The much-anticipated ex LSWR / SR Diagram 1541 10T Road Van produced as an exclusive model by the Kernow Model Rail Centre have now arrived (appropriately via Southampton Docks) and are being despatched to customers and all pre-orders being fulfilled (but please expect this to take a few days). This is not a review for obvious reasons, but hopefully the photographs will speak for themselves.
All ten versions of the ex LSWR 10T road vansThe SR pre 1936 livery version shows off the separately applied lamp irons, handrails and window glazing bars.The BR grey Isle of Wight version shows the cranked step board hangers.The underframe is fully detailed with brake gear and all pull roddingS54663 shows its ribbed style buffer shanks. She was the last road in service in 1958 and is now preserved on the Bluebell RailwayA post 1936 SR livery version is shunted at Canute Road QuayThe pre-grouping LSWR version.
First introduced by the London & South Western Railway (LSWR) in 1884 they were later classed as Southern Railway Diagram 1541. Almost 500 of these were built between then and 1905 making them the most numerous LSWR Goods Brake Van. Brake Vans with side doors through which parcels or other goods could be loaded were known as road vans.
The pictures show the high level of detail and multitude of separately fitted parts including: flush glazing, hand rails, brake gear with pull rodding, step boards and lamp irons to accurately portray a number of different versions of the prototype. These options include alternative buffer shanks with a ribbed option as fitted to some vans including those preserved on the Isle of Wight and Bluebell steam railways and either straight or cranked step board supports, the latter as fitted to the majority of those transferred in 1925 to the Isle of Wight.
Care and research has been undertaken with the various liveries to to ensure that the correct livery specifications have been met, especially for the LSWR / SR Good Brown. The application is crisp, as we would expect, and includes legible solebar cast number plates.
I hope that those whom have have had these models on pre-order for some time are pleased with the final model.
It is fifty eight years to the day when Dr Richard Beeching’s report “The Reshaping of British Railways” was officially published on the 27th March 1963. This is a sneaky repeat post from eight years ago on the fiftieth anniversary, buts its still spoken about, with many opinions to this to this day, and currently in connection with the proposed reopening of some lines (including Exeter to Okehampton), so my thoughts below are still relevant.
Beeching was at the time Chairman of the British Railways Board. The report identified 2,363 stations and 5,000 miles of railway line for closure, 55% of stations and 30% of route miles, with an objective of stemming the large losses being incurred during a period of increasing competition from road transport (that also had the support from the then Minister of Transport Ernest Marples whom it appears had connections to the road construction industry and had also appointed Dr Beeching in the first place).
The Reshaping of British Railways report published on 27th March 1963
Many of the ex Southern Lines especially in the South West of England, already coined the ‘Withered Arm’ were closed as a result of the report. A few protests resulted in the saving of some stations and lines, but the majority were closed as planned and Beeching’s name is to this day associated with the mass closure or ‘axe’ of railways and the loss of many local services in the period that followed.
One such line that was included in the report for closure was the Tamar Valley line, however due to the poor road links in the area some of the line was reprieved and survives to this day between Plymouth, Bere Alston and Gunnislake. In fact there is currently a growing movement and support for the line to be reopened north of Bere Alston back to the south end of Tavistock and even through to Okehampton to complete the Northern route to counter the issues sometimes experienced along the ex GWR coastal route via Dawlish.
In addition to the main report there were a number of maps included within Part 2 of the report that diagrammatically showed data such as : Density of passenger traffic, Distribution of passenger receipts, Density of Freight Traffic, etc. and of course the main outcome of the report the map of Proposed Withdrawal of Passenger Services. I have reproduced part of a couple of these maps in this post showing the Southern Region area.
Map 3 of the report shows the Distribution of Passenger Traffic Station Receipts (click for larger version)
Map 9 of the report shows the Proposed Withdrawal of Passenger Services (click for larger version)
Map 9 Proposed Withdrawal of Passenger Services shows the almost total eradication of the ex Southern Railway lines in the South West as already mentioned above, and a number of other lines in the South of England identified for closure. Happily some of these lines have now since reopened as preserved railways such as the Alton to Winchester line that between Alton and Alresford now forms the Mid Hants Watercress line.
