BASINGSTOKE 1958-67 (87ft x 25ft)

[The Duke 71000]

Was the Brit on an incline? Did it stall? .... Terrible aren't I - wouldn't believe it's one of my favourite locomotives, but many say 'that incident' was poor planning and driving, relatively speaking.

 

Layout's sheer size makes it more impressive, seeing full-sized trains being hauled, not remotely filling the length of track.

 

It's obviously a 'work-in-progress' - signalling and 'realistic accessories and weathering' are required ... state the obvious, but looking good.

 

Al.

 

Yes lots more to do on the layout. But waiting in the wings are a lot of detail parts to add, such as scratch built buildings. Dare not add these permanently until tracklaying, wiring and then ballasting is complete. 

 

 

[The Duke 71000]

BASINGSTOKE 1958-67 – Prototype Coaching stock reference material.

 

 PART 2 – Passenger train formations, especially the "ACE".

 

 

Today’s railways have few passenger carriage types !  In the age of steam there were literally dozens of different types, including such things as “Boat Second Open's” (BoSO) and “General Saloon Unclassed” (GSU), and of course the numerous types of “Dining & Restaurant Cars”. The numbers of carriages in the steam era also hugely outnumbered today’s railway !  

 

 

Trying to organise all these varied coach types into some sort of order required a system. The “system” affected the way a passenger train visibly appeared, which is of course important to modellers.

 

 

Passenger Train formations: Brake vehicles.

The first general rule of all passengers trains in steam days, whether a 13 coach express, or a humble 3 coach local was that there had to be a “Brake” vehicle each end with a Guards compartment, handbrake and control of the train brakes. Such as a Brake Second Corridor (BSK) or similar. This is because the train Guard, was still responsible for signals and he had to ride in the last vehicle. Which was provided with either periscopes or lookouts so he could see ALL signals as the train progressed. The Guard remained in the guards van area unless their was an emergency, so was NOT in those days responsible for tickets ! 

 

 

1st Class Proportions.

When marshalling trains together in the carriage sidings, each railway or BR Region had set percentages for the number of 1st and 2nd/3rd class seats, for virtually all services. This obviously affects the number of CK, FK or FO types in a train. In some cases individual services had significantly different proportions.

 

 

For example: The “City Limited” Brighton to London Bridge service, was timed to cater for stockbrokers and therefore included around 60% 1st class accommodation. Even when this line was electrified in 1933, three of the new 6-coach electric units were built to provide three 1st class trailers, a Pullman composite & only the two motor coaches were 3rd class. So they seated 126 1st class and only 108 3rd class. They remained like this until the 1950’s.

 

 

Another example of extreme 1st class provision, were the Great Western Railways “Super Saloons” intended for premier trains, particularly Ocean Liner Expresses to Plymouth & Falmouth. All of which were built initially as 1st class only vehicles, and run as a complete train, and they exceeded even Pullman luxury !

 

 

Ocean Liner Expresses often had 50-75% 1st class seating on the Southern’s Waterloo-Southampton Docks route particularly if they were meeting one of the Cunard Lines ships. Boat trains were not so affected and often used regular mainline formations with around 20-30% 1st class seating.

 

 

There were examples in other parts of Britain of higher than the average 25% 1st class seating. So some research for your chosen area/era is advisable...........       

 

 

General Express formations.

Express trains in the steam era, could amount to anything from 6 to 15 carriages. Dependant on the service being operated, the time of year and the part of Britain the service traversed.  Formations also varied in different areas of Britain for such reasons as, the train divided en route.

 

 

But a general rule of thumb would find 2nd class coaches at the outer ends including obviously a Brake at each end. 1st class coaches generally towards the centre, and any catering vehicles often between a 1st & 2nd class section.  

 

 

The Atlantic Coast Express (ACE).

This train was reputedly the most divided long distance train in Britain. Indeed on Summer Saturdays it provided through portions to so many destinations, it had to be run as two, or sometimes three separate trains. Details below of the 3 train formations & their calling points on Summer Saturdays in 1959.  

 

 

ACE 1: Departed Waterloo at 10:35hrs.

Calling at: Salisbury; Exeter Central (detach 3 rear vehicles); Exeter St. David’s; Halwill Junction (Leave 3 rear coaches for a tank loco to haul them down the branch, all stations to Bude arr: 15.54 ). The remainder of the train continued to Padstow, all stations, except Ashwater, Tower Hill and Egloskerry. Arrive Padstow 17.00hrs.

 

Train Formation in order from Front to rear.

To Padstow    1 x CK (“Loose” probably Maunsell or Bulleid type)

                        5 car set. (Type 5H) Bulleid - SOBS-SK-CK-SK-SOBS

To Bude          1 x SK (“Loose” probably Maunsell or Bulleid type)

                        2 car set (Type 2R) Maunsell or Bulleid - BCK-BSK 

Exeter Central 1 x KDF (Maunsell type as per Hornby Model)

                        1 x ®SO (“Loose” Bulleid type with tables for 2nd class “at seat” meal service).

                        1 x BCK (“Loose” Maunsell or Bulleid type).

              Total 12 carriages.

  

 

ACE 2: Departed Waterloo at 10.45hrs.

Calling at: Salisbury; Axminster (detach 5-car set for Lyme Regis arrive 14.11hrs). Main train then continued half way up Honiton bank to Seaton Junction. The "train engine" then continued light engine to Exmouth Junction shed. While a tank engine hauled the remaining 5 coaches down the branch to Seaton arr: 14.05hrs.

 

Train Formation in order from Front to rear.

To Seaton:       3-car set (Type L) BR Mk1 - BSK-CK-BSK

                         1 x SO (“Loose” probably Bulleid type)

                         1 x RBT (Maunsell type)

To Lyme Regis: 5-car set (Type 5H) Bulleid - SOBS-SK-CK-SK-SOBS

               Total 10 carriages.

