Warbonnet

Hi everyone, Thanks for all the pre-orders which continue to flow in, very positive. These were probably part of the last truly interesting era of coaching stock on the network, and we would dearly like to add to that range in time should these be a successful model sales wise. So, support it and you never know; more coaches from this era and we will seriously look at doing a top of the line heat van too. Which steam heat van would you like to see though? Cheers! Fran

Hi everyone, Thanks for everyone who has placed a pre-order so far, these have been unbelievably popular! We’ve had these under way in one form or another for a long time, but of course circumstances and covid put pay to best plans and that. Thank you to everyone who came by our stand at the excellent Wexford Model Railway show over the weekend to check out the first 3D print of the CAD. Eamonn very kindly let me pose it on the wonderful “Bog Road” too, check it out! Roll on the tooling sample! Cheers! Fran

Commodious. Comfortable. Quirky and quintessentially Irish, the Park Royal coaches represent the maximum use of our generous loading gauge and an iconic piece of Irish coaching stock. It was about time it was represented faithfully in OO/4mm. A project that has been in-hand for a while now, we're delighted to bring you the news of the IRM CIE Park Royal coaches, representing these icons from the 1950s which served CIE and later Irish Rail well into the 1990s. Check out our extensive history of these unique coaches over a tipple below... HISTORY On July 1, 1948 the Irish Government asked Sir James Milne, last General Manager of the United Kingdom’s Great Western Railway, to investigate the state of internal transport in Ireland and his report, published later that year, suggested that diesel traction alone would not be the answer to Córas Iompair Éireann’s problems. Deemed inadequate to meet the needs of the population, Milne’s report highlighted that the average age of CIÉ’s coaching stock was 47 years old, with 155 vehicles being over 60 years old and that a large proportion of the vehicles had not had a general repair for over 10 years, with some not being overhauled since 1929. Milne noted that, as at January 1, 1948, coaching stock (exclusive of the Drumm Battery trains), amounted to 1325 vehicles and of these, 1251 were broad gauge, with 369 bogie passenger carriages and 394 non-bogie passenger carriages, while other coaching vehicles amounted to 29 bogie vehicles and 459 non-bogie vehicles. Six-wheel stock was prevalent and of the 763 passenger vehicles, 155 still had no heating, and two even had no form of artificial lighting. There were only 34 coaches of what could be considered as modern design and all these vehicles were at least 11 years old. Something needed to change. On January 1, 1950, Córas Iompair Éireann was nationalised and within a couple of years the board of CIÉ had approved a capital expenditure programme of almost £1 million on new coaching stock under the direction of Oliver Bulleid. In September 1949 Bulleid had retired from his role as Chief Mechanical Engineer of British Railways Southern Region and was well placed to assist with the CIÉ’s move towards modernisation, having been one of three further technical assessors to Sir James Milne during his reporting phase. Bullied became a consulting mechanical engineer to CIÉ at the invitation of T. C. Courtney, the new chairman of CIE, and succeeded to the post of Chief Mechanical Engineer in February 1950, becoming the architect of the major construction programme that saw almost 500 new coaching stock vehicles entering service over the following 14 year period. The bulk of these new vehicles were constructed of a steel-clad, wooden framed body, mounted on a steel underframe, but there were notable exceptions to this method of construction; the first of these being two sets of coaches that were supplied by Park Royal during 1955 and 1956, in which the timber framing of the body was replaced by a metal frame, and was mounted on an all-welded triangulated 61’ 6” underframe, running on Commonwealth bogies. These underframes were made in the United Kingdom, by the Wolverhampton firm of John Thompson Pressings Ltd. Supplied in component form, the use of prefabricated components supplied by Park Royal allowed for volume construction using a semi-skilled workforce and a single bodyshell type was used for both suburban and main line use, to diagrams 176 and 177 respectively, but with different interior layouts. The body was built integral with the frame and bus pillars (unsurprisingly, given Park Royals coach building credentials) gave support, with the roof being carried on closely spaced hoopsticks, three to a bay. The bodyside was only as thick as it needed to be to carry the window frames and was sealed inside, before plywood lining panels were fitted direct to the frames. Lateral support came from two channel sectioned, externally fitted waist rails on each side, giving the Park Royals their distinctive external appearance. The coaches made full use of the Irish loading gauge, being 61’ 6” inches long and 10’ 2” wide, this width reducing by 8” at each end, necessary to maintain gauging on curves. Due to their aluminium and steel construction, they only weighed 26 tons tare for the D176 suburban and 27¼ tons tare for the D177 main line type. Initially, two seating layouts were offered; the D176 suburban seating 82 passengers in a 2+3 arrangement, with 6 seats in each vestibule area, and the D177 main line seating 70 passengers in a similar 2+3 arrangement, but with toilet facilities at each vestibule end. Initially both diagrams were supplied with inward opening ‘bus’ type doors, however these proved unpopular and confusing to the passengers and so the coaches were fitted with conventional outside opening doors as they next passed through Inchicore, the door window position being lowered in the process. This work was carried out by 1958 and there were no more changes to the coaches until the Train Lighting conversions during 1972, the Park Royal’s lighting initially being generated on-board via dynamo and