Although the Unions at the time released their own version of the report titled “The Mis-shaping of British Railways” a number of facts (although in some cases the basis of collection of some of these facts have been questioned) within the report appear compelling and it is perhaps not surprising that the conclusions reached were so wide ranging.
The report with respect to freight on the railways proposed the move to quicker, higher capacity trains, serving the main routes, transporting greater loads to hubs. Not with the then traditional wagons but trains loaded with containers. Does that seem familiar today?
Whilst Beeching is a much maligned name for the passenger line closure section of the report it is easy perhaps forget that this report dramatically modernised freight on the rail network promoting containerisation and long-distance freight haulage.
Who knows if the current growth and success of the railway network as it stands today would have been possible if some of the harsh decisions as a result of “The Reshaping of British Railways” were not taken…
Richard Proudman from Bachmann Europe presents the cheque to Atlantic Project Chairman, Terry Cole (l) and Secretary, David Jones (r).
The donation was made in recognition of the assistance provided by the group during the development of the Branchline model. The model was first announced during the 2013 Bachmann Collectors Club Members Day which was held at the Bluebell Railway and during which club members were able to see the development of the full size locomotive for themselves.
In October 2000 the Bluebell Railway announced its intentions to build a new H2 Atlantic locomotive, based on No. 32424 ‘Beachy Head’ (the original ‘Beachy Head’ had been withdrawn in 1958), at which point it had already amassed several key components including a boiler (from a GNR Atlantic), a tender chassis (from a LBSCR B4) and tender wheelsets and axleboxes (from a LBSCR C2X). The project continues apace, and it is hoped that the locomotive will enter service on the Bluebell Railway during 2021. More information on the H2 Atlantic Project can be found here
It is fifty six years to the day when Dr Richard Beeching’s report “The Reshaping of British Railways” was officially published on the 27th March 1963. This is a sneaky repeat post from six years ago on the fiftieth anniversary, buts its still spoken about, with many opinions to this to this day, so my thoughts below are still relevant.
Beeching was at the time Chairman of the British Railways Board. The report identified 2,363 stations and 5,000 miles of railway line for closure, 55% of stations and 30% of route miles, with an objective of stemming the large losses being incurred during a period of increasing competition from road transport (that also had the support from the then Minister of Transport Ernest Marples whom it appears had connections to the road construction industry and had also appointed Dr Beeching in the first place).
The Reshaping of British Railways report published on 27th March 1963
Many of the ex Southern Lines especially in the South West of England, already coined the ‘Withered Arm’ were closed as a result of the report. A few protests resulted in the saving of some stations and lines, but the majority were closed as planned and Beeching’s name is to this day associated with the mass closure or ‘axe’ of railways and the loss of many local services in the period that followed.
One such line that was included in the report for closure was the Tamar Valley line, however due to the poor road links in the area some of the line was reprieved and survives to this day between Plymouth, Bere Alston and Gunnislake. In fact there is currently a growing movement and support for the line to be reopened north of Bere Alston back to the south end of Tavistock.
In addition to the main report there were a number of maps included within Part 2 of the report that diagrammatically showed data such as : Density of passenger traffic, Distribution of passenger receipts, Density of Freight Traffic, etc. and of course the main outcome of the report the map of Proposed Withdrawal of Passenger Services. I have reproduced part of a couple of these maps in this post showing the Southern Region area.
Map 3 of the report shows the Distribution of Passenger Traffic Station Receipts (click for larger version) Map 9 of the report shows the Proposed Withdrawal of Passenger Services (click for larger version)
Map 9 Proposed Withdrawal of Passenger Services shows the almost total eradication of the ex Southern Railway lines in the South West as already mentioned above, and a number of other lines in the South of England identified for closure. Happily some of these lines have now since reopened as preserved railways such as the Alton to Winchester line that between Alton and Alresford now forms the Mid Hants Watercress line.