 

 

ACE 3 Departed Waterloo at 11.00hrs.

Calling at: Salisbury; Sidmouth Junction; Exeter Central; Exeter St. David’s; Eggesford; Barnstaple Junction (Leave 3 rear vehicles for a tank loco to haul them to Torrington all stations arr: 16.30hrs). Barnstaple Town; Wrafton; Braunton; Mortehoe; Ilfracombe arr: 16.38hrs.   

 

Train Formation in order from Front to rear.

To Ilfracombe:   3-car set (Type L) BR Mk1 – BSK-CK-BSK

                          1 x RKB (Bulleid type)

                          1 x RCO (Bulleid type)

                          5-car set (Type 5H) Bulleid - SOBS-SK-CK-SK-SOBS

To Torrington:   1 x SK

                          2-car set (Type R) Maunsell or Bulleid - BCK-BSK 

                Total 13 carriages.

 

Note:- The clever formation of the above 3 trains. They always have a brake vehicle at the rear, even after portions have been detached !!!

 

 

Catering types

Until the modern advent of “Fast food” which didn’t really take hold until after the steam era. There was a significant demand by passengers on medium to long distance services for “at seat” meals. This demand was itself complicated by the eating habits of the various social classes. As a result Britain’s Railways had a bewildering assortment of different types of catering vehicles, designed to satiate these various tastes. 

 

 

Pullmans.

At the top of the catering pile are of course the “Pullman” cars, which required a supplement ticket and an obligation to eat. But then it was not unknown for even Venison to appear on the menu. The number of Pullman trains and their longevity, (until 1972) is itself a clear indication of their popularity. 

 

 

Kitchen & Dining cars.

Beneath the Pullmans came the full blown Kitchen cars, capable of serving 4 course meals in adjoining Dining cars. With often a 1st class diner one side of the kitchen car and a 2nd/3rd diner the other side. That’s three catering vehicles for one regular long distance express. 

 

 

Restaurant cars.

Beneath the Kitchen/Diner scenario came the Kitchen-Restaurant types, with a Kitchen and seats within the one vehicle. Such as RB’s, RKB’s & RU’s. Sometimes a Restaurant Composite Open (RCO) with tables, was attached at busy times, on regular long distance express's.

 

 

Pantry, Cafeteria, Buffet & Griddle cars.

At the bottom of the “eating” pile come the more humble "Pantry", “Cafeteria” “Buffet” & a 1960’s fad “Griddle cars”. These being designed for services which had limited duration, or cross country services such as Portsmouth – Cardiff, or even the “bucket & spade” tourist trains typical on Summer Saturdays across much of Britain.  

 

The "Pantry car" was basically a glorified "tea & biscuits" buffet, and often only occupied a small area at one end of a vehicle. On the SR Maunsell built a handful of First Class compartment vehicles with a "Pantry" at one end, available to all comers. These were often used on Waterloo-Southampton Boat trains. Post WW2 the "Pantry" dissappeard being replaced by the slightly more elaborate "Buffet" type.

 

 

The "Cafeteria" car was similar to a Buffet car. In other words light snacks and drinks. The name "Cafeteria" didn't last long as it had un-palatable social connotations !  

 

The "Griddle Car"  was a short term BR fad of the 1960's. Basically a buffet serving "toasted or grilled" snacks. "Griddle Cars" were labelled as such on their external bodywork. Both locomotive hauled coaches and even some Electric Multiple Units were altered for this new grilled snack menu.   

 

The Southern BCK.

The Brake Composite Corridor (BCK) had a special use on the Southern Region. Maunsell and Bulleid had built fair numbers of these vehicles. This type of vehicle can provide effectively a complete mini-train in itself. It has seating for both classes, and the required “brake/guards/luggage” area.

 

These vehicles were therefore used on many West of England Expresses to provide the “through portion” to numerous branches. So West of England expresses could often be seen with a couple of these usually at the rear of the train. 

 

They were detached at such places as Axminster for Lyme Regis. Seaton Junction for Seaton. Sidmouth Junction for Sidmouth. Halwill Junction for Bude and Barnstaple for Torrington. They were often attached to the branch train to reach their final destination.

 

 

When BR began building Mk1 BCK’s the Southern initially received none. As they had plenty of Maunsell & Bulleid types. As the Maunsell types were scrapped between 1961-4, the Southern then received new Mk1 BCK’s. The only problem was that the branches were also being closed, and BCK’s now had little work. As a result the new Mk1 BCK’s spent a lot of time parked at Eastleigh. Only around 8 of them were ever included in “Sets”. When they were used it was often in Ocean Liner trains to & from Southampton Docks, as well as "Loose" vehicles.  

 

Parcel, luggage and other van types.

These types of vehicles were included in the passenger fleets of all the “Big 4” companies and BR. They were NOT part of the freight fleet. This is primarily because whatever they looked like, they were designed to run at express train speeds, and had passenger type braking systems. There were many different designs, and they were built in reasonably large numbers.

 

 

There were types built specifically for: Newspaper traffic, Milk churns, Parcels, Gold Bullion, Mail, Theatre stage props, Car carrying, and even for zoo animals including Elephants. Many types have or are being produced in model form.

 

 

From a modelling perspective, it is convenient to know that by the BR era, many of these vehicles had become virtually general user items. So Parcel & Newspaper trains in particular were often formed of a combination of almost any & many types.

 

 

Passenger trains no longer seen !

So much has been lost. In addition to Boat trains dealt with below. There were local “Pull-Push” trains (SR), and Auto trains (GWR) and similar on other Regions. “Workman’s” & “Miners” trains using old 3rd class carriages at “workman’s ticket” rates, usually around 5.00am. There were even “School trains” again 3rd class to such places as Bruton (WR). 

