LCDR

Provincial local trains frequently operated in short trains of two, three or four non-corridor coaches. Typical formations were- BS - C or BCL - S BS - CL - BS BS - C - C - BS On the Southern a typical local train might be a Birdcage Trio BS - CL - BSL, or the LSWR equivalents.

In days gone by it was common to have long distance express trains running in multiple portions. This might result in a train departing Euston or Waterloo with 15 coaches but further down the line carriages were detached and a fresh locomotive would take these down a branch line while the shorter train would go forward. The Atlantic Coast Express has already been mentioned by Buz, and indeed some of the portions detached were only one or two carriages but of course the branch line loco would probably be smaller than the main line one. For example the main train would arrive with a West Country Pacific, but the detached portion of two or three carriages would be hauled by a T9 4-4-0. My own experience of this was the Lakes Express which ran from Euston to places in the Lake District. It detached a portion at Lancaster which headed off round the Furness coast to Barrow and Whitehaven. It then ran forward to Oxenholme where coaches for Windermere were detached, followed by a stop at Penrith to detach carriages for Workington, calling at Keswick and Cockermouth. The loco then ran light to Carlisle. From Penrith for example the forward locomotive on the branch might be a Stanier 4MT 2-6-4T or an Ivatt 2MT 2-6-0. The train engine from Euston might be a Stanier Pacific or a Patriot, On different occasions I was hauled by 45534 E. Tootal Broadhurst, 46255 City of Hereford and D4 Great Gable. The train formation in my time was as follows BCK - SK - BCK off at Penrith for Workington SO- RB - SK - CK - BCK off at Oxenholme for Windermere BSK - SO - CK - BSK - off at Lancaster for Whitehaven CK off at Lancaster, detached at Barrow. Another similar train was the Welshman from Euston. The main train was for Holyhead, it had SO-RK- BCK-CK-SK all the way but it had portions for Llandudno SK-CK-BSK detached at Llandudno Junction, portion for Pwllheli BSK -CK detached at Bangor, detached and reversing at Afon Wen to which was attached a portion for Portmadoc BSK - CK also detached at Bangor . For the record the Atlantic Coast Express was formed - BSK-CK-BSK for Ilfracombe detach at Exeter BCK for Torrington detach at Exeter and Barnstaple Junction BCK for Padstow detach at Okehampton BCK for Bude detach at Okehampton BCK for Plymouth detach at Okehampton, three extra coaches added to this at Exeter RK - RU for Exeter detach at Exeter Change engines at Exeter BCK for Exmouth detached at Sidmouth Junction BCK for Sidmouth detached at Sidmouth Junction BCK to Seaton detach at Seaton Junction

You could try www.dublo-spares.co.uk who does provide spares for Hornby Dublo.

Locomotive classification is an ancient 'black art' and is 175 years old. Each different company had its own system. That was OK when the company stood alone but could cause complication when companies amalgamated. First there was the wheel arrangement , A locomotive with six wheels all coupled was called a 0-6-0. Don't count the tender. A locomotive with a leading four wheel bogie and six driving wheels was a 4-6-0 , and a locomotive like Flying Scotsman with a four wheeled bogie under the front, six large driving wheels, and two more under the cab is a 4-6-2 . Some wheel arrangements also got nicknames, so a 4-6-2 was also called a Pacific. A locomotive without a tender which carried its water in tanks alongside the boiler and coal in a bunker behind the cab was called a tank engine and the letter T was added after the wheel arrangement Now just to confuse the issue the French and other overseas railways did not count wheels, but counted axles instead, thus a British (or American) 4-6-2 became a 2-3-1 in France. Some railway companies used a letter to indicate the type of locomotive. The best known system was used by the Great Northern Railway, and later the London and North Eastern Railway. They called a Pacific 4-6-2 class A and as improved types were introduced added a number to the letter, so A1, was followed by A3, and then A4, but A2 was another class altogether formerly a North Eastern class. This was all mixed up later when the A2 was scrapped, and then Thompson rebuilt the Gresley P2 from 2-8-2 to 4-6-2 which he called A2 and all but one of Gresley's A1s were rebuilt by Gresley to class A3, Other railways named the class either as the number of the first of the type to enter service like the Caledonian Railway 812 class. Or the name of the first one so the London and North Western Railway had a 'Precedent' class and a ' Prince of Wales' class. The Great Western Railway called the class after the number series such as the 5700 class which was a six wheeled pannier tank (0-6-0PT) or for named express engines after the naming policy for the whole class such as 'King', 'Castle' or 'Manor'. It is a complicated business and study of an Ian Allan ABC Combined Volume may render useful guidance.