Although the Unions at the time released their own version of the report titled “The Mis-shaping of British Railways” a number of facts (although in some cases the basis of collection of some of these facts have been questioned) within the report appear compelling and it is perhaps not surprising that the conclusions reached were so wide ranging.
The report with respect to freight on the railways proposed the move to quicker, higher capacity trains, serving the main routes, transporting greater loads to hubs. Not with the then traditional wagons but trains loaded with containers. Does that seem familiar today?
Whilst Beeching is a much maligned name for the passenger line closure section of the report it is easy perhaps forget that this report dramatically modernised freight on the rail network promoting containerisation and long-distance freight haulage.
Who knows if the current growth and success of the railway network as it stands today would have been possible if some of the harsh decisions as a result of “The Reshaping of British Railways” were not taken…
The first H1 Class Atlantics were built to haul express trains between London and Brighton. They were designed by D.E. Marsh, who had been deputy to the Chief Mechanical Engineer of the Great Northern Railway, H.A. Ivatt, for 10 years until he was promoted to the top job at Brighton in January 1905. Such was the urgency for express motive power on the Brighton line that Marsh, with the full support of his former chief, borrowed a set of Doncaster drawings and made a few amendments. The result was five H1 Class locomotives which were built December 1905 and February 1906.
ex LBSC H2 Class Atlantic (picture courtesy of Bachmann)
The second batch known as the H2 Class, as depicted in this Bachmann model, although essentially to Marsh’s design it was modified by his deputy L. Billinton. These modifications included superheating, larger cylinders, a reduced boiler pressure (although this was later increased between 1936 – 1940 up to 200psi to match the H1 class) and probably and the most visible aspect being the running plate which maintained a continuous line above driving wheels and cylinders.
Six H2 Class locomotives were built at Brighton Works between 1911 and 1912 and remained on front line Brighton express work until the arrival of the King Arthur Class 4-6-0s in 1925. They were named by the SR publicity department during 1925/6 after geographical features on the South Coast. The Atlantics then continued to operate other express trains and boat trains to the ferries at Newhaven until the outbreak of World War 2 in 1939.
The class continued to work secondary services after the war but there was less work for them and some were put into store. The first H2 Class withdrawal was No. 32423 ‘The Needles’ which took place in May 1949. The last to survive was No. 32424 ‘Beachy Head’ which was withdrawn on 24th April 1958. The Bluebell Railway is currently progressing well with its project to reconstruct a Brighton H2 Atlantic, utilising a suitable ex GN boiler as the basis. (see http://www.bluebell-railway.co.uk/bluebell/locos/atlantic/ for more details)
Although originally built to the ‘Brighton’ generous loading gauge the H2 Class were subsequently modified by the Southern Railway to its composite loading gauge between 1935 and 1937 with a revised cab, cut down boiler fittings and the whistle position relocated away from being on the cab roof.
A 3/4 rear view of No. 2421 with the original Brighton loading gauge cab and boiler fittings, and open coal rails
The 31-920 version number 2421 as modelled by Bachmann is in the condition she was in post renumbering from B421 in 1931 and prior to February 1937 when she received both the SR composite loading gauge changes and being fitted with a Maunsell type superheater and therefore receiving snifting valves on the smokebox.
The 31-921 version as number 32424 ‘Beachy Head’ in BR Black Early livery incorporates the loading gauge changes, revised front lamp iron positions and filled in coal rails on the tender.
The model matches extremely well the dimensions, look, details and elegant lines of the prototype when compared to drawings and contemporary pictures.
A close up showing the cab of No. 2421
Separately applied fittings to the body includes handrails, pipework, smokebox dart, the characteristic LSBSC lamp irons on the front buffer beam. The open cab is well detailed with a number of separately applied parts and nicely painted with pipework, gauges, valves, regulator, reverser and tip up seats all represented. The tender also includes open coal rails, fire iron stands and a cast metal full coal load to add additional weight. Other than those on the buffer beam itself the middle and top lamp irons on the tender body are moulded rather than separate fitted items.