 

 

There were “Slip” coaches detached at speed from express trains to serve stations the main train roared through non stop, the last of these running in 1963.  “Tourist dated trains” (summer extras), for which the “Big 4” built special stock & BR built the Mk1 TSO type coaches for the Southern & Western Regions. All had a slightly higher seating capacity.

 

 

“Hop pickers” specials in late summer. “Bucket & Spade” weekend excursions which on the Southern could even be formed of 3rd class only Suburban EMU’s to the coast, No toilets !  Summer time was also time to get all the old express stock out of its winter berthing, and give it a dust over. Then allocate it a handful of summer only timetabled jaunts to the coast, before hiding it away again. The Southern had dozens of these sets hidden away in such locations as Walton-on-Thames carriage sidings.

 

 

There were also “Theatre Company” trains, “Circus trains” and “Agriculture show trains”. All of which could include both passenger vehicles and many special types of vans, and even some specialised types of wagons.

 

 

Theatre stage companies moved around Britain between the larger towns and cities. They took their actors and their stage props with them. This required usually a CK and possibly an SK or similar, along with a number of bogie vans to hold the sometimes rather large stage show “props”.

 

 

Circus trains required a lot of specialised vehicles for holding animals such as Lions and Tigers and very heavy and potentially dangerous Elephants. Along with a passenger coach or two for the Circus performers and management. The GWR for example included “Monster” vans in their van fleets. These had reinforced walls, and thick steel reinforced floors to cope with the weight of elephants, and strong steel hoops to tether the Elephants. If Elephants became agitated their movement could cause a vehicle to derail !!!

  

Agriculture show trains. These too included special vehicles such as “Prize Bull” wagons. These could be mistaken for Horse boxes, as they included a compartment for an attendant. As such although classified as wagons they had vacuum brakes and upgraded suspension, and normally a longer wheelbase than the traditional 12ft British wagon chassis. They were marked “XP” Express passenger which contrarily did NOT mean they could travel at express train speed, as they were normally limited to around 50mph. Any passenger coaches included in the formation had to be coupled behind the locomotive.

 

 

Specials trains for Football matches, Boy Scouts & Girl Guides Summer camps. Companies giving their workforce a day trip to the coast, and similar, were frequent. In addition almost every weekend you had "Train fan" specials somewhere in Britain. Such as the LCGB, RCTS & SLS to name 3 of the most prominent. All these "specials" were another large and profitable business for the railways until the 1960's and even 1970's. 

  

 

Finally there was the “Mixed train”. A train with both passenger vehicles and freight wagons. There were however very strict rules about what could be “mixed”. The passenger vehicles were supposed to be immediately behind the engine, and the freight wagons swung along behind with a goods brake van at the rear. Wagons had to have vacuum brakes and be marked “XP”. These “Mixed” trains were normally only seen on branch lines. They were also normally “speed restricted” to around 40/45mph. 

 

 

Boat trains & Ocean Liner Expresses.

We now come to the problem of Boat Trains & Ocean Liner Expresses. Such trains were operated to various ports all around Britain, from Falmouth in Cornwall to Dover in Kent and Thurso in the North of Scotland. However it was the trains serving ports with connections to mainland Europe that caused the biggest headache. European railways had 1st, 2nd & 3rd class carriages until 1959. But Britain had virtually abolished 2nd class by the early 1930’s.

 

 

Therefore the Southern Railway, and to a lesser extent the LNER had to maintain small fleets of quality 2nd class coaches for no other reason than servicing the continental boat trains. The Southern Railway opted for a sneaky solution, by building what were known as “General Saloon Unclassed” (GSU) coaches. They had no class branding but where fitted out to almost 1st class standards. By using paper stickers in the window they could however be classified as any of the 3 classes, as required. So they could appear one day as a 2nd class Boat train coach, and the next day be labelled 3rd Class for a Girl Guides special.

 

 

BR took a slightly different approach. At the beginning of BR Mk1 coach construction in 1951 they built a small batch of 15 vehicles designated “Boat Second Opens” under Lot No 30053. These vehicles were numbered S3500-S3514. They were the only 2nd class Mk1 coaches BR built in the era when 1st & 3rd class were the norm. A further batch of 10 were cancelled. In 1959/60 as a result of a European agreement, European railways abolished 3rd class, and Britain upgraded 3rd class to 2nd class. These now oddball “Boat Seconds” were upgraded to First Opens (FO).

 

 

On the Southern & Western Regions “Boat trains & Ocean Liner Expresses” were typified visually by including 1st & 2nd class vehicles. (Often FO & SO types not compartment types), along with some sort of catering vehicle. Pullmans often appeared in the Ocean Liner Expresses. And of course one, two or even three baggage vans such as BR GUV’s, were normally attached. For the mountains of luggage everyone took with them in the days before aircraft. 

 

 

A trains maximum permitted speed.

The speed of any train is limited by the most restricted vehicle in the train, whether passenger or freight. For example a Class 33 Diesel was officially limited to 85mph, and the coaches they pulled were usually 90mph rated. So the train was limited in this case by the loco to 85mph. Line speed restrictions, such as through pointwork and curves, also had to be obeyed at the locations where they applied. 

 

 

Loading Gauge Restrictions.

The problems of low bridges, narrow or low tunnels, sharp bends, and bends with platforms. Present a minefield of width & height restrictions around the railway network. This resulted in adoption of a coding system by all the railways to identify all rolling stock.

 

 

On passenger coaches this was usually a small metal plate attached to one or both ends of vehicles, giving a code number. BR painted this information on coach ends, and probably the most well known is “Restriction C1” found on the ends of BR Mk1 & Mk2 coaches. Or “Restriction C3” for Mk3/Mk4 stock. This is even visible on your Hornby Models !

 

 

On the Southern there were a whole host of problematic routes, some involving normal width, some height, and some the  length of vehicles. So the Southern had a number of “Restriction codes” for its stock as follows:

 

 

Restriction 0 = May pass over all lines.

