Warbonnet

With our second production run of our award-winning Class 66 locomotives now delivered and finding their way into traffic on layouts across the land, it's time to reveal what will consist of our next run of these staples of the current railway scene. As ever, there will be a whole host of locomotives in the main range, but we are kicking off with our Accurascale Exclusives, which consist of a fine pair of GBRf machines in eye-catching London Underground-inspired liveries, officially licensed from Transport for London! Welcome to 66718 and 66721! The Prototypes 66718 66718 arrived at Newport Docks on board the MV Jumbo Challenger on 9 April 2006 and was one of five locomotives (66718–66722) liveried in First GBRf/Metronet colours that were ordered in connection with the upgrading of the London Transport sub-surface lines. It was named “Gwyneth Dunwoody” at Euston on 26 January 2007. Gwyneth was the Labour MP for Crewe and also the Transport Minister at the time. On 5 November 2013 it emerged from Arlington Fleet Services at Eastleigh Works in what could only be described as a striking new livery. It was one of a pair unveiled that day in conjunction with the London Transport Museum. 66718 carried black bodywork covered in brightly coloured logos associated with London Transport. At this time it also gained a new name and was rechristened “Sir Peter Hendy CBE”, who was the Commissioner for Transport for London at the time. It carried this livery for the next ten years until it returned to Eastleigh for a refresh. It emerged sporting a slightly revised version of the previous livery, with differences in the application of the warning yellow on the ends, and also gained another new (ish) name on Wednesday 24 May 2023. The name was updated to “Peter, Lord Hendy of Richmond Hill, of Imber in the County of Wiltshire” to reflect Lord Hendy’s recent appointment to the House of Lords and his position as Chair of Network Rail. The new name, at 57 characters long (not including commas), must be one of the longest ever affixed to a locomotive in the UK. 66721 This locomotive also arrived at Newport Docks on board the MV Jumbo Challenger on 9 April 2006 as part of the same shipment as 66718 above, initially in First GBRf/Metronet livery. It was named “Harry Beck” on 26 January 2007 at London Euston station by GBRf Managing Director John Smith. Harry Beck was the creator of the first version of what we now recognise as the Tube Map. The locomotive carried a small rendition of his map, engraved on a brass plaque alongside the nameplate. It was selected to join 66718 in receiving a special livery and was unveiled on the same day. The livery was different on each side and on each end, with one side representing the 1933 Harry Beck original Tube map (with the corresponding No. 1 end being yellower), while the other side wore the current (2013) Tube map, with its corresponding end (No. 2) being white. While 66718 received a refresh in 2023, 66721 is still running in its original vinyl, albeit with the Europorte portion of the GBRf logo removed. The locomotive has also since gained a small Wi-Fi pod above the No. 2 cab. Our pre-production model is currently cream on both sides, but you can rest assured that this will be corrected for production! The Best Just Got Better Never ones for merely resting on our laurels, we have gone through our wonderful Class 66s again with a fine-tooth comb and brought our models bang up to date with a series of fine tweaks. It can be difficult to improve on such an excellent model, but we did find some additional improvements! These consist of a newly tooled exhaust silencer, which features an improved profile and a lip around the exhaust port. We also have new handbrake linkages, which are now moulded in the off position, and an etched middle handrail bracket on the cab fronts to replicate the locomotives that sport them in real life. With the Class 66 working on the real railway, they are always evolving, and it's important to capture new features on our models to ensure they replicate the prototypes running today. We have now added roof-mounted Wi-Fi pods on locomotives that feature them. We have also replicated the modifications Freightliner has been making to its fleet by removing the top cab door handles. There is also now the ability to produce locomotives with BMAC-replaced bug-eye lights. On top of that, we have also added a couple of new buffer-plate combinations that allow us to produce certain prototypes we couldn't previously offer. Excellent Value, As Ever! These slight tweaks and additions to the range add up to keep our 66 the leading shed in the neighbourhood. With this exciting pair previewing an epic main range to come in the near future, along with improvements to the tooling, you might be expecting a price rise… right? Well never fear, because Accurascale has got you! Our price remains the same as Run 2, priced at just £179.95 for DC/DCC Ready and £279.95 for DCC Sound Fitted. When you throw in free UK postage and packaging, and 3% cashback in the form of loyalty points, it really shows just what a bargain these beauties are! Both locomotives are available to buy globally and both available in both DC/DCC Ready and DCC Sound fitted configurations. We will have a more precise delivery date when we reveal the main range in the coming weeks, but we expect these will arrive in stock in Mid 2027. Pre-order your exclusive below, available direct only via our website. As ever with Accurascale Exclusives, special presentation packaging will finish off this very exclusive pair beautifully. Pre-Order Your Exclusive Class 66 Here! View the full article

Hi folks, Indeed, the palvans, the last on our Bulleid triangulated chassis programme, has now arrived in stock! Pre-orders are being dispatched and the rest of the stock is now on sale here: https://www.accurascale.ie/collections/bullied-wagons Next to arrive is a neck and neck race between our Hunslets and Park Royals. More info on the latter in the next week or so! Cheers! Fran

We’ve been going wagon-crazy at Accurascale as we kick off 2026 with a full programme of rolling stock announcements. For our latest release, we’ve gone back into the archives and revisited the second wagon we ever produced under the Accurascale name. It’s time to bring back the Cemflo! History A total of 285 bulk cement wagons were built for Associated Portland Cement Manufacturers (APCM) between 1961 and 1965, carrying the familiar Blue Circle Cement branding when new. The first batch was constructed by the Gloucester Railway Carriage & Wagon Company to diagram 6/433 (TOPS code PC 001A), followed by a later batch built by Metropolitan-Cammell to diagram 6/430 (TOPS code PC 003A). It is this later design that our model represents. The wagons are perhaps best remembered for their work on cement trains running from Cliffe, near Gravesend in Kent, to Uddingston on the outskirts of Glasgow. These services were unusual in being hauled by BRCW Type 3 locomotives, later known as Class 33s, from BR’s Southern Region. Often working in pairs, they hauled the trains as far as York. Because the route required several reversals around London, the trains were also distinctive for carrying a brake van at each end of rakes that could exceed 30 wagons. Cemflos were also used to move cement from Holborough Cement Works in Kent’s Medway Valley to Widnes in Lancashire. By 1969, the fleet had migrated north to handle traffic from Eastgate in County Durham, Hope in the Peak District and Oxwellmains near Dunbar in Scotland. From Eastgate, wagons worked to Grangemouth and the APCM terminal at Sunderland South Dock. Those allocated to Hope served Dewsbury and Widnes, where they often ran in mixed formations with Presflo wagons. From Oxwellmains, Cemflos carried cement to Aberdeen, Dundee, Grangemouth and Uddingston. Over the years, a wide range of motive power could be seen on Cemflo workings. These included Classes 25, 26, 27, 31, 33, 37, 40, 45 and 47, as well as steam locomotives such as 9Fs and even A4s. The final Cemflo wagons were withdrawn in mid-1988. Today, just one example survives, a Metropolitan-Cammell-built wagon preserved by the Darlington Railway Preservation Society. The Model Our new Cemflo captures the distinctive appearance of the later Metropolitan-Cammell-built wagons and is packed with fine detail throughout. Each model features a wide range of factory-fitted parts, including brake pipes and lamp irons, along with etched solebar detailing and fully fitted pipework. Sprung buffers are fitted as standard, while the underframe is fully detailed with brake rigging and hangers. Our release will focus on branded Blue Circle variants, showing these wagons at their most iconic best. To ensure smooth and reliable running, the wagon is fitted with blackened metal 12.6mm three-hole disc wheels on metal axles, using the RP25.110 profile, and NEM coupler pockets with narrow tension-lock couplers. This production run of cemflos will be small in quantity and priced at just £69.98 per pack, with 10% off when you order two-four packs and 15% off when you order five or more packs. Delivery is slated for Q1 2027. Pre-order your Cemflos, available direct only from Accurascale, via the link below! Pre-order Your Cemflos Here! View the full article