battery. There were, eventually, several variants in service, with two main conversions giving rise to ‘Snack Cars’, and then Brake Standards. Six main line vehicles were converted to ‘Snack Cars’ in 1968, with one vestibule end incorporating a small counter and serving area and the seating reduced to 56, before being either reconverted to main line standards or Brake Standards in 1984. In all, eight vehicles were converted to Brake Standards at this time, being drawn from Snack Car, suburban and Ambulance vehicles; the latter conversions being the creation of two Ambulance vehicles from existing suburban coaches, to convey invalided pilgrims to Knock Shrine in County Mayo. Two suburban vehicles also found use on the Waterford & Tramore Railway, one having bus seating installed to act as a 93 seat trailer, the other (No. 1408), being converted for use as a Driving Vehicle Trailer on the branch until 1960. During the 1980s, appearances began to change, and the distinction between suburban and main line versions became blurred in some instances. Many of the coaches lost the circular window at the vestibule ends, with the remaining windows sometimes being reduced in size. On other vehicles, the water pipes on toilet equipped coaches were sometimes arranged in different configurations as pipes were renewed, and passenger communication gear was adapted, or removed entirely from the vehicle ends. The Park Royal coaches continued in service until the early-1990s, before being barred from certain routes due to their construction, with the last few Park Royal carriages being withdrawn following the delivery of the first Japanese 2600 Class DMUs in 1994. During their period in traffic, Bulleid’s coaches carried a full gamut of liveries; the 40 D176 suburbans carrying the lighter standard overall mid-green livery, with the thinner eau-de-nil stripe carried below the windows, on the waist channelling. Vehicle ends were observed as being the same colour but were prone to extreme discolouration by weathering, and so it is difficult to ascertain whether, in the later years of mid-green application, the body ends were green, repainted black, or just merely filthy. The ten D177 mainline vehicles initially appeared in unpainted Aluminium, with red class designations and running numbers between 1955 and 1958, before this impractical arrangement was covered with the application of mid-green, with lined Eau-de-Nil class designations. In 1962 the mid-green scheme was replaced with black upper panels, roof and body ends, and deep orange (or golden brown/tan) lower panels with a 6” white band between the windows and the roof. In 1987, under Iarnród Éireann, the 6” band was dropped and replaced with two 3” white bands, either side of the black panel, although it was possible that some Park Royals carried a single white band, reduced to 3”. The Model This first run of Park Royal coaches concentrates on the D.176 suburban variants throughout their service life, but also includes a couple of ex-D.177 Snack Car vehicles. We will, in time, also add the D.177 mainline versions to the range, along with BSO conversions and the two Knock Ambulance cars; AM14 and AM15. With an unrivalled specification list such as a wealth of separately applied parts, both plastic and etched metal, with also fully detailed Irish commonwealth bogies for the first time in ready-to-run format, detail variations, wire handrails, bespoke detailed interiors depending on coach type, full interior lighting with stay alive powerpack for flicker free lighting and a die cast underframe to ensure smooth running, they offer unbeatable value at just €69.99 per coach, with our usual 10% off when you buy two coaches or more! We are delighted to time the announcement of these beautiful coaches with the Wexford Model Railway Show this weekend, where we will have a 3D print of the final CAD on view. In the meantime, you can place your pre-order with no money down now via our website for a delivery date of Q2 2024. Expect to see a fully finished sample over the summer too! Pre-order here below: PRE-ORDER YOUR PARK ROYAL COACHES HERE (Despite their widespread service, and longevity of service, good clear photographs of individual Park Royal coaches are rare, and so Irish Railway Models are grateful for the photographic contributions from the Irish Rail Record Society, Jonathan Allen, Colin ‘Ernie’ Brack, Neil Smith and Noel Dodd. Thanks must also go to John Beaumont for his valuable knowledge on livery issues, as well as Peter Rigney, but the final mention must go to Robert Gardiner and the volunteers at the Downpatrick and County Down Railway, who accommodated us on several survey visits.) Key Statistics Highly-detailed 00 gauge model, 1:76.2 scale on 16.5mm track Scale length of 246mm over body, width of 40.67mm across body Operation over a minimum radius of 438mm (2nd radius set-track) Die-cast metal chassis with plastic body. Accurate CIÉ Commonwealth bogies, with separate detailing where appropriate, that allows for the option of re-gauging to Irish Broad Gauge (21mm). Brake blocks aligned with wheels, allowing for the option of moving outwards for Irish Broad Gauge. 12mm wheels are blackened RP25-110 profile for 00 gauge, set on 2mm axles, 28mm over pin-points and with 14.4mm back-to-back measurement. NEM standard coupling sockets, with mini-tension lock couplers with a kinematic close-coupling system. Scale width wire handrails, water pipes, passenger communication gear. Headstock pipes and cabling included in accessory polybag for customer fitting, along with Kosan Gas Tank for the Snack Car. Fully detailed die-cast underframe with vacuum cylinders, battery boxes, dynamo and piping applied separately. Accurate interior layouts, with detailed seating and decorated where appropriate. Full guard’s compartment and kitchen/snack bar area detailing where appropriate, including use of etched metal detailing. Prism free flush glazing. Interior coach lighting with stay-alive capacitor, pick up from both bogies and a reed switch to control on/off via magnetic wand. Separate roof vent types, set in correct locations. View the full article