A view of the innards showing the 3 pole motor located in the firebox area and the location of the 21 pin DCC socket in the tender with spadce for a 23mm speaker behind
The diecast metal locomotive chassis is fitted with a 3 pole motor, located within the firebox driving the rear driver axle via a gear tower although no flywheel is fitted. The boiler is packed with weight to ensure good adhesion of the four coupled driving wheels which themselves are like the prototype impressively close, although this has been achieved by them being very slightly under the scale 6’7½”.
The joggle in the connecting rod is clearly visible in this view of 2421
Due to the tight clearances between the driving wheels, footsteps, cylinders and front bogie the connecting rod has an obvious joggle in it, which is probably more obvious in its pristine finish due to reflections than it would be if slightly weathered. This is of a course a something of a compromise to ensure the ability to run round round second radius curves, but other options such as having to leave off the middle set of steps for those tighter curves is I believe a worse option.
The graceful lines of the H2 class are very apparent
Both the front bogie and the rear trailing axle are slightly sprung, the latter being a pony truck style with plenty of swing allowed between the fixed dummy side frames.
Running on my sample was smooth and quiet across all speed ranges and in a test she hauled 8 Bachmann Mk1 coaches on the level with relative ease and no wheel slip on starting.
Electrical pickups are fitted to all driving wheels and the front and rear tender wheels, the tender is permanently connected to the locomotive via a fixed length drawbar (although the locating pin on the tender is slightly adjustable to reduce the loco to tender gap) and a four-wired connection that is plugged into the tender.
A 21 Pin socket is located in the tender along with space for a 23mm diameter sound speaker, a speaker mount bracket and screws are included within the accessory pack.
Brake blocks and factory fitted brake rigging are fitted to both locomotive and tender (although the latter along with the first wheelset will require to be removed to enable the tender body to be removed to access the DCC socket) with the locomotive chassis also featuring sand boxes and fine sand pipes that complete the chassis details.
Yet another view of No. 2421 just to show how pretty the the H2 class is
The model matches extremely well the dimensions, look, details and elegant lines of the prototype when compared to drawings and contemporary photographs.
Separately applied fittings to the body includes handrails, pipework, smokebox dart, the characteristic LSBSC lamp irons on the front buffer beam. The open cab is well detailed with a number of separately applied parts and nicely painted with pipework, gauges, valves, regulator, reverser and tip up seats all represented.
The tender also includes open coal rails, fire iron stands and a metal moulded full coal load to add additional weight. Other than those on the buffer beam itself the middle and top lamp irons on the tender body are moulded rather than separate fitted items.
An accessory pack is included which includes: vacuum pipes, steam pipes, engine head signal discs, a nice option of open or closed cab doors and the cab weather sheet uprights. Also included are cosmetic screw couplings and front guard irons if no tension lock coupling is fitted and front cylinder corner infills for fitting if being used as a static display model. It is good to see that the supplied comprehensive owners information sheet details the positioning of all the separate items.
The livery application for the Southern Railway Maunsell Olive Green with white and black lining is well applied including the rear trailing truck side frames (although not all the class has these frames so lined). The tender frames are correctly plain black. The lubricator boxes atop of the splashers are picked out in brass and the cast nameplates and cabside number plates are neatly printed although a nice touch from Bachmann is that etched name and number plates are included for the owner to fit.
The introduction of these elegant looking locomotives with their distinct character, being of pre-grouping origin, with further future livery possibilities and details, that were long lived are certainly to prove popular with LBSR, SR and BR(s) modellers and gives Bachmann options for a variety of further liveries in due course, including LBSC Umber, SR malachite Green, wartime black, BR numbered malachite green and of BR lined black, as it is understood that provision has been included within the tooling for a number of the details changes that took place over time.