Hot on the heels of our RHTT announcement, we can confirm that we've another variant of these popular wagons ready to swim upstream! Welcome to the single wagon FEA family, focusing on intermodal and departmental operations. History The now-ubiquitous FEA wagon design first appeared in early 2003 with the introduction of the FEA-B 60ft container flat “twins” for Freightliner’s Intermodal division. However, it would be around 18 months before the single-unit variants—primarily intended for infrastructure use—began to enter service. Like their twin-unit counterparts, all were fitted with Y33 bogies and constructed by Greenbrier Europe at Świdnica in Poland. Early Operators The first customers were Balfour Beatty and GB Railfreight. Balfour Beatty took delivery of six grey FEA-D wagons (640571–6) for use in its two new Harsco New Track Construction (NTC) trains. Meanwhile, GB Railfreight acquired 63 “steel blue” FEA-S wagons (640631–93). These were designed to carry 20ft Salmon track panel modules and Tench general materials modules, although many have since seen use in standard maritime container traffic and even in gypsum flows, depending on operational demand. These were quickly followed by a batch of 66 FEA-E wagons (641001–641066) for Freightliner Heavy Haul from December 2004. Built to support infrastructure contracts with Network Rail, these wagons employed a longer 30ft Salmon module than the GBRf versions. Painted in the same British Racing Green as the twin-unit FEAs, they have also found work in regular container traffic and on various domestic waste “binliner” services. The Yellow Era Some of the most visually striking FEAs arrived in 2006 when GB Railfreight introduced 18 bright yellow FEA-S wagons (640905–22) for the Metronet London Underground renewals contract, following four earlier examples in blue (640901–4). These wagons were equipped with a mix of Salmon and Tench modules. A further 22 yellow FEA-S wagons were built for Tube Lines subsidiary Transplant (640931–43). These were converted at Jarvis Fastline’s Leeman Road facility in York into Rail and Sleeper Delivery Trains (RSDTs) using the company’s distinctive “Slinger” equipment. Technical Similarities and Later Changes Despite the variations in TOPS code lettering, almost all single-unit FEAs left the factory in essentially the same configuration, with the exception of the Rail Head Treatment Train (RHTT) version built specifically for Network Rail. At some stage, the GB Railfreight-owned wagons had eight of their sixteen fold-down spigots replaced with fixed ones. While this modification does not affect 20ft containers, it prevents the use of 30ft units and restricts 40ft containers to being loaded at only one end of the wagon. As newer infrastructure-specific flat wagons were delivered to Network Rail and the Metronet partnership was dissolved, the Freightliner and GBRf FEAs migrated almost entirely into container service. The Transplant “Slinger” formation was also disbanded following Tube Lines’ absorption into Transport for London control, with the wagons placed into storage, stripped of their specialist equipment, and eventually offered for sale. The Models Although well regarded when first released in 2018, the Hattons tooling has since been upgraded to better align with similar wagons elsewhere in the range. Improvements to the flat wagons include the removal of unnecessary pipe runs, the addition of missing handrails and footsteps on the GBRf versions, and a revised deck profile to accommodate fixed container spigots. The 20ft Salmon modules now feature new textured floors and lashing rings, while previously missing extension pieces—positioned between the headstocks and the ends of the modules—have been newly tooled. Additional refinements have also been made to improve overall fit, finish, and robustness. Our first production run will focus on the 85 GB Railfreight wagons. These will be released in three twin-packs covering the distinctive yellow and blue Metronet-branded Salmon variants, alongside two never-before-produced versions: GBRf blue with Salmon modules, and de-branded GBRf yellow wagons in container service. These packs are priced at £79.99 each with our usual bundle discounts of 10% off when you order two-four packs, and 15% off when you order five or more! These prices are also lower per wagon than the original Hattons release when accounting for inflation, and we throw free UK postage and packaging too! Once again we offer realistic models at realistic prices. Pre-order yours below, available only direct via our website, with no money down or flexible payment terms ahead of a Q2 2027 delivery date. Pre-Order Your FEA Intermodal Flats Here! View the full article

It's the little details.... https://www.accurascale.ie/collections/nir-101-dl-class-hunslet Cheers! Fran

Hi everyone, Everyone at IRM/Accurascale is saddened to hear of the passing of our friend, Paddy Murphy of Murphy Models. It’s fair to say that Paddy is the Godfather of Irish railway modelling, taking the chance and putting his money on the line to create the first Irish outline model trains which resembled the true prototypes. We could also say that without Paddy, there would be no IRM, as we created our first models to complement his locomotives. In our early days he even assisted us navigate the then unknown world to us that was Chinese manufacturing. We were delighted to work alongside Paddy in retailing his limited edition fundraiser 121 class locomotives for the Railway Preservation Society of Ireland - Dublin Operations and his general range thereafter. His knowledge and drive will be truly missed by all, and his warmth and stories, told in Dublin and as far afield as the UK and Germany at shows will be missed by us personally. Our thoughts are with his family. Ar Dheis De go Raibh a hAinm Dhilis

