Reviewed by Peter Scarborough
Photographs by Charles Oldroyd

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Ellis Clark	Ellis Clark
Unit 13 Baildon Mills	01756 701451
Northgate
Baildon	Email: ellis@ellisclarktrains.com
Shipley	Web: http://www.ellisclarktrains.co.uk
West Yorkshire
BD17 6JX

Ellis Clark Trains are well known in the pre-owned model railway sector and for their association with the Darstaed range of BR Mark 1 coaches. Their new range of ready to run Presflo wagons is their first entry into the market under their own brand name.

The model represents the pressure discharge bulk powdered wagon, more commonly known as Presflo, built to carry cement. 1,870 examples were built to BR Diagram 1/272, with a further 236 built for Associated Portland Cement Manufacturers, trading as Blue Circle Cement. A further 50 built to Diagram 1/272 were branded as Bulk Salt. These had a different arrangement underneath and are not covered by the model. The first Presflos were introduced in 1954 and lasted until 1987. They ran in rakes of 10 or more but could also be seen in ones, twos or threes, in mixed freights. They were also recorded attached to the Inverness to Kyle of Lochalsh passenger train in the 1970s, in connection with oil rig construction.

Seven models were provided for review and the writer has three examples of his own. The models are manufactured in China but have been designed in-house.

The model comes in a strong cardboard box with well-designed, attractive graphics. Firm foam packing is used although care is required when removing the model, particularly with regard to the ladder handrails.

The range covers 28 different models in eight different liveries, incorporating Pre-TOPS and TOPS, with an un-numbered example for each livery. Transfers by the excellent Railtech are included. The detail differences between individual prototypes such as buffers, vacuum cylinders and handrails are all picked up.

The construction is a die-cast metal chassis, with plastic body and metal and plastic detail. Each axle box is individually sprung using a small well-balanced coil spring, so that the wagon sits nicely on the track but with sufficient strength to properly compensate. The average weight over the ten examples is 187g, over the Guild minimum standard but not too heavy.

The wheels are insulated at the axle and are unpainted. Over the ten examples the back-to-back wheel dimensions varied from 28.97mm to 29.25mm with an average of 29.08mm. The wheel set gauge varied between 31.02mm and 31.43mm with an average of 31.21mm. These dimensions are slightly below the recommended Guild fine scale standards (29.2mm back-to-back and 30.75mm minimum wheelset gauge) but extensive running tests have not raised any problems. Indeed, the running could only be described as exemplary.

Ellis Clark Trains have advised that conversion to Scale 7 is possible and that they have carried out such work. Anyone requiring a conversion should contact Ellis Clark Trains directly. Visual examination of the wheels supplied suggests a similar profile to the Slater’s range but with a slightly thicker flange. The instanter couplings and buffers are sprung, with a nice balance between strength and flexibility. Ellis Clark Trains advise that the wagons will run on PECO 2nd radius curves (1028mm). The review wagons were run at the head of, and as part of, a 44-wagon test train on the Keighley Model Railway Club 7mm layout Ravensbeck. As before, running was exemplary.

I did not have access to a comprehensive set of prototype dimensions but the few basic ones that I could source suggest that the model dimensions are accurate. Ellis Clark Trains advised that original drawings and dimensions were used in research. All liveries feature finely printed legible lettering and works/number plates, all based on photographs of individual prototypes. There is an add-on detail pack supplied with etched works/number plates (although still with printed lettering), wagon label clips, timber blocks for the chassis and alternative handwheels. Unfortunately there are no instructions regarding where these parts are located but I am advised that something will be appearing on the Ellis Clark Trains website.

The models cry out for suitable weathering. Ellis Clark Trains offer their own in-house weathering service. For those tempted to do it themselves, Paul Bartlett’s photo website offers numerous examples to inspire.

In summary, these are superb reproductions of a complex prototype. Ellis and the team should be congratulated on producing a fine range of models at a very reasonable price. It should not be forgotten that producing such items to this standard entails considerable effort and risk for a small manufacturer. I understand that more wagons are proposed under the Ellis Clark Trains banner, to which I look forward in anticipation.