The weekend saw the Warley National Model railway Exhibition at the NEC, as in previous years I have endeavoured to round up some of the news and items of interest from mainly a Southern / BR(s) perspective. It has been usual for some of the manufacturers to use the event to make announcements of new items or showcase updates to new products under development, this year however relevant new announcements were thin on the ground but there are a small number of SR / BR(s) related updates as shown below.
The full size H Class was the centrepiece of the combined Hornby and Hornby Magazine stand at Warley
Also many thanks to those of you who read this blog for popping by the Hornby Magazine Twelve Trees Junction layout where I was playing trains for the weekend. For the first time Hornby Magazine and Hornby had a joint stand, demonstrating the closer co-operation between the two separate organisations that has been in place for the last twelve months. The large stand made a big impact due to the centrepiece being the splendid and recently repainted in full SECR livery, twelve inch to the foot scale, Wainwright H class 0-4-4t that had travelled up from the Bluebell railway.
Hornby
In the last few years Hornby had made some of their new product announcements for the following year, however they are reverting to a single range announcement next January, date still to be confirmed, when of course I will fully cover the items of Southern interest on this blog.
Bachmann / Graham Farish
ex LBSC H2 Class SR livery sample. picture courtesy and copyright Bachmann
As is usual for Bachmann / Graham Farish no new models were announced at Warley. Their 2018 catalogue will be announced on Sunday January 7th 2018 and I will report the Southern related news then, direct from the media event. However they did have on display for the first time a few 00 gauge items of interest.
ex LBSC H2 Class BR livery sample. picture courtesy and copyright Bachmann
Firstly the livery samples of the ex LBSC H2 Class 4-4-2 ‘Atlantic’ locomotives first announced back in August 2013 and being initially produced in two liveries as
31-921 – 32424 “Beachy Head” BR Black Early Emblem
31-920 – 2424 “South Foreland” (note chane of name and number as was originally announced as being 2421 ‘St. Albans Head”) SR Olive Green
Other livery samples on display were: OO9 former War Department Baldwin Class 10-12-D (now in production), Freightliner Flats and Containers, Carflats and Class 66 No. 66779 ‘Evening Star’.
The Impressive 45t Ransoms and Rapier steam crane EP. picture courtesy and copyright Bachmann
Engineering prototypes (EP) of the Bachmann 45t Ransoms and Rapier steam crane were also on display. These models were originally announced in Mach 2015 and initially they will be released in four versions:
SR Black (38-800),
GWR Black (38-801),
BR Black (38-802)
BR Red (38-803)
45t Ransoms and Rapier steam crane EP. picture courtesy and copyright Bachmann
These certainly looked impressive and had the ‘wow factor, although not motorised, all the moving parts do correctly move including all the gears, linkages, job and outriggers allowing the model to the posed accordingly and potentially motorised (DCC?) in the future.
Tooling variations correctly allow for the slight differences between the cranes supplied to the different railway companies such as toolboxes etc. and also the chimney can be in the raised or stowed positions. Final price is still be confirmed but due to the level of detail and fidelity of these models I would not expect them to be cheap but I am sure they would be worth it.
Also on display were the EPs of the LNER J72 and BR Class 90
Bachmann also advised that: “We are progressing positively with re-engineering a number of models that have been in the catalogue for a while and with the high profile of these items, the focus is in delivering fidelity to prototype that is not compromised by timescale”.
The ex SECR Birdcage stock, reviewed here, that originally arrived in BR Crimson Livery are now starting to arrive in Lined SR green and SECR Dark Lake (slightly revised from the original livery sample) liveries although at the time of writing the SR liveried composite is still to arrive.
Hattons
The Hattons P Class running sample on Twelve Trees Junction DCC fitted with sound!
