).
Postscript
1. A BG is a Gangwayed Brake – a brake vehicle from which the guard can access other gangwayed-equipped vehicles in his train. Similarly, a BGZ is a 6-wheeled version (Hornby Magazine/Dapol).
2. In carriage working notices (CWNs) the Western Region referred to the BG as a ‘Brake Van’.
8-wheel NPCCS
Bogie 42ft Luggage and Parcels Van (Diag 1870) (LMS) Lima version suffered from poor underframe/bogies.
Full Brake (BG) Hornby shortly producing Hawksworth version. Others include Bachmann Mk1 and Bachmann/Hornby LMS type.
GBL (Gangwayed Bogie Luggage, later CorPMV) (SR) The old Tri-ang model, incorrectly called General Utility Van.
GUV (General Utilty Van) Mk1 version made by Bachmann.
Passenger Brake Van (Diag K42, Collett) (GWR) Often found on milk trains. Some branded to work between two points.
Siphon G (external framed) (GWR) Produced by Airfix with wrong bogies. Now in the Hornby stable.
Siphon G (internal framed) (GWR) Produced by Lima, but had clumpy couplers, wrong size wheels and wrong bogies.
Siphon H (high roof, external frame) (GWR) Was produced by Airfix but had wrong bogies.
Travelling Post Office Sorting Van (POS) BR version being produced by Modelzone via Bachmann.
Travelling Post Office Tender (POT) Let’s hope Modelzone continue with this.
Van B (SR) In essence, a stretched version of the 4-wheeled BY below. Often used for Newspapers to the West Country and often seen in milk trains providing guard accommodation. A Ratio kit.
6-wheel NPCCS
BGZ (Stove R) (LMS) 6-wheel Passenger Brake as per Hornby Magazine/Dapol. (B=Brake, G=Gangwayed, Z=6-wheeled)
6-wheeled Slatted Van (ex-LNWR)
6-wheeled CCT (Diag 1872) (LMS) Lasted well into the ‘60s.
Milk Tanker Author Glen Woods makes a distinction that ‘milk tanker’ = the complete vehicle. The part carrying the milk is the ‘tank’.
4-wheel NPCCS
4-wheel CCT/Motor Car Van (Diag 1929) (LMS) Examples survived into BR Blue era. See Parkside Dundas kit PC33.
4-wheel CCT/Motor Car Van (Diag 2026) (LMS) Examples survived into BR Blue era. See Parkside Dundas kit PC40.
BY (SR) Currently made by Hornby as per Maunsell Van C. (B = Brake. Y = 4-wheeled)
CCT (Covered Carriage Truck) As currently made by Dapol (SR version) and by Hornby (BR version).
Fruit Van (28ft 6in – 3-doors per side) Fruit D (GWR) Currently produced by Dapol.
Horse Box Lima produced a GWR version. Hornby Dublo produced a BR version.
PMV (Parcels & Misc Vehicle) See Parkside Dundas PC36.
SCV (Special Cattle Van) See Parkside Dundas PC64/67 for GWR versions.
Siphon C (4-wheel) (GWR) This type of vehicle was used by Harris of Calne, Wiltshire for transport of sausages.
Reference works for further research related to Special Features Nos.1, 2 and 3.
MREmag Special Feature No.4
BR Steam Era Freight Stockby Brian Macdermott
(with valued input from Nick Stanbury, Robert Carroll and Ian Taylor)
For the purpose of this Special Feature, we can sum up freight stock as any revenue-earning vehicle which was constructed for the transport of goods, commodities or fluids primarily at ‘Freight Rate’ as opposed to ‘Passenger Rate’. Note the use of the word ‘primarily’ and its position in that statement.
We can sub-divide freight stock in a number of ways. Obviously, the type of traffic for which the vehicle was intended is a principal distinguishing feature and the vehicle description will often indicate this, e.g. ‘mineral wagon’; ‘petrol tank wagon’. Alternatively, the vehicle could be specially constructed to enable various loads of a particular size or shape to be handled and carried safely, e.g. ‘bolster wagon’; ‘hopper wagon’. However, the most common types of freight vehicle were general purpose open ‘merchandise wagons’ and ‘covered vans’ (although the exact titles did vary), both of which could be used for a very wide variety of loads. (Incidentally, the essential distinction between a ‘wagon’ and a ‘van’ is that the latter not only has a roof but also solid sides (ignoring any small ventilators) – so a ‘cattle wagon’ is not a van because, although it has a roof, the sides are partly open.)
The other obvious categorisation is by reference to the vehicle’s brakes. In the earlier BR period, vehicles which were ‘hand braked’ only predominated; in most cases their bodywork was painted grey. However, an increasing number of vehicles were built with (or later given) the continuous vacuum brake; their bodywork was normally painted bauxite (red/bown). A ‘fully-fitted’ vehicle had its own brake cylinder to operate brake shoes on that vehicle but some vehicles were merely ‘piped’, i.e. having a through-pipe only, the end of which, adjacent to the hose, was distinguished by being painted white. Some (but by no means all) fitted freight vehicles were so constructed to permit their safe running in passenger trains when required; these were branded ‘XP’ accordingly.
Every freight train required a goods brake van, although this was not, strictly speaking, a revenue-earning vehicle. The guard rode in this van and could help to control the speed and smooth running of his train by using the handbrake in the van and, if the vacuum brake was continuous throughout the train, he could also stop the train by opening a valve in the van.
Body colour is not an infallible guide to the brakes available as vehicles were not always correctly repainted when modified or repaired. Moreover, freight stock was rarely if ever externally cleaned, so you will find a wealth of variation in these colours!
Postscript
Brian and Nick produced three pages of notes some years ago for those who want to know more about train classes and relevant head- and tail lamp codes. Please email Brian at the address below, ensuring you put ‘Headlamps’ as the subject line or you may be ignored as spam.
brianmacdermott (at) hotmail (dot) com
Reference Works for Further Research
British Railways Wagons. Their loads and loading. Grant and Taylor. Silver Link
These are in two volumes. Volume 1 is wagons only and Volume 2 covers wagons, NPCCS and Departmental vehicles. Please note that some of the detail relates to BR post-steam era.
There are many books detailing wagons of the various companies.
MREmag Special Feature No.5
BR steam era General Railway Service Vehicles (Departmental)
by Brian Macdermott (with valued input from Nick Stanbury, Robert Carroll and Ian Taylor)
For the purpose of this Special Feature on the BR steam era, we can sum up General Railway Service Vehicles as any vehicle which was operated by or for BR in support of its operation. These vehicles were not revenue-earning – in fact, they cost BR money to run.
Examples are:
Breakdown Crane - Could run under Class A when going to an emergency, or Class B when returning home.
Staff and Tool Van - Used in conjunction with a breakdown crane; usually modified from a suitable coach or goods van.
Dynamometer Car - Technically, NPCCS – but included here as it is clearly a ‘railway service’ vehicle and does not generate revenue.
Inspection Saloon - Technically, NPCCS – but included here as it is clearly a ‘railway service’ vehicle and does not generate revenue.
Ballast Plough Brake Van (Shark) - Recently made by Hornby.
Ballast Wagon - Various types were used, often with marine-related names – eg Walrus, Mermaid etc. Some models already made.
Diesel Brake Tender - Used ahead of diesel locos for additional braking power – in essence, the old brake van but without guard accomodation.
Gas Tanks - Used to replenish catering vehicle supplies, often en route. GWR version called Cordon.
Loco Coal Wagon - Used for delivery of loco coal supplies to locosheds.
Rail Wagon - Used for transporting rails to track-laying sites.
S&T Dept Wagon - Used by the Signal & Telephone Engineer’s Department for transport of materials to sites.
Shunter’s Truck - A nice little vehicle which could find a home on virtually any GWR/WR layout (although some other companies used them too). Hornby produced a version between 1973 and 1975 which sold around 40,000 examples.
Sleeper Wagon - Used to transport sleepers to/from a track relaying site.
Snowplough - Models already produced by Flangeway Models (Kidderminster)
Weedkilling Train - A wide variety. Can be a good excuse to use old redundant steam loco tenders for the chemicals.
MREmag Special Feature No.6
Train Reporting Numbers of the BR Steam Eraby Brian Macdermott
(with valued input from Richard Strange and Richard Woodley)You will notice two new names above –
Richard Strange and Richard Woodley. Richard Strange set up the Steam Railway Research
Society in 1983 and has been the Historical Consultant to Steam World magazine since 1991.
Richard Woodley is the author of a remarkable piece of published research which I commend
to you all – his book entitled The Day of The Holiday Express (WR services on 9 July
1960) – published by Ian Allan.
The first five Special Features dealt with
the ‘jargon’ surrounding various types of railway vehicle of the BR steam era.
This feature changes the focus from the vehicles themselves to the extreme front of the
train - specifically the train reporting number which was often attached
to the smokebox of the train loco. These helped signalmen and station staff to distinguish
between trains, particularly at busy locations and busy periods, such as summer Saturdays
and bank holidays.
Please bear in mind that in the space
available, the following notes cannot be ‘definitive’ – only
‘outline’.
Pre-1960 Western Region
The WR used individual figures, painted
white on black metal. These were mounted in frames on the train loco smokebox (and on some
of the early WR diesels). A disadvantage to ‘trainspotters’ was that the frames
obscured the smokebox number! If frames weren’t available, the shed staff might apply
the number directly to the smokebox door in chalk.
In 1958, for example, those in the 1xx
range were trains running from Paddington; the ‘Torbay Express’ was 142. If you
are modelling west of Plymouth, you will find reporting numbers are rarely used.
If you want to specifically model any of
the numerous Swindon Works holiday trains, then you will need to fabricate a 1- or 2-digit
number in black on an approx 2ft square white board. (See photo on page 128 of Richard
Woodley’s book.) These were used as much for the employees’ benefit to indentify
their own train as well as for railway operating staff.
Pre-1960 Southern Region
The SR (and its constituents) did not use
the standard headlamp codes but had a complex system of headcode discs (or lamps by night)
to indicate a train’s route rather than its class. Most SR steam-hauled trains
don’t have train numbers, although those from London to the south and south east
coasts do seem to have them more often than not, as do Southampton boat trains.
The ‘train reporting number’
should not be confused with the ‘loco duty number’ which was often signified on
SR locos by black figures pasted on a normal SR white disc (e.g. SPL 101). The 2-4-0
Beattie Well Tanks (soon to be released by Kernow) were often seen carrying Wadebridge
duty numbers in the 6xx series, for example.
I have seen a photo in a book
clearly showing train reporting number W243 but with the caption stating that that was a
Willesden loco duty number – it wasn’t, of course!
Reporting numbers were very often
pasted onto small boards – I’m guessing about 6” deep and 12” wide
– which could be affixed to the lamp irons or hung over the smokebox door handles.
Little attention was paid to ‘matching typography’; bold figures could be seen
with roman ones, often all of different sizes, and the letter ‘M’ could be a
‘W’ upside down. (M993 was used by a DMU on an excursion on the S&D with
such.) The reporting number was often pasted onto the windows of the leading vehicle of
the corresponding train – often the guard’s accommodation.
For reasons unknown, many LMR trains
ran with just the figures and no prefix letter. On the S&D, for example, 220 was the
Down ‘Pines Express’ (until 1960). Study of S&D photos reveals that the same
board would often be used many times in the same year - even year after year! Just to
confuse matters, the S&D would often put the train reporting number on a disc!
(Don’t forget that S&D passenger trains had one lamp under the chimney and one
over the left hand buffer, as viewed from the driver’s perspective.)
Pre-1960 Eastern and North Eastern Region
Train reporting numbers on the former
Great Eastern or Great Northern line trains from London are extremely rare, and those that
I have seen generally apply to ‘specials’. Note that the GN tended to use lamps
by day whilst the GE tended to use discs, and these were slightly smaller and of a
different style to those on the SR.
Pre-1960 Scottish Region
Most of the Scottish railway companies
used a ‘semaphore system’ to indicate a train’s routing in addition to the
normal headlamps, but this did not directly fulfill any ‘reporting’ function.
The practice continued into the BR era. The usual method was to provide a short pair of
wooden ‘clock hands’ mounted on a vacant lamp bracket. The positioning of the
two hands indicated the particular route to be followed by the train, in much the same
manner as the SR headcode discs.
Pre-1960 General notes
You will sometimes see smokeboxes chalked
up with a series of number(s)/letter(s)/number(s), indicating an armed forces movement
(‘troop trains’). These numbers could easily be confused with train reporting
numbers. By way of example, 14F37 was booked to run from Waterloo to Exeter on 14 April
1952. Note that ‘14’ is the day of the month; ‘F’ is for Furlough
(leave of absence); and the ‘37’ refers to the train in series. Other letters
were N for Navy, R for RAF etc.
Some WR locos employed on banking duties
in South Devon or working coal trains (empty or loaded) in South Wales could be seen
carrying a numbered disc in addition to headlamps – the number gave the loco duty.
Similarly, you could see locos with such numbers on empty carriage trains between
Paddington and Old Oak Common and West London Carriage Sidings – these were the
Carriage Pilot Engine duty numbers.
Although not fulfilling a reporting or
classification function, most cross-London freight and van trains carried special
headcodes to indicate their routing, much as did steam trains on the SR.
Post-1960
The ‘national’ 4-character
display was introduced gradually from 1960, so there was some overlap with the old
regional systems until 1961. The Western Region’s steam locos continued using the
3-digit frames, but replaced the first digit with a capital letter – so, A35 was
really 1A35, the ‘1’ being depicted by the usual headlamp over each buffer. For
those of you who like ‘modelling the real thing’, I have seen a capital letter
‘A’ inserted in a frame upside down to read as a capital ‘V’ –
always creative, shed staff! (See Richard Woodley’s book, page 38, for a photo.)
The ‘Pines Express’ changed from
220 to 1O95. Note that the second character is a capital letter ‘O’ not a figure
zero. However, footplate staff on the S&D referred to the ‘Pines’ as the
‘Ten-Ninety-Five’, and one could often see it pasted on discs as 1095 (i.e.
one-zero-nine-five).
A word of warning! Most photos of most
trains with reporting numbers will probably be correct, but – as with any research
– it is always worth checking with other sources, particularly if you are modelling a
specific time period. In his article in the September 2009 issue of Railway Magazine,
David Percival writes about how a steam loco carried 1F75 for over 10 days whilst hauling
a variety of trains! Another classic example is a photo by RJ Blenkinsop in Reflections of
the Great Western. Picture 13 (taken in May 1958) shows a Castle with reporting number 146
and the ‘Torbay Express’ headboard – the trouble is, she’s heading a
12-wagon, Class K pick-up freight! This was a convenient, regular duty for the Down loco
to get back to Newton Abbot shed.
