North East England - Steam Days Screenshots - Large Screenshots Possible

[borderreiver]

Busy Days at Stone Bridge

Northeast England during the steam era. Gateshead shed's Gresely V3 2-6-2T No. 67832 in charge of a Bishop Auckland bound passenger train made up of ex-NER and ex-LNER Thompson stock passes under stone bridge to the west of Durham. One of Raven's ex-NER Q6 0-8-0s has charge of a steel plate train coming off the Lanchester Valley branch heading for Bridge House Junction to join the Up ECML for Ferryhill while a Peppercorn A1 4-6-2 takes a Newcastle bound Down ECML express of steel bodied Thompson coaches towards Relly Mill Junction. In 2017 there is merely plain double track here. The stone bridge is gone, replaced by a modern concrete structure slightly to the south, the Bishop Auckland and Lanchester Valley branches were swept away during the mid-1960s and the ECML slewed to approximately where the Q6 is running. This eased the curve towards Durham and allowed acceleration of the trains on the ECML.

 

[borderreiver]

Summer Saturday Foreign Visitor

Northeast England during the steam era. York during the mid-1930s. One of Raven's 2-cylinder 4-6-0 B15 Class, No 822 crosses the Ouse River bridge bound for Scarborough. Since before the grouping this class, formerly NER S2 Class, were assigned to predominantly freight duties due to the entry in to service of Raven's 3-cylinder S3 Class 4-6-0s. Summer Saturdays placed heavy demands on engines with automatic train brake and the S2s could be found on excursion traffic. Equipped with dual Westinghouse and vacuum train brakes, York would habitually roster one of their B15s to take over haulage of an LMS Summer Saturdays only train from Manchester to Scarborough. Here No. 822 by barn700 is the motive power for a mixed train of Ken Green's LMS P1 stock. Withdrawals of the B15s would begin in 1937 and the onset of WWII delayed the process. However, the arrival of Thompson B1 4-6-0s meant that withdrawals began again in 1944 and the class became extinct in 1947, just weeks before nationalisation.

 

[borderreiver]

Trip Freight 1922

North East England during the steam era. Here circa 1922 one of Worsdell's U Class 0-6-2Ts waits outside Forth Banks Goods station on the Newcastle & Carlisle line waiting for the signal to head to Heaton with the lunchtime trip freight. Number 1716 has a rake of Diagram G7 fitted 25 Ton bogie Transhipment Vans and Diagram G2 fitted 12 Ton Vans destined for the afternoon Class D fitted express goods from Heaton to Leeds. The transhipment vans were built in 1906/1907 for traffic between the NER's main distribution centres such as Newcastle Forth Goods, Leeds and Hull. Around eighty of these large bogie vans were built and they remained in service with the NER and later LNER until nationalisation in 1948. Several lasted through to the 1960s in BR Departmental service. All had the swing doors and a drop down ramp to assist with loading/unloading by trolley. As they were fitted with automatic vacuum train brake and through pipes for westinghouse brake they were suitable for inclusion in ambulance trains during WWI. With the number in service and their use in fast freight between main centres on the NER/LNER NE Area it is a surprise to find they are almost invisible in the photographic record.

 

[nictrain]

Doncaster Shed, 1958

A lineup of North-Eastern mainline steam power allocated to Doncaster Shed, circa 1958. From left to right, we have Peppercorn A1 60144 "King's Courier", Gresley V2 60943, Gresley A3's nos. 60104 "Solario" and 60102 "Sir Frederick Banbury", Thompson A1/1 60113 "Great Northern", and Gresley K3's nos. 61925 and 61869.

 

[borderreiver]

1947 - The Down Flying Scotsman approaches York

Northeast England during the steam era. Here is a depiction of Holgate to the south of York in 1947. The LNER re-introduced non-stop service between London Kings Cross and Edinburgh in 1947, after an eight year hiatus caused by WWII. The track still required a lot of repair to restore it to its pre-war condition and the new Thompson set was not quite ready. New Thompson coaches predominated but the 1938 Gresley triplet RTS from the pre-war Flying Scotsman set provided the catering. The three Thompson catering coaches would appear in the set in 1948. At the rear a 1927 steel Gresley BG was used. I don't yet have those built for me so reskinned Andi06 LNER coaches are standing in for them.



Above the A4 in blue has the Down Aberdeen portion marshalled behind the tender (BCK and TK). Thompson stock with right-angle windows.