Dapol livery sample of the ex LSWR B4 No. 88 in SR lined green
The first livery samples if their 00 gauge ex LSWR B4 0-4-0t were on display. These were first announced in March 2014 and initially five versions are being released:
‘Normandy’ (Number 96) as preserved by the Bulleid Society on the Bluebell Railway ‘Caen’ (Number 90) Southampton Docks brown livery with Drummond Chimney
Number 88 in Southern lined black
B4 No 30089 in BR Black early emblem
Number 30089 in BR black, early emblem (originally announced as being 30082 but changed to suit tooling options)
Number 30096 in BR black, late crest
Also being released as a Dapol collectors club model is No. 91 in LSWR pea green livery.
Also on display were the livery samples of the body toolings for the 4 compartment Brake 3rd and 6 compartment composite Maunsell coaches in N gauge.
Rapido Trains
The Canadian manufacturer Rapido Trains, whom have been extending into the UK market with a number of commissions, made an pre-announcement of their intention to release in 2018 LMS/GWR/BR Gunpowder Vans, they had a 3D print on their stand but it appears to be a combination of possible tooling variants, full details to follow next year. Although not SR related they are likely to have run on SR metals.
So that rounds up the Warley SR Related news for another year. I had a good time at the show and for a change had an opportunity to have a reasonable look around and there was certainly a variety of some great and interesting modelling on display amongst the 90 or layouts on show. It might not be everyone’s cup of tea as a show but I still believe it is well worth a visit.
These 60ft three coach ‘birdcage’ sets were introduced by the South Eastern and Chatham Railway (SE&CR) between 1912 and 1915; and comprising of 62 sets were the most numerous sets compared to the previous 50ft examples. With the birdcage lookouts over each of the guards compartments these sets typify the standard SE&CR non-corridor coaching stock.
The sets comprised originally of: 2nd / 3rd class composite Brake Lavatory (later declassified to Brake Lavatory Third (SR Diagram 162), a 1st / 2nd (later declassified to 1st / 3rd) Lavatory Composite (SR Diagram 315/6) and the Brake Third (SR Diagram 160), The Composites were built in batches with two distinct body side variations, with the initial batch having two wide windows on each side for the saloon, whilst the later batch had one wide and one narrow window for the saloon; Bachmann have tooled for both versions. The Southern Railway renumbered both the individual coach and set numbers between 1923 and 1929.
39-602 ex SECR 60’ Birdcage Brake Lavatory, No. 5468 Set 595
The initial Bachmann releases are as follows:
39-600 SE&CR 60’ Birdcage Brake Composite SE&CR Dark Lake, No.1174 Set 138
39-610 SE&CR 60’ Birdcage Composite SE&CR Dark Lake, No. 1178 Set 138
39-620 SE&CR 60’ Birdcage Brake 3rd SE&CR Dark Lake, No. 1182 Set 138
39-611 ex SECR 60’ Birdcage Composite, No. 5423 Set 613
39-601 ex SE&CR 60’ Birdcage Brake Lavatory SR Olive Green, No. 3518 Set 613
39-611 ex SE&CR 60’ Birdcage Composite SR Olive Green, No. 5423 Set 613 (Two wide saloon window style)
39-621 ex SE&CR 60’ Birdcage Brake 3rd SR Olive Green, No. 3446 Set 613
39-622 ex SE&CR 60’ Birdcage Brake 3rd, No. 3428 Set 595
39-602 ex SE&CR 60’ Birdcage Brake Lavatory BR Crimson, No. 5468 Set 595
39-612 ex SE&CR 60’ Birdcage Composite BR Crimson, No. 5468 Set 595
39-622 ex SE&CR 60’ Birdcage Brake 3rd BR Crimson, No. 3428 Set 595
The SR versions are due to follow in October / November with the SE&CR versions November / December.
A view of the ends including separately applied lamp irons and brake control apparatus on the brake ends and showing the ‘birdcage’ lookouts
Separately applied fittings include the roof vents, vacuum pipes, handrails and grab handles. The brake ends also have separately applied lamp irons and brake control apparatus. The glazing is commendably flush and the window corner radii, especially in the drop lights are very nicely prototypically small. A representation of the internal window bars is included on the luggage compartment door window glazing.
The moulded interior and painted seating, and also showing the position of the body fixing clips.