Hi everyone, Just to point out, there is a wee typo on the box of the Galway Hotel Shuttle bus. On the box it says "Cork Shuttle". This is incorrect, the bus inside is in Galway condition. Apologies for this, and totally my fault. Cheers! Fran

Hi everyone, The bank holiday weekend is here, and to celebrate we have some excellent IRM news coming your way. First up is a weekend only sale, with our lovely magnesite wagons now just €99.99 per triple pack, reduced from €124.99! These are at this amazing sale price both online and at the Wexford show from now until midnight on Monday. Oh, and 10% when you buy two packs or more still applies, as does free postage and packaging around Ireland! Order here: https://irishrailwaymodels.com/collections/magnesite-wagons Cheers! Fran

Hi everyone, Wow, we've sold 50% of the entire run in just over 24 hours! Thank you to everyone who has ordered so far. Dispatch began today and will continue tomorrow. Ordered yours yet? https://irishrailwaymodels.com/collections/exclusive-irm-buses/availability_in-stock Cheers! Fran

Accurascale today announce that they are to sponsor Pete Waterman and the Railnuts teams Making Tracks III ‘OO’ gauge layout bound for Chester Cathedral this summer. Pete Waterman and the Railnuts team are creating a third layout in the Making Tracks series, promising to be bigger and better than ever before, basing the layout on Milton Keynes station on the WCML. The all-new 64ft long layout will feature 18ft long platforms and Bi-directional running lines just like the real thing. Making Tracks started as a celebration of Thomas Brassey – a civil engineer responsible for building much of the world’s railways in the 19th century who has a dedicated chapel within Chester Cathedral. It aimed to raise funds for the upkeep of this beautiful cathedral and has successfully done so over the past two years. Making Tracks was also aimed at bringing new people into the hobby and with around 50,000 visitors to the exhibition each year to date its proving to do just that. This year the team are going big and building a replica of Milton Keynes station, such an ambitious project needs as much support as possible from the industry its designed help, so Accurascale have jumped at the chance to support such an ambitious and captivating project. Pete Waterman said “It’s very important with rising costs to have trade support, it shows us that the trade care about what we’re trying to achieve. Accurascale might be a new name in the model railway world, but they have achieved so much success in the past few years, so we are delighted to have them on board to help with Making Tracks 3.” Stephen McCarron, Managing Director of Accurascale, is equally delighted about getting involved with Making Tracks 3 “It’s an honour and a privilege to help raise money for such a worthy cause, bring an ambitious project to thousands of people who can be inspired by the efforts of the Making Tracks team, and it is particularly exciting to see our own models at work on this astounding layout. Once we were able to get involved, we jumped at the chance and we cant wait to see it in its completed state this summer.” The layout will be on display at Chester Cathedral from July 26th until September 2nd later in the year, all are welcome and you may even get to have a go! Look up for updates on the Railnuts, Accurascale and Key Model World social media pages for insights and updates. View the full article