Footnotes:
Future MREmag Special Features
by Brian Macdermott
The first MREmag Special Features dealt with the ‘jargon’ applied to various types of vehicles in use in the BR steam era and the sixth covered train reporting numbers. From now until very near Christmas, we will be broadening the scope – Special Features Nos.7-15 will be looking at vehicles from each of the regions and their original companies. This will end with a look at BR-built stock.
The range of rolling stock in the steam era is nothing short of staggering. Both I and ‘the team’ hope that these further Special Features will help you make sense of a highly complex subject. Some of these vehicles stand a much greater likelihood than others of being produced – especially by Bachmann or Hornby – and we hope you find our comments useful. Certainly, the 2009 Loco Survey helped to focus on ‘the vital few’ steam locos and we hope to have the same effect with rolling stock.
I couldn’t have done this on my own and am most grateful to Robert Carroll, John Lewis, Chris Knowles-Thomas, Nick Stanbury, Richard Strange, Ian Taylor, Richard Woodley and Glen Woods for their valued help.
MREmag Special Feature No.7
GWR/WR Passenger-carrying Coaching Stock (PCCS)By Brian Macdermott
(with valued input from John Lewis, Chris Knowles-Thomas, Robert Carroll and Ian Taylor)You will notice two new names above. John Lewis is a modeller as well being the GWR Rolling Stock Steward for HMRS (Historical Model Railway Society) and author of many books and articles that can be found in the Wild Swan portfolio. Chris Knowles-Thomas is the Production Manager for Phoenix Coach Kits and brings a wealth of coaching stock knowledge with him.
Dean Era Designs (1877-1902)
* Low roof coaches (4- or 6-wheel)
The earliest were built as main line coaches before 8-wheel stock became common. Later ones were built for local services. They were all transferred to local services where they were replaced by bogie coaches. The last were used on workmens’ services into the BR era. Ratio make plastic kits of 4-wheel Third, Brake Third and Compo. 4-wheel Compo and Brake Third preserved at GWS Didcot.
* Clerestory gangwayed coaches
Built for main line services in increasing numbers between 1892 and 1903. A few survived (just) into BR days. Hornby have produced a Brake Third and Compo, albeit with smooth sides.
* Clerestory non-gangwayed coaches
These were used all over the system, some on express workings to start with, but were relegated to secondary services in due course. A very few lasted until early BR days. Hornby do a Third and Brake Third which really need updating. Slaters make plastic kits for Third, Brake Third and Compo.
Churchward Era Designs (1902-1921)
* Dreadnought coaches (1904-1905)
These were ‘wide stock’. Their use was mostly restricted to main lines to the South West, South Wales and south of Wolverhampton. Article in Trains Illustrated March 1959, pages141-143. Some lasted until the mid-‘50s. Example preserved at GWS Didcot.
* Concertina coaches (1906-1907)
The design had recessed doors to each compartment – hence the name which reflected the overall look of a concertina. Some good photos available on the website of Marc Models www.marcmodels.co.uk
* Toplight coaches (1907-1922)
Lasted well into BR days. Some preserved on Severn Valley Railway. Small windows (Toplights) at cantrail level. (Cantrail = the point where the roof and sides join.) Slaters make plastic kits for Third, Brake Third and Compo.
Collett Era Designs (1922-1941)
* 70ft gangwayed coaches (1923-25)
For a broad overview of this type (and many other coaches of all regions), see the website of Comet Models www.cometmodels.co.uk
* 57ft gangwayed bow end coaches (1925-29)
Some on Severn Valley Railway and GWS Didcot. Hornby produced a Brake Third, Compo and Restaurant Car which do not meet current standards.
* 60ft bow end Cornish Riviera coaches (1929-33)
These were ‘wide stock’ and their use was restricted to main lines like the Dreadnoughts.
* Super Saloons (1931)
These were ‘wide stock’ and their use was normally restricted to Plymouth boat trains and specials. Examples at GWS Didcot.
* 57ft gangwayed flat ended coaches (1933-35)
In effect, transitional design between the earlier bow ended stock with doors on the corridor side opposite every compartment and the later ‘Sunshine’ stock with very few doors. Every compartment still had an individual door (on the compartment side) but the number of doors on the corridor side was reduced.
* Centenary gangwayed coaches (1935)
Used on the’ Cornish Riviera’ and ‘Torbay Limited’ before WWII. Used more widely after WWII. Hornby has the BTK and CK, but the moulds need upgrading. The TK, BCK and catering coaches have not been done. These were ‘wide stock’ and their use was restricted mostly to main lines like the Dreadnoughts.
* ‘Sunshine’ gangwayed coaches(1936)(1938)
So called due to the glass used for the large windows, which allowed more sunlight to pass through. Bachmann are to re-introduce some of these in 2010, but only in GWR livery, using the old mouldings. These are the 1938 TK and BCK. Note that the CK is not a ‘true’ CK – rather a re-liveried TK. Some preserved on the SVR and GWS Didcot.
* Dining Cars
Many of the Composite Diners and the Kitchen First (that ran with what were effectively Restaurant Third Opens) lasted long into BR days, some gaining BR chocolate and cream livery. Pair preserved on Severn Valley Railway. First Class Kitchen Diner at GWS Didcot. Hornby produce a passable Composite Diner based on Diag H33 (only four built). The 10 Diagram H38 cars were built 1930 and lasted until 1962. Pretty much a ‘go anywhere on the GWR’ vehicle.
* Non-gangwayed coaches (pre-WWII)
Used on suburban and some branch services throughout the system and as B-sets (permanently coupled Brake Composites) all over the GWR. Airfix/Hornby produced a model of B-set coaches. Non-gangwayed sets tended to be built for specific area services. Birmingham and London had 4-coach sets (BT-C-C-BT), with Cardiff having 5-coach sets (BT-T-C-T-BT). They all tended to be of slightly different design. Ends progressed from flat through bow ended and back to flat. From the early 1930s they were built for general use, and not in sets. Some Compos were Swindon-built after Nationalisation and had ‘M’ prefix running numbers for use on the LMR.
Hawksworth Era Designs (1941-1949)
* Gangwayed coaches (post-WWII)
Easily recognised by sloping end roofs (somewhat similar to Hornby Gresley coaches). Hornby launched the BCK, BTK, TK and CK in 2010. The FK has not appeared, neither has the Sleeper. The latter is 12-wheeled. One preserved on the SVR. Bear in mind that neither I nor anyone I know has ever seen evidence of a train of more than about three or four coaches comprising solely Hawksworth stock – they seem to have been used as ‘fillers’ in very mixed rakes as older stock was withdrawn. Indeed, this was the norm on the GWR pre-Hawksworth, too. Uniform rakes of stock (such as the Cornish Riviera Ltd) were the exceptions rather than the rule. Most GWR trains displayed a mixture of design styles.
* Slip Coach
Useful in its own right, but if produced with a motor, DCC-users could slip the coach authentically and drive it to a stand in a station. Last slip coach service ran in 1960.
* Non-gangwayed coaches (post-WWII)
Used on suburban and some branch services throughout the system.
Autocoaches
Most of the types of autocoach listed below worked widely on the system.
* Flat-sided (matchboard) Autocoach
Appeared during WWI as conversions from SRMs. Lasted to the 1950s. No.1 was unique – 1904-1955.
* 59ft 6in Wood-panelled Autocoach
1906 to late 1950s.
* 70ft Wood-panelled Autocoach (inc A26)
1905 to late 1950s.
* Clifton Down 2-coach pair
Initially used around Bristol. Known to have worked in South Wales, on the Severn & Wye, from Truro, Lydney and Reading/Marlow areas. 1913 to 1950.
* Collett Steel-panelled Autocoach (A27, A28, A30)
Airfix/Hornby produced an A27/A28 model. A30 preserved at GWS Didcot. 1929 to 1961.
* BR(WR)-built Autocoach
Known to have worked from Southall, Banbury, Oxford, Exeter, Brixham, Laira, Cardiff, Gloucester/Chalford, Cardiff Valleys/Pontypridd, Bristol, Newton Abbot, Monmouth, Seaton Junction, Yeovil Junction, Leominster and Exe Valley services. 1951 to approx 1965. Seaton and Yeovil Junctions were the last two locations where these trailers were substituted for M7s and PP sets between the summers of 1963 and 1965. It seems that Trailer No.240 was photographed at Sidmouth Junction in June 1964, but was probably not a ‘normal’ working. Nos.236 and 238 were at Yeovil in January 1965. No.238 was at Seaton in March 1965. W220 named ‘Thrush’. W221 named ‘Wren’.
Summary
We believe the following would be the most ‘commercially viable’ in the short term and have broad appeal. They are in no particular order:
1. Toplights.
2. Colletts (57’ – new version of Hornby coaches, including composite Dining Car. Alternative Dining Car from Diagram H38.)
3. Collett Sunshine (new version of Bachmann coaches).
4. Hawksworth non-gangwayed stock.
5. A ‘correct’ Collett Autocoach (A27,A28,A30).
6. Finally, I am aware that we haven’t mentioned the B set! It could do with a make-over, at which time it would benefit from having bogies to facilitate close-coupling (in a similar manner to which Bachmann couple their DMUs).
Websites and books for further research
www.didcotrailwaycentre.org.uk
Phoenix Coach Kits make kits and parts for many Collett era designs. See www.srg.org.uk . Sides, floors and roofs are aluminium and ends are cast whitemetal. Please note that as manufacture is time-consuming and labour intensive, production is limited. Kits are often made to order with commensurate delivery times.
Other kit manufacturers include IKB, Roxey, Blacksmith, CSP Marketing (Roger Slade) and David Geen.
Modellers’ Guide to the GWR. TJ Booth. PSL.
Great Western Coaches. Michael Harris.
A Pictorial Record of Great Western Coaches (2 vols). JH Russell. OPC.
Great Western Coaches Appendix (2 Vols). JH Russell. OPC.
Many GWR books can be found in the Wild Swan range.
MREmag Special Feature No.8
GWR/WR Non-passenger-carrying Coaching Stock (NPCCS), Freight Stock and General Railway Service Vehicles.By Brian Macdermott
(with valued input from Robert Carroll, John Lewis, Ian Taylor and Chris Knowles-Thomas)
This Feature does not in any way purport to give a full list of the various types of vehicle within the above categories that could be seen on the GWR/WR – it would be massive! It is intended to give a broad outline of typical types, and particularly those which might have more appeal and use to the general modeller of the GWR and Western Region during the steam era.
NPCCS (in alphabetical order by 8- and 4-wheel vehicles)
*Beetle (Special Cattle Van) An interesting and unusual vehicle. See Parkside Dundas PC64/PC67.
*Monster (Bogie Scenery & Parcels Van)
Example at GWS Didcot. Outside-framed version was rare. Mail Coach make a kit (MCO5) for the P.16 version. Inside-framed version was also built by BR, albeit with slight variations.*Passenger Brake Van (Various diagrams eg Diagram K42, Collett)
Often used on milk trains. Preserved on Severn Valley Railway.*Passenger Brake Van (Toplights).
Examples lasted into the 1950s.*Passenger Brake Van (Diagram K45/46).
About to be released by Hornby.*Siphon G (external frame)
Seen in many parcels trains. Old Airfix version in need of upgrade. One on SVR.*Siphon G (internal frame)
Seen in many parcels trains. Old Lima version in need of upgrade. One on SVR.*Siphon H (high roof, external frame)
Seen in parcels trains. Old Airfix version in need of upgrade.*Siphon F (external frame).
Shorter than G and H (40ft). Seen in parcels trains. Some were used for meat products from Harris (Calne) to destinations around the country.*Travelling Post Office (TPO).
Comprises a number of different diagrams and styles which possibly precludes commercial production in the short term. Modelzone are starting to produce MK1 vehicles – maybe there’s hope for the future?*Bloater
Originally used in fish trains (10-ton load), they were often later seen in parcels and milk trains. See Parkside Dundas PC44.*Fish Van (FISH)
Built in 16ft and 21ft long versions. 10-ton load.*Fruit Van (21/22ft – 2-doors per side) Fruit C
Example preserved on West Somerset Railway.*Fruit Van (28ft 6in – 3-doors per side) Fruit D
The current Dapol version. Preserved examples at Tyseley, SVR, Washford (WSR) and Swanage. Parkside Dundas PC74.*Horse Box (Paco)
N.16 version made by Lima, but needs upgrading in all respects. The last six designs are very similar. Diagram N16 example preserved on G&W Railway. See Parkside Dundas PC79 for kit of N.13 version.*Python CCT
Often seen in breakdown trains in later years. See Parkside Dundas PC37.*Siphon C (4-wheel)
Originally used for transport of milk in churns. Also used for meat products from Harris (Calne) to destinations round the country.Freight Stock and General Railway Service Stock
(in alphabetical order under Open Wagons, Covered Vans, Brake Vans, then General Service)
*Bolster Wagon (Rectank)
*Bolster Wagon (Macaw H)
Produced by Airfix.*Cattle Wagon.
