Warbonnet

Hi Noel, Respectfully, an error is usually something made unconsciously, thinking it was correct to begin with. For the ballast and cement bubbles, we consciously decided to go with the cranked coupler solution to maintain prototype fidelity of the under frame. It was not an error, it was a conscious decision. We explained it at the time, at considerable length to you. And again on subsequent releases of these wagons. Other posters on here remember our explanation as demonstrated above. I’m surprised you haven’t, when it was explained in answer to your queries, countless times. I’m absolutely certain you’re not trolling of course. That would be rather pointless and silly for a grown man to do. Cheers! Fran

They sure are! We've only had one pack per livery from the factory to assess so far, so they are the same pack in each livery, just for illustrative purposes to give customers an idea of what the finished wagons look like. They're all identical save for changing numbers. Cheers! Fran

One of the most requested wagons we get asked for from our Irish outline fans is nothing new, but an icon of our past. The humble cement bubble was the second wagon we ever produced, but was an absolute must have wagon for any Irish outline modeller. It's been several years since the last run, but we're delighted to announce that our Cement Bubbles are back, in two liveries! HISTORY Introduced in seven batches between 1964 and 1972, a total of 150 of these two-axle wagons were built by Córas Iompair Éireann (CIÉ) to convey bulk loads of cement from Irish Cement’s plants at Drogheda in County Louth, Castlemungret in County Limerick and Platin in County Meath to distribution points throughout the CIÉ/Irish Rail and Northern Ireland Railways’ networks. Despite being introduced at different stages, the fleet carried numbers in an unbroken sequence ranging from 25050 to 25199. Affectionately known as ‘bubbles’ due to their distinctive profile, the majority of the fleet remained in service right up until the cessation of cement traffic by rail in 2009. At first, the wagons carried an all-over medium grey livery with CIÉ roundels and ‘Bulk Cement’ text on the body sides. In the early 1970s, they were repainted with orange/tan bodies and grey chassis. In the early 1980s, they received a further repaint which saw them turned out with ivory bodies and black chassis. This latter livery was carried until withdrawal, although it was often hidden below several layers of cement dust! While wearing this colour scheme, a small number of wagons also received ‘Irish Cement’ branding. The wagons were loaded from overhead silos via a hatch located on top of the body, while unloading was conducted by utilising compressed air, which forced the powdered cement through the two cones at the base of the body and into a pipe which emerged at one end of the wagon. Unloading could be conducted at specialised terminals or by road-hauled trailers fitted with the necessary air blowers The Model Our cement bubbles were the second wagon we ever produced, and we're delighted to say that the detail and quality still more than holds its own among other releases since. Now in our fourth production run, we are bringing back the orange variant (only ever produced in small quantities once many years ago. We are also bringing back the ivory livery with CIE roundel, a livery that the bubbles wore for the longest period in their careers, from the early 1980s until withdrawal in 2008. In the early to mid 80s they also ran in mixed trains of orange and ivory liveries, so they can complement each other in a rake. Three packs are available in each livery and are priced at £109.95 per pack, with 10% off when you buy two packs or more. Delivery of the bubbles will be Q4, 2025. Pre-order yours below, or from your local Accurascale stockist! Pre-Order Your CIE Cement Bubble Wagons Here! View the full article

Okay, so we have kept you waiting long enough. It's time to bring back one of our all-time most popular wagons. It's time for run two of our iconic Redpath Dorman Long built PTA/JTA/JUA bogie iron-ore/stone tippler wagons! They are now back in our plans and with some new, much in demand liveries too! History These characterful wagons were built in three batches by the British Steel subsidiary Redpath Dorman Long from 1972 for transporting iron ore to Consett, Llanwern, and Ravenscraig. The tough looking tipplers stood out further with attractive liveries and rode on distinctive BSC ‘Axle Motion’ bogies. They soon became a favourite of the enthusiast as they became synonymous with the heaviest trains on the British Rail network. The Port Talbot to Llanwern trains saw 27 British Steel PTA tippers triple headed by Class 37s, before the introduction of pairs of the then new Class 56 on 30 wagon trains. Following the closure of Consett in 1980, a batch of PTAs became temporarily redundant before being snapped up by Procor. These soon found work on Mendip stone trains, going both to Foster Yeoman and ARC. Their use was in block formations from quarries at Merehead, Whatley and Tytherington to depots in London and the home counties. Once again, the PTAs found fame as wagons in the heaviest regular freight trains in the UK, with 43 wagons being hauled by a pair of class-56 locomotives from Merehead to Acton for Foster Yeoman. The wagons would be painted in distinctive house liveries of Yeoman grey and ARC mustard, and see service behind the then new Class 59, as well as a wide range of BR locos, much like their British Steel counterparts which were enjoying electric traction haulage on the WCML with pairs of Class 86 and Class 87 locomotives. The PTAs continued to provide sterling service for British Steel across Britain as well as Yeoman, ARC and its successor Mendip Rail into the 2000s when age began to catch up on them. Wagon leasing company VTG took on rakes of JTA/JUAs in the mid-2000s and they were used on spoil trains as well as sand and sea dredged aggregates until withdrawal. The Model These wonderful tipplers are among our most popular wagons we have ever produced. We last had them in stock in the early lockdown days, and while they were very nice, we have decided to give them some tweaks for run 2. Improvements have been around the bogie area, with enhanced features, now featuring better detail around the bogie centres. Also included in this new run is etched brake discs and we now have track pick up for the tail light. We are covering four different liveries in this second run, featuring two Mendip stone favourites and of course, two British steel iconic workings. First up are the Mendip packs, with Yeoman revised "Big Y" debuting for the first time on our model, a livery much in demand since we first announced our PTA models several years ago. It will be supplemented by two packs of ARC liveried wagons in their earlier livery, featuring the classic olive scheme and "Procor" markings. As well as the Mendip favourites, British Steel workings are once again well represented, with the legendary Redcar - Consett/South Bank wagons introduced to the range for the first time. This working was famous for utilising pairs of 37s between 1974 and closure of Consett in 1980. Of course, no PTA run is complete without a re-run of the famous Port Talbot-Llanwern circuit, with three Class 37s! Three new packs with new running numbers debut in the range. The price of each 5 wagon book set is £179.95, with a 10% discount if you buy both the outer and inner sets, and 15% when you order 5 or more sets. ARC, Yeoman and British Steel Consett liveries are represented by two sets, one with outer wagons featuring two wagons with buffers and traditional tension lock couplings placed at NEM recommended height, and an additional "inner" set with the higher placed knuckle couplings as per the prototypes. The South Wales British Steel livery features one outer set, and two inner sets. As per run one, the "inner" sets are just a "bolster pack" for the outer sets, and will not couple to locomotives, only the "outer" sets. Each outer set also comes with a working flashing tail lamp. Delivery is expected in Q2 2026. You can place your pre-order via your local Accurascale stockist, or via the link below to pre-order direct! Order Your Tippler Wagons Here! View the full article

A chap on here had 8 levels to his layout at one stage, started below the knee, finished above head height. No helixes either. Ran 60 wagon trains on it too with diesels with ease.