The shot above is of the pre-war Gresley RTS articulated triplet set. There was a long rake of TKs and one BTK ahead of this, all going as far as Edinburgh. The down Flying Scotsman will not stop at York but pass through. The A4 corridor tender permitting footplate crew to change without the train stopping. The relieved footplate crew would then "ride the cushions" to Edinburgh. If they were Kings Cross men they'd lodge overnight. If they were Haymarket men they have overnighted in London after bringing the previous day's Up Flying Scotsman to Kings Cross



The final shot, with the two FKs for Edinburgh and the trailing BG. In those days passengers, particularly First Class passengers did not travel light. In reality both the RTS and BG also had roof destination boards but Andi06's models don't have the facility. Still, the late andi06 did some good work with his coaches on the DLS.

The BG, BTK and BCK would all have been available to passengers to stow luggage. Pre-war the train also included a Composite Locker (CG) which essentially was a hybrid vehicle between a corridor composite coach (CK) and a Composite Brake (BCK). The train loaded to thirteen coaches and ran non-stop only during the summer months. A relief train for Edinburgh departed Kings Cross at 10:05, just five minutes after the Flying Scotsman. The nickname for this train was "the Junior Scotsman" but the train was never officially named. In pre-grouping days before WWI there were FOUR express trains from Kings Cross for Edinburgh departing around ten a.m. The 9:50 a.m. the 10:00 a.m "Scotch Express", the 10:05 a.m. and 10:15 a.m. The Scotch Express became non-stop in 1928 and the A1/A3 pacifi locos received corridor tenders. The LNER named their new non-stop premier express train "The Flying Scotsman".

 

[borderreiver]

1947 - The Down Flying Scotsman approaches York

Northeast England in the steam era. Depicting 1947, I have bought a Gresley 61ft 6in Diagram 45 BG. All steel construction by Cammel Laird in 1927, the BG type was rostered to the 1947 Flying Scotsman set along with the Gresley RTS triplet restaurant set due to the unavailability of the Thompson vehicles, which would take their place in the 1948 set. Here the D45 BG is at the rear of the formation, with an A4 in the distance at the head of the train, close to Holgate bridge on the southern approach to York.

 

[borderreiver]

Correct 1947 down Flying Scotsman set approaches York.

Northeast England during the steam era. Depicting 1947, I have re-read Steve Banks' book on LNER Passenger Train formations and the attached shot is the corrected one for 1947. The LNER wanted to restart the non-stop Flying Scotsman as early as possible. Catering was restored from October 1945 and while the summer of 1948 was the earliest achievable date for non-stop running, the LNER assembled several Thompson steel-panelled coaches for the 1947 summer service. The 1947 set was rostered to haul 15 coaches as far as York, its heaviest scheduled peacetime trailing load. The Aberdeen portion at the head was BTK and CK. The main portion for Edinburgh comprised BTK, five TKs, Gresley RTS triplet set, two FKs, and BG. The train also hauled a BG between Kings Cross and York, usually a Gresley all-steel or steel-panelled BG.This BG and the Gresley RTS were the only pre-war coaches, all the others were Thompsons. 1948 would see the introduction of the all-Thompson set with the three-coach catering FO, RK, TO combination, Thompson RB, Thompson FK+ with Ladies room and Thompson TK+ with Ladies room. Here in this shot, a 1927 diagram 45 all-steel Gresley BG brings up the rear. A Thompson Diagram 344 BG is ahead of it. The Gresley RTS triplet restaurant set is visible by the signal post.

 

[borderreiver]

Controversial "Ugly Duckling" approaching York

Northeast England during the steam era. Depicting summer in the early 1950s at Holgate to the south of York, the unloved Thompson A1/1 rebuild of Gresley's GREAT NORTHERN approaches the cathedral city with an evening relief express from London. The A1/1 has brought the train forward from Grantham. There are a mixture of vans attached, which was a long-established practise and common on the GN Main line. This train for York is at its heart a Great Northern Main Line type of express.
There are a variety of BGs, to Diagrams 39, 43, 45 and even two ex-ECJS vehicles, an ECJS diagram 35 and an ECJS diagram 39. The catering core are Thompsons, but still in teak livery, an RTP Pantry Open Third and RF Restaurant First. An old strengthening Gresley TK in teak has been added outside the leading BTK, which is itself a Gresley. Other Thompson coaches in the consist include a BCK, FK and TK. Throughout the BR steam era on the ECML expresses a notch or two down from the crack named expresses could be made up of several different coach eras and several differing liveries too. The Great Northern is Camscott's latest product from his Darlington Works. Coaches are by Paultrainz and the late Andi06.