Does this help?

Where to start!! RA5 is the route restriction code for a particular locomotive RA numbers ran from RA0 for the lightest to RA9 or RA10 for the heaviest. RA numbers were allocated to all types of rolling stock depending upon the weight bearing down on each axle. 0P is the power class code for a small passenger locomotive. This system was originally used by the LMSR but later adopted by BR. There were a number of different classes as follows. 0P to 8P passenger locomotives going up in order of powerfulness. 8P were the most powerful main line express locomotives like the Merchant Navy class. 0F to 9F freight locomotives going up in order of powerfulness. 9F was the BR Standard 2-10-0 like Evening Star 0MT to 7MT mixed traffic locomotives going up in order of powerfulness. 5MT was the LMS 'Black 5' 4-6-0 a maid of all work equally happy on passenger or goods trains. 7MT was the Britannia class 4-6-2. Some locomotives were better on goods and other better on passenger so there were some mixed codes 5P/4F for example. W4 is the catalogue number given by Peckett & Sons to a type of industrial shunting locomotive they had for sale . Prospective buyers could choose the size and power of the locomotive from the catalogue by quoting this number. As improved versions were designed progressively higher number was allocated. Railway locomotives were given all sorts of different code letters. The Flying Scotsman is a Class A3 of the LNER for instance.

There are numerous shades of red used on engineering vehicles including "Gulf Red" which was the colour for ballast wagons for a while. However the breakdown fleet tended to appear in a bright primary red (when new) which faded with age. I don't do spray cans I'm afraid. However I would suggest buffer beam red or similar. This looks like a reasonable match.

I tend to trim the transfer including the backing to the right shape with a minimum margin and lay the transfer dry on to the glossy surface roughly where I want it to go, usually slightly offset so I can jiggle it into place, then with a small paintbrush put a small amount of water with a tiny amount of washing up liquid on to it making sure that the backing it wetted. Leave it a minute or three. Then as soon as it releases using the same wet paintbrush I encourage the transfer to slide into position grabbing the backing paper with a pair of tweezers as soon as it has come away from the decal. Once on the right place soak up any surplus water with soft tissue paper. Leave to dry thoroughly before applying matt or satin varnish.

The use of train reporting numbers on the front of locomotives and multiple units started in the 1960 and were in use until about 1980, after which trains displayed marker lights instead. The code letters followed a pattern, but each region used its own variation. The first number indicated the class of train, e.g. 1 - express passenger, 2 - stopping passenger, 4 - express freight, 5 - empty coaching stock, 6, 7, 8 & 9 freight trains of different speed. The second letter indicated the destination or service group, this could vary depending upon the class of train. The lower letters tended to be allocated to the more important destinations or areas. The third and fourth number indicated the identity of the train within the group created by the first two digits. As well as being displayed on the front of the train the train reporting number was printed above the column of the Working Timetable showing that train's timing, and also was used in train describers installed in signalboxes. The train description was passed from box to box. This function is still in use today. When TOPS (the nationwide computerised train management system) was introduced in the 1970s the train description was incorporated into the train identity. As well as the four TD digits the train ID included as two digits prefix the first two digits of the code of the point of origin, and followed by two letters showing timetable information, and as a suffix the date of the day the train ran. Some multiple units especially those on the Southern Region displayed only two digits indicating the route or destination. The system is extremely complicated and the only certain way of getting an accurate code is to refer to the appropriate Working Timetable, although in 1962 Ian Allan published a pocket book showing some of the codes applicable at the time. This was re-printed as a facsimile edition about 20 years ago. There are a number of useful websites, and sites like RailCam (https://railcam.uk) provides up to the minute information on trains running on the network today.