It's time to reveal our second run of Brush Type 2s/Class 30/31s, following the reveal of our Accurascale Exclusives model of D5579 in experimental golden ochre earlier this week! As mentioned on Wednesday, due to the popularity of our first production run of Class 31s, we have been able to squeeze in a quick second run with he factory, and it results in 6 different locomotives, so early pre-ordering is advised. Let's look at the sextet coming your way in Q1 2026. We've really tried to provide something for everyone! D5501 BR Green with SYP New to 30A Stratford in November 1957, D5501 was only the second Type 2 to be released from Brush’s Falcon Works in Loughborough as part of the 20-strong Pilot Scheme batch of locomotives. The Hawker Siddeley-owned company was so proud of their new 1,250hp A1A-A1A machines that this particular example spent its first few weeks on display at its new acquired sister firm Mirrlees’ Hazel Grove factory, home of the 12-cylinder turbocharged JVS12T engine that was originally installed in the class. Mostly limited to East Anglia, with the odd cross-London or cross-country excursion it initially settled into a life of express and secondary passenger work as well as parcels and freight traffic, with the latter duties dominating as more powerful diesels were introduced onto the Great Eastern and Cambridge main lines. By the mid 1960s, D5501 had been repainted to match the production members of the class, losing its picked out window surrounds and duck egg blue body stripes, and that is how the Accurascale model is represented. Later renumbered 31001 it was among the first ‘Toffee Apples’ – so named because of the shape of the power handle - to be withdrawn, succumbing in July 1976 before being scrapped at Doncaster in January 1977. D5579 Experimental Golden Ochre with SYP (Accurascale Exclusive!) Although the Brush Type 2s arguably wore one of the most attractive interpretations of the BR green paint scheme, a growing concern within British Railways was improving the visibility of its diesel motive power, which did not announce themselves to trackside workers in the same way as the steam locomotives they were quickly replacing. As well as trials with flashing lights on various classes, in January 1960, Falcon Works outshopped two ‘Class 30s’ in experimental liveries, D5578 in a French blue and D5579 in golden ochre, also described as bronze gold. Oddly only the latter retained the off-white stripes and was all the better for it. While both were initially allocated to 30A Stratford and then 31B March from November 1960, they parted company just under five years later when D5579 joined 41B Tinsley, having gained a small yellow panel – BR’s answer to the conspicuity problems – in 1963. While D5578 was painted into the standard green in September 1964, its colleague survived until January 1966 before being admitted to Doncaster for its own makeover. It was renumbered 31161 and was rescued from withdrawal as a late addition to the Class 31/4 programme, becoming 31400 in March 1988 after 31401 was condemned following an accident earlier in the year, notably swapping its Railfreight livery for a return to BR blue. It was stored just over three years later and was cut up at Booth’s of Rotherham in August 1993. 31271 Railfreight Construction One of just five Class 31s to gain Railfreight livery with Construction sub-sector decals, 31271 also has the distinction of being the only surviving example to retain the iconic Roundel-designed scheme into the present day. Built as D5801 and new to 30A in June 1961, it completed its heavy general overhaul at Doncaster in April 1987 emerging in the soon to be obsolete Railfreight Red-Stripe and was notably the last member of the class to be dual-braked as part of the ‘refurbishment’ programme. Allocated to Stratford’s FAGS aggregates pool in March 1989 it was repainted in triple grey at Vic Berry Limited, Leicester, the same month, complete with that company’s trademark black grilles, receiving embellishments such as decals and depot plaques – but no double arrows – later that year. Having been fitted with miniature snowploughs only a few months earlier it happily retained them throughout the rest of its BR career. It was finally stored unserviceable in May 1997 after being sidelined and reinstated several times and was acquired by A1A Locomotives Ltd exactly a year later as a source of spares for the restoration of 31108. Having survived a proposal to section the bodyside, it was reprieved and followed its ‘skinhead’ partner back into service, hauling its first passenger service in preservation in April 2002, incredibly still in its 1989-applied paint, albeit with a few touch ups and the reapplication of the squadron markings. It underwent extensive bodywork repairs and a full repaint into Railfreight Construction in the first months of 2004 ahead of its naming as Stratford 1948-2001 at the York Railfest event in May, becoming the fourth locomotive to be given a Stratford-themed name after 47007, 37023 and 31165. It is currently based at the Llangollen Railway. 31301 Railfreight Red-Stripe Developed from the large logo scheme, when the original Railfreight grey livery was launched on 58001 in December 1982 it was lifted by the addition of a red bufferbeam and solebars. However, when the paintjob was first rolled out on the Class 31s as they left Doncaster after Heavy General Overhaul from March 1985 only the red bufferbeams were carried over, the red lower body band not being introduced until January 1987 on 31188. Over the next 13 months, 36 other ‘refurbished’ machines were outshopped by the ‘Plant’ in the same ‘red stripe’ scheme with Bescot’s 31301 re-entering traffic after its makeover in June 1987. This had been new as D5834 to 41A Tinsley in March 1962 but spent most of the 1980s yo-yoing between the Eastern and London Midland Regions. When the locomotive fleets were divided into sectorised pools in the second half of that decade 31301 was initially allocated to departmental work, later joining Stratford FAGS aggregate pool, before returning to infrastructure work in the early 1990s. This became restricted to weekend work from 1992 along with several periods of store and around three years later it worked for the last time. A potential reprieve came in September 1999 when it was sold to Fragonset with the intention of re-instating it to traffic. Unfortunately this never took place and after hanging on for over a decade it met its fate at CF Booth, Rotherham, in February 2011. 31418 BR Blue Between 1971 and 1975, 24 Class 31s were upgraded with electric train heating capability (ETH) courtesy of a 320kW Brush BL100-30 alternator, the same as fitted to the similarly modified Class 45/1 ‘Peaks’ and Class 47/4s. Powered directly from the engine, this provided an impressive ETH index rating of 66, perfect for their expected duties shuttling empty coaching stock (ECS) in and out of King’s Cross, Paddington and St. Pancras as well as portions of ‘air-con’ trains around the Leeds/Doncaster area. An oddity within the new sub class was 31418, the former D5522 of 30A, which was from the lower geared 80mph batch delivered in 1959 and also the only disc headcode or ‘skinhead’ machine to be converted until a second series of Class 31/4s was undertaken in the mid 1980s. In 1978, having swapped North London for Gateshead via a spell at Finsbury Park, it saw its connecting doors plated over, which resulted in the loss of its centre pair of discs. It retained this basic appearance for the next nine years before being ‘refurbished’ at Doncaster in October 1987, which saw it lose its steam generator, bufferbeam cowls and bodyside banding. The ETH receptacle was also resited to the driver’s side corner of the cab front. Within days of release it was unofficially named Boadicea and received white painted ‘discs’ the following year, both customisations surviving to its withdrawal from Springs Branch with engine failure in October 1995. With minor celebrity status it was quickly purchased for preservation at the Great Central Railway, before joining A1A Locomotive Ltd’s fleet in 2002. Over the last two decades it has been slowly restored to 1970-80s condition at the group’s base at Swanwick Junction and is expected to be completed within the next few years. 31602 Chimaera Fragonset No heat 31191 was one of seven Class 31s acquired from EWS in April 1998 by Fragonset Railways along with 31186, 31459/468 and 31549/552/558. Originally stored from Toton in October 1995 it was returned to the fray courtesy of the Birmingham Railway Museum at Tyseley in June 1999 renumbered as 31602 the second member of the new Class 31/6 sub class, which included a repaint in Fragonset’s striking black livery with maroon/gold stripe and the mythical creature-themed name Chimaera. The only modification to justify the renumbering was the fitment of through ETS wiring allowing double heading with an electrical train supply-equipped Class 31/4, or for shutting down the ETS on the rear locomotive in case of fire while leading in a top and tail formation. Its first passenger use was on Silverlink Train’s Marston Vale branch between Bedford and Bletchley in summer 1999, which ended that same year, leaving 31602 with a regular diet of railtours and stock transfers until 2003 when Wessex Trains hired in loco-hauled sets for Cardiff-Brighton and Bristol-Weymouth diagrams, while 2004 saw it seconded to First North Western for Lytham St Annes-Greenbank and Manchester Victoria/Chester-Blackpool North commuter services. From 2005 Fragonset became FM Rail and when that collapsed into administration at the end of the following year it was put up for sale, eventually joining RVE at Derby, for Network Rail test train use, gaining that organisation’s house yellow in April 2007. That November it gained the new name Driver Dave Green and the following month it became one of just three Class 31s to gain brackets for UV spotlights for use with the Structure Gauging Train. It’s NR Service ended in November 2012 when it moved to DC Rail, which sidelined it at the end of 2013. It was put up for sale in 2017 but with no takers it was scrapped at Wolsingham by J Denham Metals in June 2018. Price And Availability As stated with the launch of our exclusive Brush Type 2 on Wednesday, production on this batch is very limited, so we advise early pre-ordering, either no money down direct, in instalments at no extra cost through partially direct, or via your local stockist for the main range models. Models for run two are priced £184.96 DC/DCC Ready and £284.95 DCC Sound fitted. Delivery is slated for Q1 2026, with production already underway. Pre-order your Class 30 or 31 via the link below to order direct! Pre-Order Your Accurascale Exclusive Brush Type Two Here! View the full article