Late GWR/BR version from Bachmann. Earlier W.1/5 version from Cooper Craft (1010W).*Open B/Hybar
Built in 16ft and 17ft 6in versions. Removal of vac pipe enables Open A. Common for the sheet support to have been removed. Preserved on SVR and a number of other places.*Open Shock Wagon
*Pollen Girder Wagon Sets (Diagrams A)
Preserved examples at Didcot.*Grain Hopper Wagon (V20 Wood and V25 Steel)
Wood example preserved at Didcot.*20-ton ‘Felix Pole’ 21ft 6in Mineral (Coal) Wagon
Model of N32 version produced by Airfix (eg private owner GLENHAFOD). Hired out on ‘redemption hire’ (hire purchase). N32 version had two doors per side plus end door. N23 version had only one door per side.*Mica Van (Grey)
Ventilated, but did not have ice tanks. Preserved on SVR.*Mica A Meat Van (White)
Didn’t have end ventilatiors, just ice tanks. Preserved on SVR.*Mica B Meat Van (White)
Had ventilators and ice tanks, so could be used as either ‘ventilated’ or ‘refrigerated meat’. Preserved on SVR. (Some Mica A and B were altered to TEVANs and used for Lyons Tea and JS Fry traffic, still painted white.)*Mink Covered Goods Van (16ft/17ft 6in)
Covers quite a number of varieties, including the ‘iron minks’. Strictly speaking, the ventilated ones were coded MINK A, but this did not appear on them. Preserved examples at Didcot, SVR, Beamish, Bodmin & Wenford Railway (Cathew) plus a lot of grounded bodies. 17ft 6in version from Bachmann.*Mink B/C Covered Goods Van (21ft)
*Mink D Covered Goods Van (28ft 6in)
See Parkside Dundas PC38. Withdrawn from capital stock by 1943, but many survived under BR as Stores Vans.*Mink G Covered Goods Van (30ft)
See Parkside Dundas PC48. Survived well into the ‘60s. Preserved examples on SVR, Dean Forest Railway, G&W Railway, North Yorks Moors Railway and National Railway Museum.*Shock Van
Example produced by Bachmann.*Goods Brake Van (Toad) (Various lengths)
Models produced by Bachmann and Mainline. Preserved example at Didcot.*BR(WR) Inspection Saloon Diag Q13
Built as NPCCS but listed here as it was used in general railway service.*10-ton Ballast Wagon P14 (2-doors per side)
*Chaired Sleeper Wagon (T1)
*40-ton Loco Coal Wagon (Bogie)
*10-ton and 20-ton Loco Coal Wagons (N2,N13,N27,N28)
Example preserved on SVR.*Shunter’s Truck
As mentioned in a previous Special Feature, this model sold well for Hornby. See page 344 of Pat’s Story of Rovex, Volume 3. Ideally a shunter's truck should be one with a 7ft wheelbase. The 9ft wheelbase are later conversions of underframes from 16ft Opens and Minks. Examples of 7ft versions believed to be present at Tyesely and STEAM Museum, Swindon. There is a good picture of one on the South Devon Railway website (www.southdevonrailway.org) as well as one on the Gloucester Warwickshire (www.gwsr.com). See also Cambrian Models.*Tool Van
Summary:
We believe the most likely candidates for commercial production (in no particular order) would be:
1. Horse Box.
2. Both types of Siphon G.
3. Collett Diagram 42 Passenger Brake Van (a nice balance to the Hawksworth model).
4. Shunter’s Truck.
5. 5-plank Open Wagons.
6. 16ft versions of the Covered Goods Vans.
MREmag Special Feature No.9
LMS/LMR Passenger-carrying Coaching Stock (PCCS)
By Brian Macdermott
(with valued input from Robert Carroll, Nick Stanbury, Chris Knowles-Thomas and Ian Taylor)
This Feature does not in any way purport to give a full list of LMS/LMR passenger-carrying coaching stock – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller (and not just of the LMS/LMR).
Coaches built by the LMS (and, later, under British Railways LMR) are generally classified under the following:
Period I (1923-29) Bachmann produce some stock from this ‘Period’.
Period II (1929-32) Hornby produce the ex-Dapol 12-wheel Dining Car from this ‘Period’.
Period III (1933-1957) Hornby produce a limited range of excellent Staniers from this ‘Period’.
All coach codes below are given appropriate to the period under discussion. Pre-June 1956, Third Class was extant and was coded ‘T’. Post-June 1956, Third Class was replaced by Second - coded ‘S’. The LMS used the term ‘vestibule’ to describe an ‘open’ coach – we have used the term ‘open’ here for consistency with the other Special Features.
* Period I Gangwayed Coaches
We believe the range is so wide here that it is impossible to cover within the context of this Special Feature. Bachmann have the Diagram 1696 BTK and Diagram 1694 CK in their range (but not currently in BR liveries), using old moulds and old style bogies/couplings. Examples of Period I stock lasted until 1964.
* Period II Gangwayed Coaches
We believe the range is so wide here that it is impossible to cover within the context of this Special Feature. Hornby produce the 12-wheel Composite Dining Car (Diagram 1811), but this uses very old moulds and old style bogies/couplings. Examples of Period II stock lasted until 1964.
* Non-gangway, Non-lavatory Coaches
Built to all three ‘Periods’ but with mostly minor differences, the most obvious being panelling on Period 1. The Diagram 1921 and 1921a Composite was a genuine Period III diagram and was built between 1933 and 1935 in good numbers and lasted to around 1965. The Third, to Diagrams 1906 and 1906a, represents a huge number of such coaches, with many lasting to the mid-‘60s. Finally, we have the Diagram 1907 Brake Third. 91 built 1934/5 and lasted until 1965/6. With minimal changes, this can form the basis of a Diagram 1856 PP Driving Trailer (see below under Push-Pull).
* Inter-District Non-gangway Lavatory Coaches
The Dapol (ex-Airfix) Period II Lavatory Brake Second (BSL) and Lavatory Composite (CL) are very useful and could do with upgrading. Often referred to (incorrectly) as ‘suburban’ stock. Some operated as sets (BSL-CL-BSL) while others were used fairly randomly with non-lavatory stock.
* Push-Pull
Some were conversions of non-gangway, non-lavatory stock (above); others were built new as such. Only notable body change was inclusion of cab end windows on Brake Second (BS), making the push-pull variant easy to model if a regular Diagram 1907 Brake Second is made. A push-pull set is useful for those layouts which feature a branch line only, or a main line with bay platform at the main station.
* Period III Stanier Open Third (became Second from June 1956)
Diagram 1999 was most numerous, with many lasting until the late ’60s. Missing from Hornby Stanier range. To replace the old, unavailable, Replica versions (Diagram 1915), which had rather prominent ventilators and a (possibly) incorrect roof profile.
* Period III Stanier 60ft Composite (Diagram 1925/1969)
Missing from Hornby Stanier range – probably due to these being 60’ as apposed to 57’ requiring new underframe. A Composite was made by Airfix, but only available secondhand. Almost 400 built to these two diagrams. A vital coach for any LMS/LMR express or cross-country service and essential if common standard formations such as BSK-CK-BSK and BSK-SK-CK-CK-SK-BSK are to be modelled.
* LMS Post-war Gangwayed Coaches
Extra doors on corridor side compared to Stanier pre-war stock.
* Porthole Gangwayed Coaches
Built 1949/50. Lasted to 1969/70. 100 SK. 439 BSK. 240 CK. 15 FK. 15 FO. The Diagram 2159 CK was all-steel and had a different body profile to the other Staniers. At least one CK, two SK and several BSKs made it into Blue/Grey livery.
* 1937 ‘Coronation Scot’
These were really three sets of standard Period III designs with a different livery, more luxurious interior and pressure ventilation ducts on roof (except RK). Needs BFK, FK, FO, RK (normal Period III), TO, BTK. BFK was variant of Diagram 1910 (only 11 built in total). FK and BTK were variants of versions already made by Hornby. FO were modified Diagram 1902. TO were conversions from Diagram 1904 (125 built). A very nice train, but with so many variations, would this be ‘commercially viable’?
* 12-wheel Sleeper
First and Composite were 69ft. The Thirds were mainly 65ft and 8-wheel. Not many built prior to nationalisation. General problem of small quantities of lots of diagrams, especially Firsts and Composites.
* Period III Stanier 12-wheel Restaurant/Kitchen Cars
44 Restaurant Third, 13 Restaurant Composite, 20 Restaurant First. The Restaurant First and Restaurant Third ran with an open coach for dining. The Restaurant Composite often did, too. Possibly, the Restaurant Composite (Diagram 1938) would serve most modellers fairly well.
* Period III Stanier 50ft Kitchen Car
Need Open Firsts and Thirds to go with them.
* Period III Stanier 57ft Composite Open (Dining)
39 built, mostly ran with Restaurant Thirds with kitchen.
Summary:
We feel that the following (listed in no particular order) would be the most ‘commercially viable’ and appeal to a broad range of modellers of the later LMS period and general BR steam era.
1. Period III Non-gangway, non-lavatory stock (Second, Brake Second and Composite).
Crying out to run behind those lovely Stanier and Fairburn tanks! The push-pull stock could ‘spin off’ from these very easily.
2. Period III Stanier Open Third.
Missing from Hornby range. The LMS was a large user of open stock.
3. Period III Stanier 60ft Composite.
A glaring omission from the Hornby range, as it would be a rare LMS/LMR express which did not feature one or more.
4. Period III Stanier 12-wheel Restaurant Composite.
A lovely match for the Hornby range, particularly as lighting of the First Class end table lamps is now possible out-of-the-box.
If you can’t wait (or just prefer the DIY approach) Phoenix Coach Kits provide a wide range of many of the coaches mentioned in this Special Feature. See www.srg.org.uk. Another range is made by Comet (www.cometmodels.co.uk). Their website shows many photographs. Ratio have had kits for some ex-Midland and ex-LNWR stock in their range for many years.
The ‘standard published work’ for LMS coaches is Jenkinson/Essery LMS Coaches, An Illustrated History. (OPC). Another useful book is Historic Carriage Drawings, Volume II, LMS and Constituents, by David Jenkinson (Pendragon).
MREmag Special Feature No.10
LMS/LMR Non-passenger-carrying Coaching Stock (NPCCS), Freight and General Railway Service VehiclesBy Brian Macdermott
(with valued input from Mark Smith, Robert Carroll, Chris Knowles-Thomas, Nick Stanbury and Ian Taylor)
You will notice a new name above – that of Mark Smith. Mark is a member of the LMS Society, HMRS and the North Staffordshire Railway Study Group. As well as modelling the NSR and LMS in 4 and 7mm scales, he is also active in the preservation of 12in to the foot scale LMS wagons.
This Feature does not in any way purport to give a full list of LMS/LMR vehicles within the above three categories – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller (and not just of the LMS/LMR).
NPCCS (in order by 8-, 6- and 4-wheel vehicles)
* LMS Travelling Post Office - Sorting Van (POS) and Tender (POT)
Wide range of diagrams and styles. The ‘bulging sides’ (for the letter racks) make these unusual vehicles.
* LMS 50ft Passenger Brake Van
Made to a number of diagrams between Periods I and III. A must for any layout, no matter what railway or region. Fortunately, both Hornby and Bachmann make the Period III Diagram 2007.
* LMS 8-wheel 42ft Luggage and Parcels van (Diagram 1870)
Lima made a reasonable version of this (albeit with BR bogies and those horribly clumpy couplers!), but now outmoded and only available second-hand. Built between 1933 and 1937, some were originally out-shopped in fully-lined LMS livery. Lasted until at least the mid-‘60s. Perhaps Hornby could put the body on a new chassis (if, indeed, they have the moulds)?
* LMS 8-wheel 42ft Luggage and Parcels Van (Aeroplane Van) (Diagram 2023)
Similar sides to Diagram 1870 above, but much higher roof line. Clever mould design could possibly get both 1870 and 2023 from the same tooing?
* LMS 6-wheel CCT (Diagrams 1871/1872)
Diagram 1871 vehicles were 30ft long on a 21ft 6in wheelbase, whilst Diagram 1872 were 30ft 5in with a 21ft wheelbase, although those built in 1934 had a 4in shorter body. Many were transferred to departmental stock (general railway service) and lasted into the mid-‘60s.
* LMS 6-wheel Milk Tankers (Several diagrams)
Tank belonged to the dairy company whilst the underframe was owned by the LMS. Broad similarity but several diagrams. The reason for suggesting LMS tankers is that the current Hornby and Dapol tankers are, strictly speaking, based on GWR designs.
* LMS 31ft 6-wheel Passenger Brake Van (Diagrams 1796/2000)
Fitted with stoves during WWII, and thereafter known as ‘Stove R’. A rare example of a non-bogie, gangway-fitted vehicle. A must for any layout, no matter what railway or region. Due for release soon by Hornby Magazine (in conjunction with Dapol).
* LMS 6-wheel Milk and Fish Vans (Diagrams 1873/1874)
Diagram 1873 lasted until the very early ‘60s, whereas some Diagram 1874 lasted until around the late ’60s.
* LMS 6-wheel Fish Vans (Diagram 2115)
Kit RC436 produced by Chivers Finelines – see Parkside Dundas website.
* LMS Horse Box (numerous diagrams)
Seven diagrams, some very similar. Diagram 1972 (built 1937/8) comprised over 40 vehicles, with many lasting well into the ‘60s. However, Diagram 1878, (which only just lasted into the ‘60s) does look lovely in fully-lined LMS livery!
* LMS 4-wheel CCT/Motor Car Van (Diagram 1929)
Examples survived into BR Blue era. See Parkside Dundas kit PC33.
* LMS 4-wheel CCT/Motor Car Van (Diagram 2026)
Building was continued by BR and examples survived into BR Blue era. See Parkside Dundas kit PC40.
Freight Stock
* LMS 20-ton Hopper Coke Wagon
A very distinctive, bulky open wagon which will stand out in any freight train, whether singly or in a long rake. The side raves above the basic hopper shape stood a full 11ft above rail level, and at 25ft they were 50% longer than a typical coal wagon. 200 were built (100 in 1930, the rest five years later). All were handbrake only. Sadly, none has been preserved. This vehicle’s BR development will be discussed in Post-nationalisation Special Feature No.15. The company 3H produced a kit many years ago, now only available second-hand or on eBay.
* LMS Cattle Wagon
Most LMS Cattle Wagons were built to a design with timber underframes, originated by the Midland Railway. The majority of the 4,438 built in the period 1923-32 had only hand-brakes. A version with clasp vacuum brakes was then built and, finally, 100 to a steel-underframed, more modern looking design. The body style of the last LMS design was also copied by BR for a few wagons built in 1950 and one of these (B891054) is preserved on the Severn Valley Railway. Some of the earlier wagons were branded for ‘Ale Traffic’. Mainline produced a model, but the body was ‘cut down’ to fit a standard chassis. Bachmann have retooled the body, but still use the 17ft 6in long body on 10ft wheelbase chassis instead of the prototype 19ft long body on 11ft wheelbase chassis.
* LMS 12-ton Vans
These vans (for general merchandise) came in many variations, but the key common features were sliding doors and a shallow roof profile compared to most other companies’ vans. The LMS was quick to add a corrugated end to the Midland Railway van design it inherited in 1923. Well over 25,000 LMS vans had been built by 1940, including some with all-steel bodies. Of this total, about 6,000 had clasp-type vacuum brakes, the rest being handbrake only. Because of the exigencies of WWII, several new designs were built to save on steel and timber, so (from 1940) there were designs with plywood sides and reversion to planks or plywood for the ends. Some batches were to SR and LNER designs. BR also built batches of the last LMS design. Many 12-ton Vans survive – notably at the Foxfield Railway, Midland Railway Centre and the Great Central Railway North. Mainline made a version with a door that could actually slide open (albeit overscale). Bachmann currently produce models based on the same moulds, but with proportions that are ‘too squat’. Dapol make a corrugated end van with reasonable body moulding and Ratio make a kit for a similar van (RA572). Cambrian Models make kits C9, C80 and C92 for a variety of early vans.