No sooner has run two of our award winning and widely loved Class 31s arrived, that demand has been loudly calling for the next run. We already previewed that the run would be led by Accurascale Exclusive 31160 "Phoenix" in its RFD guise with a twist! But what about the main range? Well, wonder no more as we reveal them below! D5503 BR Green (as delivered) Our third ‘Toffee Apple’ release represents D5503 as delivered to 30A Stratford depot in January 1958, after it quickly settled into life around East London and on the ex-Great Eastern and Midland & Great Northern Joint lines in East Anglia. It worked almost any service its home shed could throw at it. The 1,250 hp Mirrlees Type 2s were not uprated like their ‘production’ colleagues and, along with the English Electric Type 1s and Type 4s, were among the most reliable of the pilot scheme locomotives, albeit underpowered. In those early years of dieselisation, they could be found working everything from express trains out of Liverpool Street to Clacton, Norwich, Cambridge, and King’s Lynn; block freights from Essex onto the Western and Southern Regions; busy holiday services to Great Yarmouth, Hunstanton, and Lowestoft; and pick-up wagonload services on the region’s extensive pre-Beeching branch line network. In April 1959, it was one of eight members of the small fleet to transfer to 31B March, although it returned to Stratford by the following December. D5503 wears its distinctive original paint scheme, with ‘eggshell’ blue window surrounds and bodyside stripes, which was only applied to D5500–D5519. This lasted into the early 1960s before the small fleet began receiving small yellow panels and were repainted into the same ‘production’ livery as carried by our model of D5501 in the second run. Renumbered 31003 in March 1974, it lasted until the final year of the type and was withdrawn in February 1980 along with 31005. It was quickly moved to Doncaster Works, where it was cut up five months later. D5581 BR Green w/SYP Outshopped from Brush’s Falcon Works, Loughborough, exactly two years after our other third-run green machine D5503, ‘production’ headcode box-fitted D5581 wears the eternally popular British Railways green with small yellow panels livery. New to 32A Norwich Thorpe in January 1960, it moved to 32B Ipswich just over a year later, and then to 30A Stratford 12 months after that, before settling at 31B March in June 1962. With competition from English Electric Type 3s, the uprated 1,365 hp Mirrlees-powered Class 30s could still be found on express trains, but were more likely rostered on secondary passenger and freight services. Following the major rationalisation of the East Anglian railway network, it joined the exodus of motive power from the region, moving to 41A Tinsley in January 1966 via a stop at Doncaster Works to receive its EE 12SVT upgrade. Renumbered 31163 in February 1974 when allocated to Leeds Holbeck, it later became part of the second wave of Class 31s to migrate to the Western Region to replace withdrawn diesel hydraulics in 1976. After a long career, it was eventually stored at Immingham in January 1999 and sold to the Colne Valley Diesel Group for preservation. Before moving to their home railway, it was sold on to the Chinnor & Princes Risborough Railway, where it is still based and currently wears the attractive Derby RTC livery with the fictitious number 97205, inspired by the real research department Class 31 97204, scrapped in March 1997. Unfortunately, it was involved in a collision in 2022 and is still undergoing repair at Nemesis Rail, Burton-upon-Trent. 31138 BR Blue Just 20 of the production build of 243 Brush Type 2s retained the disc headcode arrangement and cab roof-mounted horn enclosure, making them externally very similar to the pilot scheme ‘Toffee Apples’, although without the distinctively shaped power handle that gave the latter their nickname. Our chosen example is BR Blue 31138, an incredible survivor, which was the last original condition ‘skinhead’ to remain in traffic. The former D5556 of October 1959 just fell short of its 30th birthday after being withdrawn from Crewe Diesel in February 1989. Even more remarkably, after having its front connecting doors sealed in the late 1970s, it retained the same basic appearance for its last 11 years in traffic, albeit with the addition of an orange cantrail stripe and departmental LMR branding in its final months. This period covered a diverse range of allocations to the Class 31 hotspots of Bescot, Cricklewood, Immingham, and Stratford. Despite losing its front doors, like most of its colleagues it retained the outer pair of indicator discs, keeping a visual connection to the steam-era train identification system. Typical duties included parcels, departmental workings, and freight, as well as a diverse range of passenger operations including DMU substitutions and the famous Table 18 services between Birmingham New Street and Norwich/East Anglia. It was finally cut up at MC Metals, Glasgow, in January 1990. 31160 Phoenix (unofficial) Railfreight Distribution ACC EXCLUSIVE By the launch of the iconic Roundel-designed Railfreight scheme in October 1987, around 30 Class 31s were allocated to the FGWC pool at Tinsley for Speedlink wagonload services. With the fleet only recently refurbished at Doncaster Works and Railfreight Distribution looking to standardise on Class 37 and 47 motive power, there was no hurry to repaint them in the new image. However, following serious fire damage to 31160, the South Yorkshire depot resurrected and outshopped the Brush machine in November 1989 with a full repaint in the new image with RfD markings, making it instantly unique. Typically for Tinsley, the makeover was wildly different from other Railfreight repaints undertaken around the same time for the Coal, Construction, and Petroleum sectors, including large TOPS numbers, distinctive black window surrounds, and the location of the body break line between the two shades of grey. This was all finished with red bufferbeams. Its one-off appearance was compounded just a few days later when the former D5578 was given the unofficial, but very appropriate, name Phoenix, painted over the squadron symbol with a representation of the mythical bird surrounded by flames. Within a year, Tinsley’s Class 31 fleet had been transferred away, and 31160 was stripped back to its basic triple grey scheme for a new life in the Crewe Diesel departmental pool. It was eventually stored unserviceable in March 1996 and scrapped at Wigan CRDC in June 1999. 31296 Amlwch Freighter / Trên Nwyddau Amlwch Railfreight (orange cantrail stripe) The first week of September 1986 saw recently refurbished 31296 plucked from anonymity for what was described at the time as a ‘double first’. Despatched to Anglesey in North Wales, the Cricklewood-allocated locomotive became the first Class 31 (and Type 1 or Type 2) to be named, as well as the first to receive dual Welsh and English nameplates, carrying Amlwch Freighter and Trên Nwyddau Amlwch on opposite sides of the body. This event commemorated the four-decade partnership between British Rail and Associated Octel, as well as 33 years of rail shipments from the Anglesey plant, at the time the world’s largest producer of liquid bromine. This was the final relaxation of BR’s restrictive rules on naming that had been steadily eroded over the previous decade. Wearing the later standard Railfreight grey livery with orange cantrail stripe, our model is provided with etched metal nameplates and a pair of the distinctive hexagonal Octel headboards worn by this Brush machine on its big day. It was reallocated to Bescot in May 1987 and then to Stratford in January 1989, seeing plenty of passenger use in the Midlands and North West during this time – and even as far south as Devon – as well as its regular freight duties. It was repainted in triple-grey with Construction branding towards the end of that year, and initially retained its nameplates. These were removed in March 1990 and transferred back to Railfreight Distribution, where they were refitted to Tinsley’s 47330. The former D5829 was withdrawn from Crewe Diesel in March 1993 but survived onto the books of EWS. It was eventually disposed of at the LNWR site in January 2004. 31447 BR Blue Recognising the calls for a mid-1980s plain blue Class 31/4 is 31447, converted from 31295 in July 1984. This had been an early exile to the Western Region in 1973 while still carrying its original (D)5828 number and BR green livery. However, unlike most of its colleagues, it returned to East Anglia after just a couple of years before being transferred to Toton in October 1984, its last allocation before receiving a Heavy General Overhaul at Doncaster Works and conversion as part of the second series of ETH-fitted machines. Notably, like 31160 and 31296, this locomotive was outshopped from refurbishment with the headlight in the ‘offset’ position (under the driver’s window), only the second Class 31 to be so configured. On release, it became a stalwart of the Immingham passenger fleet, mostly dedicated to Trans-Pennine, Settle & Carlisle, and Norwich–Birmingham services, all of which had seen an increase in loco-hauled diagrams after the withdrawal of life-expired multiple units. Following the introduction of new Class 156 ‘Super Sprinter’ units in 1988, it moved to Tinsley in August, where it became more common on freight and departmental workings. Having had its livery tweaked with the orange cantrail stripe in 1987, it gained the general grey scheme in June 1989, which was modified into ‘Dutch’ just over a year later. By this point, it had been renumbered 31547 after its ETH equipment was isolated. It was stored at Toton from July 1994 and officially retired in September 1996. It was cut up by TJ Thomson, Stockton, in November 2002. Price, Availability and Pre-Ordering Options As ever, we strive to offer the British outline modeller the very best bang for their bucks, and in the case of the Class 31 it is no different! We're maintaining the pricing from the last run of £184.95 for the DC/DCC-ready variant and £284.95 for the DCC Sound locomotive, despite inflationary pressures. All that industry leading specification, wrapped up in a museum quality finish, leads you to the best value in the market today. Industry-Leading Model Specification Our Class 31 model features an extensive, high-end specification developed from original drawings, 3D scanning multiple surveys of real locomotives and historical research. Key features include: Highly detailed bodyshell with accurate cab front variants, roof panels and radiator grille tooling Separately fitted etched and injection-moulded details throughout, including handrails, lamp irons, pipework and grilles Correct bufferbeam configurations with fully detailed pipework and multiple accessory options Finely rendered bogies with prototypically accurate brake rigging and suspension detail Heavy die-cast chassis for excellent haulage and stability Five-pole skew-wound motor with twin flywheels All-wheel electrical pickup for reliable operation Accurathrash Factory-fitted speakers in DCC Sound versions with custom-recorded sound project Working directional lighting with accurate headcode illumination and cab lighting Etched nameplates and headboards supplied where applicable Prototype-specific detailing applied per individual locomotive and era Museum-quality paint finish with crisp lining, markings and data panels This comprehensive specification ensures that our Class 31 delivers exceptional realism, performance and value, setting a new benchmark for ready-to-run British outline diesel locomotives. Delivery is slated for Q1 2027, and you can order all the main range either direct, using our no money down or flexible payment options, or via your local Accurascale stockist. Browse the full range and pre-order direct via the link below! Pre-Order Your Class 31 Here! View the full article