 

Restriction 1 = May pass over all lines except between Grove Junction (Tunbridge Wells) & Battle (near Hastings).

 

Restrictions 2,3 & 4 = May pass over all lines except between Tonbridge & Battle.

 

Restriction 2A = Pullman cars. All routes except between: Tonbridge & Battle; Purley & Caterham; Hoo Junction, Grain & Allhallows; Holborn Low Level & Ludgate Hill. (This last was the tunnel connection to the “Widened Lines”)

 

Restriction 6 = Vehicles so marked must be confined to ex LSWR & LB&SCR lines.

 

BR Restriction C1 = As Southern Restriction 4. 

 

Weight restrictions.

Again there was a system in place. Each section of railway line, had different maximum axle loads, as set by the Civil Engineer on each Railway or Region. Train Guards carried a book giving details of all the restrictions for their Region. Carriages rarely reached a weight likely to exceed the given axle load for any passenger route. So they had no specific markings except their actual “tare weight” plate. So this problem mainly affected locomotives. 

 

Part 3 to follow: For those totally confused by all the "carriage codes" mentioned in Parts 1 & 2, a list of the most common codes used by BR will be given. 

 

The Duke 71000

 PS: Thanks must go to RAF96 for unscrambling my page.  

[The Duke 71000]

BASINGSTOKE 1958-67 - LOCO FLEET - Ex GWR Locos.

As Basingstoke was originally a joint GWR & LSWR station, numerous ex GWR locos appeared on a daily basis up until 1965. When the Western Region in its wisdom abolished steam. Western trains arrived via the inter-regional line from Reading. Which helps add more variety for viewers to the selection of trains seen on the layout.

 

As is normal with the railways of Britain, there were a few "restrictions". Ex GWR 4 cylinder locos were prohibited from proceeding beyond Basingstoke over Southern routes. Because their outside cylinders fouled the Southern "Loading Gauge". So no GWR Kings, Castles or Stars on my layout.

 

Above: The Hornby GWR County class 4-6-0 6P 1006 "County of Cornwall". The most powerful ex GWR passenger type allowed over Southern metals, as it is a 2 cylinder type. This model is now about 12 years old when it was included in Hornby's main range. More recently Hornby have relegated it to the Railroad range. At which time they changed the chassis design, and the newer mechanism while good is not nearly as powerful ! My model has had a number of small white metal detail enhancements, and reduction of the gap between loco and tender, as well as new etched brass number & nameplates. 

 

 

Above: The primary GWR freight class is the 28xx 2-8-0 type with a power rating of 8F. The model seen is one of the later Collett variants with a window cab No 3864, officially completed at Swindon works on 17/11/42. These locos had a regular job to Basingstoke with a freight train from Southall. Although I have no evidence that they ever went any further onto Southern metals. Yet another nice Hornby model, it is very sweet and smooth, so shouldn't curdle the milk in the first wagon behind the tender. A 6 wheeled Milk tank ! 

 

 

 

Above: GWR 4257 a Class 42xx 2-8-0T 7F tank loco. Designed to haul heavy South Wales area freight trains. I wouldn't therefore have bought such a model, but then I discovered in the early 1960's one or two were based at Reading. So appeared on occasion with freight trains from the Reading area. The model is of course a Hornby item, and has since been renumbered to a Reading based example. It is seen here on my 25ft long 1 in 100 gradient being subjected to a load test, hence the passenger coach just visible. Surprisingly it didn't do too well and managed only 9 coaches. The problem being it was a little light at 234g. I therefore added another 27g of lead weight and it can now haul 11.

 

 

Above: GWR 45xx 2-6-2T 3MT, No 4557, a Bachmann model. A necessity on the layout to haul the regular Reading-Basingstoke locals, as typified by the Collett "B" set coaches it is seen hauling. It's over 10 years old now, and I was also hoping it would be good enough for shunting work. However I had to rebuild the mechanism 3 times to get it to run smoothly enough for shunting work ! The green track seen is a result of ballasting the track using PVA glue mixed with a drop of (green) washing up liquid to stop surface tension. The green must have been an added dye ! The photo was taken on my MK1 Basingstoke loft layout in 2012.

 

Above:  The 49xx "Hall" class 4-6-0 (5MT) were a type most commonly seen at Basingstoke hauling Inter-regional expresses, along with the similar Grange class. So obviously a few would be needed for the layout. 4965 "Rood Ashton Hall" being the first Hornby Hall added to the fleet, and since joined by two more. Here the model is testing new handbuilt pointwork at Oakley station. It has also received a few modifications as the tender for some reason did not have seperate metal handrails. It is also somewhat light, and needed nearly 90g of extra weight to achieve the desired 12 coach haulage capacity on the gradients. 

 

 

Above: The Collett 61xx version of the Large Prairie 2-6-2T were introduced for London (Paddington) suburban services. So obviously they put in fairly frequent appearances at Basingstoke. Often arriving with locals or Parcels trains. No: 6129 seen here during its load haul test, is not one of the lastest Hornby models, but is still nonetheless a respectable model, and pretty powerful.

 

     

Above: The GWR had a number of 0-6-0PT Pannier tank types, for both freight & Passenger work. Including the 64xx light passenger type with 4ft 7in driving wheels. These smaller locos were giving a 2P power rating by BR. They were admirbaly suitable for local passenger trains up to 4/5 coaches. Here my fairly new Bachmann model No 6417, has just reached the top of the 1 in 100 gradient during its load test.

 

 

Above: The GWR 56xx 0-6-2T tank locos were built specifically for operating freight and passenger traffic in the steep valleys of South Wales. When the traffic for which they were built began to dwindle in the 1950's, a number were transferred to other parts of the Western Region including Reading. 200 were built in total and No 6654 is seen here is back on my workbench for a little weathering and new brass number plates (from Jackson Evans) for a Reading based example. Being a slightly older Bachmann model, they do sound a bit like a "bag of nails" when under load. 