* LMS General Merchandise Open Wagons
The LMS was a large user of ‘medium’ (‘3-plank’) wagons, and Bachmann make a reasonable offering. ‘High’ (‘5-plank’) wagons progressed from 9ft wheelbase wood underframe to 10ft wheelbase steel underframe, some later ones having corrugated ends. Thousands were made of Diagram 1666, for example. Hornby make a passable (ex-Airfix) mid-period Diagram 1892 wagon but not currently in LMS or LMR livery. Cambrian Models make kits C57 and C58 for some earlier diagrams.
* LMS Goods Brake Van
Hornby make a version of the 1935 onwards van. Parkside Dundas make kits PC49 and PC58 which represent earlier diagrams.
* LMS Long Low Wagon and Double Bolster
The former was a characteristic design which, along with LNER influences, led to the BR standard Plate Wagon. The LMS built 2,025 Long Lows with single plank wooden bodies between 1930 and 1942 and, apart from the first 400, they had a pair of drop doors each side. At 27ft long, they were adaptable for many engineering loads. 500 of an all-steel version were built from 1944 to 1949 and several of the similar LNER and BR types have been preserved. Ideal for model production as the later steel design could be turned out in LMS, LNER and numerous BR liveries. The Double Bolster was similar with the addition of two bolsters and stanchions. See Parkside Dundas website for Chivers Finelines kits RC463 and RC464.
* LMS Tube Wagon
In essence, a similar wagon to the Long Low above, but with a 5-plank side. These have strong potential for production, sharing a 17ft 6in chassis. Many calls have gone out for ‘longer wagons’ and these give a manufacturer several body and livery options. See Parkside Dundas website for Chivers kit RC465.
* Container Chassis
This vehicle was a chassis only with no floor, enabling all the underframe detail to be seen from above. In model form, there would be nowhere for the ‘ballast weight’. However, production of this chassis would facilitate a number of other LMS wagons.
General Railway Service
* LMS District Engineer’s Inspection Saloon
A 50ft vehicle. Comet produce a Diagram 2046 kit.
Books
An Illustrated History of LMS Wagons. RJ Essery. OPC, 1981. Paperback reprint 2010 of Volume 1 now available, published by Noodle Books (Kevin Robertson).
The 4mm Wagon, Parts 1, 2 and 3. Geoff Kent. Wild Swan.
This 3-part series comes highly recommended as it gives an overview of a representative selection of stock broadly typical of goods trains across the country in the 15-20 years either side of nationalisation. Although the text is primarily aimed at those who wish to make models, the photos alone are worth the reasonable cover price.
Summary
We feel that the following (listed in no particular order) would be the most ‘commercially viable’ and appeal to a broad range of modellers of the later LMS period and general BR steam era.
1. LMS Bogie 42ft Luggage and Parcels Van (Diagram 1870) (and possibly 2023)
2. LMS 6-wheel CCT.
If the 6-wheel BGZ is a success for Hornby Magazine (via Dapol), perhaps they could consider this one for the future?
3. LMS 4-wheel CCT (either of Diagrams 1929 or 2026)
4. LMS 20-ton Hopper Coke Wagon.
Like the ‘ordinary’ 16-ton mineral wagon, this item should sell in good quantities for use in ‘fixed rake’ trains.
5. LMS Long Low, Double Bolster and LMS Tube Wagons.
If someone makes one, the others should easily ‘spin off’.
6. LMS 12-ton Vans (both planked and plywood body versions)
Included because the manufacturers have so far barely ‘scratched the surface’ with these and (leaving aside the all-steel varieties) there are many permutations utilising planked or plywood sides, and planked, plywood or corrugated ends.
7. LMS Cattle Wagon
A scale-length body to go on an 11ft wheelbase chassis.
8. LMS Open Merchandise Wagons
A wide range of options.
Addendum to Special Feature No.10
‘5522’
produce a range of
MREmag Special Feature No.11
LNER/ER Passenger-carrying Coaching Stock (PCCS)
by Brian Macdermott
(with valued input from Neil Burgess, Robert Carroll, Nick Stanbury, Chris Knowles-Thomas and Ian Taylor)
You will notice a new name above – that of Neil Burgess, who has been modelling in 00 for fifty years. His BR(LMR)layout 'Warmley' appeared in the July 2007 edition of British Railway Modelling. Since 2000, he has also modelled the North Staffordshire Railway in finescale 0 gauge.
This Feature does not in any way purport to give a full list of LNER/ER passenger-carrying coaching stock – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller (and not just of the LNER/ER). Comet, Mailcoach and Phoenix make a wide range of kits for the coaches listed below. To save space in this text, I suggest readers go direct to their websites (see later).
The LNER used the term ‘vestibule’ to describe a gangwayed vehicle. I have used the term ‘gangways’ (and ‘corridors’) to be consistent with the other Special Features.
Some of the coaches below are articulated, and this may present some problems with model versions on smaller radius curves. However, there is an argument that says (partly because they had no intermediate buffers) that each coach could pivot towards the end of the bogie, roughly over the axles. Hornby Dublo did something similar with their pre-WWII LNER Twin-articulated BTK+TK, and that went round 15in radius curves. Hornby currently produce the Eurostar, which is articulated. We would welcome readers’ experiences and knowledge of articulation.
* LNER Streamlined Stock (including Beaver Tail Observation Car)
This covers the set for the Silver Jubilee, the two sets for the Coronation, the one for the West Riding and the spare set (which was essentially a third Coronation set, but unbranded). Whilst it would be nice to see such iconic trains in model form, they have so many variations (and varied throughout their careers) that it is hard to see this being a ‘High Street commercial product’ – sadly. However, knowing Hornby’s ‘love of glamour’, there could well be a case for the production of the Beaver Tail Observation Cars, which lasted well into the ‘60s and saw service on a wide range of trains in a broad geographic area. Rebuilds in 1959 changed the shape of the tail, giving further model options. Two preserved examples, both at Great Central Railway, which will eventually show both styles. Kit of original style made by Mailcoach.
* LNER Tourist Stock (1933-1939)
Introduced as excursion coaches, they became known as ‘Tourist Stock’. Originally five sets of 12-coach trains made up with a Diagram 169 61ft 6in Open Brake Third at each end; two Diagram 168 61ft 6in Buffet Cars; and four Diagram 171 Articulated Twin Open Thirds (which were smaller at 52ft each). Distinctively painted in green and cream, each coach had single door access and each bay had low-backed bucket seats (in 2+2 configuration) with tables. The most useful type would be the Buffet Car, which could be modelled in green and cream; brown (wartime and just after); crimson and cream; and maroon. Lasted into the ‘60s. See the Mailcoach range.
* Gresley Non-gangwayed Stock (51ft 1½in over body)
Produced as First, Third, Composite, Lavatory Composite, Brake Third, and Brake Composite (as well as a ‘matching’ Full Brake, coming up in Special Feature No.12). Many of the Firsts were downgraded during WWII. Because of this, we would suggest the Diagram 56/57 Third; the Diagram 49/50 Lavatory Composite; and the Diagram 64/65 Brake Third (as well as the Full Brake). The diagrams noted were identical apart from the former being 9ft 0in wide vehicles and the latter being 9ft 3in wide. If the wider diagrams were chosen, it would leave the door open for PP versions. A very interesting set of vehicles that would find use on many layouts.
* Gresley Non-gangwayed Twin Articulated Stock (51ft 1½ in over body)
Produced mainly from bodies as used on the ordinary non-gangwayed stock detailed above. Variations were: Third+Third; Third+First; Brake Third+Third; Brake Third+Lavatory Compo. There were some BT+CL sets with 55ft 6in bodies (Diagrams 210, 213, 214) that were used on the GNR and GCR outer-suburban and semi-fast trains. Probably for the ‘back-burner’?
* Gresley Quad- and Quint-Art Articulated Sets
The Quad-Arts were produced for the GN line and the Quint-Arts primarily for suburban services on the GE line out of Liverpool Street. Wide range of differences within the various sets which might preclude commercial production. Articulation problems also need to be overcome. Maybe these are for ‘the back burner’? Cooper Craft have taken over the production and distribution of the LNER Kirk Coach Kit range. Most are now available as new, improved and repackaged versions. The Southern Kirk Range is still under the ownership of Colin Ashby.
* Gresley Triplet Articulated Restaurant Set
What a lovely set of vehicles this would be in a ‘teak’ presentation pack, although it has to be said that it is possibly too much catering stock in one block for most modlellers. They were formed of an Open First+(shorter) Kitchen+Open Third. Often used in ‘The Flying Scotsman’ as well as Newcastle trains. Only lasted until just into the ‘60s, but this still gives plenty of livery variation.
* Gresley 61ft 6in Corridor Brake Third and Corridor Composite
Glaring omissions from the Hornby range. Some discerning modellers weren’t happy with the tumblehome and the spacing of the beading of the other models in the range. Maybe Hornby might consider the essential End Door Stock instead for future production? (See below).
* Gresley End Door Stock (also known as End Vestibule)
This was a later generation than the vehicles produced by Hornby, having doors just at the outer ends (which the LNER referred to as End Vestibules). A rough analogy would be comparing LMS Period I and Period III styles. The importance of this stock can be justified due to the lack of doors to each compartment and they were separately indentified in carriage working books because they had fewer compartments than earlier designs. Examples could be found in The Flying Scotsman and The Master Cutler, and many other front-rank services. Lasted well into the ‘60s. Suggestions are for a 4-compartment Brake Third; a Corridor Composite; and a Corridor Third. Complementing these would be an Open Third (Diagram 186) which was built in large numbers and a Restaurant First (Diagrams 10/A/B/C and 144) (18 seat), which could run as a ‘dining pair’. Some propane gas converted Diagram 144s lasted to the ‘60s.
* Gresley Steel-panelled Stock
Some very nice compact main line gangwayed trains incorporating both steel panels and articulation were the 5-coach sets built in 1935 (Diagrams 190, 194, 195) and 1939-42 (Diagrams 302, 305). These consisted of a pair of 104ft Twin-Arts BTK+TK with a CK in between. The earlier sets had a 52ft 6in example, which had exactly the same dimensions as the 52ft 6in stock below. However, the body unusually had two Third and four First compartments. The later ones had a 61ft 6in coach. Some seem to have lasted a long time but, in later years, the CK was often replaced by a Thompson or BR Mk1. Originally painted ‘ersatz teak’ with painted on ‘mouldings’.
* Gresley 52ft 6in Gangwayed Stock.
Almost 600 vehicles built for Great Eastern section, covering most major types. In essence, a shorter version of the standard 61ft 6in stock (Hornby), but generally with one fewer compartment or bay. The shorter length was necessary due to a combination of platform restrictions at Liverpool Street and multi-portion trains, but the restrictions were removed from 1938. Some sharp East Anglian curves and platorm lengths also had a bearing. In later years, the stock appeared on cross-country workings and ex-GC lines. East Anglian modellers will be crying out for these. See also the steel-panelled stock above.
* Thompson Non-gangwayed Stock
Diagram 338 Lavatory Composite (CL) with square-cornered windows ; Diagram 339 Third (T); and Diagram 340 Brake Third (BT) – both with round-cornered windows. The CL is (comparatively) unusual in having the opaque white toilet window centrally positioned as well as staggered foot boards. It alone could carry ‘LNER’ but they can all run in ‘mock teak’, BR crimson, and BR maroon (unlined and lined) although evidence seems to suggest that the latter were mainly Scottish allocation. Stock built between 1947 and 1953, but only the CL was built in any quantity before Nationalisation. These coaches have broad geographic spread, including inter-regional trains. They could be seen out of Liverpool Street and King’s Cross (hauled by L1s as well as 4-6-0s and 4-6-2s); the East Midlands; East Anglia; the North East and Scotland. Two Brakes were sent to Devon for Hemyock branch duty. A Lavatory Composite has been photographed in an Exmouth-Cleethorpes train via the S&D. One preserved by LNER Coach Association.
* Thompson Gangwayed Stock
Very noticeable by the oval shaped opaque white toilet windows. Bachmann produce a range of Thompsons, but which are now somewhat dated against modern production and lack NEM couplers. It’s a great shame that we have very good Gresleys and Mk1s, but no ‘matching quality’ Thompsons. A high number of ‘50s/’60s ECML trains comprised all three varieties, often further varied by livery depending on the year. (Footnote: The ‘matching’ Thompson Full Brake will be discussed in Special Feature No.12.)
* Thompson Catering Stock
To put a balance to Hornby’s Gresley Buffet Car, it would be nice to see a Diagram 353 Kitchen Car. These are highly distinctive vehicles, readily identified by the fact that all but one of the windows and droplights are white opaque. This vehicle would make an excellent ‘presentation pack’ with a matching Diagram 350 Open Third and Diagram 351 Open First. This ‘triple sandwich formation’ is very noticeable in ECML trains. Again, perhaps too much catering in one block for most modellers? Another possibility is the Diagram 354 Restaurant First which could run with a Diagram 350 Open Third. Lasted until the mid-‘60s.
Summary
We feel that the following (listed in no particular order) would be the most ‘commercially viable’ and appeal to a broad range of modellers of the later LNER period and general BR steam era.
1. Gresley Brake Third and Composite To complete Hornby’s existing range.
2. Gresley End Door Stock A useful and important alternative style.
3. Gresley Non-gangwayed Stock (51ft 1½in) Diagram 56 (T), Diagram 49 (CL), Diagram 64 (BT).
4. Gresley 52ft 6in Gangwayed Stock Essential for the Great Eastern area modeller.
5. Thompson Non-gangwayed Stock Diagram 338 (CL), Diagram 339 (T), Diagram 340 (BT).
6. Thompson Gangwayed Stock To replace outdated Bachmann versions.
7. Beaver Tail Observation Car There seems to be greater interest nowadays in ‘glamorous’ one-offs.
Footnote to the Summary: We haven’t listed any articulated stock here as the only type currently available in commercial ready-to-run terms is the Hornby Eurostar.
Websites and Books
If you can’t wait – or just prefer the DIY approach – Phoenix Coach Kits provide a wide range of many of the coaches mentioned in this Special Feature. See www.srg.org.uk. Another range is made by Comet (www.cometmodels.co.uk). Their website shows many photographs. Yet more coaches can be found in the Cooper Craft, Ian Kirk and Mailcoach ranges – see www.cooper-craft.co.uk .
Great Eastern Railway Society (www.gersociety.org.uk)
A massive resource of ER information. Go to the site and hit ‘Modelling’ (at the home page left-hand panel). This data is kept up-to-date. A veritable role model!
The LNER Coach Association (www.lnerca.org.uk)
Historic Carriage Drawings, Volume 1, LNER & Constituents. Nick Campling. Pendragon.
LNER Standard Gresley Carriages. Michael Harris. Mallard.
LNER Carriages. Michael Harris. Thomas & Lochar.
