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As part of our deep diving on the missing link in Irish model diesel locomotives, our C class Project Manager Gareth Bayer has studied the history of these locomotives extensively over the past couple of years. Here he outlines the history of the claas, including their reliability woes, experiments and ultimate rebuilding with EMD power plants. Take it away, Gareth! CIÉ C Class History Delivered between 1957 and 1958, the 34 members of Córas Iompair Éireann’s C Class, numbered C201–C234, were designed for branch-line operation, secondary services and station pilot duties. At just 42ft in length and weighing 58 tons, they were the diminutive Bo-Bo counterparts to the 60 larger, six-axle A Class locomotives built by the same British consortium between 1955 and 1956 for main-line passenger and freight work. Both types had been specified by Chief Mechanical Engineer O.V.S. Bulleid, whose original recommendation to look across the Atlantic for new motive power was overruled. The family resemblance between the two classes was unmistakable. Developing just 550hp, the C Class locomotives were constructed by Metropolitan-Vickers, which supplied the electrical equipment and assembled the locomotives at its Dukinfield Works in Manchester. Nearby Crossley Brothers provided the two-stroke EST V8 engine, while Metropolitan-Cammell of Birmingham built the bodyshells and English Steel Castings was responsible for the one-piece Pennsylvania swing-bolster bogies. The similarities extended beyond their external appearance, with both classes using the same MV137CW traction motors and many other common components, although the C Class was not initially equipped with staff snatchers. Fuel capacity was also limited to 300 gallons. The cab interiors were almost identical and established a template for subsequent Irish diesel types, being designed exclusively for single-person operation with dual controls. Neither class was equipped with train-heating equipment, helping to keep the axle load to 15 tons and ensuring system-wide route availability. Within weeks of C201’s arrival in February 1957, the class had begun replacing steam on branch-line services, with the Farranfore–Valentia Harbour route the first to succumb to the new ‘baby’ Metrovicks. Cork and Dublin received allocations soon afterwards for pilot and goods duties, while steam was quickly displaced at Bray, Clonakilty and Skibbereen, on the Galway–Tuam route and on the freight-only Castlecomer branch. In October 1957, C204 began working cement trains on the new, three-mile Castlemungret branch. By the time the final locomotive was delivered in June 1958, C Class allocations had spread to Athlone, Limerick, Kilkenny, Mallow, Sligo and Waterford. For branch-line duties, ten locomotives were fitted with a jumper box on the bufferbeam to supply power for electric train lighting. Sadly, over the following five years, many of these local routes closed, along with numerous other lines across the country. The C Class often found itself working the final trains on routes destined for closure. This widespread loss of work left the ‘baby’ Metrovicks increasingly surplus to requirements, and they were frequently transferred to duties for which they were ill-suited. As well as sharing a family resemblance, the A and C Classes also shared many of the same shortcomings, reflecting the drawbacks of CIÉ’s rapid transition to diesel traction. The programme would see Ireland become the first European country to eliminate steam traction in 1963. As with the 1,200hp Crossley HST V12 engine used in the A Class and British Railways’ Co-Bos (Class 28), the EST engine in the C Class proved to be the fleet’s Achilles’ heel. Its unbalanced design caused vibration-related failures and fractures, particularly in pipework. These problems emerged early and were compounded by cracked cylinder blocks, connecting-rod big-end failures, defective pistons and cylinder heads, exhaust fires, braking problems, high-water-temperature shutdowns, water ingress into the Hoffman axleboxes, and generator and traction-motor flashovers. Despite numerous attempts to rectify these issues, it was clear by 1960 that new motive power was required, and CIÉ finally turned to General Motors. During 1962–63, more than 50 B121 and B141 Class locomotives arrived from LaGrange, Illinois, proving an immediate success. Their introduction eased the pressure on the railway’s most important passenger services, but there remained a need for the ailing Metrovicks to handle special passenger trains, freight, pilot and transfer duties. When CIÉ made further approaches to GM for replacement engines, its requests were rebuffed. The railway therefore turned to Maybach in 1964 for a pair of 12-cylinder MD650 engines to evaluate in a trial. With only around a third of the C Class fleet normally available for traffic—an even worse record than the A Class—and the type being woefully underpowered, there was no shortage of potential donor locomotives. C233 and C234 emerged from Inchicore following their rebuilds between August 1965 and May 1966, the pair being redesignated B233 and B234 to reflect their new 980hp rating. The rebuilding programme included enlarging the radiator grilles from six to ten elements and fitting a correspondingly larger roof fan. Bufferbeam-mounted vacuum pipes were also installed to allow the locomotives to work with AEC/Park Royal railcars. The rebuilt locomotives acquitted themselves well, although they were initially restricted to services between Dublin and Limerick. The repowering experiment demonstrated that the type could have a future with CIÉ, but the complicated Maybach engine was not the answer. The order for 12 B181 Class locomotives, equipped with the new EMD B-645E power unit, in 1966 appeared to be the catalyst that finally persuaded the Americans to release a pair of engines for evaluation in two A Class locomotives, A58 and A59, which were completed in 1968. The 12-cylinder EMD 645 engine proved a good match for the rewound Metropolitan-Vickers electrical equipment, and the remaining 58 examples of the A Class were subsequently rebuilt, with the programme completed by 1971. In September 1969, former C206 emerged from Inchicore as B206, fitted with an eight-cylinder, 1,100hp version of the same EMD engine. B222 followed in 1970. The pair quickly settled into services between Dublin and Tralee, later also working Cork services. While the A Class repowering programme was winding down in 1971, Inchicore managed to complete approximately one C Class conversion per month, beginning with B230 in February 1971. The final locomotive, B220, was completed in mid-1972. Like the Maybach-powered locomotives, which were not initially included in the GM repowering programme, the B201 Class was also fitted with multiple-unit sockets and bufferbeam-mounted control pipes to enable operation with similarly equipped B141 and B181 Class locomotives. However, only the Maybach-powered pair ever used this equipment. Other improvements included dual headlamps of an identical design to those fitted to the A Class, staff snatchers to permit use on mail services, and an additional underframe fuel tank that increased capacity to 540 gallons. The upgraded B201s found a new role on Dublin’s intensive suburban services, working alongside de-engined 2600 Class railcars from 1972. This partnership lasted until the creation of the electrified DART network in the mid-1980s. The locomotives also remained a familiar sight as station pilots across the network, while becoming regular performers on freight services, including the B+I liner train, cement and sugar-beet traffic, and