Yes, each side is different.

You may find the attached diagram of interest.

You will have a problem in trying to reconcile the real world with the model world. For one thing the interval on a model railway between a pair of tracks known colloquially as "the six foot" is 67 mm between track centres or 50.5 mm between adjacent running edges. This is enforced by the use of points to make a crossover. The recommended minimum spacing between tracks on a real railway is 11 foot 4 inches centre to centre or 6 foot 5.5 inches running edge to running edge. Now 67 mm centre to centre is nearly 17 scale feet, or 50.5 mm running edge to running edge is 12 scale feet, both considerably exceeding the distance normally found in real life. The "Ten Foot" is a variable distance but is by convention provided where there are four (or more) parallel tracks to ensure there is a safe place in the middle for track workers when a train approaches. As a general rule personnel need to be in a place of safety when a train is approaching, and at one time this was defined as 4 foot 6 inches from the rails where speeds did not exceed 100 mph, and 6 feet where this was exceeded. Men caught unawares where these distances were not achievable were told to lie down. The ten foot really needed to be at least ten feet, or more where speeds exceeded 100 mph. On a model railway the insertion of a short straight piece between the points joining the middle two of a four track section ought to give sufficient differentiation to give the illusion of a 'wide way' between the parallel pair.

Any use?

Yes PP, but not quite extinct yet! Watched a David Attenborough documentary night before last about them unearthing a skeleton of a 70 ton Titanosaur in Patagonia. I have a way to go before I get that big!

If you are referring to the illustrations on this website the different sides of the coach look different. The coach will have white opaque windows on the kitchen side because the food preparation area is adjacent to them, but on the other side of the coach the counter area and the corridor space so that passengers can pass through the carriage. The white obscured windows let light on to the food preparation shelf but prevent persons on the stations where the train stops looking at he chef at work.

The original "Triang" type Miniature Buffet car (RMB) appeared in 1962 and the maroon version remained in production until about 2008. This is considerably less detailed than the new RB which appeared a couple of years ago. However there were a lot made and you should be able to pick them up dead cheap. The RB being a new vehicle will command much higher prices. The new version is of a very different vehicle. In real life the RMB only provided snacks and hot drinks, but the RB had a full kitchen and could serve cooked meals at tables. The RMB would be found on a lot of different services, but the RB would be used only on the very best expresses.

These early locomotives might make a nicer alternative to the rather motley collection of cheap 0-4-0s. A simple but reliable mechanism could be developed with a diecast body to assist traction. A 2-2-2 to be driven on the leading and trailing axles with the large centre single driver as idlers. A simple 4 wheel tender and basic hook and link and only the minimum necessary detail, these could prove to be quite attractive.

I always thought the 483 trains were painted all over with dinosaurs?!!

Yesterday I got a 'pop-up' informing me that my Hornby Password was at risk and telling me to change it. This I did immediately. Today I tried to log in and my new password was rejected. So I tried again with my old password and it logged me on straight away. What is going on??!

No coach packs at present, you will have to buy individual vehicles. Examples of what is commercially available. New - Hornby Railroad Teak Brake Third and Composite (R4332 /R4333) currently available at Hattons. Only other new one is the Gresley Full Brake. Pre-owned - various Gresley Teak 61' 6" main range. Pullmans Railroad Range - pre-order.