Hi folks, We wont be there this year, but our friends at the Model Railway Society of Ireland will be bringing our pre-production Hunslets up for the weekend and they'll be available to see on the St. Davids MPD layout! Hope you like them! Cheers! Fran

Well, our all new Class 30/31 really has gone down a treat since they began arriving in late 2024. Picking up the "Diesel/Electric locomotive of the Year" award in the BRMAs and the Model Rail awards was a real treat and honour for us, as has all the positive reviews for our definitive Peds! Demand for what's coming next has been unbelievable, and it just so happens that we have the decorated samples ready to launch for a further, smaller run due at the end of this year. What better way than to begin the launch with our Accurascale Exclusives loco for this production run, D5579 Experimental Golden Ochre with small yellow panels! Prototype History Although the Brush Type 2s arguably wore one of the most attractive interpretations of the BR green paint scheme, a growing concern within British Railways was improving the visibility of its diesel motive power, which did not announce themselves to trackside workers in the same way as the steam locomotives they were quickly replacing. As well as trials with flashing lights on various classes, in January 1960, Falcon Works outshopped two ‘Class 30s’ in experimental liveries, D5578 in a French blue and D5579 in golden ochre, also described as bronze gold. Oddly only the latter retained the off-white stripes and was all the better for it. While both were initially allocated to 30A Stratford and then 31B March from November 1960, they parted company just under five years later when D5579 joined 41B Tinsley, having gained a small yellow panel – BR’s answer to the conspicuity problems – in 1963. While D5578 was painted into the standard green in September 1964, its colleague survived until January 1966 before being admitted to Doncaster for its own makeover. It was renumbered 31161 and was rescued from withdrawal as a late addition to the Class 31/4 programme, becoming 31400 in March 1988 after 31401 was condemned following an accident earlier in the year, notably swapping its Railfreight livery for a return to BR blue. It was stored just over three years later and was cut up at Booth’s of Rotherham in August 1993. The Model Following on from our first production run and due to popular demand, our factory has given us a production slot to follow up quickly with a second run. D5579 will be one of six locos in this run, with very limited availability due to production capacity. It will also be available from the factory with our Mirrlees sound file fitted for the first time, a sound recording that has gone down very well indeed with modellers. We will reveal the general range on Friday, with 5 other stablemates, all of which are due in stock in Q1 2026 with production already underway. As stated above, production on this batch is very limited, so we advise early pre-ordering, either no money down direct or via your local stockist for the main range models. As ever, our Accurascale Exclusive will come in special presentation packaging and certificate. Models for run two are priced £184.96 DC/DCC Ready and £284.95 DCC Sound fitted. Pre-order your Golden Ochre D5579 via the link below, available exclusively only direct from Accurascale! Pre-Order Your Accurascale Exclusive Brush Type Two Here! View the full article