The body is removed via easing the four clips located on each side to reveal a moulded interior with partitions, table in the saloon and even lavatories (where appropriate) and the seating painted in respective colours.
The fine underframe details with four sets of truss rods
The underframe detailing is exquisite with finely mounded brake details, 4 sets of very finely moulded queen post truss rodding and even the turnbuckles. The buffers are separate moulded items and not sprung.
Dynamos and battery boxes are fitted only to the the SE&CR composite, and on the SR / BR versions the Composite and the Brake Third as the electric lighting was through cabled to the other coaches in the set.
The separately fitted items and finely moulded 8ft Heavy Fox bogies can clearly be seen.
The all new well detailed 8ft Heavy Fox coil spring bolster bogies fitted with metal wheels sets and pin point axles running in metal bearings are very freewheeling. Detachable couplings in NEM pockets are mounted on the now standard close coupling mechanism.
The underside of the 8ft Heavy Fox bogies showing the electrical pickups incorporated
The resulting gap (4mm on the straight) between coaches could still benefit from being reduced slightly with perhaps an alternative to the supplied tension lock coupling (I test fitted Kadee No.18s, although of course the prototypes were not buckeye fitted, and this reduced the gap to 2mm) if your minimum radii allows. The coaches when test ran, run very smoothly both hauled and propelled though a complex range of pointwork.
No internal lighting is fitted but each bogie includes wiper pickups so this might be a potential option in the future.
Depending on the lighting that the coaches are viewed under the rendition of the crimson livery might appear to some to be slightly on the dark side, although it does match previous ready to crimson releases in that respect. The initial SE&CR Dark Lake livery sample as previously shown by Bachmann has been commented on as being too brown and Bachmann I believe are currently looking at revising this to give a deeper red colour.
Please note: all the images on this post are copyright and courtesy of A York and BRM Magazine.
The complete set 595
Bachmann have been given assistance in the research and preparation of these excellent models by friend Trevor Rapley the owner of, albeit one of the earlier 50ft version, birdcage Brake lavatory Composites preserved on the Bluebell Railway and the results speak for themselves (although I am sure someone will moan cryptically due to finding maybe a rivet slightly in the wrong place). The introduction of these sets with their distinct character, being of pre-grouping origin, that were long lived and little modified during their lifetime; along with recent and planned (check back on here after midday on Monday 11th for a further announcement) South Eastern & Chatham Railway / Eastern Section Southern Railway locomotives; will ensure that these excellent coaches prove popular.
Today, via their Engine Shed blog, Hornby have announced that they are to produce the ex SECR / SR Wainwright H class 0-4-4 tank as part of their 2017 range. The blog post also includes images of the first 3D Stereolithography printed samples showing the excellent progress that they have made so far. Ever since they posted a teaser picture some time ago on their Engine Shed blog and social media, taken on the roof whilst photographing and measuring the only surviving member of the class, number 1263, on the Bluebell Railway the rumours have been circulating; although I have been fortunate to know it was being worked on for some time now.
My model of H class number 1522 buit from a South Eastern Finecast white metal kit
The first 64 of the eventual 66 members of the class were first introduced by Wainwright of the South Eastern and Chatham Railway between November 1904 and 1909. The final two members of the class were eventually built under the auspices of Maunsell in 1915! They first appeared in Wainwright’s fully lined dark green livery followed by by Maunsell’s plain dark green livery, then the wartime dull grey livery up until 1923. In Southern Railway days they were in lined olive green which gave way to Bulleid black under wartime conditions and eventually British Railways lined black.
Although in a spurious malachite green livery, this is my very early attempt at producing an H Class tank using an much cut about Wrenn R1 0-6-0T as the starting point, but is one of the 15 with the flat sided bunker
All but two members of the class (numbers 1264 & 1312 due to cracked frames) entered British Railways service with withdrawals taking place initially between 1951 and 1953 as a result of the spread of electrification and the remainder between 1959 and 1964. A large number of the class were fitted with standard SR air control Pull Push gear from 1949 onwards to replace some of the aging D3, R & R1 0-4-4 tanks. There were a number of slight differences within the class such as steam and Westinghouse braked versions, slight variations in coal and water capacities, while fifteen of the class had straight sided rather than flare topped coal bunkers.