Gresley’s Coaches. Michael Harris. David & Charles.
Long out of print. Similar text to above book, but different photos.
MREmag Special Feature No.12
LNER/ER Non-passenger-carrying Coaching Stock (NPCCS) and Freight Stock
by Brian Macdermott
(with valued input from Jim Walpole, Steve Pearce, Neil Burgess, Robert Carroll, Nick Stanbury,
Chris Knowles-Thomas and Ian Taylor)
You will notice two new names above. Jim Walpole has been a loco and rolling stock modeller in OO since the ‘70s. Steve Pearce has been a OO modeller for fifty years, originally modelling 1930’s LNER (scratch-building his own rolling stock and locos) but has recently focussed on the Eastern Region c.1960.
This Feature does not in any way purport to give a full list of LNER/ER vehicles within the above categories – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller and not just of the LNER or BR Eastern Region. Bachmann are about to release a range of LNER wagons, so I haven’t mentioned them here. Hopefully, they will use those as a basis for other types.
Many modellers associate Fish Vans with just the ‘50s/’60s BR ‘Blue Spot’ express trains from Scotland to London (and return empties). However, examples of the other types described below could be seen right across the country, with many going down to Devon, for example. There is plenty of documentary and photographic evidence to show them being detached from through trains and then being ‘tacked on’ to passenger trains for the remainder of the journey.
NPCCS (in order 8-, 6- and 4-wheel)
* Thompson Full Brake (BG)(Diagram 344)
In the Bachmann range, but only available second-hand. Could do with NEM couplers. There was also a very distinctive version with flat planked sides to Diagram 327, for which a kit is available from Mailcoach.
* Gresley Gangwayed Brake (BG)(Diagram 113)
It would be nice to see this panelled version to balance the Thompson flush-sided example above and to match Hornby’s existing Gresley range. It had standard 8ft 6in bogies from 1936 and lasted to 1967, giving a number of livery options. Essential for any ER parcels train and often seen throughout the country, including the S&D.
* Gresley Gangwayed Brake (BG)(Diagram 245)
Twice as many as Diagram 113 above. Did not appear until 1938, but lasted to the mid-‘70s. Fitted with shelves for pigeon transport. It might be ‘commercially possible’ to do both, as it seems that the only difference was that Diagram 113 had turnbuckle trusses whilst Diagram 245 had steel angle ones.
* Gresley 51ft 1½in Full Brake (B)(non-gangwayed)
Diagram 129 was fitted for racing pigeon use, but Diagram 284 was ‘general use’. A very nice panelled vehicle which would look lovely in ‘teak’. Worthy of note is the fact that this diagram (along with Diagram 284) had identical sides to Diagrams 154 and 282 – both gangwayed (BG). Possibly, clever tooling could produce both gangwayed and non-gangwayed types? If a manufacturer was to make the ‘matching’ passenger stock (as discussed in Special Feature No.11), it would make sense to produce this at the same time. It would, however, require 8ft Fox-pattern bogies, but (given the wide geographic range of these vehicles) the extra expense might be worthwhile. Whilst we can’t be specific if these vans per se were used, the GN carriage working books make frequent reference to Vans B in their formations, and mainly in parcels trains.
* 52ft Bogie CCT (Diagram 7)
A distinctive vehicle with flat sides and two pairs of double doors. Developed from earlier 45ft CCTs. 12 built in 1940, but followed by a further 65 under BR in 1950.
* 6-wheeled Van (BZ)(Diagram 358)
This 32ft x 8ft 11¼in van is a very useful flush-sided steel-panelled vehicle for both passenger and parcels workings. One certainly seen on the S&D, for example. In essence, a ‘short version’ of the Thompson Full Brake above. The 80 examples weren’t introduced until 1950, but they did last until the mid-‘70s (gradually fading away until all were gone by 1980).
* 4-wheeled Passenger Brake Van (BY)(Diagram 120)
32ft x 9ft, specially built for pigeon traffic but seen all over the place (certainly in post-WWII days). Ducket right hand side only. See Chivers Finelines kit RC416 on Parkside Dundas website. Note that some kits were sent out to market without the ducket, but that can be obtained from Chivers. I have built one of these, and it runs as well as the (ostensibly) similar Hornby SR BY (Van C).
* 4-wheeled (Extra Long) CCT
117 of these unusual vehicles with three doors per side (as well as end doors) were built between 1939 and 1950, with some lasting beyond the mid-‘70s. See Parkside Dundas PC30. The ‘extra’ length may cause problems for modellers with Radius 1 curves, though.
* Horse Box (Diagram 5 of 1938)
30 of these 22ft long vehicles were built at York. An interesting vehicle, but it would have to compete with the GWR one, a 1954-built Diagram 9 version and the 1957-built BR standard one. The GWR example was discussed in Special Feature No.8. The latter two will be discussed in Post-Nationalisation Feature No.15.
Freight Stock (in order Wagons then Vans)
* LNER 20-ton Coal Hopper
A total of 13,645 built from 1936, with some lasting to the ‘70s. Parkside Dundas PC80.
* LNER 20-ton Plate Wagon
There have been many calls from modellers for ‘longer wagons’ and this one at 17ft 6in fits the bill very nicely. Introduced in 1940, it later became the basis of the BR standard wagon. Primarily used to carry steel plates, but other common loads were farm machinery, motor cars and large packing cases. See Parkside Dundas PC16.
* LNER 21-ton Trestle Wagon
125 of these were converted from Twin Bolsters (see below) by BR in 1958 and lasted until the early ‘70s. In essence, a Plate Wagon but with a trestle added to permit the carriage of loads which would otherwise be too wide. See Parkside Dundas PC17.
* LNER 21-ton Double Bolster
A development of the Plate Wagon, these were used for various ‘industrial loads’ such as girders, steel sections, pipes and so on. On my kits, I have glued chains around the loads with superglue. These loads just ‘sit’ between the bolsters but can still be removed if I want to vary the load or simply run empty.
* LNER 22½-ton Bulk Grain Hopper
Although this is a ‘hopper’, it looks at first glance like a large ventilated van. Although not built in vast numbers, this is an essential vehicle for the steam era with many seen in small goods yards as far apart as Devon, Norfolk, the Home Counties and Scotland. Survived into the ‘70s. Kit PC13 made by Parkside Dundas. A nice ‘companion’ for Dapol’s (ex-Hornby Dublo/Wrenn) 20-ton steel Grain Hopper – a wholly BR design and which is about two scale feet short compared to prototype. (Footnote: There were a number of ‘grain loading terminals’ around the country, one notably at Wroxham, Norfolk. This had a set of loading pipes which could form the basis of a Skaledale or Scenecraft model. Bachmann’s 44-054 is similar in broad essence. Such a terminal might in turn drive up interest in grain hoppers generally.)
* LNER General Merchandise Wagon
Admittedly, Bachmann will soon produce the late (1945) steel-bodied open. However, from 1923 to 1928, the LNER built a very characteristic 6-plank wagon. This initially had a 9ft wheelbase wood underframe, but later examples had a 10ft wheelbase on steel underframes.
* LNER Cattle Wagon
This wagon had a distinctive design with a wood underframe. See Parkside Dundas PC50.
* LNER 10-ton Fish Van (9ft wheelbase, 17ft 6in over headstocks)
Wooden underframe, with outside-framed bodywork. One set of sliding doors without ventilation per side. Ventilation louvres at top of sides. Photos show one built 1927. D&S Models made a kit.
* LNER 10-ton Fish Van (10ft wheelbase, 17ft 6in over headstocks)
Wooden underframe, with inside-framed bodywork. Near resemblance to Parkside Dundas kit PC61, but ends planked vertically rather than horizontally. Bore a cast plate on doors stating ‘FISH’ and a rectangular ‘chalk board’ for destinations towards left-hand end of body (as did all LNER Fish Vans). Photo shows one built 1933.
* LNER 10-ton Fish Van (12ft wheelbase, 19ft 6in over headstocks)
Wooden underframe, inside-frame bodywork (similar to the 10ft version above). About 2,000 built around 1938/9. This variant is very similar to the forthcoming Bachmann goods van, except for the metal underframe. Nu-Cast made a kit with whitemetal underframe and plastic moulded body, but Parkside Dundas kit PC56 (Diagram 134) is current. This variety of LNER Fish van was chosen for rebuild with iconic recessed doors and branded both ‘XP’ and ‘Insul Fish’. Some received the 1964 ‘ice blue’ livery. Parkside Dundas PC57.
* LNER Fish Van (14ft wheelbase, 23ft over headstocks)
Wooden underframe, outside-framed bodywork. Two sets of sliding doors per side. Horizontal planking, with top two planks (both sides and doors) spaced apart to give three ventilating gaps. Photo shows one built 1927.
* LNER 12-ton Plywood Van (Diagram 195 - fitted)
3,250 built from 1944 and lasted into BR days until the early ‘70s. The build includes at least two different brake gear types. See Parkside Dundas PC06A. Diagram 172 seems to be very similar but was un-fitted. Diagram 176 was similar in details to Diagrams 172 and 195, but was constructed from very narrow planks instead of ply. A near identical Fruit Van (slat vents in lower half of ends) exists on the Mangapps Farm Railway (Diagram 1/232) but is identical to the LNER ones.
Books and websites
A Pictorial Record of LNER Wagons. Peter Tatlow. OPC (1976, but recently reprinted).
Wagons of the Early British Railways Era. David Larkin. Kestrel Books.
Wagons of the Middle British Railways Era. David Larkin. Kestrel Books.
Wagons of the Final Years of British Railways. David Larkin. Kestrel Books.
The 4mm Wagon, Parts 1, 2 and 3. Geoff Kent. Wild Swan.
This 3-part series comes highly recommended as it gives an overview of a representative selection of stock broadly typical of goods trains across the country in the 15-20 years either side of Nationalisation. Although the text is primarily aimed at those who wish to make models, the photos alone are worth the cover price.
See www.paulbartlett.co.uk for a wide range of photos.
Summary
We feel that the following (listed in no particular order) would be the most ‘commercially viable’ and appeal to a broad range of modellers of the later LNER period and general BR steam era.
1. LNER Gresley Gangwayed Brake (BG)(Diagram 113)
A vital addition to the Hornby Gresley range.
2. LNER Gresley Non-gangwayed Brake (B)(Diagrams 129/284).
A very useful vehicle for both pasenger and parcels trains.
3. LNER 6-wheeled Van (BZ)(Diagram 358)
A very useful vehicle for both pasenger and parcels trains.
4. 4-wheeled Passenger Brake Van (BY)(Diagram 120)
An attractive panelled vehicle seen widely.
5. LNER 10-ton Fish Van (12-foot wheelbase, 19ft 6in body)
A wide range of recessed door variants possible, which should appeal to a manufacturer.
6. LNER Plate/Trestle/Twin Bolster Wagons.
If one is made, the others should ‘spin off’.
7. LNER 22½ ton Grain Hopper
A distinctive and useful vehicle for modellers of rural areas as well as main lines.
MREmag Special Feature No.13
Southern Railway and BR Southern Region Passenger-carrying Coaching Stock (PCCS)
by Brian Macdermott
(with valued input from Glen Woods, Chris Knowles-Thomas, Robert Carroll, Nick Stanbury, Neil Burgess and Ian Taylor)
You will notice a new name above – that of Glen Woods. Glen is an ex-Southern Region railwayman and an acknowledged expert on Southern stock as well as Pullmans. He runs the acclaimed Yahoo group, SRLHCS (Southern Railway Loco-Hauled Carriage Stock).
This Feature does not in any way purport to give a full list of Southern Railway and Southern Region passenger-carrying coaching stock – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller (and not just of the Southern area).
I have used ‘T’ for Third and ‘S’ for Second as appropriate to the period under discussion. The Southern Railway tended to use the term ‘gangwayed’, but the Southern Region of British Railways reverted to the use of ‘corridor’ (and ‘non-corridor’ for non-gangwayed stock). The railway used ‘Pull-Push’ for what most modellers refer to as ‘Push-Pull’ – I have opted to use PP here.
Somewhat surprisingly, production of the PP sets below has very high strategic importance. If the PP BCK was ‘adapted back’ to Diagram 2403 and paired with a new-build Diagram 2113 BTK, it would facilitate a number of west country 2-sets(P) as well as some additional 3-sets. A Diagram 2005 Open Third could spin off from the PP’s Diagram 2023 Open Second. This would make a useful ‘loose’ coach as well as facilitating some other west country 2-sets (by adding a Hornby BCK). It could also be further adapted by the inclusion of ‘dining tables’ (see under Catering). If the PP sets were made, it would open a door for the useful Diagram 52 ex-SECR non-corridor 100-seater coach (see below under Other SR Coaches) and some PMVs (which will be detailed in Special Feature No.14).
Maunsell Era Designs (1926-1937)
* Maunsell coaches available from Hornby
Hornby have made a vast range. In the following list, L and H stand for Low and High Window versions respectively. Diagram 2001 TK (L/H); Diagram 2501 FK (L/H); Diagram 2301CK (L/H); Diagram 2101 4-compartment BTK (L/H); Diagram 2102 6-compartment BTK (L/H); Diagram 2110 6-compartment BTK (H); Diagram 2401 BCK (L/H). I haven’t included lavatory vent variations here.
* Maunsell 3-sets Nos.390-399/445-448 (BTK-CK-BTK)
Absolutely crying out to be made by Hornby as the moulds are already in existence, but not yet made in BR red and cream or BR green livery. Used on the S&D during the ‘50s and early ’60s (alongside Bulleid 59ft Multi-door sets in 1960/61) as well as more widely. Set No.396 ran with red and cream Brake Seconds and a green Composite on the S&D during 1958.
* Maunsell Open Third (Diagram 2005)
These had ventilator bonnets above large ‘low’ windows, which themselves could be lowered about seven inches. These coaches can be made possible by slightly adapting the Diagram 2023 Open Second in the PP sets below. A useful ‘loose’ coach, which could also be used with the existing Hornby Corridor Brake Composite (BCK) (R4320 range) to form 2-sets 104-107 and 109/110, which were used on various branches (e.g. Exmouth, Sidmouth, Lyme Regis, Callington).
* Maunsell Corridor Third, Corridor Brake Third and Corridor Brake Composite (Diagrams 2008, 2113 and 2403)
This stock differs from current Hornby models in having near flush-fitting windows without external frames and with more-rounded corners. The Corridor Third (TK) would facilitate forming several ‘long’ sets otherwise largely consisting of current Hornby 4-compartment Corridor Brake Third (BTK), Corridor Third (TK) and Corridor First (FK). The Diagram 2113 BTK and Diagram 2403 BCK would facilitate a wider selection of 3-sets and West of England 2-sets in conjunction with existing Hornby products. See also PP sets.