Timelines eh? Sometimes manufacturers give them (always with the best of intentions) and then they sail past them. Something always comes up to derail a project and put the project back months, or even years. We've been guilty of this of course. But, it seems that we're getting better! Following the delivery of the 7mm Ruston locomotives on time from our initial release date, and our ICI hoppers arriving a quarter early from the original advised delivery date, we can now reveal that our 21 ton hopper wagons (TOPS code HTO and HTV) are also arriving a whole quarter early! Originally slated for a Q3 2025 arrival, our factory have beavered away on our latest wagon project and produced a much needed gap filler in the Ready-To-Run (RTR) wagon market in OO gauge! It is also an essential in our "Powering Britain" range of wagons. We received production samples a couple of weeks ago ahead of schedule and have began assessing them immediately. We're biased of course, but they've done a stupendous job in turning our research and design into simply beautiful models with a real quality feel. After our assessment and rigorous checks, we were delighted to green light the hoppers to leave the factory for delivery, which they did so earlier this week. We will let you feast on some further images below! As with all our non "joint-venture" models now, you can pre-order your packs with NO MONEY DOWN until they arrive in stock with us. There is no "crowdfunding by stealth" with large deposits up front, just stock ready to drop when they arrive in our warehouse. Want to spread the cost? you can do that too with our partially system for our pre-orders, or klarna, clearpay, revolut pay in three and paypal pay in three when they arrive in stock to spread the cost! The wagons will arrive in our warehouse in late May 2025. Fancy some? Pre-order yours below... Pre-Order Your HTO/HTV Wagons Here! View the full article

The Accurascale family grows even bigger as Stuart Brown joins the team as Customer Experience Representative. Many show goers and those with an interest in railway preservation will recognise Stuart from the Locomotion Models stand and of course, Locomotion Shildon and the National Railway Museum. Stuart spent 12 years with the NRM in total, in a diverse range of roles, primarily based in Shildon. A lifelong railway enthusiast and modeller, Stuart's primary interests are the industrial, light railway and narrow gauge. He joins us as a Customer Experience Representative, and will be based in our repair lab in Darlington where he will carry out warranty repairs as well as answering your queries via email and our chat service. We are sure he will also be dragged into helping us with some of our future projects too! View the full article

So, the "Expression of Interest" deadline has now passed. Did we get enough orders? Has the Electrostar made it?? Find out in the video below! You heard right, it's right of way for Electrostar! We want to thank all of you who have supported us since our initial announcement, and put your money down to confirm that you want one of our units. This strong vote of confidence has shown both Rails and ourselves that the project is indeed viable! Not only have you got our first run over the line, you have also helped modellers in the future too! "How so?" you may ask. Well, we know that many modellers had been asking Rails and ourselves for other Electrostar variants, such as the GWR and Gatwick Express units. So, buoyed by the confidence shown in our first run, we will also be tooling the 387/1s and 387/2s, as well as 379s which will form run 2! On top of that, we have more confidence now to pursue more units in the future of other classes and types. So, our CAD is off to tooling, and in approximately 4 months time we will have the first samples to show you. In the meantime, you can still pre-order run 1 both via the Accurascale website or the Rails of Sheffield website, or in store at Rails Of Sheffield with a £50 reservation fee. Pre-order below! Pre-Order Your Electrostar Here! View the full article

We were floored by the news of Andy's passing yesterday in IRM central. It's probably unknown to many, but Andy was a massive help to IRM and then Accurascale as we got into this industry with information and guidance around the market. Indeed, he was of help as we got tangled up with the infamous DJ Models in our early days and even was our product photographer at one point and helped us recruit some of our team, including Paul who has designed the Hunslet, Park Royals, 800s and ICRs. Myself and @BosKonay chatted to Andy regularly, and indeed Stephen assisted RMWeb with hosting and in recent times, a switch to the same software as this forum which went down very well among membership. He was a true pillar of the modelling community, brought many thousands of modellers together, encouraged and assisted us younger manufacturers to help us thrive and someone I counted as a friend. Still cant quite believe it. Ar dheis Dé go raibh a anam

With our recent visit to China we have been able to oversee the final production stages of several of our models. We have already brought you the first hand progress reports for our Class 89 and Class 50 projects in recent weeks , along with our Buckjumpers, which we inspected in production. Now it's the turn of the Class 60! We've been a bit quiet on our "Tugs" lately, but they've been progressing well in the background. When we visited the factory a couple of weeks ago, we saw that painting was complete, printing was almost complete, and final assembly was now underway. It was very interesting to see these processes unfold over our time in the factory. For instance, checking out the paint masking tools made to spray the models. What has blown us away about our 60 has been the sheer demand for them, with the production run eclipsing our Class 50 first production run! It seems many of you were quite taken with our model of these mountain movers. The negative effect of such demand and larger production run is that it is taking longer than we planned for to get them all made. While we had hoped to have them here at the end of Q1 2025, it will now be late Q2 2025. We apologise for this slight delay, but we wanted to make sure that everyone got their tug! We will show off production samples in mid April, so keep an eye out for those, along with a sound demonstration around the same time. There is still a small amount left for pre-order, which you can do so below. Don't miss out, they're going to be very special indeed. With a price tag starting at just £169.95 each, and a lifetime warranty from the manufacturer who has produced the Diesel Locomotive of The Year in all the awards for the last three years running (as voted for by you!), it promises to be another special release from us. Pre-Order Your Class 60 Here! View the full article

Sprung buffers cost no extra to do on a model either, despite what some other penny pinching manufacturers would have you believe

Now that all our Class 31s have landed (except 31285 which is in customs, but due in our warehouse next week!) it's time to turn our attentions to the next locomotive due to arrive, our lovely Class 50s! As reported in our recent Class 89 update, we sent a delegation to China to oversee the production completion of several locomotive projects, including the Class 50. As well as company Director, Patrick and Production Manager Steve, Class 50 Project Manager Gareth was on hand to check out the final details of our hoovers first hand as they roll off the production line. When it came to analysing testing of the models, it came apparent that the wrong type of resistor had been used on the circuit boards. So, these are all getting replaced to ensure the correct functionality of the models. It was great to be there directly and work through this with the factory engineers who brought it to our attention. A simple thing that makes a big difference. Overall, we're delighted with our vacs, and they're looking splendid overall! With the rectification work on the PCBs, production is now due to be complete next week, when they will ship to our warehouse in the UK and arrive with us in late May. We're pretty much sold out of our 50s, but we do have run 2 lined up to launch pretty soon, and we will always have some spares, so make sure you register with the website to get those availability emails on the running number you want. Make sure you check out your local retailer too for availability! REGISTER YOUR INTEREST HERE! View the full article