permanent-way duties. The first casualty was B201, lost in August 1973. Although it had received its GM engine as recently as June 1971, it was bombed at Meigh while working a Dundalk–Derry freight train. It was the only member of the class not to survive the decade. The two Maybach-powered locomotives eventually received their GM rebuilds in 1979–80. Both retained their distinctive plated bodyside windows following conversion. The first withdrawals took place in April 1984, when 203, 204 and 207 were removed from traffic. No. 202 followed before the end of the year. Four more locomotives—210, 214, 217 and 231—were retired in September 1985 as the new 8100 Class DART electric multiple units entered service in increasing numbers. At the end of that year, the first of a planned six locomotives moved to Northern Ireland Railways (NIR), initially on lease, for freight and departmental work. Regular passenger duties were largely impractical because of their vacuum-brake-only status. Locomotives 216, 218, 227, 228 and 230, together with ex-Maybach 234, were renumbered 104–109 and became known as the MV or 104 Class. NIR purchased them outright in April 1986. A major cull of the class followed in September 1986, leaving only 213, 218 and 232 in traffic. The class officially ended its CIÉ service in November 1986, although 213 continued working as a pilot at Inchicore until February 1988. No. 218 joined its counterparts at NIR in 1987, following the discovery of a bent frame on 224. In 1990, desperate for long-distance rolling stock, Iarnród Éireann struck a deal with Leicester-based Vic Berry to exchange withdrawn C201 Class locomotives for British Rail Mk.2 coaches that had been sold for scrap. Fourteen locomotives were eventually cut up in the UK. These included several examples from Inchicore’s notorious ‘sound barrier’: a long line of redundant ‘baby’ Metrovicks intended to keep residential neighbours happy by providing a barrier against railway noise. Of the remaining locomotives, all but 226 and 231 were scrapped at Inchicore. No. 226 is now based at Carrick-on-Suir, while 231 can be found at the Downpatrick & County Down Railway in Northern Ireland. Both are preserved by the Irish Traction Group. Unfortunately for NIR, the anticipated freight contracts that had prompted the purchase of the 104 Class never materialised. No. 107 is believed never to have worked for the operator. Stored in its new NIR livery at Belfast York Road, it became the first to be withdrawn, in March 1993. It was scrapped alongside 224 at Ballymena in January 1996. No. 109 was out of use by August 1987 and was cut up at York Road in March 1993. Of the other four locomotives, 105 was withdrawn from traffic in November 1993 following a fire, while 104 and 108 were stopped at the end of 1994. MV106, formerly 227, was the last to remain in service, surviving until March 1995. It was subsequently preserved, initially at Cahirciveen, County Kerry, but exposure to the elements and later vandalism took their toll. The locomotive has since been scrapped. The other three members of the group met the gas axe at Harland & Wolff, Belfast, in August 1997. Like the A Class, their smaller counterparts wore a colourful array of liveries throughout their working lives. Both classes were initially delivered in a striking all-over silver scheme that extended to the running gear, where every Crossley-related oil stain was on full display. From early 1958, the silver began to give way to green with a thin Eau de Nil band, although by 1960 this had been simplified to all-over green. In 1962, the first examples were repainted in an attractive new scheme of black with a golden-brown lower bodyside and a white upper-body stripe, known colloquially as ‘black and tan’. Later in the decade, this was simplified to a more austere all-black scheme, relieved only by the ever-present red bufferbeams—a feature of CIÉ liveries—and a white band above the cab windows. Some locomotives later received half-yellow cab fronts, while at least one had a yellow bufferbeam. ‘Black and tan’ returned to the class in 1969, when prototype B206 emerged from its rebuild in the original 1962 scheme. This was subsequently modified to incorporate a dipped centre section on later repaints, with the exception of the Maybach-powered pair. In 1973, the Supertrain livery of golden brown and black made its debut on the class. The locomotives would wear this scheme until the end of their CIÉ careers. The six locomotives sold to NIR, meanwhile, received that operator’s all-over blue livery, complete with orange chevrons on the cab fronts. Pre-Order Your C201 Class Here! View the full article

You asked, so we just had to deliver! The missing link in Irish model diesel locomotives is now coming to your layout, as we unveil the Metropolitan Vickers C Class locomotives. 34 of these underpowered locomotives were built for CIE and delivered from 1957. We have published an in depth history on the locomotives here, along with individual class member histories of the 10 locomotives we are featuring in the first run below! The Model From the ground up, we have set out once again to make the very best locomotive we can. Our C Class can trace its lineage back to our first ever locomotive, the A Class, just like the real locomotives. However, the C has benefitted from us now delivering years of multi-award winning locomotives from IRM and Accurascale over the past 5 years, and the A Class itself was a very strong starting point in itself! So, you know these are going to be top level, especially if you treated yourself to an NIR Hunslet Locomotive recently... Naturally, despite their diminutive status, each loco is ftted with a heavy die-cast metal chassis to give the C Class some reassuring heft and help it stay firmly on the rails. But it's the details around that chassis that really help bring the model to life. We've produced two main bogie variants, with separate footsteps, sandboxes, speed recorders and plenty of pipework to capture the differences between individual locomotives. Depending on the version you're modelling, you'll also find either rotating axlebox hubs or the original Hoffman covers on the bogie sideframes. The brake blocks sit correctly in line with the wheels, and we've used RP25-110 OO wheels for a fine running profile. For those of you who prefer your Irish outline models on the proper 21mm gauge, we've also made provision for re-gauging. Moving up to the bodywork, we've used scale-width wire handrails alongside a mixture of etched metal and finely detailed plastic parts. Grab handles, steps, wipers and antennas are all represented, adding plenty of depth while making the model look prototypical. The roof gets its fair share of attention, too. There's a super-fine eroded-metal grille, complete with a working fan, plus etched metal worksplates and a turned brass horn on the cab roof. Little touches, perhaps, but they're exactly the sort of details that make a difference when you get the model out of the box. Underneath, you'll find two different styles of battery box and fuel tank, complete with their brackets and associated pipework. We've also included two styles of sprung metal buffer in the tooling, with additional pipework and dummy screw couplings in the accessory pack for those who want to add a little extra character. And because a model needs to be practical as well as pretty, we've fitted NEM coupler mounts at the correct height, complete with mini-tension-lock couplings. In other words, they will be more reliable than the real thing! Smooth running, with a bit of muscle All that detail would count for very little if the locomotive didn't perform properly. Thankfully, we've