* Maunsell Nondescript Saloons and Brake Saloons (Diagrams 2653/4)
Called ‘nondescript’ as they were General Saloons which could be labelled ‘First’, ‘Second’ or ‘Third’ as appropriate. They were all classed as Second from 1956. The seating was arranged in ‘2+1’ formation. They are the Restriction 1 (R1) type most frequently seen off the Central and Eastern sections and many Western Section ‘long’ sets had one from 1956. R1 vehicles are slightly narrower than the current Hornby stock which are Restriction 4 – see Mike King’s book below for full details, pages 88/9.
* Maunsell PP Sets Nos.600-619 (Diagram 2407 BCK + Diagram 2023 SO)
Converted late 1959 from BCK Diagram 2403 and SO Diagram 2005. Used across a wide area, from Tonbridge in the east to Seaton in the west. Also used in ‘hauled mode’ with Bulleid Light Pacifics on ‘filling-in turns’, for example Eastbourne to Hailsham and Brockenhurst to Bournemouth. The brake vehicles of Sets 618/619 were used in ‘hauled mode’ during 1963 on the Hayling Island branch. Ideal as a boxed set with an M7. OO Works have announced their H class 0-4-4T, which could be used with these sets.
Bulleid Era Designs (1938-1951)
* Bulleid 59ft Multi-door Stock (1945-1946)(Diagram 2121 BTK + Diagram 2316 CK)
Apart from a handful that were 64ft 6in, these ‘doors to all compartments’ coaches were 59ft long, built 1945/6 and made up in 3-sets, numbered 963-980. In 1959, for example, allocated to Waterloo-West of England/Weymouth services. Ideal for ‘secondary’ services. Sets 963-973 on the S&D in the early ‘60s. Could be produced as a boxed set with set number on brake ends. It might be possible to use the existing Hornby Maunsell underframes, but with different battery boxes.
* Bulleid 10¼in (shallow ventilator) 2-sets(R) Nos.63-75 (Diagram 2405 BCK + Diagram 2123 BTK)
The 13 BCKs were built in 1948 and paired with Diagram 2123 BSKs (with 10¼in ventilators). All allocated to Waterloo-West of England/Swanage services. Another boxed and numbered set possibility. Essential for the ‘Atlantic Coast Express’ (and other trains).
* Bulleid 10¼in (shallow ventilator) Corridor Brake Composite (Diagram 2406)
A useful ‘loose’ BCK. Similar to Diagram 2405 above, but the lavatory was re-positioned in the centre of the coach and the Guard’s area had two periscopes (as the coach could be in use as the brake vehicle in either direction). Essential for the ‘Atlantic Coast Express’ (and other trains).
* Bulleid 10¼in (shallow ventilator) Corridor Composite (Diagram 2318)
This, plus Diagram 2123 BTKs (above), would facilitate production of 3-sets Nos.771-793, which wore SR malachite livery, BR crimson and cream, and BR green.
* Bulleid 15in (deep ventilator) Stock
Currently produced by Bachmann as Diagram 2019 TK, Diagram 2017 TO, Diagram 2318 CK and Diagram 2123 semi-open BTK, but showing their age. In need of new moulds and NEM couplers to keep up with today’s high standards. Some transferred to Scottish and Eastern Regions in 1965, and many - if not all - repainted maroon. One example was S1466S, which became Sc1466S.
* Bulleid BRCW 3-sets (BTK-CK-BTK)(1947-49)
Did not start to appear until December 1947. Malachite green and Southern Region green only. With so much other stock crying out to be made, this is perhaps one for ‘the back burner’?
* Bulleid Bournemouth Line 6-car Sets (Nos.290-300)
Certainly an iconic set of vehicles, but relatively restricted in geographical spread compared to other stock. Perhaps another one for ‘the back burner’? See also Catering Vehicles.
Catering Vehicles
* Maunsell Composite Dining Saloon/Kitchen Buffet Car (Diagrams 2658/9)
Used on both west country and inter-regional trains until withdrawal in the early ‘60s.
* Maunsell Kitchen/Restaurant First (Diagrams 2650/1/5/6)(with Diagram 2005 Open Third)
The Diagram 2005 as mentioned above could be slightly adapted further by the inclusion of tables and paired with a new-build Diagram 2650/1/5/6 Kitchen/Restaurant First. These pairs were used widely over the SR and within inter-regional sets. An attractive boxed set.
* Bulleid Restaurant First + Kitchen Restaurant Third (Diagram 2507 + Diagram 2660)
Built 1947/8, with extended side panels. Formed in Bulleid 6-Dining Sets 290-300, which concentrates them on the Waterloo-Bournemouth/Weymouth run (although they did get to Exeter on rare occasions). Could be produced as a boxed set. To make this catering set ‘viable’, the manufacturer would also need to make the extended side panel versions of the Diagram 2123 BTK, Diagram 2019 TK and Diagram 2318 CK.
* Bulleid Tavern Cars (Diagrams 2663/4* and 2665/8)
Restaurant Kitchen Buffet with Open Restaurant Composite*, built 1949. RKB rebuilt to Diagram 2668 1959/60. RCO rebuilt to Diagram 2665 in 1950/1. Known as the Tavern Cars and Trailers, these vehicles have several interesting livery possibilities (originally ‘brickwork and beams’). It was almost impossible to see in to the originally-built RCO (or out, for that matter!), so there is virtually no cost in moulding an interior. Mainly on Waterloo-Exeter trains, but with some summer Saturday through workings (e.g. Padstow). Briefly on the Eastern region when new. With names such as The Jolly Tar and The Green Man, these could have broad appeal in boxed sets.
* Pullman Buffet Cars
Could have appeal to Hornby. Used on the Hastings line and Ocean Liner Boat Trains. Latterly used as ‘green’ Pullman cars when they were sold to the Southern Region.
Other SR Coaches
* Isle of Wight (LBSCR and SECR) 54ft bogie stock
The LBSCR stock went to the island 1936 onwards, and the SECR stock from 1948. Formed mainly into 4- and 6-sets with an ex-SECR Brake Third at one end and an ex-LBSCR Brake Third at the other. Some vehicles lasted until the end of steam on the island in 1966. Sample 4-set No.485 (1950) comprised: 4147 (Diagram 171 BT); 6372 (Diagram 378 C); 2438 (Diagram 40 T); 4151 (Diagram 210 BT). Could be used with the recently-announced Kernow Models IoW-based O2.
* LBSCR PP Sets
Both purpose built sets and conversions, some of which lasted until 1960 (a single coach lasted into 1961). Set 723 worked on the Seaton and Westerham branches. Other sets worked widely, mainly in Kent and Sussex. A number of liveries are possible.
* LSWR 3-LAV sets Nos.101-167 etc (sample Diagrams 124+274A+124 and 125+285+125)
These 3-sets (BTL-CL-BTL) were made up of LSWR-designed stock, but some had rebuilt Composites on new, longer SR underframes (1935 onwards). Used over the whole of the Western Section (and the Somerset & Dorset Line) by the Southern Railway and BR(SR). They lasted until the late ‘50s, last being used in the Southampton area - otherwise known as the Southern District, BR(SR).
* SECR Birdcage 3-sets Nos.567-570, 572, 574-624, 626-629 (Diagrams 160+315 or 316+162)
Designed for main line and outer-suburban use by the SECR and used extensively by the Southern Railway and BR(SR) on services from London to Kent, the Sussex Coast and across to Reading. There were shorter Birdcage sets, but these - of 60ft 1in vehicles - were the longest lived (1958) and should be the most appropriate in commercial terms. The last sets in service were in crimson livery in the late ‘50s.
* SECR 100-seater Non-Corridor (Diagram 52)
Built between 1921 and 1923. Three varieties: straight sides; mahogany slatted; and flush-sided (steel clad). Entered service in SECR brown. As mentioned above, would facilitate west country 2-sets(W), ‘loose’ vehicles, non-PP and PP strengtheners.
Summary
With so much to choose from, we have been utterly ruthless with the selection below, believing that
these will fill most people’s immediate needs for some years – it could have been twice as long with ease! The vehicles are listed in no particular order other than alphabetical.
1. Bulleid 10¼in (shallow ventilator) Stock
To facilitate 3-sets, 2-sets and ‘loose’ BCK. Essential for the ‘ACE’.
2. Bulleid 15in (deep ventilator) Stock.
To be brought up to modern standards and to ‘match’ any new build.
3. Bulleid 59ft Multi-door 3-sets
Essential for main line ‘semi-fast’ services as well as for ‘60s period S&D layouts.
4. Bulleid Tavern Cars (Diagrams 2663/4 & 2665/8)
Plenty of livery options, one distinctly unusual.
5. Maunsell 3-sets Nos.390-399
Essential for earlier period main line trains as well as ‘50s/’60s S&D layouts.
6. Maunsell PP Sets Nos.600-619
Ideal for branch line layouts with an M7. Highly strategic vehicles enabling ‘spin offs’.
7. Maunsell Kitchen/Restaurant First (Diagrams 2650/1/5/6)(with Diagram 2005 Open Third)
Wide geographic range.
8. SECR Birdcage 3-set
Attractive set of vehicles with good geographic range (apart from the south and south west).
9. SECR 100-seater Non-Corridor (Diagram 52)
To facilitate some 2-sets(W) and PP strengtheners.
Books and websites
An Illustrated History of Southern Coaches. Mike King. OPC (Ian Allan).
An Illustrated History of Southern Pull-Push Coaches. Mike King. OPC (Ian Allan).
Maunsell’s SR Steam Passenger Stock 1923-1939. David Gould. Oakwood.
Bulleid’s SR Steam Passenger Stock. David Gould. Oakwood.
Southern Railway Passenger Vans. David Gould. Oakwood.
Bogie Carriages of the South Eastern & Chatham Railway. David Gould. Oakwood.
Bogie Carriages of the London Brighton & South Coast Railway. David Gould. Oakwood.
SE&CR Carriages. Phil Coutanche. Lightmoor Press.
This book covers the Birdcage sets as well as the SECR 100-seater Non-corridor Diagram 52 stock.
Southern Coaches in Colour. Michael Welch. Noodle Books.
If you can’t wait – or just prefer the DIY approach – Phoenix Coach Kits provide a wide range of many of the coaches mentioned in this Special Feature. See
www.srg.org.uk. Another range is made by Comet (www.cometmodels.co.uk). Their website shows many photographs. You may also like to have a look at www.marcmodels.co.uk.
MREmag Special Feature No.14
Southern Railway and BR Southern Region Non-passenger-carrying Coaching Stock (NPCCS), Freight Stock and General Railway Service Vehicles.
by Brian Macdermott
(with valued input from Glen Woods, Chris Knowles-Thomas, Robert Carroll, Nick Stanbury, Neil Burgess and Ian Taylor)
This Feature does not in any way purport to give a full list of Southern vehicles within the above categories – that would be massive! It is intended to give a broad outline of typical types, including those which might have more appeal and use to the general modeller (and not just of the Southern area).
The Special Features concentrate broadly on the period 1935-1965, but it’s worth noting that examples of the Bogie Van B, BY, PMV and CCT all survived into blue livery (although whether this could be seen under the layers of grime is debatable!).
NPCCS (in order 8-, 6- and 4-wheel)
* Maunsell Bogie Van B
About 130 built. The 8-wheel ‘sister’ to Hornby’s 4-wheel Van C (BY) below and crying out to be made!. A highly versatile bogie vehicle that was widely travelled around the country. With Guard accommodation but no gangway connection, they have a distiinctly different usage to the (ostensibly) similar GBL below. Many of the west country’s newspapers travelled in Van Bs in the 1.15am from Waterloo during the ‘40s, ‘50s and ‘60s. You need at least four for this train. Stove-fitted versions add to the variety of liveries (orange panels). Later-built versions were roof-boarded for newspaper traffic to select destinations. Examples lasted to the ‘80s. See Ratio kit 592.
Gangwayed Bogie Luggage Van (GBL/CorPMV)(Diagram 3097)
About 120 built (of three diagrams), later increased to five when some vans had droplights added. This vehicle was known in Southern Railway days as a Gangwayed Bogie Luggage Van (GBL). In BR(SR) days, it became Corridor Parcels & Miscellaneous Van (CorPMV). The gangway connections were unusual on a non-brake vehicle. Widely used, including the ‘Golden Arrow’ and Boat Trains of all three divisions. Basic representation of this vehicle has been in the Hornby stable since the ‘60s. A new, scale version would surely be a firm favourite with buyers, enabling the current version to retire to the Railroad range. Although most had been withdrawn by 1960, Diagram 3097 (with droplights) S2464S was painted umber and cream in July 1962 and subsequently used in Sir Winston Churchill’s funeral train in 1965. Along with West Country 4-6-2 No.34051 and a couple of Pullman cars (with three other Pullman cars in a further Train Pack), this could be an historic product for release in 2015. Was in the USA for many years, but now back at Swanage. Diagram 3099 (no droplights) could ‘spin off’.
* Maunsell PO Sorting Van (with lavatory)(Diagram 3192) and PO Stowage Van (Diagram 3196)
Interesting vehicles, but somewhat limited in geographic range (London-Dorchester/ Weymouth and London-Dover), although six lasted until 1976 (then in blue/grey livery).
* Milk Tanker
Most SR milk tankers differed from those of the other railways by having been built with an extra strut to the end stanchion. No.4430, to Diagram 3157, has been preserved on the Bluebell Railway.
* Covcar (CCT)
Frequently seen in van trains. Currently produced by Dapol from the old Hornby Dublo moulds. Kit PC39 made by Parkside Dundas. They also make PC47, which represents the 150 plywood-sided versions built from 1951.
* Parcels & Misc Vehicle (PMV)
Frequently seen in van trains. Similar to the CCT above, but without the end doors. Some converted for use in PP trains. Parkside Dundas produce kit PC36.
* Special Cattle Van (SCV)(Diagram 3141)
Mainly used for the transport of ‘prize cattle’ but also used for horses. Centre compartment for the groom. 17ft 6in wheelbase. 60 built between 1930 and 1952. A distinctive vehicle with most having been re-painted from green to crimson lake by the mid-‘50s and back to green after June 1956. Apart from their general use, these are essential vehicles for S&D modellers. Some traffic emanated from the line itself but other vehicles were routed over the line from, for example, Gillingham and Crewkerne - often travelling to Scotland.