The thing is we have said several times now it will take time to sort out and to stick with us. We are working on it still and we cant say when it will be complete. When it is complete, we will announce that it's done, and then you can contact us if you have an issue on your account. Let's work to that principle please. Cheers! Fran

Hi everyone, Thanks to all of you for your interest and orders! Response has been beyond our expectations and the order book is looking healthy already! We reckon some of these may well be sold out before delivery, so make sure you get your pre-order in soon to avoid missing out. Cheers! Fran

We're delighted to announce that James Makin is now a member of the growing Accurascale family, joining us in the capacity of Customer Experience & Online Marketing Manager. A lifelong railway modeller, James specialises in weathering and detailing rolling stock, having showcased a number of Accurascale products in our ‘Let’s Get Involved’ series, giving practical tips and hints on how you can personalise and bring your models to life. James has a strong background in customer loyalty and marketing, having built significant experience in roles within the financial services industry and a long career at International Airlines Group (IAG) working across the British Airways, Aer Lingus and Iberia loyalty programmes. His passion to continually innovate and push the boundaries to improve the overall customer experience is perfectly aligned with Accurascale’s strategy to continue to deliver industry-leading products to a fast-growing audience of model railway enthusiasts across the world. James will undertake a key role to continue cementing relationships with our Accurascale retailer network, as well as overseeing special projects, commissions and delivering a varied range of ‘How-to’ guides to help our customers get the best from our releases in the years to come. Speaking about the prospect of working with Accurascale, James said: “I’m immensely excited to be joining the team, Accurascale are at the forefront of pushing change and innovation within the hobby, and I cannot wait to help build on the excellent work that’s already led to Accurascale to be recognised as winners in so many industry awards to date.” Likewise, Accurascale/IRM Managing Director Stephen McCarron added; “We’re extremely pleased to welcome James to our family here at Accurascale. He brings a real passion for improving the customer experience at every touchpoint, and has a wealth of relationship-building experience that will allow us to really go to the next level in supporting our retail partners. With our exciting plans over the coming years, James adds a dynamic new element to our skill set. Watch out for the latest ‘Lets Get Involved’ guides from Accurascale coming soon! View the full article

In 1939, the entry into service of the first of Inchicore’s Class B1a 4-6-0 locomotives; 800 Maeḋḃ (Maedhbh), broke all of Ireland’s previous locomotive building conventions, and has led to the GSR Class 800 locomotives achieving a legendary status not far short of their illustrious namesakes. But is this down to the engineering excellence of the Class, or a legacy of potential unfulfilled? The three 4-6-0 Class 800 locomotives; 800 Maeḋḃ, 801 Maċa and 802 Táilte, were designed by the Great Southern Railway’s Chief Mechanical Engineer Edgar Bredin and his chief draughtsman, H.C Beaumont and represented a quantum leap forward in Irish locomotive design, being the first three-cylinder express locomotives built in the country. By the mid-1930s, the top link Dublin – Cork services had reached a critical loading point, where the existing fleet of 4-6-0 locomotives were stretched to their capabilities and beyond, particularly on the steep climb out of Cork. A larger, faster class of locomotive was needed. The safe bet, based on weight and loading gauge, would have been to take the existing two-cylinder Class 500, add a larger boiler and tender and bring it up to a more modern standard, but Bredin had his eyes on a different approach. A 4-6-2 Pacific design would have been possible, but the extra length would have proved too long for the turntables, and so another solution was sought, that being a three-cylinder 4-6-0 with a 21 ton axle loading; a ‘super’ 2C. Such was the difference from existing Irish 4-6-0 types, it has long been assumed that Bredin drew inspiration from British locomotive design, but this is not necessarily the case. While appearance would suggest a design based on Stanier’s LMS Royal Scot or Jubilee types, the Southern Railway mechanical designs of fellow Irishman Richard Maunsell and his assistant Harold Holcroft, especially relating to the Lord Nelson and Schools classes, may have been an influence, especially as Maunsell retained informal links with Inchicore and Holcroft was an expert on three-cylinder design. It is also possible that the work of Frenchman André Chapelon in draughting design was an inspiration, as it was for Bulleid and Gresley, especially as the fitting of double chimneys was far from common at the time. Wherever Bredin and Beaumont drew their inspiration from, it was inspired, and the B1a provided the GSR with one of the most completely handsome 4-6-0s ever built, a locomotive with the presence of a Pacific, but the powerful stance of a Stanier 4-6-0 on steroids. The large 6-wheel 8 ton, 5000 gallon tenders were sat on stylish frames, with the raves curving in gently, which sat well with the spacious cab of the locomotives. At 9’ wide, and with an extended rearwards roof section, the crews were not only protected from the elements, but also from the effects of turbulence which could cause coal and dust to intrude into the cab area. In front of the cab, a large Belpaire firebox provides balance against the parallel boiler (albeit that the boiler cladding itself is tapered), which sits on massive frames, constructed to prevent any flexing. The smokebox, neither too long or too short, sits in balance with the steam pipes and valve chests and the curve of the front frame adds a graceful introduction to the locomotives. 800 Maeḋḃ (or Maedhbh) entered traffic in April 1939, with 801 Maċa (Macha) doing so in November that year, followed lastly by 802 Táilte (Tailtiu) in June 1940 and despite the outbreak of The Emergency in September 1939, all three performed with excellence, their speed and haulage capacity being especially noted, along with their frugal fuel consumption. The demonstration run for 800 Maeḋḃ was on July 17, 1939, and the locomotive and crew achieved an 8 minute gain on the published schedule, which was a 30 minute gain on the previous haulage timing. The maximum speed achieved on this run was 92mph and later runs with 802 Táilte saw a sustained maximum speed of 95mph being achieved over a 6-8 mile stretch. Haulage capacity on the Mail trains could vary, but OS Nock recorded a run with a 450 ton train in August 1939, with 800 Maeḋḃ still achieving an 8 minute gain on the published schedule between Maryborough and Dublin. Having only experienced a few months of ‘normal’ running, slower schedules became an operating necessity during The Emergency, as fuel supplies were curtailed and this situation continued post-Emergency, as the 800s struggled to re-attain their top link status but in October 1950, Córas Iompair Éireann (CIÉ) revised the Enterprise service to operate Belfast-Dublin-Cork, with a locomotive change at Dublin’s Amiens Street station, and the 800s were again rostered to run non-stop from Dublin to Limerick Junction, a distance of over 100 miles. Unfortunately, CIÉ was an early adopter of diesel on mainline services and the introduction of the A Class relegated the 800s to secondary and freight services, an ignominious epitaph for a thoroughbred locomotive and 802 was withdrawn from service in 1955, 801 in 1957 and 800 in 1962, although fortunately 800 was preserved, and now resides at the Ulster Folk & Transport Museum at Cultra. Although built as a class of three locomotives, there is some interesting circumstantial evidence that more locomotives were planned for the class. Four boilers were built under Order 3056, and in a bigger class, operating as a fleet over large distances, this would not normally be unusual, but given the nature of the traffic undertaken by the 800s, and their diagramming, a fourth boiler as a spare seems a little extravagant, and would seemingly support the notion of a fourth locomotive being constructed, had The Emergency not taken place. Of even greater interest is the allocation of two tender numbers in the number range associated with the 800s. Tender numbers 80, 81 and 82 were allocated to 800, 801 and 802 respectively, but the GSR tender list also includes two ‘spare’ numbers of 83 and 84, which logically would suggest allocation to locomotive numbers 803 and 804, making a class of five locomotives. Rumours regarding names for additional locomotives in the class, based on lists from ‘sources’, suggest possible names of Aífe (Aoife), Derdriu (Deirdre) and Gráinne, all of which follow the theme of Irish mythological naming. Over the course of their short lives, there was a degree of variation with liveries and plate background colours, starting with 800 Maeḋḃ in fully lined photographic grey, with details picked out in white and carrying the legend G and S either side of a mounted GSR Crest. All three locomotives; 800 Maeḋḃ, 801 Maċa and 802 Táilte went on to have a fully lined GSR Mid-Green livery and blue backed nameplates, with the tenders variously showing either the legend G and S either side of a mounted GSR Crest, or just the mounted crest, or just the G and S legend! Under CIÉ in the 1950s, 800 Maeḋḃ, 801 Maċa and 802 Táilte received lined CIÉ Standard Green, however 802 Táilte first received an experimental Light Green livery with solid black edging, before getting the Standard Green. Both 801 Maċa and 802 Táilte had their nameplates backed in red for a period, before reverting to a blue background, however those on 800 Maeḋḃ remained constantly blue. The tenders received the CIÉ’s Flying Snail emblem reasonably quickly, but by withdrawal this was missing from 801’s tender. There were very few changes to the external appearance of the three locomotives, and those most obvious were in the smokebox area. As built, all three received double chimneys, however 802 Táilte carried a single chimney between 1949 and the end of 1951, while 801 Maċa carried a single chimney from 1954 until withdrawal. There was also a difference in rivet patterns on the leading edge of the smoke boxes, as well as the join angle, in the later years. Across all three, there was also a difference in grab handle positions and styles; a useful identifier in case of obscured numbering. Both 800 and 801 certainly received speedo sensors under CIÉ, but whether 802 did is unclear from reference material available. The 800s, short lived and under-utilised as they were, had a presence and style that not only gave pride to the GSR in its final years, but also to CIÉ, with the publicity departments of both companies featuring them in publications far and wide, making them instantly recognisable to the Irish public, a symbol of class on Ireland’s railway. View the full article