 

[borderreiver]

A Tale of Two Cities

Northeast England during the steam era. Here I am depicting 1959 and have used two photographs from Steve Banks' book on LNER Passenger Train Formations as inspiration. The port city of Kingston Upon Hull was largely served by through coaches and portions rather than direct trains, while the ancient city of York has benefitted from direct express trains since the railways were built to the city. In 1959 British Railways served the two cities with the 2:10 pm down express from London Kings Cross. A portion for each and splitting at the old GNR large junction station at Doncaster. The 7-coach York portion with catering was at the front, I believe that it was made up of BSK, SK, SK, FO (non-dining) SO (dining) RK, FO (dining). Behind that was the 5-coach Hull portion, FK, BSO, SK, TSO, BSK. Both portions were taken on from Doncaster by K3 2-6-0 engines in 1959. The train consist had in mind the up morning services, leaving Hull at 8:45 and York at 9:15. This was aimed at businessmen who could dine en-route and arrive in London at 1:00 p.m. ready for an afternoon's work.

Below is the screenshot of the Hull portion, led by K3 2-6-0 No. 61884 passes through St George's crossing on St George's Road in western Hull. The FK carmine and cream Mk1 leads, outside of the leading BSO. The portion is almost completely modernised with BR Mk1 coaches, save for the trailing BTK, which is a Gresley example, and can be seen by the signal box.




Below is the screenshot of the York portion, led by K3 2-6-0 No. 61930 as it passes the Holgate excursion platforms. The Thompson catering trio of SO (Dining) RK and FO (Dining) is at the rear. This would be in the centre of the train on departing Kings Cross. The remainder of the coaches are BR Mk1 vehicles.

 

[Saieditor]

A most interesting narrative with all these train formations and different carriage types.

Would you be able to list the loco-hauled carriage types and their functions for better understanding?

 

[borderreiver]

Hello Saieditor. If you search for Steve Banks online he has a website which has several articles about train consists, coaches and wagons. There are also modelling references. He has published one book in the UK, co-authoring it with Clive Carter and I believe that a second one is in the pipeline. The first book was about the LNER's principal expresses while the second one will probably be about lesser services. He probably has enough information to produce a third one, just on trains associated with horse racing on the LNER.

I can list a few types for some illumination. I will try to be brief, there have been whole books written on the topic and I will of necessity have to omit many details, variations and exceptions.

Coaches with bogies, end vestibules/gangway connections
K indicates a compartment interior
O indicates an open saloon interior

BG - Brake Gangway, Brake Luggage Van, Full Brake - The whole vehicle dedicated to non-passenger duties (parcels, mail, passenger luggage, unaccompanied baggage, luggage sent in advance, bicycles).
BTK - Brake Third Compartment - Vehicle split between Third Class Passenger compartments, side corridor and van space that also accomodates the train guard and brake wheel. A 3-compartment BTK might be described as BTK(3).
BSK - Brake Second Compartment - Pre-1939 on some Great Eastern Section trains to the port of Harwich. British Railways in the 1950s abolished Third Class and called it Second Class.
BCK - Brake Composite Compartment - A vehicle with van & guard space, First Class Passenger compartment(s) and Third Class compartment(s) along with a side corridor. A BCK with 2 First Class and 3 Third Class compartments might be described as BCK(2,3)
BFK - Brake First Compartment - A vehicle with van & guard space and compartments for First Class passengers.
BTO, BSO, BCO and BFO are open versions of the above brake coaches, where passengers are sat in an open saloon having a central walkway through the saloon and seat arranged either side, usually in bays around tables in steam days.

