Rapido trains UK confirmed back in January that they are going to produce the LBSCR ‘E1’ 0-6-0T in ’00’ gauge, as part of their growing range, despite it no longer being a commission by Model Rail magazine. My friends at Rapido trains UK have kindly provide me with copies of the latest CAD renders for this project and allowed me to post them here.
They advise me that they will hopefully be confirming soon which running numbers and liveries they are going to produce and I will of course publish the details here when known. I understand it will cover a number of the class variations throughout their lifetime and geographical working area. As I model 1946 to 1949 I am hoping at least one will be in SR sunshine black, or suitable for a quick repaint and renumber to that period, as a number of members of the E1 class were often seen shunting at Southampton Docks and will be therefore be suitable motive power on my Canute Road Quay layout.
It should of course be noted that these CAD renders are a work in progress and some areas in particular are known to require some amendments, such as tank tops. I am also hoping that the couplings might be revised slightly to reduce their protrusion.
It is the purpose of such renders to help evaluate the overall shape and details to confirm they are totally correct before approving the CADs for tooling to commence. Contrary to the belief of some, the first impression from tooling / the Engineering Prototype is to confirm fit and function and perhaps make some minor adjustments, not to see if the basic shape is correct…
The class were originally introduced in 1874 by William Stroudley for local goods and piloting duties, as the E class. Many gained a Marsh type boiler from 1906-7 with a larger dome moved rearwards, encased Ramsbottom safety valves and the whistle relocated to the cab roof. The last six engines were built by RJ Billinton that also has slightly different boilers, Ramsbottom safety valves and a manhole cover, with whistle, was fixed over the firebox. These six were also given different chimneys, to Billinton’s design, (a cast-iron type in one piece) and were known as Class E1, subsequently all the earlier engines also became known as Class E1. Withdrawals commenced in 1908 and continued in SR days during the 1920s, with some examples sold to industrial railways rather than scrapped. Eight examples were also rebuilt as E1/R 0-6-2 radial tank engines for use in the west of England. Four E1s were also transferred during 1932/3 for duties on the Isle of Wight and renumbered W1-W4 and given names related to the Island:136 (originally Brindisi) became W1 Medina, 152 (originally Hungary) became W2 Yarmouth, 154 (originally Madrid) became W3 Ryde and 131 (originally Gournay) became W4 Wroxall.
Thirty survived to British Railways ownership but during the 1950s they were gradually replaced by diesel shunters. The last survivor, BR no 32694, was allocated to Southampton Docks. It was withdrawn in July 1961.
Number 110 was withdrawn in February 1927, and sold to the Cannock and Rugeley Colliery Company and fitted with a revised boiler design. Withdrawn again in 1963 she was preserved and now resides on the Isle of Wight steam railway and is being restored with the identity of W2 ‘Yarmouth’
It is good to see this project progress and as soon as Rapido trains UK let me know their intended versions being produced I will post the details accordingly.
Rapido trains UK have announced they are producing a range of SR Diagram 1379 and Diagram 1400 eight plank open wagons in 00. They have also announced that their SECR wagons and Diagram 1558 6 wheel brake van are to be produced in N gauge as wagon packs.
There were ten standard open wagon designs produced for the SR under Maunsell, although these could actually be grouped into just three main types: an 8 plank open that came in eight versions, a 5 plank open and an 8 plank ferry train wagon.
The first and numerically the largest SR design is the Diagram 1379 eight plank open on a standard 17’6″ RCH underframe with 9’0″ wheelbase with a total of 7,950 built. The first 3000 built from 1926 were fitted with Morton brakes with the remainder with SR ‘Freighter Brakes. Production continued until 1933.
88 Diagram 1379 8 plank wagons were transferred to the Isle of Wight in 1948/9 receiving 278xx / 279xx numbers.
In 1935 the wheel base of the standard 17’6″ underframe was increased to 10’0″ and from August 1936 an unfitted version (similar to the Diagram 1379) was introduced and given Diagram 1400. Construction continued until November 1937 and conveniently 1,400 of this diagram were produced.