put just as much effort into what goes on underneath as what you can see on top. Power comes from a high-quality five-pole motor with twin flywheels, working alongside a helical gearbox designed to deliver smooth performance and excellent low-speed control. We've geared the model for a scale maximum speed of 80mph (130km/h), giving it a realistic top speed. All-wheel drive and all-wheel pickup help keep things moving reliably, while the DCC-ready version also includes a PowerPack capacitor to help the locomotive maintain its momentum over less-than-perfect trackwork. For those choosing the factory-fitted DCC sound version, there's an additional trick up our sleeve. A Hall sensor allows flange-squeal effects to be triggered, adding another layer of realism when the locomotive tackles curves. It's one of those little extras that can make a big difference to the overall experience. Let there be light! We've also given the lighting package plenty of attention, because there's more to locomotive lighting than simply switching the headlights on and off. Directional lighting works on both DC and DCC, while switchable red tail lights and white marker lights give you the flexibility to set the locomotive up for different operating situations. The rebuilt version also benefits from a switchable headlight, allowing the appropriate arrangement to be selected. Inside the cab, we've included cab lighting and an illuminated driver's desk, while engine bay lighting adds even more atmosphere. There's also an automatic lighting function with an off-on-movement feature, helping create that convincing impression of a locomotive sitting quietly before getting ready for work. Whether you're recreating a locomotive at rest in the depot, preparing it for its next duty or watching it head out onto the main line, these features give you plenty of options. DCC ready, or ready to make some noise! When it comes to choosing your model, there are two main options. The DCC-ready version comes fitted with a 21-pin MTX decoder socket, giving you the freedom to install your preferred decoder and set things up just the way you like them. If you'd rather get straight to the sound, the factory-fitted DCC sound version comes with two quality speakers to deliver an immersive audio experience. Combined with the flange-squeal functionality, it's designed to bring a little more life to your operating sessions. Whichever version you choose, the aim is the same: a model that's packed with character, runs beautifully and gives you plenty to enjoy long after you've opened the box. The Prototypes IRM1376 C201 Silver The first of the C Class, C201, arrived at North Wall, Dublin, on 2 February 1957, wearing the same all-over silver livery that had proved so striking on the A Class locomotives delivered over the previous two years. The Crossley-powered Metrovick made its operational debut a month later, working alongside C202 on the 34-mile Farranfore–Valentia Harbour route, notably the most westerly railway line in Europe. It was also recorded working the Castlecomer branch. Sadly, C201 worked the last Up train on the Valentia Harbour branch in January 1960, after which it transferred to the Midland section. It was rebuilt with a GM B-645E engine in June 1971 but was subsequently stored after being damaged in a bombing at Meigh in August 1973. IRM1377 C231 Green with Eau-de-Nil Stripe (ITG Fundraising Limited Edition) Now preserved at the Downpatrick & County Down Railway in Northern Ireland, C231 was the first member of the class to receive CIÉ’s new lined green livery, introduced in January 1958 to replace silver. Like many of its classmates, C231 helped close the branch lines it had originally been acquired to serve, in this case the Roscrea–Birr line in January 1963. Its GM repowering was completed in February 1972. After 11 years of further service, it was stopped in July 1983 and withdrawn two months later. The locomotive was acquired by the Irish Traction Group in November 1992 as a source of spare parts for the society’s other C Class locomotive, 226. However, its condition proved sufficiently promising for it to become a candidate for reactivation itself. In 1996, it was repainted in its original 1950s green livery for display at the Inchicore 150 event that June. Three years later, C231 moved to RMS Locotec at Dewsbury, West Yorkshire, for electrical and cooler-group work. This eventually saw its 645 engine successfully started for the first time in 17 years. In August 2000, it appeared at the Old Oak Common open day before returning to Inchicore, where it remained in storage until 2009. Its next move was to the West Clare Railway at Moyasta, but in June 2014 it was transferred to Downpatrick for the completion of its restoration. Although it returned to working order in time for the ITG’s diesel event at the railway later that year, it was not until 2019 that C231 really had the opportunity to stretch its legs, including operating in multiple with B146. Unfortunately, flooding in 2023 caused severe damage to C231’s traction motors, which are now awaiting overhaul. To help our friends at the ITG, proceeds of each C231 sold will go to them to aid restoration of real C Class locomotives, and each locomotive will come in special presentation packaging with certificates. IRM1378 B233 Black (Maybach) One of only two C Class locomotives to receive a replacement engine from German manufacturer Maybach, B233 emerged from Inchicore Works in May 1966 as the second example to receive the conversion, following B234. It wore a simplified, all-black variation of the ‘black and tan’ livery, omitting both the golden-brown lower bodyside and the central section of the white upper bodyside band. The Maybach MD650 was best known for its twin-engine installation in Deutsche Bundesbahn’s V200 locomotives and British Railways’ ‘Warships’ (Classes 42 and 43). In the ‘baby’ Metrovicks, however, the single engine was rated at 980hp. Fast to accelerate and powerful for its size, the engine nevertheless proved maintenance-intensive and complicated to operate. This ultimately led CIÉ back to General Motors to negotiate a deal to repower the A and C Class fleets. The two Maybach-powered locomotives soldiered on until the end of the 1970s, with B233 finally receiving its EMD 645 engine in August 1980. It was taken out of service just under five years later and scrapped at Vic Berry’s yard in Leicester in August 1990. IRM1379 C223 Black with Yellow Panels Possibly inspired by developments across the Irish Sea, a small yellow warning panel was subsequently introduced on some members of the class wearing the all-black livery, including C223. Although austere in appearance, the scheme at least incorporated the new CIÉ roundel. C223 was also one of ten locomotives fitted experimentally with bufferbeam-mounted jumper boxes in the late 1950s. Alongside C203, C208, C213, C215, C217, C218, C226, C228 and C231, it received the equipment to provide train lighting for specially equipped carriages working branch-line services. Although the experiment was short-lived, the equipment generally remained in place until the locomotives received their GM repowering. C223 underwent this conversion in July 1972. After spending 14 years largely dedicated to Dublin suburban services, C223 survived almost to the end of C Class operations with CIÉ. It was withdrawn in September 1986, having been stored a few months earlier, and cut up at Inchicore in October 1992. IRM1380 C209 Black and Tan C209 was among the first C Class locomotives to emerge in the new ‘black and tan’ livery in 1962, introducing the iconic golden-brown colour into the Irish railway palette. The scheme was intended