In 1939, the entry into service of the first of Inchicore’s Class B1a 4-6-0 locomotives; 800 Maeḋḃ (Maedhbh), broke all of Ireland’s previous locomotive building conventions, and has led to the GSR Class 800 locomotives achieving a legendary status not far short of their illustrious namesakes. But is this down to the engineering excellence of the Class, or a legacy of potential unfulfilled? The three 4-6-0 Class 800 locomotives; 800 Maeḋḃ, 801 Maċa and 802 Táilte, were designed by the Great Southern Railway’s Chief Mechanical Engineer Edgar Bredin and his chief draughtsman, H.C Beaumont and represented a quantum leap forward in Irish locomotive design, being the first three-cylinder express locomotives built in the country. By the mid-1930s, the top link Dublin – Cork services had reached a critical loading point, where the existing fleet of 4-6-0 locomotives were stretched to their capabilities and beyond, particularly on the steep climb out of Cork. A larger, faster class of locomotive was needed. The safe bet, based on weight and loading gauge, would have been to take the existing two-cylinder Class 500, add a larger boiler and tender and bring it up to a more modern standard, but Bredin had his eyes on a different approach. A 4-6-2 Pacific design would have been possible, but the extra length would have proved too long for the turntables, and so another solution was sought, that being a three-cylinder 4-6-0 with a 21 ton axle loading; a ‘super’ 2C. Such was the difference from existing Irish 4-6-0 types, it has long been assumed that Bredin drew inspiration from British locomotive design, but this is not necessarily the case. While appearance would suggest a design based on Stanier’s LMS Royal Scot or Jubilee types, the Southern Railway mechanical designs of fellow Irishman Richard Maunsell and his assistant Harold Holcroft, especially relating to the Lord Nelson and Schools classes, may have been an influence, especially as Maunsell retained informal links with Inchicore and Holcroft was an expert on three-cylinder design. It is also possible that the work of Frenchman André Chapelon in draughting design was an inspiration, as it was for Bulleid and Gresley, especially as the fitting of double chimneys was far from common at the time. Wherever Bredin and Beaumont drew their inspiration from, it was inspired, and the B1a provided the GSR with one of the most completely handsome 4-6-0s ever built, a locomotive with the presence of a Pacific, but the powerful stance of a Stanier 4-6-0 on steroids. The large 6-wheel 8 ton, 5000 gallon tenders were sat on stylish frames, with the raves curving in gently, which sat well with the spacious cab of the locomotives. At 9’ wide, and with an extended rearwards roof section, the crews were not only protected from the elements, but also from the effects of turbulence which could cause coal and dust to intrude into the cab area. In front of the cab, a large Belpaire firebox provides balance against the parallel boiler (albeit that the boiler cladding itself is tapered), which sits on massive frames, constructed to prevent any flexing. The smokebox, neither too long or too short, sits in balance with the steam pipes and valve chests and the curve of the front frame adds a graceful introduction to the locomotives. 800 Maeḋḃ (or Maedhbh) entered traffic in April 1939, with 801 Maċa (Macha) doing so in November that year, followed lastly by 802 Táilte (Tailtiu) in June 1940 and despite the outbreak of The Emergency in September 1939, all three performed with excellence, their speed and haulage capacity being especially noted, along with their frugal fuel consumption. The demonstration run for 800 Maeḋḃ was on July 17, 1939, and the locomotive and crew achieved an 8 minute gain on the published schedule, which was a 30 minute gain on the previous haulage timing. The maximum speed achieved on this run was 92mph and later runs with 802 Táilte saw a sustained maximum speed of 95mph being achieved over a 6-8 mile stretch. Haulage capacity on the Mail trains could vary, but OS Nock recorded a run with a 450 ton train in August 1939, with 800 Maeḋḃ still achieving an 8 minute gain on the published schedule between Maryborough and Dublin. Having only experienced a few months of ‘normal’ running, slower schedules became an operating necessity during The Emergency, as fuel supplies were curtailed and this situation continued post-Emergency, as the 800s struggled to re-attain their top link status but in October 1950, Córas Iompair Éireann (CIÉ) revised the Enterprise service to operate Belfast-Dublin-Cork, with a locomotive change at Dublin’s Amiens Street station, and the 800s were again rostered to run non-stop from Dublin to Limerick Junction, a distance of over 100 miles. Unfortunately, CIÉ was an early adopter of diesel on mainline services and the introduction of the A Class relegated the 800s to secondary and freight services, an ignominious epitaph for a thoroughbred locomotive and 802 was withdrawn from service in 1955, 801 in 1957 and 800 in 1962, although fortunately 800 was preserved, and now resides at the Ulster Folk & Transport Museum at Cultra. Although built as a class of three locomotives, there is some interesting circumstantial evidence that more locomotives were planned for the class. Four boilers were built under Order 3056, and in a bigger class, operating as a fleet over large distances, this would not normally be unusual, but given the nature of the traffic undertaken by the 800s, and their diagramming, a fourth boiler as a spare seems a little extravagant, and would seemingly support the notion of a fourth locomotive being constructed, had The Emergency not taken place. Of even greater interest is the allocation of two tender numbers in the number range associated with the 800s. Tender numbers 80, 81 and 82 were allocated to 800, 801 and 802 respectively, but the GSR tender list also includes two ‘spare’ numbers of 83 and 84, which logically would suggest allocation to locomotive numbers 803 and 804, making a class of five locomotives. Rumours regarding names for additional locomotives in the class, based on lists from ‘sources’, suggest possible names of Aífe (Aoife), Derdriu (Deirdre) and Gráinne, all of which follow the theme of Irish mythological naming. Over the course of their short lives, there was a degree of variation with liveries and plate background colours, starting with 800 Maeḋḃ in fully lined photographic grey, with details picked out in white and carrying the legend G and S either side of a mounted GSR Crest. All three locomotives; 800 Maeḋḃ, 801 Maċa and 802 Táilte went on to have a fully lined GSR Mid-Green livery and blue backed nameplates, with the tenders variously showing either the legend G and S either side of a mounted GSR Crest, or just the mounted crest, or just the G and S legend! Under CIÉ in the 1950s, 800 Maeḋḃ, 801 Maċa and 802 Táilte received lined CIÉ Standard Green, however 802 Táilte first received an experimental Light Green livery with solid black edging, before getting the Standard Green. Both 801 Maċa and 802 Táilte had their nameplates backed in red for a period, before reverting to a blue background, however those on 800 Maeḋḃ remained constantly blue. The tenders received the CIÉ’s Flying Snail emblem reasonably quickly, but by withdrawal this was missing from 801’s tender. There were very few changes to the external appearance of the three locomotives, and those most obvious were in the smokebox area. As built, all three received double chimneys, however 802 Táilte carried a single chimney between 1949 and the end of 1951, while 801 Maċa carried a single chimney from 1954 until withdrawal. There was also a difference in rivet patterns on the leading edge of the smoke boxes, as well as the join angle, in the later years. Across all three, there was also a difference in grab handle positions and styles; a useful identifier in case of obscured numbering. Both 800 and 801 certainly received speedo sensors under CIÉ, but whether 802 did is unclear from reference material available. The 800s, short lived and under-utilised as they were, had a presence and style that not only gave pride to the GSR in its final years, but also to CIÉ, with the publicity departments of both companies featuring them in publications far and wide, making them instantly recognisable to the Irish public, a symbol of class on Ireland’s railway. View the full article