 

 

Above: The GWR Grange class introduced by Collett in 1936, were a slightly smaller wheeled version of the Hall class.As such they were also slightly more powerful. A number of these locos worked Inter-regional expresses between Wolverhampton & Basingstoke. So No 6879 "Overton Grange" seen here was one of the first Hornby models I obtained around 2008. It turned out to be a very good choice, as it has proved to be a very powerful model. Quite happily hauling 12 coaches up my 1 in 100 gradient without any modification. More recent Grange models purchased have not proved so powerful. This being because chassis and motor design has changed, and the models are now some 40g lighter !   

 

 

Above: Last but not least another Pannier tank type. Unlike the 64xx type dealt with above this Bachmann model is of a freight type. This being the 57xx Class of which 863 locos were built. BR classed these little locomotives as 4F. This type was shedded at almost all Western Region sheds. It was the GWR's main shunting type, hence the quantity built. No 9736 seen here during its load haul test, reveals it is as tough as its real life counterpart hauling 10 coaches up the grade.  

 

The Duke 71000

  

[The Duke 71000]

BASINGSTOKE 1958-67 - MID WEEK UPDATE.

The layout on the move & now arriving inside the windowless workshop. The usable part of this room for the layout is 18m x 6.7m.  So the layout will be shrunk to 16m x 6.4m to fit this space. With a couple of metres kept free just inside the large sliding entrance door. It's a little cooler here, than the main Museum. Outside the temperature at midday was 38C, and a little humid. So humping baseboards in and out of the van makes work just a little "sticky" yuck !

 

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Above: Viewed from the workshop entrance front left. Including the baseboard nearest with hole for the loco shed turntable. Plus two Fiddle Yard boards free standing on the floor.  The rear Fire exit door open at left of picture. Offices at right used for storing more Marine Plywood, carpentry tools, & a modelling workbench for the detailing work when necessary. Last but not least a British tea making room....... 

 

 

 

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Above: The view from the entrance door at front right.

 

 

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Above: Looking from the rear left corner, reveals this is just part of a bigger building. The sliding door is about 10ft high. Another Fiddle yard board with all the pointwork/sidings at right of picture.

 

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Above: Photo taken from the rear right corner. This was about 13.30hrs, so everyone had vanished for Siesta. We managed to get another load of 6 more boards than seen in these photos, later in the afternoon. So just over half of the layout has arrived here. The Spanish HO layout had already gone as only 8 boards have been built so far. When the rest of my baseboards arrive is anyone's guess. As the van and its driver have gone back to Barcelona 75 miles to the north !

 

 

The Duke 71000  

 

[The Duke 71000]

BASINGSTOKE 1958-67 - Prototype coaching stock reference material.

 

PART 3 - Coaching stock BR era codes. 

 

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 Above: The Hornby Maunsell Pull-Push set 613, real life variant !  This is formed of a DBCK leading, & a SOT next to the M7 locomotive. Unusually the 1st class section of a Maunsell coach has been given the yellow 1st class cantrail band. Very few Maunsell coaches ever received this. The Driver can be seen in the leading vehicle cab, as the M7 locomotive is propelling the train.  Photo May 1963 near Brockenhurst. Photographer unknown.

 

 

1. The list below in alphabetical order is by no means inclusive, but should help modellers to get a feel for the system BR used.

 

2. BR tried to reserve each letter to describe one particular word, but there was a little duality. Incidently "K" was used for "Corridor", because "C" meant "Composite" (multiple classes in one vehicle).

 

3. Each code would apply to one particular type. But each “type” includes vehicles built by various railways to their own particular styles.

 

4. Certain codes from the “Big 4” pre-BR companies survived unaltered. Such as the well known “Siphon G” ex GWR bogie parcel/milk vans. So such types were not incorporated into the BR list.

 

5. (T) Third class vehicles were all upgraded to (S) Second class in 1959, inline with pan-European changes.

 

6. Vehicles including the word “Tourist” had a higher seating density than their non “Tourist” counterparts. BR Mk1 “Tourist” types were initially only ordered by & given too, the Southern & Western Regions.  

 

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 Above: Brand new Bulleid "R" type 2-car set No 74. Primarily intended to form through portions to branches in West of England services. Nearest camera is a SOBT & behind a BCK. 13 of these "Sets" were built Nos 63-75, entering service between March & June 1948. The SOBT's were numbered 4371-4383 & the BCK's were numbered 6700-6712. They were allocated to the sets in numerical order. Picture BR(SR) publicity. 

 

List in alphabetical order.

 

AU – Ambulance Unclassed (SR 24 beds. Converted Maunsell coaches, built 1958-9 in case of Nuclear war !)

BC – Brake Composite (non gangwayed).

BCL – Brake Composite Lavatory (non gangwayed.

BCK – Brake Composite Corridor.

BCKT – Brake Composite Corridor Trailer (Pull-Push).

BFK – Brake First Corridor.

BG – Brake Guard (Passenger luggage van with Guards compartment but no seating).

BLS – Brake Lavatory Second (non gangwayed).

BLT – Brake Lavatory Third (non gangwayed).

BS – Brake Second (non gangwayed).

BSK – Brake Second Corridor.

BSU – Brake Saloon Unclassed (Maunsell types).

Continued below picture.

 

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Above: A Maunsell BSU No: 4432. This vehicle is however a Restriction 1 design, so narrower than normal and only 8ft 6in wide. This was necessary for passenger stock that had to use lines in North Kent, such as the Dartford loop as there were a number of narrow bridges and a tunnel. There was also an identical Restriction 0 version which was only 8ft wide and had visibly slab sides, for the problematic Tonbridge-Hastings line. 

 

BT – Brake Third (non gangwayed).

(Bo)SO – Boat Second Open. (A BR Mk1 type).

BSO – Brake Second Open

BSL – Brake Second Lavatory (non gangwayed).

BTK – Brake Third Corridor.