FK - Gangway First Compartment. All the vehicle used for First Class passengers.
FO - Gangway Open First. Might be lettered RESTAURANT CAR for dining. Not all seats may have had their table laid out for dining - it depended upon the expected level of demand. First Class passengers could travel in an open first and did not need to dine.
SFO - Gangway Semi-Open First. A hybrid interior for First Class passengers. Part compartments and part open saloon, usually to provide an area for dining without having to provide a whole FO vehicle. Might run with an RK, RF or RT. The passenger traffic on offer would dictate which the operating department would use.
TK - Gangway Third Compartment.
TO - Gangway Open Third. The Third Class version of the FO and with the same lettering/use.
SK - Gangway Second Compartment.
SO - Gangway Second Open. The BR-era Second Class version of the FO.
CK - Gangway Composite Compartment. First and Third Class.
CG - Gangway Composite Locker. First and Third Class Compartments with a Luggage Locker taking the place of one compartment - a halfway house between a CK and BCK. Many passengers travelled with a lot of baggage. The through coach between London King's Cross and Perth attached to the Flying Scotsman express was traditionally a CG and it meant one coach could accomodate First Class passengers, Third Class passengers and baggage without laying on a second coach in the form of a baggage van.
RF - Restaurant First - A vehicle with a kitchen and a saloon area for First Class passengers. Usually lettered RESTAURANT CAR.
RT - Restaurant Third - A vehicle with a kitchen and a saloon area for Third Class passengers. Usually lettered RESTAURANT CAR.
RC - Restaurant Composite - A vehicle with a kitchen and two saloon areas, one either side of the kitchen, for First and Third class passengers. Popular pre-grouping (pre-1922). The LNER built around six more in the 1930s.
RU - Restaurant Unclassified - A vehicle with a kitchen and a saloon area where First and Third (or later in BR days First and Second Class) passengers could sit to dine. The LNER built/converted for sleeper trains where social niceties were less stringent.
RTP - Third Class Pantry - An open saloon with a pantry at one end - the main reason for this was increased carrying capacity for food/drink.
RK - Vehicle with kitchen or Kitchen and pantry(s) only. No passenger seating. A crew compartment and lavatory might be included in the coach.
RB - Buffet car - a vehicle with a counter/bar instead of a kitchen, with a saloon area. Drinks/snacks served. A 1930s evolution. The LNER converted some coaches to buffets. Some of the first build of designed buffets were for the LNER Tourist sets.

The "classic" combination was a two-coach RF & TO or RF and RTP. Heavier trains might have a three-coach FO-RK-TO combination. Sleeper trains might have an RU attached at the rear for quick attachment/detachment (don't need dining all night). Just Dinner or breakfast service. A variation was an FO and RT combination for some trains. Depended on the traffic demands and dining demand. The ultimate was Gresleys RTS, the articulated triplet of FO, RK and TO on four bogies. Built from 1924 to 1938. The RTS filled the demands of the heaviest Anglo-Scotish trains in the 1920s and 1930s. Their Thompson replacement was the three bogie coach FO-RK-TO combination. The LNER used the lettering RESTAURANT CAR to indicate to passengers that meal service was available and where to find the facilities on the train. There was a prestige component to the branding.

Eras of construction

Pre-Grouping - Gresley from 1906 to 1922 for the GNR, some East Coast Joint stock (ECJS) for Anglo-Scottish Expresses and some Great Northern & North Eastern Joint Stock (GN&NE) for London to Newcastle Expresses. Worsdell and Raven of the NER built for the NER, ECJS and GN&NEJS. The NBR, GER, GCR, H&BR and GNoSR also built coaching stock which was carried over to LNER stock. M&GNR and Metropolitan Railway stock are also involved in LNER stock from the 1930s. The Cheshire Lines Committee is another component. In 1939 around half of the LNER's coach stock was of pre-grouping origin.

Gresley - From 1923 to 1944 for the LNER (Gresley died suddenly in 1941).

Thompson - from 1944 to 1950 for the LNER, British Railways Eastern, BR North Eastern and BR Scottish Regions. Peppercorn became LNER CME around 1945 but Thompson's designs were built until BR designed its mark One stock.

BR Mark 1 - Standard British Railways designs from 1951 to 1963 for all regions of British Railways.

 

[borderreiver]

The Ports to Ports Cross Country Express departs York

Northeast England during the steam era. First screenshot from T:ANE SP2. Here, inspired by another Steve Banks photograph I am depicting the mid-1920s, the Ports to Ports cross country express leaves York at 4:47 p.m. for Newcastle. One set was provided by the LNER NE Area (to 1925 it was provided by the S Area GC Section due to the GCR being behind the initial creation of the train in the 1890s to draw traffic to its London extension and connection with the GWR at Banbury). The other set was provided by the GWR and every day a set of chocolate and cream coaches could be seen going north or south behind an apple green LNER locomotive. While the LNER viewed it as an important express and the NE Area provided its set with new Gresley coaches, the GWR saw it as a secondary service, with older coaches and running it on light secondary lines for much of its journey between Banbury, Cardiff and Swansea. A Hull through coach was part of the train between Sheffield and Swansea.