Hornby have announced their intention to initially in 2017 to produce three versions: SECR full lined green, Southern olive green (subject to confirmation) and early emblem BR liveries; along with a fourth BR late crest variant in a train pack with two Maunsell 6xx series Pull Push coaches.
Final details and actual locomotive numbers etc will be further revealed in due course, and posted on this blog when available, however the Hornby design team have advised me that they are tooling to accommodate steam and Westinghouse braked versions, flat and flared bunker sides along with those fitted with air control pull push gear.
This will no doubt be a popular release and very useful for modellers of the Eastern and Central sections of the Southern Railway rather then the Western Section which has already recently been well catered for by Hornby with their M7, N15, S15, T9 and 700 class releases.
One of the benefits of the being a member of the Bachmann Collectors club is the fact they produce limited edition model exclusively for club members. One of the models announced and available for purchase at the event on Saturday was a version of the ex London
Another view of E4 as Birch Grove
Brighton and South Coast Railway (LBSCR) E4 class 0-6-2t in LBSC Umber livery as Birch
Grove a livery she was also regularly seen carrying in preservation on the Bluebell Railway. This will prove to be a popular model amongst club members I am sure.
I was fortunate to attend this event as a guest of Bachmann whom I thank for their hospitality provided to myself and my other media friends.
Hornby have today announced via their Engine Shed blog that they are to release, in 2016, Southern Railway 58ft non corridor brake coaches, to diagrams 99 and 418, that formed two-coach 2-Lav Sets Nos. 42-46, converted in 1936. Also to be released are the diagram 98 six compartment Brake Third Lavatory (physically the same as the Diagram 418 but without first class branding and all third style seating) and the diagram 31 Third Lavatory, converted in 1935, that were used as loose coaches for strengthening trains, one example of the diagram 31 No 320 is preserved on the Bluebell Railway, having been one of the first two coaches operated by the fledgling line.
These coaches totally compliment the ex LSWR Adams class 0415 radial tank being released later this year as the 2-Lav sets regularly operated on the Lyme Regis and other Devon / Dorset branches between 1935 and 1958.
The potential release of such coaches was hinted at last Friday via their video released here of the Adams radial running sample that purposely and cheekily showed the engineering samples being hauled by the radial tank, prior to today’s announcement.
These coaches were made up from ex London and South Western Railway (LSWR) 48ft bodies, originally built between 1894 and 1902, mounted on completely new 58ft underframes. Each of sets 42 to 46 comprised of one eight-compartment Brake Third (Dia 99) and one six-compartment Brake Composite Lavatory (Dia 418). The bodies being extended in length accordingly. The new underframes were to newer standard dimensions, intended for a coach body 6″ wider than the ex LSWR coaches, the bodies were slightly widened and these rebuilds can be easily identified by the weatherboard strip along the bottom edge to keep rain out of the gap between the body and underframe. The new underframes had the SR standard 8’0″ steam bogie, therefore the bodies resembled traditional LSWR practice whilst the underframes resembled the SR’s Maunsell Restriction 4 stock (as already produced by Hornby).
Hornby should be congratulated on the joined up thinking of producing suitable coaching stock for use with the previously announced ex LSWR Adams Class 0415 radial tank. This change in announcement policy follows on from unexpected announcements such as the original style Merchant Navy made earlier this year. It further demonstrates the positive progress being made by the Hornby development team, as I can personally vouch that they have been working on these coaches since last year, and some yet to be announced future products.
As I hinted in my summer comes soonest post on Saturday, this post was prepared prior to my vacation and was correct at the time of writing and I will amend and or provide additional information in due course.
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The model railway world and mainly Southern Railway meanderings of Graham 'Muz' Muspratt