In an announcement that will surprise absolutely nobody, we can finally reveal the next release of former Hattons tooling which has now been warmed over and promoted to the Accurascale range. Welcome, to the much loved and oft demanded Railhead Treatment Trains! Prototype History The 2005 railhead treatment train (RHTT) season saw the introduction of a new purpose-built FEA-F wagon type that completed Network Rail’s transformation of its loco-hauled RHTT services from an ad hoc collection of second-hand vehicles into a fleet fit for the leaf-busting needs of the 21st century. The 50 module flats, with 60ft platforms, were constructed in Poland by Greenbrier Europe’s Wagony Świdnica plant and were derived from the already ubiquitous single- and two-unit FEA container wagons that were either already in use or on order for Balfour Beatty, Fastline Freight, Freightliner, GB Railfreight and Transplant. Numbered 642001–642050 and configured as ‘singles’, the FEA-Fs were fitted with through wiring for top-and-tail operation with locomotives equipped with either AAR or Blue Star/DRS 27-way multiple working. They were designed to carry various modules introduced in 2003/04 and would enable Network Rail to retire the ageing General Utility Vans and TTA water tank wagons that had been such a feature of these services since the 1990s. The first to be withdrawn were the TTAs, which were replaced in 2003 with one or two KFAs, each carrying three Protran Developments 17,100-litre water tanks, providing around 180 miles of water-jetting capability per wagon. The following season, the GUVs were retired in favour of another KFA equipped with a Woma 1,000–1,500 bar water-jetting module, supplemented on some routes by a pair of Socofer-built Sandite applicator modules. These were originally limited to 40 mph operation, but since the adoption of a new formula can now operate at 60 mph. The monopoly of traction provider English Welsh & Scottish Railway also ended in 2004, as Direct Rail Services and GB Railfreight were both contracted for certain diagrams. It was also the swansong for the EWS Class 37s, which were replaced by Class 66s and 67s the following year. The first year of the FEAs in 2005 was marked by a reversal of roles, with DRS taking the lion’s share of the circuits. These included the use of Class 20/3s in East Anglia and the North East and West, alongside its Class 37s and 66s. The new FEA-based formations comprised a water-jetting module (powering a spray head on the inner ends of one bogie) with a minimum of three water tanks. Around two-thirds of the trains were also configured with two Sandite modules positioned at the outer ends of the FEAs (with application nozzles at the outer ends of the bogies), while ‘water-only’ routes replaced these units with additional water tanks. In some years, one or two long-distance diagrams required a third FEA to carry extra water tanks, particularly from Wembley, along the North Wales coast and to Carlisle. For 2007, the water-jetting nozzle and associated pipe run were rerouted to the inner end of the opposite bogie, placing both water and Sandite applicators on the same bogie. That year also saw Colas Rail enter the scene with a new circuit in Devon and Cornwall, while the following year saw EWS (later DB Schenker/Cargo) employing its silver Management Train Class 67 and DVT on a Midland Main Line diagram. Since then, several other operators — including Europhoenix, Freightliner, Harry Needle Railroad Company, Locomotive Services and West Coast Railways — have been involved with these trains, either through direct contracts or by providing traction for hire. For the 2009 season, the water-jetting module was modified with a larger fuel tank to increase its range. In 2013, further examples of all three modules were ordered as Network Rail expanded its loco-hauled operations with 12 ex-Avon County Council KFAs. These were refurbished at York Holgate Works, which maintains and overhauls the wagons during the off-season, and were primarily intended for use on the third-rail network based at Tonbridge West Yard. For the 2025 season, the contract to operate the 29 trainsets was split between Colas and GB Railfreight, with motive power selection remaining as eclectic as ever. As well as their own and hired-in DB Cargo and Freightliner Class 66s — the latter providing trip-cock-fitted examples for use between Marylebone and Aylesbury — Colas rostered its Class 37s, 56s, 67s, 70s and Network Rail Class 97/3s, while GB Railfreight also leaned heavily on its Class 57s, 69s and 73s. The Models Our model introduces several notable enhancements and robustness upgrades over the previous Hattons release. While the decorated samples on display use the original tooling due to the lengthy sample creation process, the moulds have since been revised to allow both water pipe run configurations, as well as the original version of the water-jetting module before it gained the longer-range fuel tank. Less obvious changes include the reorientation of the module locking levers and the removal of the rectangular holes in the deck, which are only found on intermodal versions. Our first production run will cover the post-2009 period of FEA-F operations and will include four twin packs: two covering water-only circuits (642013/40 and 642018/21) and two covering Sandite/water circuits (642006/47 and 642009/32). Price, Availability and Delivery Each twin set is priced at £149.99, which is a £25 saving on RRP when inflation is taken into account, representing excellent value once again for this staple of the current scene (albeit in the Autumn and winter months only!) Delivery is slated for Q2 2027 and like previous ex Hattons releases only available direct via the Accurascale website. Pre-order yours today, with no money down, or via flexible payment terms are no extra cost on our website by clicking the link below! Pre-Order Your RHTT Set Here! View the full article

It doesn’t seem all that long ago that we announced our much-requested Class 73/9s. In fact, it wasn’t! We announced them just before Christmas, and now our factory has pulled out all the stops to send us the first four decorated samples for review. Please note that these are still early samples, which took the bumpy route to us from China, so some parts may be missing, and fit and finish might not yet meet the high standards we strive for—but, well, you’ll get the picture. They’re shaping up rather nicely, but we’ll let the images do the talking and let you draw your own conclusions… As ever, we will have some feedback ready for the factory when they resume after the Chinese New Year festivities, but so far, things are shaping up very nicely indeed. With swift progress being made, we can confirm that our 73/9s are on schedule for delivery in Q4 2026! Fancy one? With our production run of Mark 5 Caledonian Sleepers also underway for our Caledonian Sleeper–liveried locos (and who knows what else we have lined up for the GB Railfreight quartet!), we’ve got you covered when it comes to complete trains for these beauties. Available exclusively through our website, you can place your order below! Pre-order Your Class 73/9 Here! View the full article