Our latest Britbus Irish bus commission takes a break from the Olympian tooling and looks at a rather attractive liveried alternative in the funky (well, for the 1980s!) MCW Metrorider. This time we focus on the only Metrorider ever to work for Bus Éireann, MB8. Former Dublin Bus MCW Metrorider MB8 was the only such bus to enter the Bus Éireann fleet. After beginning its life as a Dublin Bus "Local Link" bus, it transferred to Bus Éireann in the mid 1990s. It first operated a "Hotel Shuttle" service in Galway, before moving to Cork and operating the Cork City "Shuttle Service" before being withdrawn and sold onto private operator Barry's of Cork and finally leaving the road in 2005. Our model represents it in both Galway and Cork condition. Our model recreates the specific branding as worn in Cork and Galway, and includes flush glazing, diecast construction with a fully detailed interior and a wealth of separately applied plastic detail. Working from photographs of the real bus, we were able to include unique details such as the use of euro and original registration plates on each end of the bus, and the various lettering panels from the real thing. Scaled at 1/76, it is the perfect size for OO layouts, and belongs in any Irish model bus collection. Each model comes in special presentation packaging, with mounted display case and a limited edition certificate. Two options are available, the "Hotel Shuttle" for Galway and the "Shuttle Bus" for Cork, both limited to just 252 pieces each with limited edition certificates. If there are any left we will have some for sale at the Wexford Model Railway Show this weekend. And no, this is not the Wexford show announcement, that comes on Sunday! See you there. Priced at just €39.95 each, these buses are now in stock and we can be ordered for immediate dispatch by clicking the link below: ORDER YOUR BUS RIGHT HERE! (We would like to thank Derek Farrelly and Darren Hall for their invaluable assistance in the making of this model) View the full article

Yes folks, this is the "smaller" of the two announcements this week, but a fun one in itself. Oh, and this one is "in stock" so ready to go from the warehouse!

Our Mark 2c coaches have been a very popular addition to our range since we first announced them in February. Not surprising for a coach that has not been done before in OO Ready to Run format, but the other advantage is that the Mark 2c coaches got some very interesting liveries during their careers with BR, and here we have two of them newly added to our "Accurascale Exclusives" line of special edition models. Check them out below! Mk.2c QXA DB 977390 As ‘Sprinterisation’ started to bite from the mid 1980s, the Mk.2c fleet was increasingly sidelined with many examples withdrawn or sold abroad. This proved to be a boon for the departmental businesses which engorged themselves, primarily as brake force runners, and most retained their original livery until they were finally retired several years later. The First Opens, mostly declassified as Second Open coaches by 1984, seemed to be particularly popular and of the 18 built, seven became departmental coaches, while six were sold for use in Ireland/Northern Ireland. One of the most widely travelled of the BR survivors was DB 977390 (ex-M6410/M3164), which became a QXA brake force runner for the Civil Engineer’s Mobile Track Assessment fleet in early 1987 and usually operated with DB 977339, a former Mk.1 BSK, and either BR High Speed Track Recorder coach DB999550 or the London Underground’s own track recorder vehicle TRC 666. It was one of just two Mk.2c to gain the MTA red stripe embellishment on its standard blue/grey livery. It later moved to Crewe and became part of the depot’s electric locomotive test train, complete with plated bodyside windows. Incredibly it survived the disbanding of this formation and was acquired for preservation, eventually coming under the custodianship of Eastern Rail Services, who kindly allowed Accurascale to survey the almost completely intact BR-period interior of this vehicle as part of the Mk.2 project. It now resides at Great Yarmouth and will eventually be restored to its original external condition. Mk.2c QPA DB 977787 While most Mk.2c retained their blue/grey livery during their often short departmental service, one of the most colourful and long lasting vehicles was Civil Engineer/InterCity West Coast Staff & Tool Coach DB 977787, renumbered with few obvious external or internal differences from Brake Second Open M9453 in May 1992. One of three BSO to transfer to departmental use and one of just a handful of coaches to be repainted in the grey/yellow ‘Dutch’ livery, it also carried the lettering “InterCity Civil Engineer Preston”. It was initially based at Carnforth for use on the North West section of the WCML, although it was recorded at Doncaster by 1993. It later gained a generator, which involved significant reworking of the brake end gangways and the replacement of several windows with grilles. After spells at Carlisle Kingmoor, Carnforth and Derby Etches Park it was finally retired in the early 2000s. Stored at Throckmorton Airfield, Worcestershire, and then Dalton Transport & Storage, North Yorkshire, as part of the ill-fated Mk.2 Preservation Group project, the gas axe finally caught up with it during the mass clearout of the remaining vehicles from the latter location. It was cut up at CF Booth, Rotherham, in April 2022, but not before donating parts to help bring several other Eastern Rail Services’s Mk.2s back to service in due course. Both coaches will feature the same excellent specification of the main range Mark 2c coaches including: Highly-detailed OO Gauge / 1:76.2 Scale Models on 16.5mm track Extremely fine exterior rivet detail on roof and coach ends Separately-applied etched metal and high-fidelity plastic parts, including handrails, brake/steam heat pipes, ETH cabling and sockets, footsteps, dummy drophead knuckle coupler, and roof vents Prism Free Glazing Pre-painted etched metal water filler covers provided for customer to install Fully-detailed underframe with numerous separate parts, pipe runs and accurate differences between versions The most accurate B4 bogies ever produced, with provision for re-gauging to EM or P4 (18.83mm) gauges Blackened RP25.110 profile wheel-sets with 14.4mm back-to-back measurements, and 26mm over pinpoints Different buffers for retracted and non-retracted positions Accurate interiors with characteristic 'winged' headrests, separate metal interior handrails on the brake and corridor vehicles and fully-detailed guard's compartment Correct height NEM standard coupling sockets with mini tension lock couplers and kinematic close-coupling Easy conversion to Kadee-compatiable knuckle couplers Full lighting package, including magnet 'wand' controlled interior lighting 'Stay-Alive' capacitor in all coaches Minimum Radius 438mm (2nd Radius Set-track) Coach Length: 269mm These coaches are primed for production and will begin once the Mark 2b production run is complete. They will arrive in stock in Q4 2023 and are the same great price of just £59.95 each and 10% off when you order direct via the Accurascale website. You can spread the cost using our flexible payment terms over 6 months or less, depending on your requirements when ordering direct via our website. Just click on the basket at checkout and follow the simple steps. Remember, our Accurascale Exclusives series of models are open to all customers, and do not require the expense and hassle of joining a club to purchase. CLICK HERE TO PRE-ORDER YOUR ACCURASCALE EXCLUSIVE MARK 2c! View the full article