I have the EFE model on order as well but I really would love some surface stock too. I can remember a journey from Baker Street to Amersham in 1958 in the Dreadnought carriages. The curved tops to the doors I found remarkable, something unique to these carriages, and not seen on our local SR electric stock. An electric locomotive pulled our train to Rickmansworth, where a steam locomotive was attached to take the train forward. The electric loco came off and ran in to a siding to take the next up train back to Baker Street. There were also T stock, electric multiple unit version of Dreadnoughts formerly known as MW stock (Metropolitan Westinghouse) to distinguish them from the MV, vacuum braked version. These worked to Watford. These carried the same brown / varnished teak livery as the steam stock. The nearest incursion of the Underground to where I lived was New Cross. Former District Line 'F' stock worked that service in those days. There was a car shed just north of the station, and one could look down on the stabled F stock trains from a passing Southern electric. The F stock were the widest trains operating in the UK at that time. The driver's windows were oval, which I also found unusual. My favourites must be the O/P/Q/R cars with the strange flared bottom to the body side. These were the most Art Deco of LTE trains. When the 'F' stock wore out these took over the New Cross to Whitechapel services. The Bakerloo and Northern lines had tube stock, mostly 1935 tube stock, but on the Central and Piccadilly lines they still used the 'Standard' stock which had an equipment compartment just behind the driver's cab. This compartment had louvres to admit cooling air to the electrics within. One could buy a 'Twin Rover' from our local 'bus garage which gave unlimited travel on Saturday or Sunday on all Central (red buses) and Underground trains. It was a great way to go around London train (and bus) spotting. It was fun to see just how far one could get in a day, although you had to be careful to get back home before the services stopped!

For anyone who has forgotten . HA class Bo-Bo locomotive passes Faversham with up Night Ferry in 1972.

The J72 is unique as a type because construction of the class spanned from Era 2 right through to era 4. The first batch of 10 of the class were built by the North Eastern Railway at Darlington in 1898, Ten more appeared the year later. 20 more were built at Darlington in 1914, and ten more appeared in 1920. In 1922 the North Eastern Railway contracted Armstrong Whitworth & Co.to build 25 more. So when the North Eastern Railway was absorbed into the LNER there were 75 of these, They were not J72 at this time, the NER called them class E1. The LNER must have liked them because in 1925 they built ten more at Doncaster works. The LNER class number was J72. Now here comes the magic bit! Between 1949 and 1951 British Railways built 28 more at Darlington. Before 1903 they would have been painted in North Eastern Railway livery, light green lined black and white, but goods engines started to be painted black, lined red, in that year. After grouping in 1923 the LNER painted tank engines black. These had a thin red line lining out. However in 1928 the lining was omitted and they appeared in plain black. This was reinstated on two locomotives allocated to carriage shunting at Newcastle in 1937. Unlined black remained the norm during World War 2. In 1947 one of the carriage shunters was afforded special treatment again. 8680 was painted in LNER green lined black and white, and after nationalisation British Railways perpetuated this for a short period. However BR lined black was applied in 1952. Thence forward 68680 ran in BR mixed traffic lined black until 1959 when the lining was removed. However two of the class 68723 and 68736 were painted in North Eastern Railway green but with BR emblems in 1960, one for shunting carriages at Newcastle, the other for York. They remained thus until withdrawal. One of the BR built examples 69023 has been preserved. In 1966 it was painted in North Eastern Railway green and the name "Joem" on a brass plate attached to the bunker. A remarkable class indeed.

I am probably old enough to remember seeing the real thing and one thing is certain, London Transport NEVER painted their steam locomotives simply red! The old Hornby one was horrible, the self coloured plastic looked cheap and nasty, and nowhere near the real London Transport livery at all. The colour of London Transport locomotives was Lake, similar to the Midland Railway colour, possibly a shade darker, sometimes erroneously called Maroon. This livery was inherited from the Metropolitan Railway. Metropolitan No1 and No 23 are preserved and are resplendent in this livery. It suited the ex GW Panniers very well too. Just lately a GW 4575 class no.5571 has been repainted in LT livery and numbered L150. Very nice it looks too. Metropolitan No 1 at Rickmansworth 1999 L150 at Sheffield Park 2014 If Hornby is to do a new London Transport model let it be a C/O/P underground train instead.

I think personally I would prefer to get the livery (and other detail) on the actual model correct, than worry about what the catalogue shows. I hark back to the days of Triang and Hornby Dublo in the 1950s / 1960s, when all the illustrations in the catalogue were obviously artwork, and the detail bore only partial resemblance to the model when I got it out of the box. Some examples Both these are "Artwork" but the first is pure interpretation, the second is an air-brushed photograph.