BTL – Brake Third Lavatory (non gangwayed).

BTS – Brake Second Lavatory (non gangwayed).

BTO – Brake Third Open.

BY – Brake Parcels (Parcels van with Guards compartment).

C – Composite (non gangwayed).

CAF – Cafeteria Third.

CO – Composite Open.

CCT – Covered Carriage Truck (Includes end doors. 4 wheel & bogie types).

CK – Composite Corridor.

CKT – Composite Corridor Trailer (Pull-push)

CL – Composite Lavatory (non gangwayed).

CLT – Composite Lavatory Trailer (Pull-Push non gangwayed).

CT – Composite Trailer (Pull-Push non gangwayed).

CTO – Carriage Truck Open (Flat wagon for French luggage containers included in Golden Arrow train). 

DBCK – Driving Brake Composite Corridor (Pull-Push).

DBCT – Driving Brake Composite (Pull-Push)

DBOT – Driving Brake Open Third (Gate stock).

DBT – Driving Brake Third (Pull-Push).

DBTL – Driving Brake Third Lavatory (Pull-Push non gangwayed).

FK – First Corridor.

FO – First Open.

GBL – Gangwayed Bogie Luggage (Bogie vans with gangways for passenger train use).

GSU – General Saloon Unclassed. (Maunsell designs).

GUV – General Utility Vehicle. (Van including end doors).

ISK – Invalid Saloon Kitchen (Special invalid vehicle with mini-kitchen S7919S).

KBT – Kitchen Buffet Third.

KBU – Kitchen Buffet Unclassed.

Continued below picture.

 

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Above: A Maunsell KBU, a type that was rebuilt in 1946 from the version Hornby make (KDF). As seen the kitchen is at the right hand end, a large bar-counter in the middle and a small seating area at left. A model of this type I scratch built can be seen in one of my previous posts. Clapham Junction 1948.

 

KDF – Kitchen Dining First.

LTB – Lavatory Third Brake (non gangwayed).

MCV – Motor Car Van (Includes end doors).

PF - Pantry First

PBF – Pantry Brake First.

PBS – Pullman Brake Second.

PBT – Pullman Brake Third.

PKF – Pullman Kitchen First.

PKS – Pullman Kitchen Second.

PKT – Pullman Kitchen Third.

PMV – Parcel Miscellaneous Vehicle (4 wheel van).

POS – Post Office Sorting Van. (Royal Main trains).

POV – Post Office Stowage Van. (Royal Main trains).

PPF – Pullman Parlour First.

Continued below picture.

 

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Above: Cygnus a PPF seen at Folkestone Harbour in the Orient express formation. It is running on LNER type Gresley bogies. Most Pullmans being slab sided were slightly narrower than normal coaches, so suffered few width restrictions. However they were often a bit longer, and some had unusual buffers, which sometimes restricted them from routes wider but shorter coaches could access ! 

 

PPS – Pullman Parlour Second.

PPT – Pullman Parlour Third.

RB – Restaurant Buffet.

RBT – Restaurant Buffet Third.

RBU – Restaurant Buffet Unclassed.

RCAF – Restaurant Cafeteria. 

RCO – Restaurant Composite Open (Dining car).

RF – Restaurant First (with Kitchen).

RFO – Restaurant First Open (Dining car).

RFSO – Restaurant First Semi-Open (part restaurant/part compartment)

RK – Restaurant Kitchen (no seating).

Continued below picture.

 

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Above: An example of an RK. A classic 12 wheeled ex GNR teak bodied vehicle seen here in LNER livery. This vehicle survived into BR days numbered E2334E. That's a lot of space for a Kitchen !   It would normally have operated positioned between an RFO & a RSO, and the 3-car catering formation would thus have been inserted somewhere in the middle of an express train formation.  

 

RKB – Restaurant Kitchen Buffet.

RKC – Restaurant Kitchen Composite.

RKF – Restaurant Kitchen First.

RKT – Restaurant Kitchen Third.

RMB – Restaurant Miniature Buffet.

RSO – Restaurant Second Open (Dining Car).

RTO – Restaurant Third Open (Dining car).

RTP – Restaurant Third Pantry.

RU – Restaurant Unclassed (with kitchen).

S – Second (non gangwayed).

SCV - Show Cattle Van. 

SF/SoF – Saloon First.

SI / SoI – Saloon Invalid.

SK – Second Corridor.

SLC – Sleeper Composite.

SLF – Sleeper First.

SLS – Sleeper Second.

SLSP – Sleeper Second with Attendant compartment.

SLT – Sleeper Third.

SLTP – Sleeper Third with Attendant compartment.

SO – Second Open.

SOBS – Semi-Open Brake Second (Bulleid designs)

SOBT – Semi-Open Brake Third (Bulleid designs).

SOT – Second Open Trailer (Pull-Push stock).

ST – Saloon Third.

T – Third (non gangwayed).

TB – Third Brake (non gangwayed).

TBSO – Tourist Brake Second Open.

TBTO – Tourist Brake Third Open.

TK – Third Corridor.

TL – Third Lavatory (non gangwayed).

TO – Third Open.

TSO – Tourist Second Open.

TSL – Trailer Second Lavatory (Pull-Push vehicle non gangwayed)

TT - Trailer Third. (Pull-Push vehicle non gangwayed).

TTG – Trailer Third (saloon) Gangwayed (ex LSWR Gate stock) 

TTO – Tourist Third Open.

VB –  (Van B) Southern Bogie parcels vans (non gangwayed).

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Above: Another Hornby model in real life form ! A Maunsell TO No 1336 in a 1930's Southern livery, beautifully restored and running on a preserved railway. Note: the slide down large saloon windows. 

 

The Duke 71000

[Pirlouit95]

@ The Duke 71000

 

Hello The Duke, I started reading this whole topic.

You are a born historian.