April 18th, 1998. 8:53am. The first of a brand new locomotive type, the Class 66 no. 66001, touches down on British soil for the first time. A first in a significant order of 250 machines for EWS, it began a revolution which would spread across the UK freight network, across a multitude of operators. It would go further too, across Europe and even all the way to Egypt with orders piling into EMD for their latest freight locomotive design. It is hard to believe that the Class 66 has been with us for a quarter of a century, plying its trade across the network hauling freight in a myriad of liveries and operators. The Class 66 would continue in production for British operators for 18 years, with the final locomotive, 66779, arriving in 2016 to operate for GBRf. With such a significant anniversary, we have decided to mark the event by releasing two Accurascale Exclusive models which bookend the class; 66001 and 66779. 66001 The arrival of 66001 on to British soil at 08:53 on the 18th of April 1998 heralded a new dawn for British rail freight, the first of several hundred locomotives of a type that would revolutionise Railfreight across the UK (and Europe). There were a few subtle differences between the first two and the rest of the production batch which have never been replicated before on a model. Firstly the lashing eyes to secure the locomotive to the ship were in a different position to later models. The horn grille was also mounted almost flush with the body. Visually 66001 looked more striking owing to its red grilles which were later changed to black. Our model will represent 66001 with the original red grilles. 66779 Drawing the production line to a close after 18 years and many hundreds of locomotives was 66779. This locomotive was specially finished in British Railways lined green it was to be named “Evening Star”. The loco also carried commemorative bells above the cab windows and a plaque denoting its significance in the Class 66 story. Its appearance reflected that of BR class 9F 92220, Evening Star which famously brought the curtain down for steam production for British Railways. In an unveiling ceremony at York on the 10th May 2016, GBRf CEO, John Smith promised the locomotive to the National Railway Museum when it reaches the end of its expected service life. Still carrying its special BR lined green livery it can be seen working across the country on all manner of GBRf workings. As this is a later Munchie built Class 66 our model will feature accurate detailing such as recess in cab fronts, different vents, large sandboxes and of course, the distinctive bell on the cab front as featured on the real 66779. Both models will be part of our first batch of Class 66 locomotives and see new tooling variations grown from the already extensive tooling suite we have taken over from Hattons. Delivery is slated for Q1 2024, with prices of £169.99 for DC/DCC ready and £259.99 DCC Sound fitted. Decorated samples are due with us in June, so keep an eye out for them. As ever with our Accurascale Exclusives range, both locomotives will come with special presentation packaging and are only available direct via our website. Click below to pre-order today! View the full article

Exciting news! Our Rotem 22000 class railcars have been a big hit since we announced them at the MRSI show last October with 25% of the production run already sold on pre-order. Our first ever railcar, and the first prototypically accurate Irish railcar ever made in Ready to Run format, the ICRs are now in tooling with excellent progress being made so far as these photos from the factory demonstrate: The first tooling sample will be with us over the summer, and we may look to organise an event to premiere it for the first time, so watch this space! In the meantime pre-orders have been coming thick and fast for what promises to be an exquisite model, the very first bespoke Irish Railcar in high quality, ready-to-run format. So, don't hang about. Delivery is on schedule for summer 2024 and a 3D print of the model will be on show at the Wexford Model Railway show on April 30th and May 1st 2023, so make sure you drop by to check it out. Remember, you can spread the costs across monthly installments at no extra cost using the the partial.ly system on our website to make it kinder to your wallet! Get your pre-order in today! CLICK HERE TO PRE-ORDER YOUR 22000 ICR! View the full article

IRM Sponsors The Suir Lee Knot Railtour! We're delighted to announce that once again we are teaming up with our friends at Táilte Tours and sponsoring the "Suir Lee Knot" Railtour on April 15th! Thanks to the kind co-operation of Iarnród Éireann, Táilte Tours first ever Cork-based railtour offers participants a rare chance to travel in a 2600 railcar set over the Limerick Junction-Waterford route; it is hoped to include stops to view the now-rare semaphore signaling installations at Clonmel along with the ITG base at Carrick-on-Suir where their restored 1956-built C Class diesel No.226 will be on display. For track bashers, we have requested that the train traverse the rarely used Tipperary Loop on the outbound leg. The train is wheelchair accessible. Dept Cork Kent Station 10:00 (back for 19:13) Pick up Mallow 10:23 (back for 18:43) The tour picks up at Limerick Junction too! This tour trekking across the line synonymous with our lovely Magnesite wagons is not to be missed. IRM spot prizes will be available to win on the day too, so an added bonus of joining in! Grab your tickets here: https://www.tailtetours.com/event-details/the-suir-lee-knot-railtour?fbclid=IwAR3gIcPRuoL9eyu4paNcH-lqBwsUsC854RuzsXUI8veNhJL892J7Gs5qj1M Cheers! Fran

Last week we saw the exciting announcement of our second production run of Class 37s, along with the news that the first locomotives are very close to arriving at our warehouse. Eight locomotives made up the announcement, but we did leave one out. Our Accurascale Exclusive of course! Continuing our theme of modern era 37s and paying tribute to over 60 years of hard work completed so far by these stalwart machines, it seemed only right to introduce a current era tractor to the line up. Something bright, different, something that stands out and is easily recognisable. There could only be one candidate; 37405 in the very colourful HN Rail livery! 37405 While Harry Needle is most closely associated with Class 20s, his eponymous railway company has now acquired 11 Class 37s as they have slowly come up for sale by Direct Rail Services. ETS-fitted 37405 was the first member of the Class 37/4 fleet to be divested by the Kingmoor-based operator, joining the second batch of locomotives for tender in February 2022, exactly one year after it was placed into store. Resurrected at Barrow Hill, it returned to the main line in November 2022 in an extraordinary shade of 'tango' orange that originally debuted on his former Class 20/3 machines in 2012. Now on hire to Colas Rail, it has principally been working infrastructure trains out of Shrewsbury Coleham depot with Network Rail's fleet of Class 97/3s. The configuration of this model matches our 'modernised' Class 37/4s from our first production run, complete with plated bodyside windows, LED tail lights, DRS multiple working socket, speedo cable and rectangular-style buffers. With the inclusion of the Heavy Tractor Group (HTG) limited edition model of their loco 37 714 (which you can pre-order here!) we will see a total of ten new Class 37s in run two with the addition of 37405. Like any Accurascale Exclusive model, 37405 will come in special presentation packaging with certificate and is only available direct via our website. Modellers can pre-order the locomotive, or any other Accurascale Exclusive model via the Accurascale website, without the need to purchase any club subscriptions or incur any additional fees, with a price of £169.99 for DC/DCC Ready and £259.99 our splendid "Accurathrash" set up. Delivery is Q1 2024! Pre-Order Your 37405 By Clicking Here! View the full article