to bring a greater sense of cohesion to CIÉ’s eclectic collection of locomotives and rolling stock. It is often said to have been inspired by designer Patrick Scott’s calico cat, Miss Mouse. Initially based at Limerick, C209 was subsequently recorded at Cork and Dublin in its new livery, as well as on quieter branch lines such as the one serving Barragher. The locomotive returned to traffic following its repowering with an EMD 645 engine in April 1972. It was stored unserviceable in October 1984, withdrawn two years later and finally reduced to its component parts at Inchicore in November 1993. IRM1381 B225 Black and Tan – Revised (GM) Almost all the GM-powered ‘baby’ Metrovicks emerged from their rebuilds in a subtly revised version of the ‘black and tan’ livery. The golden-brown lower band dipped between the cab doors, while other changes included the addition of the CIÉ roundel and the new B201-series numbers on the bodysides. The result was a pleasing final appearance that rivals the classic Supertrain scheme in popularity among enthusiasts. B225 returned to traffic following its GM repowering in January 1972. It was notable for participating in push-pull test runs with the de-engined 2600-series railcars, ahead of the latter’s introduction on Dublin suburban services. B225 was eventually taken out of service just over 14 years later, in June 1986. It was one of 14 examples of the class scrapped in Britain at Vic Berry’s yard in Leicester. IRM1382 215 Supertrain (GM) The Supertrain-liveried Metrovicks hold a particular place in the memories of Irish railway modellers of a certain age, thanks in part to manufacturer Lima. Its catalogue famously featured a Supertrain-liveried model of a British Rail Class 33 ‘Crompton’ – a rather different prototype from the Irish locomotive that inspired the livery. The real 215 emerged from Inchicore’s re-engining programme in July 1971, revitalised by its new 1,100hp engine and better suited to a much wider range of duties than when originally built. The repowered locomotives arrived just in time to take over Dublin suburban services from the ageing 2600-series railcars, which were becoming increasingly difficult to keep in working order. The Metrovicks continued in this role until the arrival of the new Linke-Hofmann-Busch 8100 Class EMUs in the mid-1980s. Locomotive 215 last worked in January 1985 and was officially withdrawn in September 1986. It was subsequently cut up at Vic Berry’s yard in Leicester, Britain. IRM1383 227s Supertrain (GM) Illustrating the final condition of many of the 201 Class Metrovicks during the 1980s, 227s had lost its staff snatchers, although two of the retaining plates remained. It had also gained overhead warning flashes for working beneath the wires on the new Dublin Area Rapid Transit (DART) network. The locomotive emerged from its GM conversion at Inchicore in October 1971 wearing the ‘black and tan’ livery. It retained this scheme longer than most of its classmates, still being recorded in these colours in 1976. The Supertrain livery suited the locomotive well, but by December 1985 it had been placed in storage by CIÉ. In 1986, it was among several locomotives transferred to Northern Ireland Railways (NIR), where it received the operator’s blue livery and the new number 106. It had the distinction of being the last of the 34 C Class locomotives to remain in traffic, being stopped by NIR in March 1995. Following its withdrawal, it was sold into preservation and moved to Cahirciveen, Co. Kerry, where it was repainted silver and renumbered C202. Unfortunately, the locomotive was vandalised and suffered arson damage at this location. It was subsequently moved several times in the hope that restoration could be undertaken, but these plans never came to fruition. The remaining shell of the Metrovick was finally scrapped in 2025. IRM1384 234 Supertrain (GM, ex-Maybach) The penultimate member of the Metrovick fleet to receive an EMD 645E engine was 234, which underwent its second repowering in July 1979. Notably, it had been the prototype for the Maybach conversion, emerging from Inchicore Works in August 1965. The second engine replacement brought its external appearance largely into line with the standard Crossley-to-GM rebuilds, although several distinctive features remained for keen-eyed enthusiasts to spot. The most obvious was the plating over of one of the bodyside portholes on one side. More subtle differences included the lower position of the multiple-working socket on the cab fronts and the reversed upper vacuum-pipe stowing position. 234 enjoyed only six years of further service with CIÉ before being stored in September 1985. Like 227, it was acquired by Northern Ireland Railways in 1986 and renumbered 109, becoming the last of the six Metrovicks or 104 Class locomotives in the NIR fleet. Unfortunately, the anticipated freight work for which these locomotives had been purchased never materialised, and 109 saw no further service after August 1987. It was eventually cut up at Belfast York Road in March 1993. IRM1385 105 NIR Blue (GM) Former CIÉ locomotive 218 became NIR 105 as a replacement for the originally acquired 224, which was found to have bent frames. This made 218 a late addition to the fleet, and it did not enter service until April 1991, having been among the last three members of the class to work Dublin suburban services. The locomotive was stopped just days after its official withdrawal from CIÉ in November 1986. Once in NIR service, it became the only member of the Metrovick or 104 Class fleet to carry an all-over blue livery without a black roof. It was a regular performer on permanent-way and weedkilling duties before being stored following a fire in November 1993. Despite this, it was not officially withdrawn until August 1997 and was cut up exactly two years later at Harland & Wolff, Belfast. Price And Availability So, what will this little bundle of joy set you back? With the industry leading quality and specification you have come to expect from Accurascale IRM, along with the museum quality finish on the models, they will be priced at £199 DC/DCC Ready and £299 DCC Sound Fitted, with Crossley, Maybach and GM EMD sound profiles loaded onto the latest ESU Loksound sound decoders, along with full lighting, stay alive power banks and twin speaker setup. Delivery date is not exact yet, but the locomotives are tooled and we are currently at the test phase. When this process is complete, we will receive decorated samples. We will have a more accurate timeline then for delivery, but we envisage somewhere in 2028 for now. As with all Irish outline locomotives, this is likely to be the only production run for many years, so we advise you get your pre-order placed to avoid disappointment. Place yours below Place Your C 201 Class Pre-Order Here! MODEL SPECIFICATION Highly-detailed OO gauge model, 1:76.2 scale on 16.5mm track Minimum Radius 438mm (2nd Radius Set-track) Heavy die-cast metal chassis Two main bogie variants with separate footsteps, sandboxes, speed recorder, and pipework Bogie sideframes have rotating axlebox hubs or original Hoffman covers depending on locomotive RP25-110 OO wheels with provision for re-gauging to 21mm gauge Brake blocks on bogies in line with wheels Scale width wire handrails Etched metal/plastic detail parts, including grab handles, steps, wipers, antennas Super fine eroded metal roof grille with working fan Etched metal worksplates Turned brass horn on cab roof Two underbody battery box and fuel tank styles with brackets and pipework Two styles of sprung metal buffer, with pipework and dummy screw couplings provided in accessory pack Kinetic NEM coupler mounts at correct height with mini-tension-lock couplers DCC ready [21-Pin MTX Socket] or Factory-Installed DCC Sound options Two quality speakers for best possible sound (DCC Sound models only) HIGH PERFORMANCE TRACTION, INCLUDING: High quality 5-pole motor with two flywheels Helical Gear box for maximum performance and slow speed running Gearing arranged so locomotive can achieve a scale top speed of 80 mph (130 km/h) DCC ready with PowerPack capacitor for uninterrupted power Hall sensor for ‘flange squeal’ sound on DCC Sound models only All-wheel drive and all wheel pickup FULLY DETAILED LIGHTING PACK, INCLUDING: Directional lighting, DC and DCC Switchable red tail and white marker lights Switchable headlight on “rebuilt” version Cab and engine bay lighting with illuminated driver’s desk with auto/off on movement View the full article