At York on the northbound trip, the Ports to Ports picked up LMSR through coaches from Bristol. They had a not very impressive wait of an hour at York before continuing on their way. ex-NER Z Class 4-4-2 Atlantic No. 2208, now LNER Class C7 leaves with two non-corridor ex-NER coaches as strengtheners, followed by the two LMS Bristol coaches and the GWR set bringing up the rear. Strengtheners could be very different from the main core of the train and non-gangway stock survived in use for many years on main line services, far longer than most think was the case. The express stopped at Northallerton, Darlington and Durham before reaching Newcastle at 6:45 p.m (1922 times from Bradshaws). By 1938 the Monday - Friday train left York at 5:00 p.m. and reached Newcastle at 6:15 p.m. On Saturdays in 1938 it left 30 minutes later at 5:00 p.m. and there was no Bristol - Newcastle portion.

The GWR set was usually a BTK or BCK, TK, CK, RC, CK BTK. In reality the set I have here is made up of 1922 coaches but Dean bogie gangway clerestories were assigned right through to the end of the 1920s and weren't completely displaced until the 1930s.

Retrofitting York to the steam era is a big job and it is in transition at the time I took this screenshot.

 

[Saieditor]

Hello Saieditor. If you search for Steve Banks online he has a website which has several articles about train consists, coaches and wagons. There are also modelling references. He has published one book in the UK, co-authoring it with Clive Carter and I believe that a second one is in the pipeline. The first book was about the LNER's principal expresses while the second one will probably be about lesser services. He probably has enough information to produce a third one, just on trains associated with horse racing on the LNER.

... ...

<snip>

Dear borderreiver, I thank you for your surprising -and fulsome- detailing of what the carriage acronyms mean.
I have copied this and kept it for reference in compiling trainsets ...

Thank you.

 

[borderreiver]

Hi Saieditor, when using the copy as a reference please remember that it is a very brief summary and there is a great deal more to find out in the detail! My summary did not cover ordinary coaching stock (i.e. stock without end gangway connections). Sometimes in pre-grouping and even LNER days some trains, even "express trains" operated with a mix of ordinary and gangway stock! The term "express train" itself is a very general one since several different types of passenger train working ran under express lights/express headcodes. In British Railways days they introduced the TSO "Tourist Second Open" to describe second class open saloon gangway coaches with two-a-side seating. This differentiated it from SO coaches that had two seats on one side and one on the other. The LNER under Gresley had built some dedicated tourist sets with two a side bucket seating and after WWII it was used in more general service but British Railways built new Mark 1 coaches as TSO types.

It can come as a surprise to modern travellers that long distance "Third Class" travel in the days of steam (and Second Class travel in BR steam days) could be in coaches with two seats on one side of the aisle and one seat on the other. This is a configuration now associated with First Class travel in trains and yet the First Class ticket holder often travelled in open saloon coaches with one seat either side of the aisle! Compartments in gangway stock could be for two or three per side (First) or three or four per side (Third/BR Second). Armrests would give a clue in a plan, though some Thirds/BR Seconds lacked armrests (especially so in compartment gangway stock built in BR days, but some had armrests that could be raised). There are some late 19th century sketches showing how a busy Third Class compartment with bench seating lacking armrests could be.

 

[borderreiver]

Crossing the River Rede 1955

Northeast England during the steam era. I have been working on a transdem version of my layout Reedsmouth Junction. This version covers the former Border Counties Railway from south of Reedsmouth Junction in the vicinity of Countess Park to a mile or so west of Bellingham. There is also around a mile or so of the Wansbeck branch, which joins the BCR at Reedsmouth Junction. Here a BR Standard 3MT 77XXX loco hauls a four-set of largely former LNER Gresley gangway bogie coaches over the River Rede on its way north to Riccarton Junction and Hawick. The only modern coach is a Thompson Composite. A horsebox stubbornly holding on to its old LMS branding has also found a place in the train. Perhaps the occupants are bound from a trainer at Hexham to the racecourse at Kelso, which will require a change of train at both Hawick and Melrose. The line would lose its regular passenger service in October 1956.

 

[borderreiver]

The Winds of War

Northeast England in the steam era. Here, in the early summer of 1914 at Newcastle Central station around 1 p.m. one of Vincent Raven's N.E.R. Z Class 4-4-2 Atlantics, Number 735, has taken over the duty of taking Edinburgh's 10 a.m. departure, the Up "Scotch Express" onwards to York, where a GNR large Atlantic will relieve it. On the eve of WWI, the East Coast Railway Joint Company, a partnership between the GNR, NER and NBR to operate Anglo-Scottish expresses, has introduced two new trains of East Coast Joint Stock to equip their premier long distance day express between the two capitals. The core of the trains are two new catering cores, a three car consist comprising Open First Dining car, all-steel built Kitchen car and Open Third Dining car. The Open Dining cars are Gresley creations from Doncaster on the GNR, while the kitchen car is from York and the NER.