Hi everyone, After the pandemic it's great to see the gradual return of the shows so we can get out and meet you all again. We're setting up this thread to bring you the latest news on what shows we attend, and also future news of social events and launches we plan in the future. So, it's always worth checking in to see what we're at. So, first up, here's what's coming up over the next month... We will be attending two shows, both North and South of the border over the next four weeks! We're delighted to be sponsoring one of the shows too, where we will bring you news of an all new IRM announcement. On April 15th and 16th we will make our annual trip to Bangor for the North Down Model Railway Society show at Bangor Grammar School. We will have the latest news, our latest free catalogues and pre-production models on display. Please note we will be promoting IRM only, and not selling models at this show. Mayday! On April 30th and May 1st we will be back in the Sunny South East as we make our way to the Wexford Model Railway show at St. Joseph's Community Centre, which we are delighted to sponsor for the first time. Ahead of the show we will make an all new IRM announcement (or perhaps at the show, we haven't decided yet!) and have free catalogues and news of our latest models. We will also be selling current in stock models and have a 3D print of our ICR to show ahead of a tooling sample later this summer. So, if you find yourself near Bangor or Wexford on those dates, drop in and say hi! It will be great to see you all again and give you the latest news. Cheers! Fran

Hi Dave, No I'm afraid. At this point it would be economically unviable. Cheers! Fran

Hi everyone, We have less than 20 packs of our lovely, humble little ballast hoppers left in stock, and it's going to be a long, long time before we do another run! With two running numbers left, just €99.95 per triple pack and 10% off when you buy two packs or more, along with FREE postage and packaging all around Ireland, they offer amazing value for money. Every layout needs permanent way trains, so you can justify these lovely wagons in massive rakes on your layout! UK customers can now also order direct via the IRM website once again too, with VAT removed and paid locally on point of entry. Order now before they go: https://irishrailwaymodels.com/collections/ballast-hoppers/availability_in-stock Cheers! Fran

I have to say I disagree with that statement. A collector likes to collect, the thrill of the search and the chase, and they likely do not sell their collections, as if they do they're no longer a collector. I think "speculator" is a more fitting term.

Irish buses of this era are serious one off prototypes being unique designs that we loved and remember so much. So tooling and mass production cannot be offset with loads of liveries, UK versions etc. Therefore, resin and limited production runs are the only answer. The production runs are tiny, and a huge amount of research, time and effort and quality go into them. When you look at model cars at the higher end of the market they show these buses to be actually good value. They're also really well presented as mentioned above. Also, they appreciate, as when one comes up for sale (not too often) they go for serious money. So, you will at least get your money back, with a few quid on top, an accurate model of a bus that would otherwise never be made in model form and saves you countless hours in scratch or kit building something that wouldnt look as good. When you look at it from that point of view they're excellent value in my opinion. I'm glad I got my order in and gutted I missed out on some of the previous runs. I wont make that mistake again. Cheers! Fran

So, with our first Class 37s due to arrive very, very soon, and due to unprecedented demand from modellers, it's to reveal what our next run of our tractors will be. We're delighted to oblige, with something for almost everyone! So, from 1960s steam/diesel transition, to current operations, we have some tasty Type 3s in store for you all. There are eight locos in this batch, each with DC/DCC Ready and DCC Sound Options all for the same great price of £169.99 and £259.99 respectively. Oh, and an Accurascale Exclusive model to follow, but that shall be revealed in a few weeks. In the meantime, let's have a look at the eight main range locos one by one! D6600 Completed nearly six years after D6700 had left Vulcan Foundary, D6600 was the first of nine English Electric Type 3s to be numbered out of sequence as the fleet outgrew its allocated series and bumped up against the Western Regions D7000 'Hymek' locomotives. Delivered to 86A Cardiff Canton in August 1965 and then to Swansea Landore in 1971, later gaining the number 37300, it spent the first 20 years of its life primarily on freight duties in and around South Wales before eventually moving to Scotland at the start of 1985. It had barely settled in north of the border when it received the call to Crewe Works in the October for refurbishment as one of the Welsh-based Class 37/4s, 37429. D6600 wears its original BR green with small yellow warning panel and features its as-built nose condition with no riveted strengthening plate and WR-style lamp irons only. This has been one of the most requested conditions for our 37s to date and we are delighted to bring this variant into the range for the first time. D6956 One of the hits of our first Class 37 production run was D6704 in BR green with full yellow ends, which quickly established itself among the fastest selling versions and surprised us by outstripping liveries that we expected to be more popular. Thus we'd be remiss in not including a centre headcode version in the second run and our chosen subject is D6956, another stalwart South Wales freight machine. New to 86A Cardiff Canton in January 1965 and then to Swansea Landore in 1972, it was renumbered 37256 two years later and remained on the WR at Bristol Bath Road from 1983 until rebuilt by Crewe as 37678 in 1987. Another non-boiler loco, while this release shares the same nose configuration as D6600 it correctly rides on Deltic-style cast bogies. D6992 Although the last 75 or so EE Type 3s were delivered after the debut of the new British Rail 'corporate image' on Brush Type 4 D1733 in May 1964 all 309 locomotives were outshopped from Vulcan Foundry in BR green. Despite their relative youth, repaints into the new blue scheme were not uncommon before 1970 and a not insignificant number gained double arrows and Rail alphabet numbers on all four cabsides. D6992 was the highest numbered example, and was recorded in this livery variation - still with D-prefixed number - in the second half of 1969, just four years after debuting at 86A Cardiff Canton in July 1965 for freight work. It was redesignated as 37292 under TOPS and moved to Eastfield and then Motherwell in 1981, later receiving an experimental uprated 2,000hp 12CSVT same year. Incredibly this locomotive is still with us and even appeared in our first production run as DRS 'Regional Railways' heritage repaint 37425. 37140 March depot's 37140 was one of the first Class 37s to gain the high visibility headlight, being so fitted in mid-1986. It also gained an orange cantrail stripe later the same year before it moved back to Stratford in May 1987. Although allocated to East Anglian infrastructure duties it was no stranger to freight or passenger work, regularly featuring on the summer dated Norwich-Gt Yarmouth legs of services from London, the Midlands and the North East. The Accurascale model replicates the locomotive's late 1980s and early 1990s condition with headboard clips and standard lamp irons and when embellished with 'cockney sparrow' mascot logo and a yellow DCE flash under the secondman's cab windows. 37140 was a late survivor in BR blue, along with East London-based colleagues 37216 and 37219, eventually swapping its 'corporate image' for civil engineer's 'Dutch' in October 1991. 37258 Repainted in the controversial general grey paint scheme in May 1990, like the majority of locomotives to gain this livery 37258 quickly swapped it for the 'Dutch' variant, being outshopped with the upper body yellow band in September 1991, also receiving a high visibility headlight, cast double arrows and Cardiff Canton depot plaques at the same time. Other distinctive spotting features include cast bogies and Western Region and standard lamp irons. Although wearing the colours of the civil engineer's department, the locomotive saw regular freight use as well as deputising on the Cardiff-Bristol Temple Meads-Weymouth summer dated services and passenger trains to the Glastonbury Festival throughout the 1990s. It lost its cast accoutrements in 1997 and was renumbered as 37384 the following year after being shod with a set of regeared CP7 bogies. It was eventually stored in 1999, still in 'Dutch' colours. 37116 The Colas Rail Class 37 fleet is full of interesting oddballs but none come close to 37116, which made its triumphant return to the main line in late 2015 after being acquired from a preservation career at the Chinnor & Princes Risborough in January 2014. While the locomotive retained its unique flush rebuilt noses, replacement welded long range fuel tank and revised bodysides from its 1990s Transrail rebuild, its new owner also specified toughened windscreens, all details the Accurascale model accurately depicts. It was initially outshopped from HNRC's workshops at Barrow Hill in BR blue, but quickly repainted into the striking Colas livery at the start of 2016. Since then it has been one of the most reliable members of the fleet, primarily working Network Rail test trains all over the country. Our model wears the later style of Colas logo, applied in the second half of 2020. 37218 The highlight of the Direct Rail Services' annual open day in 2022 - the first such event since 2019 - was the official unveiling of 37218 in a 'heritage' livery backdating the centre headcode machine to its original DRS paint scheme with rectangular branding that it wore after departing Brush Traction, Loughborough in 2002. This was one of five Class 37/0s to be put through a major refurbishment in the early 2000s, which included extensive reworking to the nose ends with WIPAC light clusters, top headlight and DRS multiple working equipment as well as a full cab upgrade with new control desk and sound proofed partition to bring them up to an almost identical specification to the operator's Class 37/6 locos that featured heavily in our first production run. Although initially outshopped with plated headcode still extant this was removed on its repaint into the 'fade' scheme in 2014 and the Accurascale model will correctly feature the smoothed off nose, toughened windscreens and welded long range fuel tank of the real thing. 37422 Acquired as part of the mass transfer of Class 37/4s from DB Schenker to Direct Rail Services in 2011, 37422 is unique among the ETS-fitted EEs in having been repainted in the company's dark blue livery but having never received any ownership branding. Reworked for DRS service at Railcare's Glasgow Works with final rectification work undertaken at Barrow Hill, for a long time it looked like its repairs would never be completed. Finally returning to the main line towards the end of 2015, when demand for passenger Class 37s was its peak - with both Cumbrian and Anglia 'short sets' in action - the former D6966/37266 has been a stalwart member of the fleet ever since. Latterly embellished by DRS staff with tiny BR double arrows, cast Victorious nameplates, its pre-rebuild numbers and, most curiously, Stratford depot 'cockney sparrow' motifs, it differs compared to the Class 37/4s in our first run with bodyside windows still in situ, nose-mounted antenna, top lamp iron and no speedo cable. So, there is your Accurascale Class 37 run 2. Some excellent workaday locos, some colour and a lovely spread of eras, all with the same brilliant features and all for the same amazing price as before. These beauties will go into production when we complete run 1 in late spring, with decorated samples due in early summer and delivery due in Q1 2024. Pre-order today via your local stockist, or direct for no money down, flexible payment terms, or payment up front (the choice is yours!) via our website: https://www.accurascale.com/collections/class-37 View the full article