Of the millions of wagons that ran on British Railways, almost all shared one thing: the requirement for a brake van to be coupled to the rear of the train. Indeed, you could say the same about our range. Lots and lots of wagons — but no brake vans. Until now! Presenting the ultimate BR standard 20-ton van and its main constituents, from Accurascale. (TLDR? - Check out our launch video below!) History At nationalisation, British Railways inherited a vast number of brake vans from the “Big Four” companies, along with many even older examples from the pre-grouping era, as well as its own designs. Inevitably, standardisation became the logical solution. Initially, BR continued building batches of LMS, GWR and LNER designs, but eventually settled on its own standard type based on the LNER design known as the Toad D. This featured a 16-foot body mounted on a 16-foot wheelbase chassis, measuring 24 feet over headstocks. Several changes were made to the original design, most visibly the addition of lengthened footboards and ballast weights mounted on the chassis ends. This became the first BR standard brake van diagram: the 1/500. As production continued, the design evolved further. Some LNER features were removed, such as the short lower handrails used to access the veranda, and new handrails were added along the length of the ballast weights. Most production lots were split between hand-brake-only vans and those fitted with vacuum pipes, brake control valves and gauges in the cabin. These became diagrams 1/504 and 1/506, with the majority of BR-built brake vans falling under diagram 1/506. Naturally, variations occurred between batches and construction sites. Buffers and axleboxes differed, as did rainstrips and bodyside planking. Some vans were vacuum fitted, others merely vacuum piped. The final diagram, 1/507, incorporated all previous changes. In total, 4,922 brake vans of the ex-LNER and BR standard design were produced between 1949 and 1962. Given the large numbers and long service lives of these vehicles, it is inevitable that their liveries varied widely, from standard finishes to unique one-off examples often carrying specific working instructions on the cabin sides. Early on, a general pattern emerged: hand-brake-only vans were painted grey, while those fitted with vacuum pipes or vacuum brakes were painted bauxite, in common with the rest of the wagon fleet. When bauxite-painted vans were fitted with air pipes, the ends were painted yellow and a yellow stripe was added around the duckets to highlight the change. The first major repaint programme occurred in the mid-1980s with the introduction of the Railfreight livery. Air-piped vans were repainted with grey bodysides and Rail Red tops to match the rest of the wagon fleet. Although this removed the need for yellow warning panels, some vans still received them. This livery was short-lived, as in 1989 the dark grey Railfreight scheme with sub-sector logos was introduced. A small number of vans survived into the privatisation era, carrying liveries such as Mainline blue, Loadhaul and even EWS. The nature of brake-van work led to extensive variation within each diagram. Early vans were fitted with vacuum pipes, while later examples received different buffers, couplings and axleboxes. Many were fitted with air-brake pipework so that guards could ride on fully air-braked trains. By the 1970s, and with the introduction of TOPS, almost no two vehicles were identical. Under TOPS, brake vans were given new classification codes rather than the simpler “20T” designation previously painted above the number: CAO – Hand brake only CAP – Vacuum piped CAR – Vacuum and air piped CAV – Vacuum braked As the need for brake vans declined once guards were permitted to ride in locomotives, many were transferred into the departmental fleet. These received different TOPS codes: ZTO – Hand brake only ZTP – Vacuum piped ZTR – Vacuum and air piped ZTV – Vacuum braked Departmental brake vans could be found in almost any yard across the network, serving as brake vans for ageing engineering stock and also as mess vans for maintenance crews. Those that remained in the main fleet were used on duties requiring a guard to ride separately from the locomotive. These included MGR trains, nuclear flask traffic and chemical workings. A good example was the Denby branch, where a brake van was marshalled at both the front and rear of each MGR train. The rider in the leading van opened the level-crossing gates, the train passed through, and the rider in the rear van then closed the gates. The sight of a steam-era brake van sandwiched between a modern Type 5 diesel and air-braked coal hoppers was strikingly incongruous. Not all brake vans of this design worked on the national network. Some were sold into industry, while others were built new for private users, including two for the Longmoor Military Railway and six for London Transport engineering trains. These London Transport vans were later converted into coupling adaptor wagons and survived into the 2000s, although they had fallen out of regular use during the 1990s. The Model The depth of the tooling suite for our BR 20t brake van means we can replicate many of the changes the prototype underwent and can reproduce some brake vans accurately for the first time in 4mm scale Ready-To-Run (RTR). Our tooling allows us to model the majority of brake vans from those as constructed right through to the final builds, along with many later — and in some cases unique — modifications, allowing you to buy the brake van that is perfect to complete your train or grace your siding. Weighing in at just under 50 grams, thanks to its diecast floor and plastic superstructure, our brake van has all the underbody detail you have come to expect from us. Not only does it run well, it looks the part too. We can cater for three different types of axlebox — plain (x2) or roller — and four braking systems: handbrake, fitted, vacuum piped or dual piped. There are also multiple buffer types, variations in body planking or replanking, plated ends, rainstrips and many smaller details. It’s not just the tooling that is breaking new ground with our new model. For the first time in a model brake van, we have fitted track-powered working interior lights. There is a small LED in the roof of the cabin to represent the glow of a guard’s lantern hanging from the roof, and for extra effect a glowing red LED inside the stove gives off a warming glow that can be seen through the windows. To cap it off, we have included a small stay-alive in the circuit to ensure the lights remain flicker-free while running on your layout. We have also included, with all models, a complement of non-functional but decorated tail and side lamps, which you can fit over the separately fitted lamp irons to fully detail your model to your own specification. So, how much is all this awesomeness? Well, the vans will be sold in single packs for £39.95 per model, with 10% off if you buy two, three or four, and 15% if you order five or more! Delivery is estimated at Q1 2027 and they are available direct from the Accurascale website only. Pre-order yours today via the link below! Pre-Order Your Brake Van Here! View the full article

The flow of models representing those that ran on the 5 ft 3 in gauge looks set to be pretty relentless in 2026 here at Accurascale IRM. Pallet vans are currently on the high seas, while the Rotem Intercity Railcars and 800 steam locomotives are progressing swiftly, along with our Park Royals (more news on those next week!). So, that’s CIE/IE taken care of — but what about our Northern friends? What do we have in store for them? Well, as you all know, we’re recreating a truly iconic rendition of the Enterprise with our beautiful Mk2 coach range and the charismatic Hunslets. The coaches are due later this year and are looking very fine indeed so far. However, the Hunslets have now completed production, and we can show you the production samples for the first time. We’ll let the photos do the talking… What a bunch of Hunnys! For the first time in an Accurascale or IRM locomotive, the Hunslet makes use of a ESU designed speaker. We've used this speaker due to space restrictions and this twin speaker is included in all DC/DCC ready locomotives, as well as DCC sound fitted variants. So, if you want to upgrade to sound later, you just pop the roof off, plug in your sound decoder and off you go! This, along with our working fan really kicks up the standard and quality of Hunslet to museum level and part of our drive to move standards ever higher when it comes to our wonderful hobby. "How does it sound?" you may well be asking! Well, here's a wee teaser.... Exciting, right? We had hoped to receive these samples and get our feedback to the factory before the Chinese New Year break, but they arrived with us a little later than antcipated. The good news is that the models are now finished production and we're delighted with the samples and have signed them off for shipping. Once the factory workers return to work following the Chinese New Year break in early March, they will be packed up, loaded on a ship, and arrive with us at our warehouse by mid/late April! Haven't Pre-Ordered yet? Why not? Get your pre-order in below and do not miss out on these. You really will kick yourself if you let these pass you by, especially when this is the only likely run that will happen for these! Pre-Order Your NIR Hunslet Locomotives Here! View the full article

Good evening folks! Just going to leave this here.... More news tomorrow, so keep an eye out! Cheers! Fran

Some of the light programming needs a fine tune. but that's the easy bit!

Hi everyone, LET THERE BE LIGHT, AND SOUND! Pushing model railway electronics to places they have never been to before, our forthcoming ICRs are a world leader when it comes to OO gauge railcars. With fully independent lighting for interior, exterior, destination, door locking lights and more, all off one decoder, it has pushed our friends at ESU LLC - LokSound to the absolute limit. Here is a preview of our station arrival and departure sequence as the doors open and close, with a sneaky preview of the sound, which has a speaker in every car, too! A full preview of the sound, and update on production will follow later this month! Pre-order yours here: https://www.accurascale.com/collections/railcar-class-22000-icr-1 Cheers! Fran

We wanted to provide a quick update on the latest production run of our Class 37. While we aimed to complete production before the Chinese New Year factory shutdown, the project has narrowly missed this deadline. At the end of the day, we want these to be right and of the best quality, rather than rushed and not to the standards we demand. So, we rather when the factory takes its time and the added care that goes with it! However, we are pleased to report that the first production samples have now been received and are currently being carefully assessed by our Production Team. As a result, delivery of the Class 37 range is now scheduled for late April. We would also like to apologise for some confusion caused on our status update page. This was due to user error on our part, where the delivery date for the Class 37 models was mistakenly mixed up with that of the Class 31s. We’re sorry for any misunderstanding this may have caused. The late April delivery will include: All main range Class 37 models Limited edition commission models from SRPS Limited edition models from Key ModelWorld / Hornby Magazine Accurascale Exclusive models Some running numbers remain available to pre-order via your local retailer or directly through Accurascale, while stocks last. We would like to thank all customers for their continued patience. These models are shaping up to be something special and we firmly believe they will be well worth the wait. And finally, keep an eye out very soon for a sound demonstration video of the Class 37/9 — coming shortly! Pre-Order Your Class 37 Direct Here! View the full article

Hi everyone, NIR HUNSLET SOUND PREVIEW We have a big update on our funky NIR Hunslet locomotives coming later this week! In the meantime, here's a demonstration of the DCC sound file in these pocket rockets! Warning - it's LOUD! Making use of ESU LLC - LokSound 5 decoder, and their latest speaker technology, you really experience that English Electric whistle! Pre-order yours here: https://www.accurascale.com/collections/nir-101-dl-class-hunslet Cheers! Fran