* Maunsell Van C (BY)
Already made by Hornby in a number of guises, but there are still some more that they could produce. The ‘stove-fitted’ version had an orange door and orange panels in the top corners. The four ‘safe-fitted’ ones had what purported to be a safe but was really only a transverse box, secured by a carriage key. These were indicated by a lower case ‘s’ either side of the van number at the top corners, painted in white numerals on a red background. No.14 withdrawn in 1969, but 10-13 lasted just beyond the mid-‘70s. Nos.400 and 401 were fitted with lamp brackets to enable them to be used on (mainly) Exeter to Plymouth freight trains, but no photos have yet been found. Parkside Dundas kit PC34.
* 'Golden Arrow’ Baggage Container Truck (Diagram 1106) and Conflat D (Diagram 1383)
The SR built 150 Diagram 1383 ’long’ container trucks (18ft 7in wheelbase) between 1931 and 1933. ‘Fitted’ and ‘unfitted’ examples were built, but all were ‘fitted’ by 1937. Examples (now ‘unfitted’) survive at Swanage and on the Bluebell Railway. In 1950, two vehicles were transferred from goods stock to NPCCS by simply renumbering and repainting in BR crimson (side rails only) and dedicated to use with the ‘Golden Arrow’ for carrying the baggage containers. Repainted green in 1956, they lasted on the service until February 1961, when they reverted to goods stock. Although the formation of the ‘Golden Arrow’ in BR days seems variable, I have seen a number of photos with the train formed as: Loco; CorPMV; Pullmans; Baggage Truck (with containers); PMV. I am delighted to be able to tell you that MARC models are producing the truck and containers in rtr and kit form in OO (otherwise these would almost certainly have gone in the ‘viable’ list). See website below for initial details.
Freight Stock (in order Open Wagons, Covered Vans, Brake Vans)
* SR 5-plank Open Wagon (Diagram 1375)
Hornby’s R6340 has a good body moudling but wrong numbers/lettering and spoked wheels instead of 3-hole disc. Also built for the LMS and Ministry of Supply.
* SR 8-plank Open Wagon (Diagram 1400)
These 10ft wheelbase vehicles had the usual drop-down door of any mineral-type wagon, but also had ‘barn doors’ above – which would give a model of this wagon a distinct apearance compared to other commercially-available 8-planks. They doubled as general merchandise as well as mineral. About 1,400 built from 1936. Example at Mangapps Farm Railway. See Model Railway Constructor, June 1964. Cambrian Models C6 is for a 9ft wheelbase version. ABS produce a kit.
* SR 8-plank 20-ton Mineral Wagon (Diagram 1386)
Often used for loco coal. Chivers Finelines kit RC447.
* SR 12-ton Van (Diagrams 1452/5/8)Made in even-, uneven-, 2+2-planked and plain plywood styles. A good range produced by Bachmann. SR models 38-070/A/B/C produced in pre-1936 livery (large letters). Most were built from May 1936 and would have post-1936 small letters. Hornby produced the ex-Airix version (2+2 planking). Ratio also produce some kits (591, 593 and 594). Earlier vans had a 9ft wheelbase as opposed to the 10ft of these later vehicles. A batch of 800 was built during WWII - 150 for the LMS and 650 for the GWR. See Railway Modeller, December 1970 and March 1971. See also Model Railway Constructor, November 1973.
* SR Banana Van (Diagram 1479)
125 built in 1938. This could possibly be developed from the Bachmann SR 12-ton van (above) (code 38-070) - different doors and no ventilators on the ends. Sadly though, the underframe is different, which may preclude it. If that is the case, the very different Diagram 1478 version might be a consideration. Could be seen way off the southern area, as bananas were imported at various docks.
* SR Cattle Wagon
Two similar designs, one by Maunsell and one by Bulleid. At first glance, very similar to LNER types (large cupboard doors, each with a large hole).* SR Queen Mary Bogie Brake Van
An essential item for main line ‘fast fitted freights’. Model produced by Bachmann in a number of versions.
* LBSC 20-ton Brake Van (Diagram 1576)
For a 1980’s model, the Hornby LBSC Brake Van (currently R6266C etc) measures up remarkably closely to a scale drawing! Drawings and photos of the actual prototype can be found in An Illustrated History of Southern Wagons, Volume 2. See also Wagons of the Southern 7 and Railway Modeller, May 1971. 17 of the original 31 vans were rebuilt as Diagram 1760 Ballast Brakes with the sides sheeted in to varying degrees (and this means that some Hornby models aren’t correct).
* SECR 25-ton ‘Dance Hall’ Brake Van
Ostensibly similar at first glance to the LBSC type above but with ‘Ashford’ roof profile. Much used in SR and BR(SR) days by the engineers because of the number of workmen it could carry. See Wagons of the Southern 6, and Railway Modeller, April 1971.
* SR 25-ton 4-wheel Brake Van (Pillbox)(also 15-ton variant)
The iconic SR Brake Van – and one can only question why it hasn’t yet been made in rtr form. At first glance, these are similar in overall style to the LNER (and later) BR-built Brake Vans but noticeably ‘leaner’ and have offset duckets (the bit that the Guard looks out of). Most were built with sand boxes (which look like tool boxes) installed outside the enclosed verandah, each with an ‘up-turned vee’ which directed sand to the appropriate wheel; these were later removed from most vans during the BR era. (See Bachmann’s 33-825 Bogie Brake for an impression.) The box removal gives an opportunity for variations along with even- and uneven-planked types. Cambrian Models kit C7. A lighter (15-ton) variant was developed for use on lightly-laid branches and Cambrian produce their kit C95 for this type.
General Railway Service Vehicles
* SR Bogie Ballast Wagon (Walrus)
Although we have a number of similar looking wagons, this has yet to be produced and would be welcomed by Southern Railway modellers as well as those modelling any other company or region. Cambrian kit C59.
Books and Websites
An Illustrated History of Southern Wagons. A number of volumes by a team of authors. 0OPC.
The 4mm Wagon, Volumes 1, 2 and 3. Geoff Kent. Wild Swan.
A Pictorial Record of Southern Wagons. Terry Gough. Kestrel.
www.marcmodels.co.uk
Summary:
We believe that the following vehicles (listed in no particular order) would be the most ‘viable’.
1. Maunsell Bogie Van B
crying out to be made (to ‘match’ the Van C).
2. Gangwayed Bogie Luggage Van (GBL)(CorPMV)
To go with ‘Golden Arrow’ stock (and Churchill funeral train?).
3. Special Cattle Van (SCV)
A much-travelled vehicle with an interesting design.
4. Van C (BY)
A number of guises yet to be made – all highly useful to SR modellers.
5. SR 8-plank Open Mineral
A nice balance to existing rtr mineral stock.
6. SR Banana Van
A distinctive balance against the Ratio and current Dapol BR-built versions.
7. SR 25-ton Pillbox Brake Van
Iconic vehicle.
8. SR Walrus Ballast Wagon
Iconic ballast vehicle.
MREmag Special Feature No.15
Post-Nationalisation Passenger-carrying Coaching Stock (PCCS), Non-passenger-carrying Coaching Stock, Freight Stock and General Railway Service Vehicles.
By Brian Macdermott
(with valued input from Glen Woods, Chris Knowles-Thomas, Robert Carroll, Nick Stanbury, Neil Burgess and Ian Taylor)
This Feature does not in any way purport to give a full list of stock built following Nationalisation. It is focussed on the period 1951 to 1963, representing the main BR steam era in general. I have only used the code ‘S’ for Second here. Up to June 1956 Third Class (‘T’) was extant and Second was used on some Boat Train stock. ER/NER is shown in the regional allocations below, as the BR diagrams book index made no distinction.
Bachmann have produced a wide range of Mk1 coaches, so we are mainly detailing the vehicles which haven’t been made so that readers can put those in context. Replica (Swindon) have also made some. Southern Pride Models and Comet produce kits.
Passenger-carrying Coaching Stock (Non-gangwayed)(built 1954-56)
* Mk1 Non-gangwayed Suburban Coaches (short underframe, 56ft 11in)
Went to all regions except SR. Liveries possible are crimson, unlined maroon, lined maroon and blue. Models made by Bachmann as Brake Second, Composite, Second and Open Second (NG). Recent releases have the same bogie as used on other modern-production Mk1 stock, except that the coupling is fixed to it as opposed to on a cam. Range could benefit from remoulding with flush-glazing and mounting on new chassis for close-coupling. To enable modelling of some ER outer-suburban trains (and many cross-country ones) the range could benefit from the addition of two more essential vehicles (which were only made in ‘short underframe’ versions) - Lavatory Composite (CL) and Open Lavatory Second (SLO). Outer-suburbans from King’s Cross were often Pacific-hauled, wearing Class B headcode (one lamp under chimney).
* Mk1 Non-gangwayed Suburban Coaches (long underframe, 63ft 5in)
Went to SR and WR only (although some were used on the LMR later after regional boundary changes). Replica (Swindon) make Brake Second, Composite and Second. They come rtr and in ‘component form’ for easy self-assembly - a bit like the old Tri-ang ‘Completely Knocked Down’ series (CKD). The Second Class coaches have a choice of either ‘compartment’ or ‘open’ interior mouldings. Body livery is crimson (with decals to follow for the self-assembly stock), but there is the possibility that both unlined and lined maroon will follow (both for the WR). Additionally, green or crimson livery Exeter-Exmouth line numbered 3-sets are available (BS-C-BS), as well as ‘Loose’ Seconds. See also Comet Models. (Note: research has failed to establish whether unlined maroon livery was actually ever carried.)
Passenger-carrying Coaching Stock (Gangwayed)
* Mk1 Open First (FO)(Diagram 73)
128 built between 1953 and 1963. Early deliveries to ER/NER, LMR and SR. WR in 1959. ScR in 1961. Many subsequent reallocations. Long-lasting and ran in a wide range of liveries from crimson and cream onwards. Often used as dining cars with a Restaurant Buffet (RB) (see under Catering). Some re-designated Restaurant Cars from 1977. Many later downgraded to Second. Model has been made rtr by Replica in the past, and is now available in self-assembly form (as per the Suburbans above).
* Mk1 Corridor Brake First (BFK)
Only 28 of these built and not until 1959. Only ran in maroon then blue/grey in normal service.
* Mk1 ‘Boat Seconds’ (SO)(Diagram 90)
Built in 1953, these 15 coaches were originally in crimson and cream with the numeral ‘2’ on all doors. Green livery later. These vehicles were 48-seat, 8-bay with 2+1 seating and entrance door direct into one middle bay. Initially allocated to SR Spare Boat Trains Nos.1-10. Some European countries ran ‘three class’ services, and some connected with the UK across the Channel – hence the need for this class of accommodation. They continued as Second after 1956, but were upgraded to First in 1959. Three branded as Restaurant Cars (RFO). Later still, some were used on the Waterloo-Weymouth Boat Train.
* Mk1 Open Brake Second (BSO)(Diagram 183/184)
181 built between 1955 and 1963. Early deliveries to ER/NER and WR. ScR batch 1959. Long-lasting. Ran in crimson and cream, chocolate and cream, maroon and blue/grey. Particularly useful for ‘50s/’60s GN Main Line modellers.
* Mk1 Sleepers (Second/Composite/First)(Diagrams 1/5/10)
380 built from 1957 which makes this the most numerous Mk1 type not modelled by Bachmann. All share same body shell but slightly varying roof detail. Two liveries in service – maroon and blue/grey. See Comet Models.
Catering Stock (Gangwayed)
* Mk1 Restaurant Buffet (RB)(Diagram 24)
128 built between 1960 and 1962. Allocated to all regions from first batch, and can be modelled in a wide range of liveries. SR allocation Nos.1716-1724 delivered in green, as were Nos.1755-1772 (which had Commonwealth bogies). Remainder maroon, except W1729-32 in chocolate and cream. W1646 repainted into that livery. In service for around 30 years. Would fill a big ‘catering gap’. SR Nos.1716-1724 converted to 4-REP Restaurant Cars in 1967. Model RBs produced by Lima and Mainline. Replica actually produced a batch of the Mainline version, but the chassis bore the Bachmann name.
* Mk1 Griddle Car (RG)(Diagrams 30/31)
Diagram 30 built 1960 in maroon. One each to ScR, LMR and WR (but also ran on ER). Diagram 31 rebuilt from Diagram 16 1965/66.
* Mk1 Restaurant First (RF)(Diagram 16)
Only 5 built in 1952, WR only. Gone by 1964. Crimson and cream, maroon, and chocolate and cream liveries.
* Mk1 Restaurant First (RF)(Diagram 17)
37 built for LMR in early ‘60s in maroon livery. Most converted to Restaurant Buffet (large kitchen) (RBK) from 1969. See Comet Models.
* Mk1 Kitchen Car (RK)(Diagram 700)
10 built in 1951, but scrapped in mid-‘60s. Liveries were crimson and cream, green and maroon. All main size windows white opaque. Useful for ‘triple set’ with existing RFO and a new-build RSO. However, they were rarely seen as ‘sets’ by the late ‘50s and there is also the problem that many modellers don’t have the room for such a ‘long block of catering’ on their layouts. See Comet Models.
* Mk1 Kitchen Car (RK)(Diagrams 701/2)
Built early ‘60s in maroon. 12 Diagram 701, 19 Diagram 702, the latter lasting until around 1980. See Comet Models.
* MK1 Kitchen Buffet (RKB)(Diagram 25)
53 built from late ‘50s. Wide geographical spread. Carried maroon, green, blue/grey and Inter-City liveries. See Comet Models.
* Mk1 Restaurant Open Second (RSO)(Diagram 56)
14 built 1951. Can run in crimson and cream, maroon, chocolate and cream (W1009 only) and blue/grey. Same body shell as early Diagram 92 SO, with no centre door, of which 21 built. Useful to make a ‘triple set’ along with Bachmann’s current Restaurant Open First (RFO) and a new-build Diagram 700 Kitchen Car (but see comments above). See Comet Models.
* Mk1 Restaurant Unclassed Open (RUO)(Diagram 61)
40 built in early ‘60s in maroon. Mostly ER. A few transferred to the SR and repainted green. Same body shell as standard SO.
Pullman Cars (Gangwayed)
* 1951 Festival of Britain/Golden Arrow Pullman Cars
Often called simply ‘1951 Cars’, they were built (or converted) between 1951 and 1952 and had a long association with Royal Trains and private party specials. Toilet windows were rectangular, as opposed to the classic oval shape. The Kitchen Cars were: Car No.303; Aries; Aquila; Orion; and Carina. The Parlour Cars were: Perseus; Cygnus; Hercules; Pegasus (Trianon Bar); and Phoenix (which had been rebuilt on the underframe of 1927-built Rainbow and was a regular car for the Queen in Royal Trains). Most of the cars were regulars in the ‘Golden Arrow’. These cars would make ideal ‘Train Packs’ with either a Schools or Bulleid pacific. All but Car No.303 and Hercules have been preserved. MARC models are about to release the ‘Golden Arrow’ Baggage Truck and Containers.