Nope. I asked for my deposit to be donated to focus Ireland as a refund and proof sent to me. Never got it.

Where do you even begin when trying to summarise the history of the Great Eastern Railway’s ‘Buckjumpers’? Built, then rebuilt, with new orders then being built to a similar design, then improved again, and again, and again. Boiler swaps, reclassifications galore and a celebrity loco that was lovingly cared for by its crews and which wore several faux liveries, only to be scrapped rather than enter preservation. And of course, just to muddy the waters, despite being a design that is unequivocally connected to the Liverpool Street ‘Jazz’ services, the locomotives were in use across the country from East Anglia, to Stratford, to Lincolnshire and Yorkshire, to Scotland and on to Manchester, Liverpool and Wrexham. And designs differed between Passenger and Goods versions! Is it any wonder that no one has attempted to model these in Ready-to-Run 00 gauge. Until now. James Holden’s T18 Class of 0-6-0Ts (the LNER J66s) had proved that the shunting design was also more than suited to the rigors of high intensity suburban commuter traffic and so Holden looked at how he best improve the locomotives, resulting in the 1890 R24 Class 0-6-0T; a locomotive almost identical to the T18 apart from a lengthened wheelbase (but yet a shortened overall length) and a more forward placement of the side tanks. Between 1890 and 1901, 14 batches of R24 Class locomotives were built at Stratford; a total of 140 engines split 100/40 in favour of passenger types over goods/shunting locomotives. Passenger locomotives were built with Westinghouse brakes, 160lb. boilers with 2-column safety-valves on the firebox, 10 spoke balanced wheels, ‘straight’ outside brake rigging, screw reverse, screw couplings and with later groups that were fitted with condensing gear, some with low side tanks, some with stepped sides to hide the gear. All were finished in the GER’s Ultramarine Blue livery, with Vermillion lining. The goods/shunting locomotives were fitted with hand brakes, the same 160lb. boiler with 2-column safety-valves on the firebox, 15-spoke unbalanced wheels, ‘cranked’ outside brake rigging, lever reverse, 3-link couplings and later batches were fitted with steam brakes from new, with existing engines modified in the same manner from the late 1890s. These locomotives were finished in the GER’s standard unlined Black, although there were instances of Vermillion lining being added. As suburban traffic increased, the GER modified its 4-wheel coaching stock by widening them and increasing the seating capacity, which naturally led to an increase in overall train weight. This necessitated an improvement in haulage capacity and so, between 1902 and 1921, an improvement programme resulted in the rebuilding of 95 R24 Class locomotives to R24r types. The locomotives selected were rebuilt with 180lb boilers and larger sidetanks, resulting in the firebox extending further into the cab, the fitting of 4-column safety-valves on the rear of the boiler barrel and the widening of the sidetanks by 5” on each side, with the footplating widened throughout to suit. The valancing remained in position, but the footsteps had to be cranked outwards to take into account the increase in width. During the same period, in 1904, a further 20 passenger fitted locomotives were built, the S56 class, as further passenger 0-6-0Ts were required by the GER to meet the growing demand. These were identical to the rebuilt R24rs but featured wider cabs and bunkers to match the wider side tanks, while the cab doorway was of a symmetrical ‘keyhole’ shape due to the extended firebox into the cab. A further ten 0-6-0T shunting engines were deemed by the GER to be needed in 1912, but the decision was taken instead to build a further ten passenger engines and to convert the ten oldest R24s as shunters. Taking the opportunity to update the S56 design with the latest ‘cosmetic’ features, a side window cab with high, arched roof and rectangular windows with quasi-elliptical tops was added, with bars over the lower half of the rear cab windows. In other respects, these locomotives were identical to the S56 class and were known as the C72 class. More shunters were required the following year and so ten more C72 class locomotives were built as shunters and another ten were delivered after Grouping in 1923. These shunters had the usual lever reverse, but were fitted as steam/hand brake only, no condenser with level tank tops and 15-spoke unbalanced wheels. So, by 1923, there were 190 Buckjumpers in the Great Eastern’s fleet (the Buckjumper name had come about due to the type’s lively ride, which had been compared to a bucking horse by some crews), in variety of builds. The LNER took the step of classifying those locomotives with 180lb boilers as J69s, while those with 160lb boilers were classed as J67s. The C72s, although virtually identical, were classed separately as J68s. And this is where it gets rather more complicated and is what makes creating a tooling suite for the J67/J68/J69s a very complex project. Following Grouping the initial LNER alterations to the R24 Class included the fitting of vacuum ejectors and/or steam heating gear to some of the passenger engines. However, from 1926, most of the passenger engines were converted for shunting and those converted for goods shunting were stripped of their condensers (retaining the condensing chambers and vent pipes also in many cases), fitted with lever reverse and three-link couplings and then converted from Westinghouse to steam brakes. Some of these conversions retained their vacuum ejectors and screw couplings if they were already fitted, or else were retrofitted later so that they could be used for carriage shunting. These locomotives retained their 180lb boilers and 10 spoke wheels at the time of conversion. Many of the remaining passenger engines later lost their condensers, although a few were later refitted. Some of the 180lb engines (both passenger and shunter types) were later fitted with 160 lb boilers and reclassified as J67s, but most reverted to 180lb and the J69 class in due course. A few of the original 160lb shunting engines were also fitted with 180lb boilers from the late 1940s onwards and these then became J69 class. The S56 class were reclassified as J69, along with the R24r Class and during the 1927-33 period, some locomotives were converted to shunting types by removing the condensing gear, substituting steam brakes for the Westinghouse equipment and lever reverse for the screw pattern. Of these, a few later received vacuum ejectors, as did all of the remaining ‘passenger’ engines between 1924 and 1939, as well as being fitted with steam heating gear. Most of the latter eventually had their condensers removed. As mentioned previously, the C72 class were reclassified as J68, even though they were mechanically identical to the S56 class. None of the passenger engines were converted to shunters, although they did later lose their condensers (except for No. 41, which was sold to the War Department in 1940, and 43, which was still fitted when withdrawn in 1959). Cab roofs continued to be modified and all the passenger engines received vacuum ejectors between 1923-1929. Of the shunters, all bar three also received vacuum ejectors between 1923-1940. One oddity was No.47, which was fitted with a 160lb boiler in 1939 and reclassified as a J67. It was then refitted with a 180lb boiler and reinstated to the J68 class in 1945. Withdrawal from service for the Classes gathered pace through the mid-to-late 1950s, and by 1962 all had been withdrawn, with just 68633 surviving into preservation as part of the National Collection, now being housed at Bressingham Steam Museum in a restored GER S56 condition and numbered as 87. Several people and Societies have assisted Accurascale during the research phase of the project, notably the Great Eastern Railway Society and Bressingham Steam Museum, but special mention must go to the late Iain Rice, who despite being ill gave his time and knowledge freely and made his own research available. He is sorely missed by the hobby. View the full article