It is probably fair to say that the Genesis coach project was one model range from the Hattons stable which may not, at first glance, fit with the Accurascale ethos. However, with the tooling suite now under the ownership and investment of Accurascale, and being produced in a new, dedicated factory, the future for the Genesis range is very bright indeed and is now benefiting from a new approach: “The Accurascale Way”. So the question has to be: how will an Accurascale-produced Genesis model fit into the range, and what shape will any future investment in the tooling take? The answer lies in research. Just because model features are generic does not mean that the decoration or train compositions have to be. Our aim, will be to provide realistic rakes of rolling stock in liveries that are as correct in detail as possible in 4mm scale, and to push the boundaries of what is achievable with decoration. Feel this post is a bit "TLDR"? Then let the dulcet tones of our Project Manager Paul Isles explain it in our video below! The Challenge The process of saving a tooling suite and transferring it to a different factory for manufacture presents its own challenges, not least potential damage to the tools and compatibility with that factory’s injection equipment. The process begins with identifying all the parts, making test shots and creating new metal components to replace those that do not come with the tools. Some degree of fettling will be required to improve fit and eradicate ejection scars, while other parts may need complete replacement. The First Upgrades The first run of a transferred tooling will always, by necessity, be one of consolidation, but we have still added a few modifications from previous iterations. The lighting has been modified so that it is now a permanent feature rather than optional, with lights being track-powered (not DCC-controlled) and switchable by magnetic wand. We have also added stay-alive to the lighting PCB to improve performance over uneven or dirty track sections. A new body style has been added to the 6w stock, with the Full Brake now featuring centrally placed duckets rather than offset ones, to reflect a wider range of prototype Full Brake body styles. The First Range So, having set the scene for this range of 4w and 6w coaches under the new Accurascale Genesis branding, let us take you through the history of the various liveries and rake compositions in this new run. GREAT EASTERN RAILWAY – 4w COACHES On 6 February 1919, the Great Eastern Railway’s Locomotive Superintendent, Albert Hill, presented his report on replacing varnish as a coach finish with paint, his preferred colour being Crimson Lake. With Board approval, this was implemented by April 1919. Body sides and ends, along with solebars and headstocks, were painted Crimson Lake, with all running gear below solebar level being black. Mansell wheel centres were painted either Crimson Lake or black. Roofs were painted white or off-white, along with all roof furniture; however, the section of roof between the lower rain strip and the eaves was painted mid-grey. Body mouldings were picked out in cream or primrose lining, and a new serifed lettering style was adopted, along with smaller class numerals on door panels where possible. Being suburban stock, these carriages did not carry the GER armorial device, but First and Second Class vehicles were denoted by broad colour bands beneath the eaves: chrome yellow for First Class and French blue for Second. All trains for the GER’s new suburban timetable of the period, the “Jazz” services, were made up of 16 vehicles, and we have chosen to represent vehicles from the Enfield Sets for this release. To enable short trains to be run, the 16-car rake was split between the 10th and 11th vehicles, creating 10-car and 6-car portions. The sets were lettered at each end, with “EE” for the 10-car portion and “E” for the 6-car portion, with an additional letter A, B, C, etc. denoting the individual set. Initially, Enfield Sets were split as 12-car and 4-car portions, but this was soon abandoned in favour of the 10/6 split. The running order was: 3rd Brake, 3rd, 3rd, 3rd, 3rd, 3rd, 2nd, 2nd, 2nd, 2nd, 1st, 2nd, 2nd, 1st, 3rd, 3rd Brake. The portions were divided between the 2nd Class coaches for the 12/4 split and between the 2nd and 1st for the 10/6 split. Packs A and C form the early 4-car portion, with Pack B adding the two vehicles required for the later 6-car portion. METROPOLITAN RAILWAY – 4w COACHES To provide stock for the new extension to Aylesbury, the Metropolitan Railway ordered 32 four-wheel carriages from Cravens, which entered service in 1892. Intended to serve both Aylesbury and Chesham, the eight-car rake was split into two four-car sets, each comprising a 2nd Brake, 1st, 3rd and 3rd Brake. The two sets were divided between the 3rd Brake and 2nd Brake. All eight sets ran in the timetable until 1905, when they were sold to the Weston, Clevedon & Portishead Railway and the Nidd Valley Railway, with the remainder retained by the Metropolitan as reserve stock. The general finish was varnished teak bodies, with solebars and headstocks painted to match and running gear below solebar level painted black. On First Class vehicles, the upper section of the body above the waistline was white under varnish, resulting in a creamy finish. Mansell wheel centres were also painted to match. Roofs and roof furniture were painted white or off-white. Body mouldings were generally picked out in gold or straw yellow, apart from the First Class upper panels, which were outlined in light blue with an even thinner vermilion lining. Where possible, carriage lettering and numbering were arranged symmetrically, with class markings centred on the doors. The Metropolitan armorial device was placed either beneath the vehicle number or centrally beneath the company legend if that appeared on a waist panel. CAMBRIAN RAILWAYS – 6w COACHES Centred on Oswestry, the Cambrian Railway operated only 230 miles of standard-gauge track but covered a very wide area, encompassing central and coastal Wales and including associated narrow-gauge lines such as the Vale of Rheidol, Welshpool & Llanfair, Corris, Ffestiniog and Talyllyn Railways. Between 1883 and 1909, the standard Cambrian coach livery was bronze green on the lower panels, coach ends (apart from brake ends, which were vermilion until at least 1911 and possibly until 1915) and upper body beading. The waist and upper panels were white under varnish, giving a creamy tone. Solebars were black, with all running gear below also black. Mansell wheel centres were an unusual red-brown colour. Panel lining was gold with black edging, with ultra-thin vermilion lining introduced later. The Cambrian armorial device appeared twice on each side of the 6w stock, with company legend, class numerals and coach numbers in gold sans-serif characters, blocked in dark blue, light blue and white. LONDON NORTH EASTERN RAILWAY – 6w COACHES For the LNER, we have moved away from passenger use to represent alternative applications of inherited 6w stock after Grouping. The Scotsman newspaper was first published in Edinburgh on 25 January 1817, but railway distribution did not become widespread until stamp duty on newspapers and advertising was abolished in 1855. The proprietors of The Scotsman entered into an arrangement with the Scottish railway companies, agreeing to pay carriage fees themselves, thereby creating a railway distribution monopoly. Circulation increased rapidly, reaching around 40,000 copies per day by the early 1870s. This growth led to the introduction of dedicated early-morning newspaper express services in partnership with the North British Railway, using special vans to convey papers from Edinburgh at 04:00 to Glasgow for onward distribution. By 1899, a further service to Hawick was introduced, connecting with the 06:00 Riccarton passenger train and allowing early delivery to towns such as Hexham, Langholm, Carlisle and Newcastle. These services ran for over 70 years, with little operational change, until the mid-1940s. Bundles were loaded at Waverley into twelve dedicated vans in Scotsman livery. Packers sorted parcels en route, throwing them onto platforms at intermediate stations as the train slowed to around 10 mph. Under the LNER, the vans were repainted from NBR Coach Lake into painted teak body colour, with ends black after 1925. Solebars and wheel centres were also teak-finished, with running gear black. Panel lining followed standard LNER practice in primrose yellow. The Scotsman heraldic banner appeared on both sides, with thistle emblems at each end. For our second LNER offering, we move to the 1930s and the growth of leisure travel. In 1933, ten former Great Northern 6w coaches were converted into Camping Coaches and located at branch line sites. Three compartments became kitchen and living space, with two converted into bedrooms, accessed externally via the running board. Toilet facilities relied on station amenities. The scheme proved popular, with 129 bookings in the first season at £2 10s per coach per week, on condition that guests travelled by rail. By 1938, 118 coaches were in use across England and Scotland. In 1935, the original teak finish was replaced with green and cream Tourist Train Set livery, and “Camping” was replaced by a CC prefix to the coach number. Touring Camping Coaches were also introduced, moving between locations with their occupants aboard. LONDON MIDLAND SCOTTISH RAILWAY – 6w COACHES Our final offering covers the use of 6w vans as Mail Bag, Parcel Tender and Stowage Vans in LMS Travelling Post Office trains of the 1930s. Like locomotive tenders, these vans carried unsorted mail and parcels collected en route. Originating largely from Scottish and north-western areas, many were inherited from Midland and Highland Railway designs and retained their distinctive offset gangways. Following Grouping, the LMS replaced time-expired stock on a one-for-one basis, resulting in a wide variety of diagram types. Interiors were generally spartan, though some included cupboards, lavatories and ovens. Two Stanier designs were exceptions; one of these, Diagram 1867, lacked interior fittings and a gangway connection, and forms the basis for our model in this run. Price and Availability With the range now at decoration stage, it is our aim to commence production after Chinese New Year next month, giving a delivery date of Q4 2026. Even with our upgrades, particularly around the PCB and new tooling for the Full Brake, you can still obtain excellent value with our Genesis coaches. With twin packs offered and including our 10% and 15% bundle deals, you can acquire these models from just £33.99 per coach. Delivery is scheduled for Q4 2026. As with the majority of our ex-Hattons models, to offer maximum value we are making these direct-only models via our website. The Future In time, we will add new body, roof and interior types to the tooling suite to cover a greater range of coach builds, and we will be making the most of the scale 28’ 4w and 32’ 6w underframes over the coming months. In due course, we may even add more prototypical stock that utilises these underframe lengths. It may also influence, or be influenced by, our future steam locomotive model output. Pre-order the first run today via the link below! Pre-Order Your Genesis Coaches Here! As with all our projects, many third parties have contributed to the research, particularly for liveries. We would like to thank Keith Crombie, Allan Rodgers and the North British Railway Study Group, along with Ian MacCormac, Adrian Marks and the Great Eastern Railway Society, for their invaluable assistance in ensuring the liveries represented are as accurate to the prototype as possible. View the full article