Rapido trains UK are incredibly offering 31, yes 31, versions across the two Diagrams 1379 and 1400, as they have tooled Morton and SR ‘Freighter’ brakes and split spoke and disc wheels, RRP is £32.95 per wagon (although they can be pre-ordered at a discounted price from retailers such as Kernow Model Rail Centre) :
940001: D1379 Morton Brakes, Split Spoke Wheels, No.29306, SR brown (pre-1936)
940002: D1379 Morton Brakes, Split Spoke Wheels, No.30601, SR brown (pre-1936)
940003: D1379 Morton Brakes, Disc Wheels, No.31458, SR brown (pre-1936)
940004: D1379 Morton Brakes, Disc Wheels, No.31372, SR brown (pre-1936)
940005: D1379 Freighter Brakes, Split Spoke Wheels, No.32565, SR brown (pre-1936)
940006: D1379 Freighter Brakes, Split Spoke Wheels, No.33333, SR brown (pre-1936)
940007: D1379 Freighter Brakes, Disc Wheels, No.36485, SR brown (pre-1936)
940008: D1379 Freighter Brakes, Disc Wheels, No.36759, SR brown (pre-1936)
940031: D1379 Morton Brakes, Split Spoke Wheels, No.DS719, Motive Power Department black
These wagons are currently at the Engineering prototype stage and should be available during mid 2023.
For N gauge modellers Rapido trains UK have reduced their SECR Diagram 1349 five-plank open, Diagram 1355 seven-plank open, Diagram 1426 covered van and but also the Diagram 1558 six-wheel dual-veranda brake van too. These N Gauge versions will only be available in multipacks. The ‘Freight Packs’ (RRP £99.95) comprise of 1 off of each D1349 five-plank, D1355 seven-plank, D1426 van and a D1558 dual veranda brake van. The ‘Wagon’ packs (RRP £69.95) are a triple packs of one wagon type with three different running numbers as follows:
The N Gauge SECR wagons are at the CAD stage, with tooling due to start shortly and will be available during mid to late 2023. The packs can be pre-ordered at a discounted price from retailers such as Kernow Model Rail Centre.
Colour perception, especially with models, is an often debated topic especially when manufacturers occasionally, and some more than others, appear to get it wrong. There can be several reasons why colours on models do not always appear correct. In this post I look at some of the issues and reasons that can influence getting colours correct. I have been constructively critical in the past of some manufacturers attempts at getting colours / liveries correct and often try to get colours and liveries corrected, if possible, and have done so again only recently with some proposed SR locomotives (naming no names but fingers crossed they arrive OK).
In my day job I therefore, for my own satisfaction / reputation, had to ensure that the LSWR/SR Goods Wagon Brown on the Kernow Model Rail Centre ex LSWR Diagram 1541 Road Van that I was responsible for producing was as close to the correct colour as possible. I undertook a lot of research to be able to provide the factory with the correct paint references, although this is not as simple as it sounds as I will discuss below.
Following much historical research and checking many contemporary references I was able to provide the factory with a suitable British Standard paint colour reference, however even this is complicated by the fact that such a historical British Standard reference is now obsolete so not readily available for the factory to obtain! Careful checking and agreeing decorated samples ensured that I was happy with the factory’s interpretation of the colour to allow production to commence.
I am also only too happy to share my researched colour references with some other manufacturers, to try to achieve some consistency of colours for all Southern Railway modellers alike, including for example my good friends at Rapido Trains UK, and they specified with their factory my SR Goods Wagon Brown colour reference for their splendid ex SECR /SR open wagons.
It should be noted that I have purposely taken the comparison picture under the same lighting conditions. Different forms and types of lighting either when viewing the prototype, for example bright sunshine or a cloudy day, or models for example under warm or cool white lighting (see my post here about white is white…) can totally change the visual perception of a colour. I am also of course aware that you will be viewing this post on different devices and screens that will also create different perceptions of the colour!