Hi @85 Merlin, Don't worry about it. We love the passion, and it's what we try to put into each model we make. Once we get the production samples for sign off we will show them, along with a sound demo. Just be glad you're not awaiting an ICR. It's beyond embarrassing for us that folks are waiting for so long, but we're finally, almost there! Thanks, Fran

Hi @85 Merlin, I've confirmed that they're currently being made and will ship from China soon, landing in January. Surely it doesnt get much more exciting than this? It means they're almost finished! Thanks, Fran

Hi folks, A full update of our current projects (ICRs, NIR Mark 2 coaches and GSR 800 Class) is now available here: https://www.accurascale.com/blogs/irish-railway-news/irm-production-update-800s-nir-coaches-and-icrs All will be on view at the Dublin Exhibition this weekend, with a small new announcement too! Cheers! Fran

There’s plenty happening behind the scenes at Irish Railway Models, with progress on three major projects as we prepare to bring more Irish railway icons to your layouts. From the mighty 800 Class to Northern Ireland’s distinctive Mk2 fleet and the eagerly anticipated ICRs, there’s plenty to talk about, as they near completion. We’ll be bringing a selection of these models along to the Dublin exhibition this weekend, where you can get a closer look at the latest developments for yourself. So, let’s take a look at where everything stands. GSR 800 Class Steam Locomotives: Production Almost Complete! First up, our magnificent Bredin 800 is currently in production, with a target completion date of 30 November. This is a significant milestone for a model that promises to be a real centrepiece for any CIE-era layout. Our factory has the packaging and associated materials ready to go, and we’re now working through the production process. There is, however, one important component still to keep an eye on: the decoders. We’re awaiting their arrival, and while we continue to push ahead with production, we’re keeping a close watch on the supply situation. Decoders and PCBs are currently impacted by the situation in Iran, with the boards being mades from a resin byproduct from the petroleum industry. The sound profile is complete and we have managed to have separate projects for both single and double chimneys to really capture the 800s and let them be heard in the 21st century! This is thanks to archive recordings that have been sampled and cleaned up. We look forward to demonstrating this very soon! We’ll keep you updated as things progress, but our current target remains the end of November for production completion. With shipping taking circa 6-8 weeks, we envisage the finished locomotives arriving at our warehouse at the end of January 2027. Look out for production samples in the coming weeks. Pre-Order Your GSR 800 Here! NIR Mk2 Coaches: Production Samples Have Arrived! Next up, we have some very welcome news for fans of Northern Ireland Railways. Production samples of our NIR Mk2 coaches are now in hand, and they’ll be joining us in Dublin for you to inspect. Following the experience gained by our factory when making countless Mark 2s in BR, IR and NIR guises over the past few years, we’re expecting these models to be very good indeed. These distinctive coaches, which helped define the NIR passenger fleet, are an important part of the story of cross-border travel and the Enterprise service between Belfast and Dublin with our equally exquisite Hunslet locomotives. There is one small detail currently under review. Gareth, the Mark 2 Project Manager, has spotted an issue with the roof vents on one particular coach, and we’re working through the options to establish whether any corrective action is required before the models move forward. We don’t want to make a mountain out of a molehill, but equally, we want to ensure the finished models meet the standards you expect from IRM. The bar car is particularly stunning, if we do say so ourselves! Subject to resolving that point, these coaches should be shipping very shortly. We’ll have more to report once the final checks are complete, but we expect them in late December/early January. Pre-Order Your NIR Mark 2 Coaches Here! Irish Rail ICRs: Decoration Samples at Dublin! Now for a project that has plenty of people watching closely: our Irish Rail InterCity Railcar (ICR) fleet! We’ll be showing the decorated samples at Dublin, giving you your first opportunity to see how these modern Irish railway icons are shaping up. We’re also expecting the remaining samples by the end of this month and will share those with you as soon as we can. As ever, decorated samples are an important stage in the process. They allow us to scrutinise the finish, colours, markings and finer details before we commit to the full production run. And, as you might expect, there are a few things we want to get right before pressing the button. Getting the decoration right Our initial unpowered six-car decorated samples have arrived, and they’ve given us a useful opportunity to assess the finish across the formation. There are a few issues that need attention. The dark grey swoosh graphic running along the white aluminium bodywork hasn’t been printed dark enough across all the cars, meaning it tends to blend into the background rather than stand out as it should. There are also some errors on the B-cars, with the same coach number applied across the vehicles. In addition, the factory inadvertently fitted sanding gear to both B and B1 cars on the sample, rather than to just the B1 cars. This has been brought to their attention, and will be rectified for production These are exactly the sorts of details we want to identify at the sample stage, before production is completed. We’ll be working with the factory to address the decoration and fitting issues so that the finished fleet is much closer to the real thing. The electronics: the final piece of the puzzle Alongside the external finish, we’re also working through the final confirmation of the electronics with ESU. The ICRs use a PCB-based system designed to simplify operation across the multiple-car formations, reducing the need for individual decoders throughout the train. However, ESU recently raised a question regarding potential voltage drop when operating longer formations. ESU have invested a significant amount of time, soldering work, and development effort into troubleshooting this project. Given the number of carriages, differning formations, and the resulting signal paths, this is the first project of such a large scale for them. The primary issue with the Class 22000 was that the carriage lighting would gradually fail after a short period of operation and based on the current samples that they are working with, ESU have identified the causes for these intermittent failures. To resolve these issues, they have implemented several changes using