2025 marks the 10th birthday of IRM! That's right, it's been 10 years since we first made a public appearance at the Dublin show in Blackrock with some CAD drawings of a ballast wagon and some leaflets on a school table. We've come on a bit since then! It's a major milestone for any business, and we've had some interesting challenges thrown our way over the years, but a lot of success too. That's down to you, and your support for us and what we want to do. So, with that in mind, we really wanted to mark our first decade with a truly special model. An icon of the Irish rails. We also wanted to produce the first highly detailed, ready-to-run, authentic Irish steam locomotive. There was only one place we could go to; the GSR B1A Class, or the 800s/The Queens as they are better known! Despite the high profile of the three B1a locomotives, and even with 800 Maeḋḃ, being preserved since the 1960s, we found ourselves in the position of having very few dimensioned drawings to work from, with just Rod and Pipe side elevation and front elevation official drawings being sourced. Thanks to the late Ken McElhinney, a few more drawings were shared which at least gave a starting point, but to really get to grips with the subject, it was decided to 3D scan the loco. Fortunately, we’d already decided to make a start on the Hunslet 101 project and so we found ourselves at the Ulster Folk & Transport Museum in Cultra one April morning in 2022 with two locomotives to scan; our British based scanning company partners having made the trip across the Irish Sea for the occasion. A full photographic and measurement survey was also undertaken at the same time, which gave us the necessary information to begin the CAD process. As ever, a master drawing needed to be completed from the cloud point data and from there, using as many archive photos as could be sourced, the variations across the three locomotives were also drawn up, allowing the factory to complete the process by adding in the requested 5-pole, fly-wheel motor and the gearing, prior to tooling. There were two particular areas that we particularly wanted to address in the model; the realism of the sound and the connection of the tender to the locomotive. Steam tenders in the modern era of railway modelling tend to be connected to the locomotive by a fixed coupling, with a loose wiring loom connecting to the PCB via a ‘devil’s plug’ connection. We wanted to avoid this, and so tender and locomotive will be connected by a multi-pin connector integrated into a kinetic coupling, which will allow push fit/pull apart connection and, hopefully, a better tender to locomotive close coupling distance, with the cab fall plate covering the gap prototypically. Early testing has proved positive in this respect, and the full DCC fitted deco samples should refine this further. We also wanted to improve the sound ‘experience’ for customers, so in addition to the new ‘megabass’ main speaker that has been fitted into the tender (with suitable outlets for the sound to ‘escape’), a secondary sugar cube speaker has been mounted in the smokebox, directly beneath the chimney, and this should replicate the distinctive exhaust ‘bark’ of the B1a locomotives. The sound project has been built from the ground up, using a combination of newly recorded 4-6-0 3-cylinder sounds, which our sound engineer has then married to the sound curves taken from archive recordings of 802 Táilte. This should provide for a complete authentic sound file, with great drivability. With assessment of the first EP now completed, and very few issues, the artwork files are currently being finished off and passed to the factory to produce the deco samples. The PCB schematics have been completed by ESU as well, which means that the deco samples should also be fully sound functional, an exciting development in the project. Once the decorated samples arrive with us we will continue to test ahead of production of this very limited run. Like our NIR Hunslet locomotives, this is planned to be a very exclusive production run due to the nature of there being three class members in various guises during their all too short careers. We cannot guarantee that there will be a future production run of these locomotives, so we would advise anyone who wants a museum quality 800 Class locomotive in OO gauge to get ordering ASAP from this production run. With a large amount of diecast construction, a wealth of detail, separately applied parts, a museum quality finish, a vast tooling suite to cater for detail variations and a high quality drive and sound system, we feel that we will do the first ever, authentic highly detailed Irish outline steam locomotive justice! Due to the highly limited nature and quality level of this model, it is priced at €349.00 DC/DCC Ready and €449.00 DCC sound fitted. This is in line, and in some cases cheaper, than large British outline steam locomotives of similar or poorer quality, despite them benefiting from larger production runs and sales. Delivery of our Celtic Queens is slated for Q3 2026. You can reserve your loco below with a €40 reservation fee via the link below. Pre-Order Your GSR/CIE 800s Here! MODEL SPECIFICATION: Die-cast metal locomotive chassis and footplate, with ABS plastic body. Locomotive/Tender weight of 498g. Centrally mounted, high quality 5-pole skew-wound motor, with single flywheel. Helical gear box for maximum performance and slow speed running. Gearing arranged so locomotive can achieve a scale maximum top speed of 100 mph (128.75 km/h). Scale lengths: Locomotive: 163.917mm over buffers. Tender: 104.916mm over buffers. Operation over a minimum radius of 438mm (2nd radius set-track). Blackened 00 Gauge RP25-110 standard 11.3mm bogie wheels, 25.8mm driving wheels and 14.8mm tender wheels, set in blackened brass bearings or contact strips and conforming to Accurascale standards of 14.4mm back-to-back, on 2mm axles. Fully fitted brake rigging, aligned to wheel centres for 00 Gauge. Fully detailed die-cast underframes with all cylinders, linkages and piping applied separately. Eroded metal, plastic and wire detail parts, including (but not limited to) handrails, lamp brackets, running gear, brake gear, draw gear, nameplates, cab side plates. Prism free flush cab glazing. Duel-LED flickering firebox. Locomotive/Tender connection by multi-pin custom designed male/female connector. Designed to work with the ESU LOKSOUND V5 21-PIN Decoder. Decoder and main speaker located in the tender, for easy access. Supplied as DC Sound Ready, or DCC Sound fitted (based on archive recordings). Fitted 25mm x 25mm x 7.50mm rectangular 8Ω ‘Megabass’ speaker in tender, with separate ‘Sugarcube’ speaker fitted in smokebox. View the full article