In addition to historical superseded / obsolete colour references and paint finishes there are several other factors that need to be considered when specifying and choosing the correct colour.
Firstly, care should be taken when using old colour photographs, or for that matter preserved rolling stock, as there are so many variables that can affect the representation / comparison of any colour. As well as the lighting conditions at the time the image taken the use of different film stocks at the time and variations in any subsequent printing can give different colour hues. Something published as fact, even repeatedly or copied is not necessarily always factually correct and can still include errors or subjectivity.
Another factor to take into account especially with models is that of colour scaling; our perception of colour does not scale and will vary depending on the distance at which it is being viewed and also the size and the area of the colour, for example if you painted a model with exactly the same paint as a full-size example the model will appear darker when look at in isolation. This is therefore also an issue when using a small swatch of colour as an original reference, and this has been the case, in my opinion, with a small number of colours as referenced in otherwise excellent and well respected livery reference books.
Sometimes a model manufacturer will sometimes need to counter this by using a colour slightly lighter on the model than the full-size prototype so it ‘looks right’ to the eye.
It should also be noted that adjacent different colours to our chosen colour will affect the perception the hue, see the example shown left.
Finally, one further complication for model manufactures is the process used to recreate the often-complex liveries on a model. This is often achieved by a mixture of both paint and print applications, whereas the prototype is more often than not painted (although some modern liveries are via printed vinyls) . Different specifications are used for paint and print colours. For example, paint colours are usually specified to British Standard (both current and obsolete) or RAL numbers; whilst printing inks are usually referenced Pantone colours. There are often no direct conversions between some paint and print colours and errors can creep into the process when conversions take place. For example, sometimes a paint reference could give multiple close Pantone references, and it can even be the case that when some are converted back, they end up as a different RAL number!
It is therefore imperative that such conversions between paint and print references during the process are checked and agreed at every stage. It is the reason that creating an approved set of livery artworks must then be checked and further approved at the decorated sample stage (actual physical sample not photographs from the factory!) before production. Skipping some of these steps in the process, usually for apparent cost reasons, can easily result in mistakes, such as has occurred with the production of some models in the past and therefore be a false economy.
I hope this little walk through the hues and lows of the processes involved in getting the colour / more importantly, the perception of colours as correct as possible has been of interest, perhaps the first of an occasional “Insider insights” series? As always, I welcome and enjoy reading and responding to comments.
Rapido trains UK have announced today (15/04), following a bit of a hint in one of their videos and me here, that they are producing the South Eastern & Chatham Railway Diagram 1558 six wheel brake van.
Forty 6 wheel 20t brake vans were built in 1898 by the South Eastern and Chatham Railway to Diagram 1558, were heavily influenced by Midland Railway practice, these had an open veranda platform (i.e. with no roof, sides or end rail) at one end and a closed one at the other. In 1910, 50 more were built with close verandas at each end, between 1914 and 1920 the original vans were modified with two closed verandas. These modified vans were identifiable as had double top rails at the rebuilt end only. All 90 vans entered Southern Railway stock and most passed into British Railways ownership. There were also variations in some of the framing, planking and handrails between the two built versions.
Rapido trains UK have tooled two bodies to cover both the dual veranda vans built new in 1910 as well as the single-ended vans re-built that year and have announced ten initial versions:
931001: No. 2033, SECR grey with black underframe
931002: No. 2036, SECR grey
931003: No. 55382, SR brown with red ends (large lettering)
931004: No. 55389, SR brown with red ends (large lettering)
931005: No. 55384, SR brown with red ends (small lettering)
931006: No. 55366, SR brown with red ends (small lettering)
931007: No. S55429, SR brown with red ends (BR lettering)
Graham asked: “should this review be written in the style of a Rapido marketing email,?” but Muz replied: “Right! Stop that! It’s silly.” (with apologies to Monty Python).