Yes, we've listened! Following our first foray into steam traction with the Manor (due very, very soon!) it is time to tackle another steam locomotive and spread our love to another part of the country. We fancied something a bit different, not done before. A challenge! Something cute. Something amazingly tooling heavy, an something rather pretty. There was only one thing for it, it was time to buck the trend. It was time to do the Buckjumper! Check out the 3D print of the CAD drawing below, and read on to learn all about our littlest loco yet. Click Here For Buckjumper History With Project Manager, Paul Isles Just Want To Pre-Order? Click Here! The Model Never afraid of a challenge, we're delighted to be able to bring these delightful tank engines to the RTR market for the first time, with this first batch of five models covering several of the important changes undergone by the classes between 1890 and 1962. A full 3D scan of the sole survivor of the class GER no. 87 at Bressignham, which provided an excellent basis to design the model across its vast array of detail variants. As always, the tooling suite developed by Accurascale is comprehensive, and covers R24, R24r, S56 (J67 and J69) classes and C72 (J68) class. Variations includes (but is not limited to) options for narrow and wide cabs, asymmetrical and symmetrical doorways, alternative cab roof ellipses, narrow and wide bunkers, alternative coal rail fitting, differing side tank capacities and profiles, fitting of condensing apparatus, fitting of trip-cock gear, alternative safety valve types and positions, differing chimney types, alternative boiler mounted hardware including handrails, differing smokebox door types, 10 and 15 spoke wheels, brake type variations, alternative positioning of injectors, alternative positioning of Macallan Blast Pipe rodding, alternative positioning of blower valves and variations on step details. Taking a ‘high quality’ approach to their first ever tank engine, we have specified a diecast boiler and chassis for added weight, factory fitted brake rigging, a fully detailed cab with magnetic roof and sliding ventilator, flickering firebox glow, full sound provision with twin sugarcube speakers on DCC sound fitted model and powerful coreless motor with next18 DCC interface. Helical gearing also to ensure smooth running qualities as per our other locomotives. The first production run consists of five models, with four main range models covering the extensive career of these locomotives, supplemented with the celebrity BR J69 68619 which will be an “Accurascale Exclusives” model which will be available in limited numbers direct only via our website and will feature special certificate and presentation packaging. S56 Class No. 84 – GER Ultramarine Blue S56 Class No. 84 was one of the last batch of ten locomotives built for the Great Eastern Railway, to Order P57, at Stratford in 1904 and incorporated many of the improvements made to the R24 Class in the 1902 Improvement Programme. No.84 is portrayed in the classic GER livery of Ultramarine Blue with Vermillion lining and shaded lettering, as it operated from Stratford Shed until being repainted into the GER’s ‘austerity’ grey livery in 1915. LNER J69 No. 359 – LNER Lined Black LNER J69 No. 359 came from an earlier batch of ten locomotives built at Stratford in 1892 and was rebuilt in 1904 into the R24r Class, gaining new safety valves, a new boiler design and 1180 gallon side tanks, but retaining the original narrow cab and coal bunker. No. 359 is portrayed in the earliest 1923 version of the LNER livery of Black with Red Lining, with fully shaded L&NER initials. BR J69 68535 – BR Black Early Crest BR J69 68535 was from the same 1892 batch as No. 359, being originally numbered as 358 under the GER and 7358 under the LNER and was also rebuilt as R24r in 1904. Along with 19 other J69 locomotives, 7358 was transferred to the Scottish Area during 1927/28 and while 11 of those locomotives were returned to the South between 1944 and 1952, the now renumbered 68535 remained in Scotland allocated to Dundee Shed 32B, until withdrawal in August 1959. BR J68 68646 – BR Black Late Crest BR J68 68646 was built in September 1912, part of the first batch of A.J Hill’s improved C72 Class, the final development of Holden’s 0-6-0T classes. First numbered as 50 under the GER, then 7050 under the LNER, 68646 spent its life working the ‘classic’ Buckjumper suburban services out of Stratford shed; firstly, on the Enfield Town and Chingford ‘Jazz’ services and then in places such as North Woolwich, Palace Gates and Blackheath. 68646 was, along with 68649, the only J68 to receive the ‘late’ British Railways crest. BR J69 68619 – Liverpool St. Passenger Pilot (Accurascale Exclusive) BR J69 68619 was the ‘celebrity’ Buckjumper and undoubtedly the most photographed member of the class, due to being the Liverpool Street Passenger Pilot and was kept immaculately presented by its crews and Stratford Shed. Carrying several presentation liveries, 68619 is probably best recognised in its 1959 faux-GER fully lined livery with GER crest addition, which it carried to withdrawal in October 1961. Tooling is now underway with a delivery date slated for Q2 2O24 for the finished models. The first tooling sample is expected this summer with decorated samples due in the winter. Price for the models is £139.99 DC/DCC ready and £239.99 DCC sound fitted with our powerbank set of stay alive capacitors. Several people and Societies have assisted us during the research phase of the project, notably the Great Eastern Railway Society and Bressingham Steam Museum, but special mention must go to the late Iain Rice, who despite being ill gave his time and knowledge freely and made his own research available. He is sorely missed by the hobby. The Buckjumpers can be pre-ordered from your local Accurascale stockist, or direct right here, where you can order for no money down until they arrive in stock, or pay the cost via partial.ly over 6, monthly installments (or in other flexible ways to suit your budget including deposits!) to spread the cost, at no extra cost, or up front. Whatever you prefer! Specification and Features Scale length of 110.66mm over headstocks, 36mm across body. Minimum Radius Operation: 438mm (2nd radius set-track). Die-cast metal chassis and boiler. Factory fitted brake rigging. All wheel pickup, DCC ready with stay alive arrangement. Scale width wire handrails and sand pipes. Fully detailed cab area, with easily removable roof, fixed by magnets. Fully detailed bunker area. Moveable roof ventilator. Eroded metal/plastic detail parts, including grab handles, steps, buffer pipework, lamp irons etc. Brass turned whistles/valves fitted. Etched metal pre-painted numberplates and plaques (where applicable). Fully sprung metal buffers, factory-installed pipework, and screw couplings. Accurate liveries including fully lined where applicable, and detailed crests/emblems. Magnetically removable smoke box door for access to decoder. Small, flexible neck NEM compliant coupler mounts set at correct height, with mini-tension-lock couplers. Next18 DCC ready (to suit ESU LokSound V5 Micro, or similar), slot mounted in smokebox. Factory installed DCC Sound option, with two quality sugarcube speakers contained in sound capsules located for best possible sound, in the side tanks (DCC Sound models only). Flickering/steady Firebox glow (depending on DCC fitting). Large coreless motor, for a haulage capacity of not less than 1kg, from a standing start, on a 3% incline. Helical gear box for maximum performance and slow speed running. Gearing arranged so locomotive can achieve a scale maximum top speed of 50 mph (80 kmh). View the full article

Great news! Production of our first steam locomotives, the GWR/BR 78xx Manor Class locomotives is now nearing an end and delivery is getting tantalisingly close! It's fair to say that there have been a couple of bumps in the road since we first announced our Manors, but launching any model in the middle of a global pandemic is bound to put a few obstacles in our way. However, we have persevered and now we are almost at journey's end. In our last update in November we advised on a delivery date of late March. In that time we had a Covid lockdown at the factory in China (just when we were darkening the wheels, which then took longer to complete) we had to redesign and retool the speaker enclosure for better optimised sound quality. Despite these setbacks, the factory has pulled out all the stops to minimise the impact on the delivery schedule. Their amazing hard work means that while the delivery date has slipped, it's only a few weeks rather than months. Therefore, samples are now expected in April, with production completion towards the end of April. Once they are signed off by our production team, they will be loaded on a plane and flown to the UK to avoid any further delay of final delivery. Chassis construction is almost complete with final assembly is underway which is always the final chapter in locomotive production. Once again we thank you for your continued patience and our factory workers in China for their amazing hard work to get these here to us as soon as humanly possible. Several variants are sold out direct with us here at Accurascale, but you can browse the remaining range by clicking here and get your pre-order in on the remaining few! View the full article

It's been a while since we added a wagon to our famed "Accurascale Exclusives" line of short run models available in special presentation packaging direct in limited numbers from our website only. Our latest run of our 21 ton mineral MDV wagons gives us the perfect opportunity to do something a little bit different, and we like our departmental subjects. So. welcome to our ZDV wagon LDB311717! ZDV no. LDB311717 was noted as being used by the Electrification Engineers for collecting scrap metal during the latter stages of the Birmingham Cross City Electrification scheme between Lichfield and Ridditch, in the period between May 1991 (when the first electrification mast was planted) and June 1993 (when load bank testing was completed). Very few photographs exist of LDB311717, other than the common view of the wagon in the yard at Kings Norton in January 1993, although a later photograph exists showing it in use as a spoil/scrap dump (probably at Three Bridges); rusting and immobile, and by 2005 it had been removed from TOPS. Very few MDVs are known to have been used in Departmental traffic, where they would have been recorded as ZDV or ZYV and by 1999 just LDB311717 survived, being allocated to contractor Fastline at Doncaster. A real survivor that hung on well into the 2000s! Our model faithfully captures the worn look of this long lived wagon, featuring slapdash paint work and markings including its TOPS reclassification. This model is now in production alongside the rest of our MDO and MDV run and will be in stock with us in Q2 2023 at a price of £24.95 per wagon. Our usual deal of 10% off when you buy two or more also applies! Each model comes in special presentation packaging with a certificate and the entire run is limited to just 500 models. Pre-order yours by clicking below! View the full article