Below, seen waiting in the station for departure is the new catering core of the Up "Scotch Express". the ECJS First Class Dining Saloon has one a side seating for the eight and a half hour journey between the capitals. Following the "Races to the North" during the 1890s an agreement between the East Coast (GNR, NER, NBR) and West Coast (LNWR & CR) Companies limited the London to Edinburgh and London to Glasgow journey times to a minimum of eight and a half hours. With speed eliminated as a factor, to compete for custom trains became more luxurious and comfortable.




below, viewed from further back, stands the ECJS Open Third Dining Car, where Third Class Passengers could sit and dine in a configuration with two seats on one side and one across the aisle on the other. the all-steel Kitchen car sits between them. It was fitted out with a full kitchen, First Class Pantry, Third Class Pantry, Attendant's Compartment and toilet. the three built would last in East Coast Main Line express service until 1929/1930 and would then go in to service on the GN and GC sections, where they would have had long service lives, probably lasting in to the late 1950s/early1960s. The Four Open Dining cars were cascaded out in to service on the LNER sections in the mid-1930s and at some point after this lost their external LNER lettering as restaurant cars. As high quality vehicles they too probably lasted through until the mid-late 1950s.



Below, at the head of the train is Number 735, with an EJCS Diagram 39 Brake Gangway vehicle behind the tender. An old NER "1463" Class 2-4-2 brings in a Carlisle train, passing a Fletcher "BTP" 0-4-4T between two Driving Composites forming an NER Autocar. A Worsdell "N" Class 0-6-2T sits n the carriage road with two six-wheel vans.

 

[borderreiver]

The Scotch Express

Northeast England during the steam era. The Up Scotch Express en-route south from Newcastle. The ECJS BG is visible at the head of the train, with the ECJS catering core visible in the middle of the train.

The Up Scotch Express getting in to its stride as it draws away from King Edward junction on the south bank of the Tyne. Redheugh Colliery can be made out in the background. The line falling away at the right is the line down to Low Fell yard, Dunston and Blaydon.



The Z Class 4-4-2 negotiates its way to the bottom of the bank at Low Fell. the two centre lines are the route from Dunston and Bensham Bank while the nearest lines are the southern access to.from Low Fell yard.

 

[guywhite]

Hi borderreiver,
I've just stumbled across your thread while perusing this site & I must say WOW! I'm very impressed with your work. Your Northeast England route during the steam era looks amazing & clearly you've put a lot of hard work into modelling it. Love your excellent screenshots by the way.
A couple of questions if I may;
1, Where did you get your models of the LNER Sentinel Railcars? I have a lot of items that I have purchased from paulztrainz & camscott but I've not seen them on their websites.
2, Do you have any plans on making your route available as payware ? As I would be delighted to pay for a copy of it.
Keep the screenshots coming & keep up the good work, this is one thread I will follow with great interest.

 

[borderreiver]

Hi guywhite,
Thanks for the kind words. As for your questions, here are the answers;

1. The Sentinel Railcars are from barn700 (Paulztrainz). I know Paul's late wife maintained his website but for one reason or another they had not made it on there. I did not have him make every model of Sentinel railcar (none of the Claytons at all (well not yet)) but drop him a line and ask him for them.
2. No plans to make anything available as payware for several reasons. One is that County Durham is a rollback of a chunk of the TS12 Kings Cross - Newcastle route so it is not mine to upload or sell. My NW Durham route has a lot of payware on it. I might make available my transdem Border Counties Railway - Reedsmouth to Bellingham made from 2m LIDAR data available as payware, though I have no expertise in building a site to market it or take payments. It is two stations, a junction and about three miles of track, so it can be operated more or less as a layout (three portals being the "fiddle yards"). It is a single track railway and was a low-speed one too, so no Flying Scotsman. Pre-1950 it really should have the NBR D30/D31 and J36 dominating the haulage on the line but until someone puts those beauties on the DLS it will be a 1950s era one such as the S&C.

 

[edh6]

If you were to make the mentioned route available as freeware on the DLS I could probably find the motivation to model the D30 and J36 (even more so if D30 drawings can be supplied, I have the J36). If the route were payware it would be much less likely that I'd find the motivation...