I will let the photographs show how good these wagons are and provide a welcome addition to any SECR / SR modellers fleet. I have only purchased some of the SR versions, but SECR grey and BR Grey and BR Departmental versions are also available (see the original announcement here for the full list).
Some people, without a full understanding of the manufacturing process and where production and overheads costs lie, might crawl away at the RRP of £32.95; and whilst there might still be other manufacturer’s wagons currently available at a cheaper prices the realistic market prices are certainly changing as all costs rise. The models can of course be purchased from retailers such as Kernow Model Rail Centre at a slight discounted price.
The 7 plank open, later SR Diagram 1355, were the SECR’s most numerous wagon with 2,121 wagons built between 1915 and 1927. The SR later fitted a sheet rail. British Railways had over 70 wagons still in service in the 1960s and the last withdrawals were not until the 1970s.
The 5 plank opens utilised the same steel chassis as the 7 plank wagons, 550 were built between 1920 and 1925 with standard buffers that became SR Diagram 1347. A further 150 were built 1921/2 with the self-contained buffer type, as on the 7 plank D1355 wagons, and became SR Diagram 1349. They were withdrawn in the early 1960s.
All three versions of the models, sharing the same underframe, have accurate body detail, including nicely planked insides and now becoming much more common on wagon releases good underframe detail that includes both etched and wire parts. They also feature nice split spoked wheels on 26mm pin point axles that run in brass bearing cups, that along with a with a weight of 32/33g ensures very free running.
On my examples, as can be seen in the images, a number of the self contained buffers were glued in at wonky angles, but being separately applied parts these can be carefully reaffixed.
The livery application is crisp and well printed. I know for a fact that Rapido have used the same paint colour reference for the SR brown as the Kernow Model Rail Centre used on their ex LSWR/SR D1541 Road Vans, although this appears to be a slightly lighter but still more than acceptable, interpretation of the colour possibly due to the more satin finish, (and even lighter with the lighting I have used in my studio), on these wagons.
The tooling allows for both taped plain and the self-contained buffer types for the 5 plank wagons. To achieve the 7 plank versions fitted with the sheet rail, a pre shaped wire rail along with its moulded mounting brackets for each end of the wagon have been supplied as separate parts for the use to fit (glue) into position (instructions on fitting is included with each wagon).
The holes in the mounting brackets for the sheet rail will need to be opened out very slightly to ensure a good fit. The one slight downside is that the rail can only be positioned in the upright position, as it would be when a sheet was covering the wagon and not, without some modification, in the sideways stowed position when no sheet was fitted.
[Edit 20/05/22] To demonstrate the effect that the factory satin finsih has on the paint colour as mentioned above, the picture left shows a comparison with one of the Rapido wagons given a coat of Testors Dullcoat matt varnish and brings the colour much closer to the Kernow Model Rail Centre ex LSWR/SR D1541 Road Vans, and therefore looking much better.
At this weekend’s London Festival of Railway Modelling, Dapol announced new production batches of their ex LSWR Adams B4 0-4-0 tanks and Class 73 Electro-Diesels both in 00 gauge.
The Dapol ex LSWR B4 class 0-4-0t were first announced back in March 2014 and the first versions arrived in June 2018., with a second batch with further livery and detail variants including the first appearance of the Drummond Boiler fitted and one of the 5 off Drummond K14 versions, arriving during 2020.
This third batch includes seven new versions, to the same technical specification as the previous batches, (exact livery versions or artwork have not yet been released) as follows:
4S-018-005 B4 0-4-0T BR Late Crest 30096, as carried between c1959 and December 1963
4S-018-012 B4 0-4-0T Lined Dark Green Jersey 91 [sic Dapol have the number incorrect as she was 81] , as she carried between November 1893 and circa 1920/1 when she gained a more enclosed cab.
4S-018-013 B4 0-4-0T LSWR Dark Green 82, K14 type with Drummond Boiler, as her condition between April 1907 and February 1924 when she gained SR Goods lined black livery.