NPCCS (in order 8- and 4-wheel)
* Newton Chambers Double-Deck Car Carriers
An interesting set of vehicles built 1961/2. Initially on the ECML, but a photo dated 1971 shows four such vehicles in a train on the sea wall at Dawlish. Bradford Barton BR Diesels in Action, Volume 3. Southern Pride produce a kit.
* Travelling Post Office Stock
Modelzone produce the 1959-built Sorting Van. Appear to be selling well, so there is a strong likelihood of more types. Stowage Brake and Stowage Vans would faciliate the Paddington-Penzance train, as the current model Sorting Van is numbered in that series.
* Horse Box (1957 build)
Big gap for a version to modern standards of the model produced by Hornby Dublo/Wrenn in the ‘60s. Being built at a time when this type of traffic was waning fast, they didn’t see as much service as one might imagine. Tools now with Mordvale? However, any re-issue would need to be balanced against the needs of Hornby Dublo collectors and those of today’s discerning modellers for accurate chassis and so on.
* Horse Box (Diagram 9 of 1954)
Very similar to LNER Diagram 5 (discussed in Special Feature No.12) but 24ft long. 145 built in 1954. 25 went to the ER, but the majority went to the WR and LMR. A good balance and variation of style against other horse box types.
Freight stock (numerical then alphabetical)
* 12-wheel Trestol
Now here’s one for Hornby! Back in 1961, Tri-ang produced a model of this 71ft long vehicle (albeit slightly short of prototype). See Pat Hammond’s, The Story of Rovex, Volume 1, pages 260-262. They were primarily used for the transport of heavy metal plates, supported by trestles (which were never made by Tri-ang). Not much chance of multiple sales, but an eye-catching ‘occasional visitor’ for many layouts.
* 21-ton Coal Hopper
A number of variations possible. For a typical example, see Parkside Dundas PC77. Hornby took over and produced the ex-Airfix model (although for reasons unknown, that is listed as a 20-ton wagon).
* 21-ton Coke Hopper
We discussed the LMS version in Special Feature No.10. The BR versions were different in a number of respects, but could possibly ‘spin off’ from the LMS one?
* 21-ton Grain Hopper (steel)(Diagram 1/270)
This was basically an LMS design and had ‘observation windows’ at each end, but the majority of this style of hopper were produced to the later Diagram 1/271 (which omitted the windows and was the basis of the inaccurate Hornby Dublo model.) A Diagram 1/270 would provide a good ‘balance’ to the LNER hopper style. Often seen in ones, twos and threes in rural freights – 20 tons is a lot of grain. (Footnote: There were a number of ‘grain loading terminals’ around the country, one notably at Wroxham, Norfolk. This had a set of loading pipes which could form the basis of a Skaledale or Scenecraft model. Bachmann’s 44-054 is similar in broad essence. Such a terminal might in turn drive up interest in grain hoppers generally.)
* 22-ton Plate Wagon (Diagrams 1/430, 431, 432, 434)
Based on LMS and LNER predecessors. Plenty of scope for livery and detail variations, including twin bolsters.
* Banana Van
300 built between 1952 and 1954. Originally fitted with steam heating. Companies such as Geest and Fyffes often had their logos pasted onto the sides of these vans. A distinct solid yellow circle appears above the word ‘Banana’ on the left hand side of these vehicles. See Ratio kit 541 and Dapol rtr versions (the latter deriving from the old Hornby Dublo/Wrenn versions).
* Blue Spot Fish Vans
A development of the LNER Fish Van, this variant marked by a blue spot (indicating roller bearings). Model produced by Hornby Dublo/Wrenn and Dapol. These models seem to match up well agianst the prototype, but could have benefitted from more sensitive application of the lettering, numbering and blue spot. Parkside Dundas produce kit PC53 that can be made as either oil or roller bearing version.
* BM and FM Type Containers
These might look at first glance like the current Bachmann BD type. The 1,305 BM containers were used for fresh meat whilst the 3,885 FM versions were used for frozen meat. The BM type is conspicuous by the numerous ventilators. Essential for anyone modelling the meat trains that emanated from the west country or Scotland.
* Bogie Bolster D (Diagram 1/472)
This was the most common type of Bogie Bolster D. Bachmann already have the underframe (as used on their BDA) and three of the bogie types they ran with. The same body and chassis also ran with a trestle for carrying steel plates and as a Plate Wagon per se (with no bolsters).
* Conflat L
Another distinctive and unusual wagon type with more than 2,000 having been built from 1951. Each wagon carried three 4-ton capacity, top-loading, bottom-emptying metal boxes. They were used for tansporting bulk materials such as cement and lime. Tri-ang actually modelled this vehicle (albeit inaccurately) – see Pat Hammond’s The Story of Rovex, Volume 1, pages 263/4.
* Conflat P
These longer than usual Conflats were converted from Plate Wagons to carry a BD and an A container for the ‘Condor’ service. Perhaps Hattons could commission a special order to go with their forthcoming Class 28 (D57xx)? Or maybe one for Parkside Dundas?
* Palbrick
Used primarily for palletised loads of bricks, but I have seen a photo clearly showing two which seem to have the contents of the average modern-day skip! A number of variations are possible. Some converted in the ‘70s to carry coil.
* Palvan (Diagram 1/211)
Doors offset to one end. Used for pallet transport. However, there were problems with instability and consequent derailments which gave them a comparatively short life. Parkside Dundas kit PC65.
* Prestwin Twin Silo Wagon
Distinctive wagon. Available as a kit from Dapol and rtr from Hornby (but not in the current catalogue and that model was first made in 1978 and slightly altered around 1983). Has also been produced by Wrenn and Hornby Dublo.
General Railway Service Vehicles (alphabetical)
* Breakdown Crane
Available from Hornby. You may also be able to find one of the Hornby Dublo versions. However, a Ransomes & Rapier 30-ton example might be a viable new-build alternative. Although built by the LMS in 1942, they were a modern design, plate jib, single match vehicle crane with none of the complexities of ‘relieving bogies’ as per the Hornby model. Several survive in preservation. See Model Railways, October 1972.
* Catfish Ballast Wagon
Built between 1953 and 1958. A slightly smaller wagon compared to Heljan’s Dogfish variety. Kit C19 available from Cambrian.
* Dogfish Ballast Wagon
Available from Heljan.
* Dynamometer Car
Maybe possible by converting the Hornby Hawksworth? Technically NPCCS, but included here for clarity of purpose.
* Grampus Ballast Wagon
Available from Dapol and Hattons (who have their own numbered edition).
* Mermaid Ballast Wagon
Fitted with a rail clamp to prevent the wagon tipping over when the load was discharged from this side-tipping style wagon. A rtr version is available from Footplate Models, Kidderminster (who are also producing a Snow Plough). Cambrian kit C13.
* Shark Ballast Brake Van
Available from Hornby. An excellent model.
Books and websites
British Railways Wagons. Don Rowland. David & Charles.
British Railways Mk1 Coaches. Keith Parkin. HMRS.
The 4mm Wagon, Parts 1, 2 and 3. Geoff Kent. Wild Swan.
www.cometmodels.co.uk
www.marcmodels.co.uk
www.paulbartlett.co.uk. A massive range of photos.
www.southernpridemodels.co.uk Newton Chambers vehicles appear under the Freight heading.
Summary PCCS/NPCCS
We feel that the following would be the most ‘commercially viable’, listed here in no particular order.
1. Mk1 Non-Gangwayed Suburban Coaches (short underframe, 56ft 11in)
Bachmann requested to upgrade to modern standards their Brake Second, Composite, Second, and Open Second (NG) and include a new build Lavatory Composite (CL) and Open Lavatory Second (SLO). Essential to facilitate ER outer-suburban and some cross-country workings. Crimson, maroon, lined maroon, and blue all possible.
2. Mk1 Open Brake Second (BSO)(Diagrams 183/184)
Facilitates many GN Main Line services of the ‘50s and ‘60s.
3. Mk1 Sleeper (Diagrams 1/5/10).
As all three classes shared the same body shell, this must be an ideal candidate for commercial production.
4. Mk1 Restaurant Buffet (RB)(Diagram 24)
The ‘missing catering link’. Essential.
5. MK1 Open First (FO)(Diagram 73)
A nice ‘match’ for the RB above to enable running as a ‘dining pair’.
6. 1951 Festival of Britain/Golden Arrow Pullman Cars
These must be surely be on Hornby’s ‘to do list’! Plenty of scope for ‘Train Packs’ with the added bonus of the ‘royal connection’.
7. Travelling Post Office
Stowage Brake and Stowage van to ‘match’ current Modelzone Sorting Van.
8. Horse Box.
A useful and attractive vehicle. Diagram 9 (1954) could be a ‘good bet’ to balance against any re-issue by Mordvale of the 1957 one.
Summary Freight/General Railway Service Vehicles
With perhaps the exception of the Palvan, any of the Freight and General Railway Service Stock vehicles listed could probably find a home on many layouts, depending on the exact period modelled. However, we have selected a handful below as perhaps being ‘more likely’. The Breakdown Crane could be the subject of further evaluation. Although the Coal, Coke and Grain Hoppers are valid items, they might well ‘spin off’ from the vehicles discussed under the relevant Grouping company.
1. Trestrol.
Would suit the need for a ‘muscle wagon’ and pay homage to the original Tri-ang version.
2. BM and FM Type Containers.
Would fill a wide gap. Gives another ‘alternative load’. I am hoping that MARC models will eventually make suitable securing chains available as a separate rtr product (which could also be used for the other types already available).
3. Conflat L.
An unusual and useful wagon for many – again paying homage to the original Tri-ang version.
4. Palbrick.
Might well come into its own over the next 10 years.
5. Prestwin Twin Silo.
A ‘follow-on’ wagon for Bachmann after the Presflos?
6. Breakdown Crane.
Certainly a wide open market here for something more in keeping with today’s production standards.
7. Dynamometer Car.
Possibly one for Hornby to adapt a Hawksworth in future years?
8. Blue Spot Fish Vans
The Dapol version lacks the fine detail of modern-day production. Perhaps one for the future, though?
MREmag Special Feature No.16 –
Overall Summary of document sent to Manufacturers
The following totals have been extracted from the Summaries of Features Nos.7-15. Although PCCS and NPCCS are distinct, there is often a ‘stylistic link’ that needs to be taken into account.
In their catalogues, the main manufacturers often combine PCCS with NPCCS as ‘coaches’ and Freight with General Railway Service Vehicles as ‘wagons’. Average annual new production in recent years has been about seven PCCS/NPCCS vehicles and four Freight/General Railway Service types. Using the figures from the tables above, then:
The PCCS/NPCCS combined figure of 112 divided by 7 per year gives 16 year’s production.
The Freight/GRS combined figure of 35 divided by 4 per year gives 9 year’s production.
How many recession-hit companies would love a ‘full order book’ like that!? Whilst the freight figure seems to be perfectly achievable within the next few years (and probably by Bachmann alone), it does show that there is space for ‘a new kid on the block’ for coaching stock: just one new entrant could ‘set the cat amongst the pigeons’! Imagine if Pete Waterman modelled in 00!
Company comments
(alphabetical)The Thompson non-gangwayed stock is also vital now that we have Hornby’s L1 and B17. Is there anywhere that a Thompson Lavatory Composite (CL) hasn’t been seen? (Note: this was written before the Collector’s Club magazine Thompson item appeared, but it does confirm our thoughts.)
You are clearly the ‘wagon kings’, with a range that is increasing in both variety and superb quality. Your ‘rusty’16-tonners were noted with interest at Warley. Separate availability of general wagon chassis would be a bonus for those who wish to swap Dapol, Hornby or other bodies to them.
Perhaps you could consider producing ex-PO planked wagons in the ‘distressed condition’ in which they were often found during the 1950s – replaced, repainted, or unpainted planks, often with faded company lettering.
Note that First is….well, last! That’s not to say that an example should never be made, but study of Carriage Working Notices (CWNs) shows that such vehicles were comparatively low in number. For example, the ‘missing’ Stanier CK and TO outweigh the current FK by 7-to-1 and 10-to-1 respectively. Similarly, the Gresley range could benefit from extension; the ‘missing’ BSK and CK outweigh the current BCK by 4-to-1 and 2-to-1 in the CWNs.
The Pullman range is excellent; the Golden Arrow Cars must surely be on the ‘to do list’? The Maunsell stock is also excellent, with much potential for boxed and numbered 2- and 3-sets, and we detailed the ‘strategic links’ for Push-Pull sets Nos.600-619 in Special Feature No.13. On the NPCCS front, you have the Van B and GBL/CorPMV as potential makings – both appearing much more frequently in SR CWNs than the already-available 4-wheel Van C (BY).
Although we are detailing the three Siphons, Van C variants, and LMS Bogie 42ft Luggage & Parcels Van within the main document, we are viewing these as ‘upgrades on new chassis or bogies’, as opposed to ‘new build’. They could be easily slotted in. Similarly, the BR period Maunsell 3-sets Nos.390-399 can be achieved by a simple re-livery of existing coaches, as can ‘high window’ Southern Railway green stock. The Gresley and Stanier stock could benefit from having the ‘ranges’ extended – you have the underframes for all bar the Stanier CK.
You have no significant ‘wagon’ production covering the period, but a revamped Trestrol, a new Breakdown Crane, a Shunter’s Truck and a Hawksworth Dynamometer Car are all suggested.
We say emphatically, no! Once it’s gone, it’s gone. Due to competition regulations, the makers can neither collude on production nor can they be specific about our comments. However, there’s nothing stopping us – as their customers – from making what we think are highly valid (and valuable) suggestions. (We have done just that in the 9pp document that is being sent to them all.)
Some might say it’s ‘just a set of combined personal wish lists’. Is it?
Well, Vicky Pollard would say…"yeah, but no, but…". A ‘personal wish list’ is what an individual would like to see made. This, however, is a serious attempt at analysing what might be made: a subtle but distinct difference. Does the document contain much of what we would wish for, though? Of course – would we have bothered spending six months on it otherwise?
Some might say that it dilutes or even conflicts with the Annual Wish List Poll? Does it?
Quite the opposite! Information from various quarters indicated that many modellers could look at photos and say ‘those are the coaches I want’, but many weren’t then able to attribute an accurate official description or diagram number. Hopefully, the Special Features have facilitated some clear thinking – it certainly has for me! Isn’t it far easier for manufacturers to respond with products to customers who know what they want rather than to those who don’t?
A Merry Christmas and a Happy Modelling New Year to everyone!
Brian Macdermott