Hi folks, You can watch the launch video here later on for those of you not able to attend this evening: We will of course have it on our website and on here too! Cheers! Fran

Hi everyone, If you managed to register your details on the form, then you're on the list. If you didn't, then you aren't. We will be showing a video announcement on the Accurascale YouTube channel on Monday evening for all of you who cannot make it. Link is below! Cheers! Fran

Hi folks, Indeed, all the wagons are now back on sale and available here: https://www.accurascale.com/collections/irm-wagons Remember, your VAT etc will be looked after and there will be no hidden nasty charges for Irish or indeed any European customers, so get buying with confidence! Cheers! Fran

With our Class 31s now landing with customers and the final batch arriving in stock, attention now turns to our other current locomotive projects. It has indeed been a very busy period for us and we have four locomotives coming close to completion at the factories in China. Namely, the Class 50, Class 60, the J67/J68/J69 "Buckjumpers" and the subject of todays update; the Class 89. With so many locomotives coming to the end of their production cycle, we decided to send a delegation to China to oversee the final stages of these locos at the various different factories that are producing them, so we can bring you a real time update on where we are at with them. So, Accurascale Director Patrick Conboy, Production Manager Steve Nicholls, and Senior Project Manager (and man responsible for the Class 89!) Gareth Bayer have travelled to the Far East to make sure everything is how it should be. This factory in particular is working on several of our projects, including the HYA wagons. Upon receiving the first production samples earlier this year (more on that later!) we identified a couple of minor tweaks required to the locomotives to reach that museum quality level we required from these stand out models. We're happy to say that the factory have been busy implementing these, and they're almost complete. One key area for attention is the operation of the raising and lowering pantograph. We have refined this operation and look following on from our Class 92, and while the original design worked, it left the pan head in an non-prototypical position. Our friends at Making Tracks were able to assist us in this feedback, and although the Class 92 and Caledonian sleeper train was hitting the highest mileage of any locomotive on the layout, it was the one area they said they'd love to see improved. We've worked hard to improve the finesse of the 89 pantograph after such feedback, with features such as a metal, scale head and new hidden 'clip-down' technology for DC users, but as as result the fine tuning in the set up, notably with the wonderful ESU mechanisms, has been a slow and iterative process. However, working closely with the internal and external engineers, we have now nailed this, and the new design is currently being manufactured ahead of fitting to the otherwise finished Class 89s. See how the springing and the pan head in particular now swivels to stay in contact at all times. These are a highly intricate and complex part, that need to be highly calibrated and hand-tuned at the factory, and cannot be rushed. This now puts delivery of the 89 to our warehouse to Q2 2025. While this slight delay is regrettable, this is likely the only chance the British modelling public will ever get to obtain a top tier model of the Badger, so we are determined to make it as perfect as it can be. One variant we have yet to show was GNER livery with gold lettering, but we are delighted to present it now in its production sample state. We still have pre-ordering open for the Class 89, as do our counterparts at Rails of Sheffield, but please note that we will close them very soon as delivery edges ever closer. So, if you want one, place your pre-order today with a £30 deposit via Rails, or below, to avoid disappointment. Pre-Order Your Class 89 Here! View the full article