4S-018-014 B4 0-4-0T Trouville Brown 89, as carried from approx 1923 to April 1935 if no rear cab number or April 1935 to February 1950 if the number is painted on the cab rear.
4S-018-015 B4 0-4-0T Southern Black lined 99, as she carried between January 1926 and January 1936.
4S-018-016 B4 0-4-0T Black ‘Corrall Queen’ nameplate and 30096 smokebox door number plate as she ran between December 1963 and December 1972 when she was owned by P.D.Fuels Ltd of Dibles Wharf.
4S-018-017 B4 0-4-0T Dorset Green 99, after sale in February 1949 to Stewarts & Lloyds Ltd (Bilson Staffordshire) and being scrapped by August 1958.
The livery artwork is under preparation and the finished models are not expected to be available until Q3 2023.
Also announced are a new batch of seven Class 73 Electro-Diesel liveries, and sees the return of BR Blue livery models that have not featured in the line up since the model run was released in November 2015.
The first six of the eventual class of 49 were built by BR at their Eastleigh works in 1962 and were designated Type JA. The remaining locomotives, with a higher power output and top speed increased from 80 to 90mph. were built by English Electric at Vulcan Foundry at Newton Le Willows between 1965 and 1967 and were designated type JB.
4D-006-015 Class 73 JB Electric Blue E6012 Small Yellow Panel
4D-006-016 Class 73 JB Early Blue SYP & Double Arrow Logo E6031
4D-006-018 Class 73 JB BR Blue FYP 73120
4D-006-017 Class 73 JA BR Blue FYP 73002
4D-006-020 Class 73 JB Intercity Executive 73136
4D-006-019 Class 73 JB Large Logo BR Blue 73126
4D-006-021 Class 73 JB GB Railfreight Battle of Britain 73109
Dapol advise that the decorated samples, with the same technical specification as previous batches, are under review and feedback is being provided to the factory to correct a small number of minor issues. The models are expected to be available towards the end of the year.
There have been many books that cover and detail the history and development of the widespread and successful Southern Railway programme of electrification, built on that started by the London and South Western Railway, resulting in ‘Southern Electric’ becoming the ‘The World’s greatest suburban electrification’. Books such as GT Mooney’s Southern Electric, David Brown’s New History of Southern Electric and the South Western Circle’s The Riverside Electric by Colin Chivers, all refer to the part played the by LSWR and then SR General Manager Sir Herbert Walker and his electrical engineer Alfred Raworth.
This substantial 340 page tome, with its 25 chapters, detailing for the first time a biography of Alfred Raworth’s entire personal story and career; staring with working for his consulting engineer father John Smith Raworth, through to joining the railway, working for the LSWR and SR, the design for an electric railway, being responsible for the implementation of all its their electrification schemes, becoming Southern Railway Chief Electrical Engineer, the Southern Electric at War, the electric locomotives and Raworth’s plans for the future.
Such schemes are much more than just about rolling stock and this book also provides a look at the infrastructure required that was often hidden behind the closed walls of sub stations etc. It also looks at the business cases, innovative engineering, and politics involved in the electrification of the railways between 1918 and 1956 especially where the Southern went its own way with the use of the third rail system.
A comprehensive and informative read, that contains a wealth of previously unpublished information interspersed with a number of both black and colour photographs, illustrations and drawings. It substantially fills many gaps in the background, lifetime and work of ‘electrification genius’ Alfred Raworth. Highly recommended.
Southern Times is the new quarterly periodical, edited by my friend Kevin Robertson, for followers of the Southern Railway, British Railways Southern Region, as well as the pre group companies; LSWR, SECR, LBSCR, and SECR. It is intended to be a quarterly publication.
If this sounds familiar, it will do, as it is effectively a replacement for the long established and enjoyable ‘Southern Way’ from a different publisher (whether Southern Way might continue under a new editor we will have to wait and see).
This first issue of Southern Times, follows the previous periodicals format of 80 pages of an eclectic mix of Southern related articles and images both black and white and in colour, many of which have been previously unpublished.