Hi Tom, Many thanks for that. My query was merely about the A Class v Class 89. I wasn't calling the rest of your points out, as I felt they were measured and a lot of them made sense, but I will go through your points to give you a point of view from our side and put some industry experience into the mix. Re the Class 89 v A Class. I was surprised a one off electric loco outsold our most common diesel. Electrics are hard to sell in themselves, and are not as popular in the UK as diesels and steam (which is sad as I am personally a fan of electric locos!). As @NIRCLASS80 states its a one off in 3 basic liveries. But still, there wasnt much in it. The original run of MM 141s beat both, but that was a time when there was nothing else available in Irish outline RTR and we all bought them in droves, myself included. I accept my tone was downbeat, but it came from a place of honesty. But I did say "less offerings" rather than "no offerings". I think it also needs to be remembered that a new locomotive project to deliver is circa half a million euro in costs. A railcar is almost twice that. It's scary numbers we have to deal with, be brave with and be sure it's the right decision to make. We get it wrong, we could end up losing our homes, we are a business after all. Regarding the 141 second run, I have been informed of the size of the production run, and it was quite low. As I said previously, we also saw 201s in said sweet spot hang around on shelves for a few years before our wagons arrived. Another one for the context of the sweetspot; We recently produced IR and IE Mark 2 coaches. We thought they'd fly; next level detail, orange and black icons, interior lighting etc etc. They were slow. The NIR Mark 2s outsold them. There is nothing guaranteed in this business as we have found out. H Vans and Palvans for your mixed goods trains can also be seen as "sweet spot", have sold okay, but wont break too many records. Our Park Royals are pretty much sold out in many running numbers, but again, the run is a third of the size of the MM Craven first run. Again, points to a market that has changed. This is not anyone's fault, I am not calling you or anyone else out (as I said, your response was measured and you made good points), it was just offering a hint of reality of where we find the market right now. Regarding the Hunslets and the 800s, as I have hinted, one has done quite well, the other is not as well, but both are tiny runs, less than half of the A class in both cases. We knew this, they're priced accordingly, there will likely ever be one run. One makes sense as a dip into proper, quality, accurate Irish steam, and has many fans beyond our shores, the other offers the perfect locomotive to go with our NIR Mark 2s in every livery, and even some of our freight in fert wagons and bubbles as well as 42ft flats. They operated for over 20 years and were an everyday sight in Dublin for well over 10 years. A C would sell better, of course, and we will do the C, but what comes beyond that that is a "dead cert?" It's also hard to park the Hunslets and sell something else for the following reasons; The people who ordered them expect them to be delivered by a certain date, as in very soon. We have already spent significant money on tooling it, so we need to get that money back in through sales. Pausing it, and starting an AEC railcar from scratch would need a significant amount of money spent on it to tool, and we would have to spend circa 800k to deliver it before getting money back in through sales in approx 3 years time! It's not how this industry works sadly. Also, the Hunslets are finished production (more news there soon!) so it's moot, but the point stands. You cant just drop something you've spent a significant amount of money on, promised to customers and start something else which would need even more investment. We deliver a model, we sell it, collect the money, and roll it into the next model. The Hunslets make more sense over an 80 class as they're cheaper to make, cheaper for customers to buy, compliment our range of models (and we like to do a range that has joined up thinking) and people buy more locos than units. It is the buying pattern we see in the UK, and here with the ICR. Someone may buy 5 A Classes or 141s, but only 1 or 2 units, as an example. I hope the above responses are taken as clarification on my comments and also just giving the viewpoint as a manufacturer. As I said, your input and suggestions have been well thought out and welcome, and in some cases make sense, and in others, don't quite work out. We do appreciate the support you have given us down the years through buying our models, and that is the most fundamental thing. Hi Noel, The A Classes were sold through Irelands biggest model retailer, along with other traders like the late Chris Dyer and Dave Bracken. We were happy with the sales performance of the A and would certainly take their sales now. The Class 89 was even split between us and rails, and as per the comments above, is a niche electric class of one, compared to a 40 year career of Irelands largest Diesel class with many more liveries. A Class 37 or 50 outselling the A? Every day of the week I would expect it. The 89? I was blown away tbh and did not expect it. Show's we should've charged more for the Metrovicks in hindsight. Cheers! Fran

Our new production run of our beautiful Class 31s is just a few weeks away from landing in our warehouse! However, we already have the next production run lined up to follow it, due to the incredible demand for our Brush Type 2s. The main production range will be revealed in the coming weeks, but we thought we would unveil our “Accurascale Exclusive” model from this run first — a true triple grey era celebrity! Welcome to 31160 “Phoenix”! 31160 History By the launch of the iconic Roundel-designed Railfreight scheme in October 1987, around 30 Class 31s were allocated to the FGWC pool at Tinsley for Speedlink wagonload services. However, with the fleet only recently refurbished at Doncaster Works and Railfreight Distribution looking to standardise on Class 37 and 47 motive power, there was no hurry to repaint them in the new image. Following serious fire damage to 31160, the South Yorkshire depot resurrected and outshopped the Brush machine in November 1989 with a full repaint into the new scheme, complete with RfD markings, making it instantly unique. Typically for Tinsley, the makeover was wildly different from any of the other Railfreight repaints undertaken around the same time for the Coal, Construction, and Petroleum sectors. This included large TOPS numbers, a distinctive style of black window surrounds, and the positioning of the body break line between the two shades of grey. This was all finished off with red bufferbeams. Its one-off appearance was compounded just a few days later when the former D5578 was given the unofficial — but very appropriate — name Phoenix, painted over the squadron symbol with a representation of the mythical bird surrounded by flames. Sadly, within a year Tinsley’s Class 31 fleet had been transferred away, and 31160 was stripped back to its basic triple grey scheme for a new life in the Crewe Diesel departmental pool. It was eventually stored unserviceable in March 1996 and was scrapped at Wigan CRDC in June 1999. The Model Despite its short lifespan in typical Tinsley condition, the livery on this locomotive became iconic and a firm favourite among enthusiasts of the day. We felt it must be celebrated, and as a result have brought this legend back in model form. As per our well-established, industry-leading standards for fidelity, specification, and value, our Class 31 features our full suite of lighting arrangements, a wealth of detail, excellent sound specification for sound-fitted models, and accurate detailing specific to the prototype being modelled. It also includes a working rotating fan, flange squeal hall sensors for automatic digital sound functionality on curves, ESU Loksound DCC decoders in sound fitted models, a wealth of separately applied parts, and an accurate rendition of this legendary BR livery using the correct colour codes from the BR Corporate Style Handbook. All of this is complemented by special presentation packaging and a certificate as part of any “Accurascale Exclusive” release. Pricing starts from £184.95 for the DC/DCC-ready variant and £284.95 for the DCC Sound locomotive, matching our current pricing structure. Delivery is slated for Q1 2027, with production commencing in late Spring. Pre-order yours direct by clicking the link below for no money down, or use our flexible payment options to pay in instalments at no extra cost between now and delivery. Pre-Order Your Accurascale Exclusive Class 31160 Here! View the full article