a fictional 7-car consist on their test layout, and no further interruptions or dropouts were observed. These changes have increased the supply voltage that runs throughout the entire train, adding voltage regulators to each individual carriage. and an update to the software within the chips to improve error detection and prevent system crashes. There are also some wider supply challenges affecting integrated circuits at present thanks to the situation in Iran as discussed above with the 800s. We’ve asked ESU to investigate sourcing the components we need now, rather than waiting until the final PCB arrangements are settled, in the hope of keeping things moving wherever possible. Once the electronics are signed off, the factory has advised that they will need approximately three months to manufacture the full run. That means the final PCB approval and component availability remain the key factors in establishing a firm production and delivery schedule. We’ll be in a much better position to provide that once these outstanding points have been resolved. Pre-Order Your ICR Here! What happens next? There’s plenty of progress to celebrate, even if a few familiar production gremlins are still keeping us busy! 800 Class Steam Locomotives: In production, arriving at our warehouse in January 2027, subject to decoder availability. NIR Mk2 coaches: Production samples in hand and coming to Dublin, with a roof-vent detail under review ahead of shipping. Arriving at our warehouse in late December 2026/Early January 2027. Irish Rail ICRs: Six-car decorated samples received and being assessed, with further samples expected by the end of October. Decoration corrections, final PCB approval and component sourcing remain the key next steps. Arrival to be advised in December 2026. As always, we’d rather take the time to get these models right than rush them out of the factory and leave you disappointed. We know you’re eager to get your hands on them, and we’re just as keen to see them arrive. If you’re visiting us in Dublin, be sure to stop by and have a look at the latest samples. We’ll have more news to share as these projects progress, and we may have something small and all-new to show you too! See you there! View the full article

Hi everyone, Are you coming to visit us at the MRSI - Model Railway Society of Ireland 2026 Exhibition at Mount Temple this Bank Holiday weekend? Ahead of the show we will have full, exciting updates on: - The Intercity Railcars - NIR Mark 2 Coaches - GSR 800 Class Steam Locomotives All updates will be online tomorrow morning, and you will be able to see all the models in the flesh in our cabinets at the show, along with some Accurascale UK and Heljan.com UK outline goodies. Oh, and we have a little announcement too... See you there! Cheers! Fran

Manufacturer of the Year: Six Years at the Top! At the Great Electric Train Show, Accurascale was once again named Hornby Magazine Manufacturer of the Year! We're incredibly proud and humbled to have won this award for the sixth year in a row. Voted for entirely by the modelling public, this recognition means a huge amount to everyone here at Accurascale. As modellers and enthusiasts ourselves, we're passionate about creating the best possible models for your collections, so knowing that our efforts continue to resonate with you makes this achievement all the more special. A massive thank-you to everyone who took the time to vote for us - your support really does mean the world! We'd also love to share a big congratulations to the other winners, particularly Rapido Trains UK, who took home an impressive haul of trophies! Slugs of Praise We were also taken aback when our new Mirrlees-engined Class 37/9 range scooped second place in the Best OO Gauge Locomotive of the Year Award too - a hotly-contested category full of worthy models in 2026, and we are honoured to see our Class 37 be recognised so highly by the modelling public. Cornwall's 'White Gold' Picks Up Gold The wagon category was brimming with models from all the manufacturers, and included entries from Accurascale with our china clayhood, NER 20t hopper, Irish Railway Models 'Palvans' and H Vans. Our new models of the iconic 13T OOV/UCV china clay 'clayhood' wagons won the 'Best OO Gauge Wagon' award and Accurascale Project Manager Steve Purves proudly collected the trophy from Hornby Magazine editor Mike Wild, with the wagons having fought off strong competition in the category. Already proving fast sellers, with many packs sold out, you can get yours for just £89.95 per triple pack, together with upto 15% off with our Rake Builder discounts, meaning you can build a decent china clay train, for less! Have you got any 'clayhoods' in your collection yet? Take a look at our in-stock range below, while stocks last! BROWSE OUR CHINA CLAYHOOD WAGONS Black is the New Silver! Coming in an impressive second place, voted by the modelling public, was the Accurascale NER 20t coal wagon range, designed by Project Manager Paul Isles. Recreating some of the earlier days of the pre-grouping period and beyond, these attractive wagons combine a wide range of liveries for both the North Eastern Railway, British Railways and the many subsequent industrial uses, including the National Coal Board. Already proving a storm with many packs sold out, we are immensely proud that these wagons were recognised by the public ahead of so many other worthy winners. Bought yours yet? Grab yours - while stocks last - on our website, for just £84.95 per triple pack, complete with upto 15% Rake Builder discount! Buy your NER 20t hoppers today It's Full Steam Ahead into 2027! 2026 has been an incredibly busy and challenging year in many ways, making this award all the sweeter. But rest assured, we’re not resting on our laurels! We have an action-packed release schedule lined up for the rest of the year and into 2027. From further runs of our popular Class 37s, Class 66s and GWR Pannier Tanks to brand-new, yet-to-be-announced tooling projects spanning locomotives, coaching stock and wagons, there’s plenty more to come. We can’t wait to share what’s in store! View the full article

Why not 'Teak' a peek at our forthcoming 'Genesis' coaches? We're excited to share the latest images of our Metropolitan Railway teak coaches, featuring further enhancements to the wood-grain finish. Capturing the warmth, depth and character of real varnished teak is one of the biggest challenges in model manufacturing, so we've been hard at work refining the decoration to bring these beautiful models to life. With production complete, and the models on their way, let's take a look at what will be landing on our shores soon! Countless hours of historical research have gone into faithfully recreating the authentic Metropolitan Railway liveries featured across the Genesis range, ensuring they look every bit the part. The teak coaches themselves have pushed the boundaries of our printing and finishing techniques, but the final production samples here showcase just how far the process has come, with crisp lining, panel detail and intricate coach lettering bringing these elegant vehicles to life. Spanning a rich and varied period of pre-grouping railway history, our 'Genesis' range has been developed with extensive research to deliver authentic liveries and convincing train formations from a wide range of railway companies. The result is a unique collection of coaching stock that allows modellers to recreate historically inspired scenes rarely, if ever, available in ready-to-run OO gauge. A World of Pre-Grouping Possibilities Scheduled for arrival in late October, our Accurascale 'Genesis' range is set to unlock a wealth of new opportunities for modelling the fascinating pre-grouping era. Featuring an array of authentic liveries and formations, these coaches bring Britain's early railways to life, and provide the perfect starting point for a much broader pre-grouping story. Each twin-pack is priced at £79.98 - and you can pre-order yours today exclusively from Accurascale, with no deposit down. Save upto 15% when buying multiple packs, with our Accurascale Rake Builder discount - meaning you can acquire these models for as little as £33.99 per coach! You'll also get free UK delivery on all items over £50, and earn Accurascale Reward Points that you can exchange for discounts on future purchases too! Plus - if you've got any points stashed, why not cash them in for extra savings on some coaches? PRE-ORDER YOUR GENESIS COACHES HERE View the full article