But when I hovered over this last page, I saw this:

Above: The GWR had a number of types of saddlebag tanks 0-6-0PT, for cargo and passengers. Including the light passenger type 64xx with 4 feet 7 inches drive wheels. These smaller locomotives gave a nominal power of 2P per BR. They were perfectly suited to local passenger trains up to 4/5 coaches. Here, my brand new Bachmann model n ° 6417, has just reached the top of the gradient 1 in 100 during its load test.

64xx, it is the same model as that of the episode of Hercule Poirot of my subject: 6412.

If I understand correctly, it's a Bachmann.

 

Do you know if Hornby released one?If not, where can we find one?

Bravo for all this very instructive information.I will continue to read this topic.These quite complicated, because I don't speak English very well and the machine translation is sometimes weird.

Good night.

[Jimbo1707820979]

I looked on the Hornby Railways Collectors Guide (very valuable and free reference website for members) and entered 64xx. Only the Bachmann model came up ---for Ebay.

[Pirlouit95]

Thanks Jimbopuff.

[The Duke 71000]

Pirlouit95,

Oui "Traducteur Google " pas 100% !

 

Hornby have made two types of GWR Pannier tanks. Suitable for use on current layouts. The 57xx Class & the 2721 Class.

 

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Above: GWR 57xx class with later Collett design cab, as per the Hornby model. This is a freight type. Last loco withdrawn No 4646 on 12/11/1966 (By BR). Some survived longer with other users.

 

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Above: An example of the GWR 2721 Class of the version Hornby make with inside frames, and open cab and an early version of the 57xx dating from 1897-1901. The last was withdrawn on  27/11/1950. 

 

Unfortunately both these Hornby models are "Railroad range" types. So detail is limited.

 

 As most manufacturers now operate to the Japanese type "Batch Production" system. I cannot say when another "batch" of either model will be produced in the future. You simply have too wait. 

 

Bachmann also make GWR Panniers including those you have already noticed in my previous post. These are probably better models as they are up to modern detailing standards.   

 

 The Duke 71000 

[The Duke 71000]

BASINGSTOKE 1958-67 - When I'm not building layouts....

Museum loco restoration. 

 

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Above: Loco 276-031. A Famous French Alsthom design, Co-Co electric locomotive type of the late 1950's. This example being a Broad Gauge (5ft 6in) version for RENFE in Spain. This loco was the last of its type in Spanish service. It is seen here being delivered to the Museum from the depot in Madrid where it had last been allocated. Most Spanish electrified lines are 3000v DC. Photo 15/10/17.  

 

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Above: The same locomotive a few weeks ago, inside our Museum being restored. Brand new headlights, number plates, makers plates & identification plates having just been attached. Original 1950's livery re-applied. The loco is currently being rewired. It's Co-Co bogies are also nearly complete, after the long task of re-metalling many of the bearing surfaces. It has also been given its original number: 7631. Photo 12/06/20. 

 

 

Maybe Hornby could add this type to their Electrotren range ?????

 

The Duke 71000

[atom3624]

Very nice.

Was it a variant of that or a B-B which went through 200 mph barrier in the 1950's?

 

Al.

[The Duke 71000]

Very nice.

Was it a variant of that or a B-B which went through 200 mph barrier in the 1950's?

 

Al.

Al

You're quite correct. The French tested both a Bo-Bo & a Co-Co in high speed tests in South Western France culminating on 28th March 1955. The Bo-Bo (BB 9004 Express type) electric locomotive & three coaches set a then world record of 205mph. The Co-Co (Mixed traffic type) loco also tested reached (from memory) something like 185mph.  These locos officially operated on 1500v DC in France, although the line voltage had been slightly boosted for the tests. 

 

With these records under its belt, Alsthom (French Loco manufacturing Company) were of course looking for more sales. The Spanish Railways (RENFE) took an interest in the Co-Co mixed traffic type as the more suitable type for Spanish needs (despite their wider 5ft 6in gauge), and agreed a deal to build Broad Gauge copies in Spain under Licence from Alsthom. The Spanish locos operate on 3000v DC.

 

As it happens I travelled behind both the French & Spanish types as a child when going to Spain in the early 1960's. There were no aircraft flights in those days.  So it took two days by train & Ship to get as far as Barcelona !

 

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Above: The makers plate on our Co-Co loco Electric 7631 revealing it was built by "Construccion Espanola" in 1958 under licence from Alsthom.  

 

The Duke 71000 

[The Duke 71000]

BASINGSTOKE 1958-67 - LOCOMOTIVE FLEET - Southern types part 1.

 

As already mentioned in a number of the captions, many of my tender loco models have had to have extra weight added to make them powerful enough to haul the loads they were capable of in real life. 

 

However most of my locomotive models have also received other enhancements or alterations to make them more suited to heavy duty use on an exhibition layout. This includes replacing the toy train type coupling with a more realistic looking Kadee Buckeye type. These being a simple clip in replacement. These couplings can be automatically uncoupled by hidden under track magnets. Other modifications include adding etched brass white route discs, as the Southern used a different system than that on other Regions. 

 

[Simmo009]

Fabulous thread so far Duke. I particularly like your explanation of the different mindset of the local enthusiasts, very interesting how their approach differs. Looking forward to the next post. 

[Jimbo1707820979]

I heartily second the praise given by null-null98 !    Your posts also give a lot of information and ideas for improving one's under-performing locos. Thanyou so much.

[The Duke 71000]

null_null98 & Jimboppuff,

Very kind of you Gentlemen.

 

 

Model railways is of course a hobby, and it's meant to be fun. So if my Posts are helping to inspire others, that's good fun as well.

 

The Duke 71000

 

  

[The Duke 71000]

BASINGSTOKE 1958-67 - HEADCODES (South Western Division SR)

 

Train headcodes were an inherent feature of the Railways of Britain from the 1850's. The "headcode" was a way of displaying what the type of train was, or even where it was going. It helped Signalman, platform staff and even passengers to identify which train was approaching. There were no digital platform displays in those days !