The great post war image of Schools class 905 in malachite at Eastleigh on the front cover must have been a late change as according the caption is Port Line leaving Victoria on the Golden Arrow in 1954!
Highlights in this issue includes: new light on the Joint LSWR/LBSC and LSWR steam railmotors, The Southern from the air, Stephen Townroe’s colour archive, David McKenna Chairman and General Manager, a photo feature on EMUs, Treasures from the Bluebell Railway Museum and more to dip into. If you were an ardent collector of the Southern Way then this latest incarnation Southern Times will be a sure winner.
The high level of detail includes etched mortar lines for all the brickwork, diamond pattern stair treads, fully overlapping lattice steelwork detail, angle iron framing, and many of the construction rivets. Each brick stair has an overall footprint of approx 94 x 34mm, with the span between stairs is approx 165mm.
As with all Severn Models kits they are supplied as a flat packed brass etch kit, requiring construction & painting. Severn Models advise that all test building of the kit was done with superglue assembly – doing dry assemblies of parts, then adding drops of glue with the tip of a scriber. Capillary action draws the glue into the joints. I have successfully assembled other Severn Models items with superglue in the past, you can also solder the kit if you wish.
Heljan have today announced they are to produce the North British 10800 800hp prototype diesel.
Although not strictly a Southern Region Locomotive, 10800 did see trials on the Southern Region in 1952, as described below. Known by many of the Southern Region steam enginemen on the Central section at the time as the “Wonder Engine” from the locomotive department’s daily query “I wonder if it will go today” due to its poor reliability record and the fact that it spent more time in the works being repaired than actually working trains.
It was originally conceived by H.G Ivatt of the London Midland & Scottish Railway in 1945, who wanted a basic design for an 800hp diesel-electric loco for comparison with similar output steam traction on secondary and branch lines. The order was placed by the LMSR with the North British Locomotive Co of Glasgow, in 1946, to produce a loco to their design. Ivatt’s design was for a Bo-Bo wheel configuration with the cab slightly set in at one end. The cab was arranged to enable the driver to face the direction of travel and therefore duplicate controls were fitted. The power unit used was a Davey Paxman 16 RPHXL Mk2 engine that drove an 800hp British Thompson-Houston main generator and traction motors.
The loco was constructed in 1948-50 and when completed carried the BR number 10800. The livery applied was the then British Railways standard for its diesel fleet of black with silver bogies. When complete Nº10800 underwent testing in Scotland and after a few months was allocated to the LMR at Willesden from where it operated tests in the London area.
In July/August 1952 it was allocated to Southern Region at Norwood. The shed being chosen one would suspect due to the fact that it already had diesel refuelling facilities owing to its fleet of diesel shunters although, as described below, it also spent a lot of its time at Brighton works. The first test run of 10800 on the Southern Region was a 165 ton train 10:45 am from London Bridge to Tonbridge Wells West via Oxted and East Grinstead (High level) and return at 1:08pm on 13th August 1952. From 18th August 1952 it was allocated Norwood duty 610 which involved services such as the 5.08am London Bridge to Brighton via Dorking, Horsham and Steyning; the 10.18am Brighton to Victoria and 3.52pm return (both via Oxted and Eridge); the 6.49pm Brighton to Tonbridge Wells West and the 9.01pm onwards to Victoria; the 11.04pm Victoria to Oxted (Wednesdays and Saturdays excepted) or East Grinstead (Wednesdays and Saturdays only).
The trials also showed that Nº10800 was underpowered, so much so that time was lost on the banks with even a modest six coach load.