If there’s one thing we’ve learned from the Electrostar project, it’s that sometimes the word “complex” doesn’t quite do justice to a project. The good news is that we’re now firmly into the final stages of development, and we wanted to give you a proper update on where things stand. So, where are we at? The Electrostar family is anything but straightforward. Different formations, liveries, interiors, equipment, lighting arrangements, underframes and all the other little details have resulted in a huge amount of electronics work and decoration plates being required. Our most experienced staff have now spent multiple months working through these, checking, correcting and refining all those little details that make the difference between a model that looks right and one that merely looks vaguely like an Electrostar after a long day. We’re now on the final details with decoration plates almost complete. Once those are complete, we can get them off to the Electrostar factory and start producing the decorated samples. But there’s a little more to it… As if the decoration wasn’t complicated enough, there’s also the small matter of the electronics. The PCB for the Electrostar is an exceptionally complex piece of development, and ESU are currently working through the final stages of getting this completed. In fact, it’s one of the most complex projects they’ve undertaken. The good news is that a lot of the technology behind it builds upon the work being carried out for our IRM ICR project, which we're also getting ready to share more details about, including the decoration and technical specification. We’re currently hoping to have the Electrostar PCB very soon, but this is one part of the project where we’re necessarily in the hands of ESU. Until that final piece of the puzzle is ready, we can’t put everything together and press the big green button marked “GO!” The Electrostar factory and the race to the samples Once the PCB is available, we'll be working closely with the Electrostar factory to get the decorated samples produced as quickly as possible. We're working closely with the Electrostar factory to get the decorated samples produced as quickly as possible. The Electrostar decorated samples are very much the culmination of the development process; with testing of elements happening before hand. It's the finishing point of the process, not the starting point. Once those samples have been produced, checked and signed off, they can move into production relatively quickly. That's good news for us — because we've lost some time waiting for the electronics, and we don't intend to waste any more than we absolutely have to! The complexity of the Electrostar means these aren't going to be samples we can knock out overnight, though. We're therefore currently aiming to have the decorated samples in early 2027. And there is a little bit of good news in the delay… With the project taking a little longer than originally planned, we've also been able to use some of that additional development time to look at some new digital features for the Electrostar. We’re not quite ready to spill the beans on those just yet — because, naturally, we’d like to have them properly finalised before we start shouting about them! However, we’ll have more news on these in the new year, when we can reveal exactly what we've been working on. So, at least there is a small silver lining to the extra time involved in getting this project over the line! So when will they arrive? Putting all of this together, we're now working towards mid-2027 for shipment of the Electrostar models. We appreciate that this is slightly later than the timescale we originally hoped for, and we're very conscious that many of you have been waiting patiently for these models. But this isn't a project where we want to cut corners simply to hit an arbitrary date. The Electrostar is an incredibly complicated model, and with so many different versions and configurations being produced, there is a lot going on behind the scenes. We'd rather spend the time getting all of those details right than discover six months later that we've missed something which was staring us in the face all along! There’s still work to do, but we’re now very much on the final lap. And after all the time, effort, spreadsheets, drawings, emails, samples, corrections and probably an unhealthy amount of coffee that has gone into this project, we're looking forward to finally seeing these things looking like and operating like Electrostars rather than an extremely complicated collection of plastic bits! Thanks, as always, for your patience and continued support. Pre-Order Your Electrostar Here! View the full article

Hi everyone, At Innotrans 2026? If so, check out the J-TREC (formerly Tokyu) stand and you may see something rather special.... Cheers! Fran

From coal hopper to nuclear flask barrier wagon — meet one of Britain's most unusual freight conversions. Britain's railways have always been good at finding new uses for old wagons. When traffic patterns change, wagons that had once been indispensable can suddenly find themselves surplus to requirements. Sometimes they were scrapped. Sometimes they were rebuilt. And occasionally, something rather more unusual happened. We've seen this in recent years with the HYA and HTA coal hoppers being made redundant due to the downturn in coal traffic, and conversion into the "cut down" hoppers for aggregate traffic. But, this is not a new thing for redundant coal wagons. In 1989, a group of redundant HEA and HBA wagons found themselves with a completely different job to do. They became RNA barrier wagons, forming part of the specialist fleet supporting nuclear flask traffic to and from Sellafield. And we're delighted to bring this fascinating and often overlooked wagon type to the Accurascale range. A very different job By the late 1980s, British Rail's Coal Sector network had a requirement for barrier vehicles to be used in connection with nuclear flask traffic serving Sellafield. The wagons needed to perform a very specific role: acting as barrier vehicles within trains conveying nuclear flasks, providing the necessary separation between the flask vehicles and the locomotives or other traffic. Rather than build an entirely new wagon, British Rail looked towards an existing and readily available source of vehicles. A total of 37 wagons were selected. Initially, these vehicles were simply taken out of normal service and recoded RNA, preventing them from being used as ordinary coal wagons. Some were also repainted into the new Coal Sector livery. But this was only the beginning. From hopper to barrier Of the 37 vehicles selected, 31 were subsequently converted by Carlisle Currock. The conversion was relatively radical. The original hopper body was removed, with the body cut away and the floor plated over to create a completely flat deck. The result