 

 

[The Duke 71000]

BASINGSTOKE 1958-67 - LOCOMOTIVE FLEET - Southern types part 2.

Above; A close up of the new 32424 H2 class Marsh Atlantic "Beachy Head". Here posed in front of Basingstoke shed, itself recently completed for the layout. The track the loco is sitting on was also the newly installed (Peco) inspection pits. (Which require a slot to be cut in the baseboard - with a jigsaw). In this shot you now see it has an RCTS (Railway Correspondence & Travel Society). A virtual weekly event for this national club.

 

 

 

 

     

[The Duke 71000]

BASINGSTOKE 1958-67 - HACKING UP COACHES !!!

Even Hornby's vast production facilities, are not going to get around to producing all the thousands of coach types that were wandering around the British network in steam days. So what do we do when we need that particular type that completes a train, and it isn't in the catalogue ? 

 

For the special 6-car Dining Set No 805, the two end brake vehicles were of a different design to that seen above. What I need is the Birmingham Railway Carriage & Wagon (BRCW) version, which was noticeably different. So one of the above models in my collection was "hacked up".

 

The principles of hacking up coaches, to change them into something else, are similar. No matter what sort of coach you want. 

 

 

This particular "hack job" is made a little easier for beginners, because Comet Coaches, now part of "Wizard Models", very conveniently make the desired coach in various format's. You can buy a complete brass coach kit, with everything in the packet. Or like here, I only bought the parts necessary to alter the Bachmann model, because they also sell all the parts separately. Wizard Models also do locomotives, wagons and signalling, for the slightly more advanced modeller, and have a website, where you can view all the parts !

 

[The Duke 71000]

 

I did post a map previously but I've just realised that post wasn't incorporated in this newer thread. 

 

 

The layout is large because it is basically replicating a 5 mile section of a real 4 track mainline. This being the mainline from London Waterloo to Basingstoke and Worting Junction a mile or so further on. At Worting Junction the 4 track mainline ends. Here the line divides into a 2 track line that continues to Southampton, Bournemouth & Weymouth. And another 2 track line that continues to Salisbury, Exeter and in steam days to North Devon and even Cornwall.

 

 

To reduce the 5 mile section modelled to something manageble, the distance between the 3 stations (Hook, Basingstoke & Oakley) has been reduced. The stations & Worting Junction are however, replicas of their real life counterparts at some point in my 1958-67 era. Hence the layout had to be 87ft x 25ft in size. 

 

 

  

 

[Jimbo1707820979]

Will the Longmoor Military Railway be featured on your layout ?   Or was the route too far off the map ?

A little detail that I noticed missing from the map was Pokesdown Station,  (sometimes and irritatingly stopped at on my frequent Waterloo-Bournemouth journeys in the 60's and 70's 🤔) just before Bournemouth Central.  Or is it too small to mention.

[The Duke 71000]

BASINGSTOKE 1958-67 - MORE PLANS

 

HOOK STATION - One stop nearer to London than Basingstoke

 

OAKLEY STATION - First stop on the Salisbury line.

[Bulleidboy]

A very informative post. I recall that Basingstoke Station entrance - your picture shows it in 1918, had not changed by the time I started commuting in 1972. At that time you could still get a "silver service" breakfast in the mornings - I cannot now remember when that "service" finished, but the buffet car did very good toasted bacon sandwiches or a fried eggs on toast - they went down very well at 7.30am (ish) with a coffee. I was actually in the buffet car on the Bournemouth train involved in the Clapham Junction crash in 1988. The buffet service was closed on that day, but as no seats available, my travelling companions and I just stood in the buffet counter area - not the best of experiences!

[The Duke 71000]

Will the Longmoor Military Railway be featured on your layout ?  Or was the route too far off the map ?

A little detail that I noticed missing from the map was Pokesdown Station, (sometimes and irritatingly stopped at on my frequent Waterloo-Bournemouth journeys in the 60's and 70's 🤔) just before Bournemouth Central. Or is it too small to mention.

Jimbopuff

The map shown only reveals important stations (so about 5%).  

 

The Longmor Military Railway connected the Portsmouth line with the Alton line running between Bordon station on the Alton line and Liss station on the Portsmouth Direct line. The LMR is therefore a good 20+ miles from Basingstoke at its nearest point.

 

All my exhibition layouts over the last 40 odd years have used an electrical system called TCC (Track Circuit Control). This system was designed by me and a BR senior Signalling Engineer. The requirement was to avoid "Analogue control", which like DCC has no provision for the interaction between moving trains & signals. TCC also avoids all the expenses and problems with Digital chips. 

 

 

TCC replicates the real railway methods of wiring. It has real life interlocking. Real life track circuits. Even a real life AWS system. And of course a real life signalbox type control panel. So once the layout operators are fully trained, the layout operationally works exactly as its real life counterpart, and flows fluidly. Just what exhibition managers like !!!! 

 

 

 

[joe_holmes1]

I am really enjoying this post.

Having lived & worked in the Basingstoke area, before moving to Mortimer just up the GWR line, around some of the time that this project covers, I have been enthralled by the whole thing.

The detail that is being built into this layout is truly outstanding.

I used to travel into Reading from Basingstoke on many occassions andwas always intrigued by the siding that went into the Central Ammunition Depot at Bramley. I have actually been inside this depot and seen the extent of their internal railway system. All gone now though.

I have also learn't something as well in thatt I never knew that Oakley had a station ! Terrific.

I do remember one of the buildings adjacent to Basingstoke station. This was Pooles Furniture Warehouse.

Access from the ground floor as normal. Or access from the station that took you straight to the top floor. (Not for members of the public though.).

I also spend a lot of time in Spain, but unfortunately not near to where this layout is being housed. However, I may just drive the 5 hours from home to see it all !

You never know 😉