Hi @Ironroad, Just wondering why you think it's not an "apples to apples" comparison? On the wider topic.... There is an inconvenient truth in all this; there is another manufacturer of Irish outline, one who does not comment publicly (and I can appreciate and understand why), and his most recent release (granted a rerun) is still very freely available. I talked to one trader and he told me that "I still have heaps of them, they're not moving". These locos are of course right in the "sweet spot" of what many would consider to be the prime market for Irish outline, Ready-to-run models. They have sold at a premium for years on EBay and the likes. You cannot have a layout from 1962 to 2009 anywhere in the country without them. The same company had other, larger locos, sitting on shelves for years. I remember one day, said man nearly kissed me when he paid us a visit in our first premises in Crumlin, thanking us for producing all the wagons which sold out his locos in the shops. Again, the big ticket diesel locos we all love and know, and now want more of. Maybe the last rerun has given pause for thought about these reruns and their viability as the market has slowed for him too? So, with that evidence, I have to say I refute the "you made the wrong thing" charge. I do think it's a market issue in itself. However, I don't apportion blame on anyone, and indeed thank every single one of you who has supported us in the past, does so now, and will do in the future. It's just how the market is right now. That's life. IRM has been since day one, an open and "chatty" manufacturer, born out of the spirit of this forum, and therefore, a feeling of "we're all in this together". I was merely mentioning aloud how the current market feels, and what peoples thoughts are on it. There has been some really good, interesting feedback and thought, and I must say I credit many of the contributions on here having a firm knowledge of the industry, even though you are not working in it every day. It's impressive. We really didnt want the model pile up of 3-4 big ticket items coming in one year, but we are where we are, and sometimes things just go that way. It certainly was not some sort of "emotional blackmail" to buy stuff you don't want, as was mentioned in some quarters. To be honest I found such reactions really disappointing, and surprising. Perhaps we should not be as open and as chatty as before about the industry and "this side of the fence" going forwards for not wanting to cause offence in the future, and inadvertently place unrealistic expectations on any of our fans or customers. I guess I myself have learnt a lesson there. Anyway, thank you to everyone, we always appreciate the support, and look forward to bringing you seriously impressive models you will love in the future, both near and longer term. Cheers! Fran

You’re right, @Sea Breezer. Please accept my apologies, it’s been a long and busy week and I meant no offence. My point was referring to @BosKonay saying that they do need to stand on their feet a bit more, and while the price of €130 is nearer what they should be price wise, they are still subsidised in the grand ball that is IRM and Accurascale. It just shows what a bargain the rest of the Bulleid range truly was. I also appreciate the support that you and our customer base as a whole offer IRM with your wallets. We feel obligated to make the very best models we can to give you best value for your hard earned, and truly enjoy your down time and escapism in this wonderful hobby. Long may it all continue! All the best, Fran

it appears the point is just getting missed now and what essentially is a strawman argument has come up, despite @BosKonayoffering context. Thanks to everyone for their feedback and thoughts. Cheers! Fran

in fairness you are also comparing two different products, which on the face of it, both have the name "Bulleid", but one was a relatively simple open wagon, and the other is a van with many more parts and complexity of assembly. They may sound the same, but they are not the same. If we did a new run of opens, and put the price up to 130 euro, you would then have a case. Either way, we have basically under-priced most our output to the Irish market, made possible by the subsidy coming from our UK operations. The coaches above are cheaper, when they should be more expensive, same for the wagons and A Class. When the 141 came out they were 125 euro in marks, while a Brit Bachmann UK diesel was 85 euro. Our A Class was the same price as our Class 37. In both cases both models were made in the same factory by the same people, but we did not charge a premium/tax for the Irish variant. Good business sense would've been to do so. Bemoaning Irish model prices now (notwithstanding pressures of cost of living, which are completely justified and understandable as Graham did and made a great point about last night) is a bit silly, TBH. They're unbelievably niche, always made to minimum order quantities as that's that's stretching to the size of the market. Compare the price and standard to Continental HO of similar standard, and you can see how they're under-priced. The solution? Everyone try get someone interested in Irish outline! Cheers! Fran

Hi @Mol_PMB, Where did I say we would stop? Or where did I say we would "turn our backs" on the market? We are IRM, we're not going to turn our backs on it. I said that it's quite likely that the output of Irish models will drastically reduce if we see the current sales trend across the hobby continue for Irish outline models. It's not only us who have seen this as I said in my previous post. We have always been open and honest about the market, and talked about it among our customers here since our inception. Indeed, we feel it's what has made us different, and put us apart from everyone else. We have always been supported by the community, and we will forever be grateful. I think our openness has been appreciated, and it's not a "threat" to customers. It's just honesty of where the market is right now. However, it's a business, we have mortgages to pay, mouths to feed. A locomotive project alone is over half a million pounds of investment. We have to consider moves carefully. If we can't sell Irish shaped ones anymore to break even (which is about what the IRM projects do) then we cant put our business, and our employees at risk. Future IRM projects will happen, just it's very possible they will be a lot less frequent than they are currently. As for reruns of Irish stuff, on popular things like A Classes, container flats etc, it's somewhat likely, but I can't ever see a rerun of Hunslets, 800s, etc. It's why they're all available now, so miss them, you miss out. If they don't sell, we can't fund the next IRM project. One has done rather well, the other could do with some help, but we're hopeful both will wash their face. I hope this provides some clarity. I must say some of the responses have been very well thought out and show really good understanding of the industry and hobby. We really appreciate that. Cheers! Fran

Cheers George, and you bring up an interesting point to be honest that must be shared with the wider community. It's a tough one to face, but with the amount of Irish goodies that have come out, particularly in the last 5 years, what is an absolutely tiny market is likely full to the brim now with models. We can see a big slow down in purchases, which despite the economy being in somewhat decent order, is understandable. The sad reality is that there is likely to be less and less offerings in Irish outline as a result if the trend is a continuous one. We have a lot to deliver this year, have paid out a huge amount of money to tool it over a British outline model (okay, Mark 2s are part of a wider accurascale range, but the other goodies we have coming are uniquely Irish) which would make us a much larger return on investment and be a much smaller risk. So, if it sells, great. But if everyone is full up, then our output will likely severely restrict going forwards. It's a harsh reality, and we hope there are still enough customers out there to enjoy these, but if there isn't we will need to cut cloth accordingly. Talking to some traders recently has also yielded similar feedback. As we say, if it's what you want, grab it. With the NIR stuff, if you want to see an 80 Class in the future, the decision to tool one is entirely dependent on the sales of the Hunslets and these coaches. We even have the sound recorded for it, but the tooling bill is huge! We'll do it if people can vote with their wallets on these first. Cheers! Fran