was Diagram RN001A — the RNA barrier wagon. Two distinct groups of donor vehicles were used during the conversion programme, meaning that variations could be found within the fleet depending on the vehicle's origins. It was a wonderfully practical British Rail solution: take surplus rolling stock, remove the bits that were no longer required and turn it into something useful for a completely different traffic flow. Coal Sector colours The RNA fleet was closely associated with the Coal Sector operation serving Sellafield and consequently appeared in the distinctive Coal Sector livery. As the railway industry moved through the period of privatisation, the wagons subsequently received further changes in appearance. Some received Transrail branding, while others carried TLF-W markings. At least one example is also known to have received full EWS livery, providing modellers with a particularly interesting opportunity to recreate the changing appearance of the fleet through the 1990s. For a wagon with such a small fleet, there was surprisingly more variety than you might expect. A wagon with a second life The RNA is a particularly good example of the ingenuity of British Rail's wagon engineers and operating departments. A vehicle that had originally been designed for one purpose was suddenly required to perform another. Rather than simply disappear from the network, it was given a new life. The hopper body was sacrificed, the chassis was adapted and the wagon was transformed into a specialist barrier vehicle. It's an unlikely story — but that's exactly what makes it so interesting. Bringing the RNA to OO gauge With our Powering Britain range, we're not just interested in the famous wagons that appeared by the thousands. We're interested in the vehicles that tell the more unusual stories of Britain's railway too. The RNA barrier wagon certainly falls into that category. With its distinctive flat-plated body, specialist role and relatively tiny fleet, it offers something very different from the conventional freight wagons found elsewhere in the range. Whether you're recreating the Coal Sector workings of the early 1990s, the changing liveries of the privatisation era, or simply want to add one of Britain's more unusual freight vehicles to your layout, the RNA provides a fascinating piece of railway history. Building on the platform of our all new HBA and HEA hopper wagons, our RNAs include a fully diecast chassis and an accurately crafted deck along with brake rigging and a wealth of separate underframe rigging to faithfully replicate these long needed wagons in model form. Every model features: Diecast metal chassis for excellent weight Brass pinpoint bearings for exceptionally smooth running Flexible NEM coupling pockets Sprung metal buffers Scale coupling pack included Etched stainless steel brake discs Finely reproduced underframe and brake equipment Prototype-specific suspension, axleboxes and pipework Era-correct tooling and decoration variations Due with the rest of the HBA/HEA run in Q2 2027, each twin pack of barrier wagons is priced at £49.98 and available to pre-order now exclusively from our website via the link below: Pre-Order Your RNA Barrier Wagons Here! View the full article

Sometimes we make silly ones. Sometimes we make big ones. Most of the time, you can make amends with a little help from your friends. Thankfully, in this case, we can. Thanks to our friends at Key Model World and Rainbow Railways, we can fix a rather embarrassing blunder and bring you a whole new opportunity to buy a very attractive Class 66! So, do you remember the limited edition Euro Class 66 No. 66794 “Steve Hannam” we made for Hornby Magazine/Key Model World? Yes, the one limited to just 300 pieces. Well, someone at Accurascale HQ got in a muddle, and we accidentally ordered 600 from the factory. This boo-boo of epic proportions came to light upon delivery. The egg was very much on our faces. So, what do we do? As a limited-edition, one-off livery locomotive, we couldn’t repaint or reshell the models, nor could we put them on general sale. However, during production, those wonderful people at GB Railfreight did us a wonderful turn. They renumbered the locomotive to 66694 in September 2025, reflecting the locomotive’s transition to a Class 66/6. With this information in hand, and with Key Model World’s blessing, we went to our friends at Rainbow Railways, who have now hand-renumbered the surplus models for us. These locomotives now represent the locomotive as it is in its current condition. With these now in stock, they are available to buy in the standard Accurascale box, for the same great price as the rest of the range. Therefore, if you fancy a colourful, up-to-the-minute GB Class 66 with a hand-crafted twist, and one that is in converted Euro condition, we have the right model for you in both DCC Ready and DCC Sound-fitted formats! Each model is covered by our lifetime warranty too, and is now in stock. Grab yours below for £179.95 (DC/DCC Ready) and £279.95 (DCC Sound-fitted). Order Your Class 66 Here! Looking to get some custom detailing, sound fitting or printing done on your models? Check out our stockist Rainbow Railways by clicking here! View the full article

It’s been a busy few weeks for our little industrial workhorses, and we’ve got an update on the delivery of our highly anticipated Hunslet Austerity tank engines. First up, the good news: all pre-orders for the locomotives contained in the first shipment have now been dispatched to our direct customers and retailers. If you were waiting for one of these models and placed your order for a locomotive in the first container, it should now be on its way to you! However, there is a small delay affecting some of the sound-fitted versions. The ESU sound decoders required for these models were delayed in reaching us, which has pushed back the final delivery of these locomotives. We’re now expecting these models to arrive in around 10 days time, so thankfully the wait is almost over. Two containers? That’s a lot of Austerity! There’s another reason for the split delivery, and it’s a rather nice problem to have: demand for the Hunslets has been absolutely massive. The response to these diminutive but characterful locomotives has exceeded expectations, with particularly strong demand for the Longmoor Military Railway pack. In fact, there were enough models ordered to require two containers to get everything moving! Rather than hold everything back until both containers arrived, we split the shipment. That means the first batch has already landed and pre-orders from that container have been packed and dispatched, while the remaining models are now following behind. Some are still available… for now! The really important bit if you missed the pre-order: surplus stock from the locomotives already delivered is now available to purchase directly from the Accurascale website. But we really do mean limited. With the vast majority of the first shipment already allocated to pre-orders, there are only very small quantities of certain versions remaining. Once these are gone, you’ll need to wait for a future production run – and we certainly wouldn’t recommend assuming there will be plenty left sitting on the shelves! Wilbert in particular has been hugely popular, so if that’s the one you've been waiting for, now is definitely the time to act. Meanwhile, for those still waiting for their sound-fitted Hunslet, sit tight. We’re now only around 10 days away from delivery, and once they arrive, we’ll be getting them out the door as quickly as possible. Small engines, enormous demand. If you want one, don’t hang about! Order Your Austerity Tank Here! View the full article