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Everything posted by keefer

  1. Make a nice wee working diorama esp. if you had trees covering each side of the road. Have working warning lights for the crossing and no pesky barriers to make things awkward!
  2. Looks like a cl.119 or 120. (Not sure which of these worked into London). By about 1982, the 119s had taken over the Reading-Redhill-Tonbridge duties previously covered by the SR DEMUs, giving SR crews their first taste of mechanical diesel units. Although the DEMUs were diesel, they had more in common with the SR EMUs e.g. the same EE traction motors, so the mechanical units were probably a bit of a shock to the system!
  3. Also recognisable for the large roof-mounted air intakes for the traction motors
  4. The second Birkenhead pic is interesting as it shows the original cl.503 front end - later on they gained a door in the centre of the front end and hence had air pipes on either side of the door. Not sure when it happened but was due to the requirement to have an end door for evacuation in the tunnel sections.
  5. These were still called 2EPB but I don't think this unit is one of them - the luggage vans were larger than standard and they got a smaller indicator blind Actually, on zooming in on the pic, it's an SR/Bulleid-design unit - the Tyneside units were BR-design
  6. The change was in 1963 after the really bad winter, as said, to make the signs more visible against snow.
  7. I've read somewhere about using buckeyes causing the units to be too long but it was 12-car sets at certain London terminus platforms. Link-and-buffer stock just fitted so buckeye fitted stock would be off the end of the platform.
  8. Was definitely thinking of Get Carter Nidge, just in the other direction! (Of course, not everyone may realise that in the Get Carter opening 'journey', Jack shares his compartment with his eventual assassin.)
  9. as i have read about it, it was merely to do with maintenance schedules. Parkin (1999) p.68: "The frequency of works visits is obviously dependant on the work load of the vehicle. Three classes were denoted by the letters A, B and C [where :] Group A included all sleepers, catering vehicles, Pullmans and stock in regular all year round rosters. Group B had regularly rostered 'strengthening' vehicles if used 3-or-more days each week [and] Group C had the rest. The maintenance group was sometimes added in parenthesis after the vehicle code e.g. BSK(B), though these were not always changed when a coach was transferred and the RO once noted E9254 branded BSO(C) running regularly in a roster covering 438 miles per day."
  10. Seems odd to me that BR stuck with the diesel locos 'steam generators' as long as they did, given the unreliabilty and general inconvenience they caused, well into the '70s/80s. (IIRC a loco could be declared a failure if the boiler was kaput during 'heating season' - even if it wasn't failed, it still meant a cold train). What was it specifically that tended to cause problems? Even with the prospect of all-ETH stock (eventually), there must've been a better way of providing the steam-heat? (i know there were lots of inefficiences and ways that the heat didn't always make it all the way down a train)
  11. catching up slightly but: Monday - Buston Barns 43117 down 16th June 90 C14550 - great picture, really captures the HST hammering towards the camera. Tuesday - Chevington Class 91 up test train 1st weekend of electric trains 15th June 91 C15938 - one for 'Prototype for Everything' particularly for those with smaller layouts! Wednesday - love the contrast between the premier ECML cl.91+Mk4 stock sweeping in on the illustrious long-distance expresses and the flying skateboards on the locals. Plus C18213 of 56119 is just a beautiful picture, the loco looking very crisp and clear in the frosty landscape.
  12. sorry if it's been mentioned already. The Protectors on ITV4 today, episode 'Shadbolt'. Tom Bell (Shadbolt) on a train from Edinburgh Waverley with Robert Vaughan (his target). Only saw the first bit - passes a mk2 A/C train, gets in a mk1 First class door and cut to a low-down shot of a Deltic + mk2 A/C train with 1E05 (Flying Scotsman) headcode pulling out of Waverley East end. (episode not up on ITV Hub yet, so no screenshots) some info available at https://itctv.wordpress.com/2014/03/03/the-protectors-season-2-episode-22-shadbolt/
  13. Plenty of DMUs had headcode boxes, just not ones as big as that (cl.112/113 Cravens only) as they usually didn't include a destination indicator. That usually was smaller and mounted in the central windscreen.
  14. I think it was SUB or early EPB vehicles which were numbered S16xxxS. The various number clashes only became a problem when the MUs then coaches were put onto TOPS or POIS in the early 80s. Until then, the use of regional prefix letters meant numbers could be duplicated - but the computer systems couldn't use the letters so any numbers then had to be unique.
  15. Pity it's not a BR one - would probably have said 'Not to be removed from Inverness'!
  16. The high-speed 'Deltic + 8' sets had twin catering cars with either RU+RB or RU+RMB - I don't know which services these were though (KX-Newcastle?) More manageable for modelling as well - 3TSO,RMB/RU,2FO,BG - you could even knock out one TSO and FO to save more space.
  17. I think, like with any specific operators, it's being mindful of their T&Cs. I remember the fuss once on a ScotRail train with the Conductor trying to explain to a guy that his XC ticket was only valid on an XC service.
  18. And the Midland Saw Mill doing well enough to justify a travelling crane up to the railway.
  19. One of the latest threads (also has links to another one): https://www.rmweb.co.uk/community/index.php?/topic/153383-milk-tank-liveries/
  20. From the brief period when the planned ETH locos were initially numbered 27113-24, before becoming 27201-12
  21. It's a class 124 Trans-Pennine unit. The cl.123 were the Inter-City units with end gangways.
  22. Discussion of this issue in this thread: https://www.rmweb.co.uk/community/index.php?/topic/167625-freightliners-environmental-credentials-down-the-pan/
  23. August 1993 at Stafford, nothbound train arrives with 2 x cl.90 and 2 x DVT on the front of a Mk3 train (5xTSO, RFM with no red catering stripe and only one FO). Then because of engineering work to the North, the whole ensemble departs under the power of a RES cl.47/4! (Train arrives @00:03 and departs @03:00)
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