It was often found wanting and more often than not, was replaced by steam. In October 1952 it was taken off passenger work and switched to freight workings from Norwood to Purley. Its first visit to Brighton works was for nine days from 5 November 1952 where they carried out a light casual repair (costing only £23) at which point 10800 had completed 58,228 miles. The reliability of Nº10800 was poor, it was active for short spells during January and April 1953 but from 29th June 1953 until 6th February 1954 Brighton works tried to put right the faults that had so far blighted her career. They spent according to official documentation £1,357. On 25th January 1954, whilst still officially in the care of Brighton Works, she worked an eight coach trial train from Brighton to East Croydon and back via Uckfield and Oxted. Initially on first returning to Norwood on 6th February she was put onto freight workings. It did, however, take up working the Norwood 610 duty again from 9th February 1954. The locomotive failed totally at Streatham Common on 30th March whilst working the 3.52pm Victoria to Brighton service and had to be towed to Norwood from where it was then towed via Oxted and Sheffield Park to Brighton Works on 6th April where the repairs to the badly damaged diesel engine took until the beginning of December to complete. She had only completed a further 8,172 miles since being released back into service in February and would be destined to stay in Brighton Works for 210 days whilst a further £404 was spent on various repairs.
Following its less than spectacular testing on the Southern Region, its recorded mileage being the lowest at anytime during its short life, on 11 December 1954 it was allocated to Plaistow shed on the ER for further testing. It was withdrawn in August 1959 and stored at Doncaster Works. Then in 1961 Brush of Loughborough were seeking a loco for experimental traction purposes and Nº10800 filled the role adequately so was sold to Brush in 1962. Following rebuilding, Nº10800 was tested by British Railways at the Rugby test plant and on the GC Leicester-Nottingham route. In this guise Nº10800 received a green and brown livery. The body was finally broken up in 1972-73.
The Heljan model includes: etched metal parts, working marker and cab lights, 21-pin DCC interface, DCC sound provision, sprung buffers and all-wheel drive/pick-up.
Based on original NBL drawings and research CAD work is complete and tooling is now well underway.
Four versions will be available on general release depicting 10800 in different stages of its life (but not as originally built without the lower bonnet door vents), priced at an RRP of £234.95 each.
1080 BR Early Emblem Black/Silver 10800 (SR/LMR post February 1954 condition)
1081 BR Early Emblem Black 10800 (SR/LMR condition) WEATHERED
1082 BR Early Emblem Black/Silver 10800 (final BR condition)
1083 BR Late Crest Green 10800
Delivery is expected in 2023.
Heljan have a track record of producing such one off prototypes and this is a loco I have been thinking of trying to model, due to its Southern Region connection, for some time so will be a welcome addition to my fleet. These will be available via your usual Heljan Retailers such as KMRC.
After 1901 the D class locomotive further more powerful locomotives were investigated by the companies. After Richard Maunsell took over as CME from Harry Wainwright in 1913 he worked on a series of new locomotives which were intended for a long service life, this involved the conversion and upgrade of 11 E class locomotives, resulting in the E1 class. This proved very successful and led directly to the conversion of 21 D class into the D1 class between 1921 and 1927. Though arguably, not as elegant as the D class equipped with a larger boiler, a belpaire firebox and longer travel cylinders the D1 was able to produce a considerable haulage and power increase over its predecessors.
Initially allocated to Ashford shed, this class was to be found all over the south-eastern division from London to the south.
All were withdrawn by November 1961, no preserved examples exist.
The model variations include:
Two frame variations (to include early D class conversions)
Two cab types
Two Chimney types
Two Smokebox types
Three dome types (with/without top feed and plated)
Two safety valve types (Ross-pop and Ramsbottom)
With and without smokebox snifter valves
‘High capacity’ tenders
Manual and automatic lubricators
The technical specification includes: Diecast Chassis, Sprung buffers, Pickup from tender and driving wheels, 5 pole motor located within boiler, Pull-out PCB for tool free DCC & Speaker fitting, ‘Snap-fit’ conductive tender drawbar, Options for bass reflex speaker in tender (pre-wired) and Firebox glow.
Rails of Sheffield advise “The images shown are of early decorated production samples and are NOT final production models. Various amendments and alterations have been reported and will be altered on final production models.” Lets hope that that the review includes improvements to some of the colours lining and lettering, but such issues were not improved on the previous D class (I still need to replace the decals’ on mine with correct versions).