mjkerr

Did you take into the mileage difference between weekly, Saturday and Sunday mileage and requirements My first calculation was just over 11 million miles My final calculation then included cancellations, that alone in 30 years deducts about 0.5 million miles!

A quick calculation shows about 8 million miles in 30 years That takes into account 4 weeks out of service each year The advantage with the Class 91 is no need to refuel, so very intensive weekly use The fleet total is about 9 millions miles (based on availability)

Some Aberdeen services had seat reservations, so had coach letters From memory it was as follows, but it might be the other way round (Coach B First Class) A B C would be standard (64 seats) D would be First Class (42 seats) E would be standard (32 seats) Therefore it did not matter whether the rake included Mark 2 or Mark 3 TSO / standard

Not sure what period you are wanting Most inspections and repairs would take place at either a station, passing loop or yard (depending on if freight or passenger train) Most stations where a loco change was likely would be selected The driver and shunter could then make a visual assessment and request a fitter if required In the 1980s and early 1990s, at the majority of major stations in Scotland such an inspection would take place almost daily Examples Aberdeen, a Class 47 arrived having struck an object and noises had been reported from the second coach behind the loco, resulting in the train proceeding at 15mph Carlisle, a Class 86 arrived having been reported by a passing train, a shock absorber on the front bogie was found detached Carstairs, driver reported striking an object damaging two coaches, on arrival three windows on coaches were found broken

Yes, but rarely on these routes

37410 is Large Logo Blue gives you the period 1985 to 1990 (depending on if you renumber to a different 37/4) https://www.class37.co.uk/fleet.aspx?strnumber=37410 As you can see this loco mainly operated the area Mossend - Glasgow - Fort William / Mallaig / Oban A small number of other observations though, including Perth and Aberdeen Then the loco was repainted and travelled further (as did most 37/4 by late 1990) As above, some freight you would only see on some routes The Alcan PCA would be seen between Mossend and Oban, and pretty much matches the name Aluminium 100 Soe freight you could see on any of the Scottish western routes Such as mixed OAA and OCA, timber on OTA, oils and liquids on TTA, palletised on VAA/VBA/VGA If you renumber the Class 37/4 to an Inverness based example You would lose the Alcan traffic, but gain the nuclear flask Obviously as a 37/4 it is primary role is passenger use This allows a mix of Mark 1 and Mark 2, just watch as later rakes swapped to air brakes If the 37/4 is Eastfield and route Glasgow - Fort William, you can include a sleeper Equally, as an Inverness based 37/4 you could push the boundaries and include a single sleeper (before this was ditched)

As above, the loco and location do not quite match Do you have a layout already? (which gauge) If so, is it based on a real location or quite flexible? Do you plan on renumbering your 37410 model? (for example to match an Inverness based 37/4)

Almost all the ScotRail LHCS was loyal to territory, based by depot As an example I never saw any of the Polmadie (Glasgow South West) coaches on any other routes

Agreed, I am not aware of any Class 45 remaining between 1989 and 1991 Equally, Class 50 were quite rare to Birmingham

As an example the Class 47 has a 300 gallon coolant system However it did not use anti-freeze due to disposal issues, instead using Borax Sodium Metasilicate water treatment The driver manual states that leaks should be reported for immediate repair and the loco taken out of service The maintenance manual states that all the seals should be removed and replaced and the entire coolant system drained and then pressure tested, and only then should the system be filled with water treatment Equally, the manual states that repeated cold starts will drain the batteries, and where possible the loco should be left idling If the loco will not be required within the next 24 hours it should be switched off, otherwise it should be left idling

10 years after the time frame in question, although inherited fleet almost unchanged However, forgot about the Class 158 that operated Edinburgh - Manchester, but again outside of the original geographic request so did not mention it

Looks like both rakes were short formed, as it should be TSO-TSO-BFK-TSO-TSO-RB-TSO-TSO-BFK-TSO-TSO As the Edinburgh set has the RB, the Glasgow portion requires an additional coach to be added The only exception was the Manchester service, which was permitted to run with 3/4 coaches between Glasgow / Edinburgh and Carstairs This was a great service to take to Carstairs! On a Saturday morning it was also used to move a Class 47/4 from Manchester to Glasgow, instead of a Class 86, but it did run about 20 minutes late by the time it arrived at Carstairs

It is possible to do so However, best practice is to switch the engine off At Aberdeen (1989 to 1996) I can only remember two occasions where the engine was not switched off

Assuming 1989 Anglo-Scottish services were mostly Mark 2E TSO, Mark 2D BFK, and Mark 1 RBR or RMB, most allocated to Polmadie In most cases formed TSO-TSO-BFK-TSO-TSO-RBR-TSO-TSO-BFK-TSO-TSO In most cases the portion with the RBR would be included in the split to Edinburgh (but usually one exception Mon to Sat) Not included the Scotland - Manchester service, which used Mark 2C The shorter services, most allocated to Longsight used Mark 2D TSO Class 86/2 or 86/4 between Scotland and Birmingham, again the occasional exception being Coventry (services to East Anglia) Class 47/8 had just been introduced, so south of Birmingham there was a mix of 47/4 (both standard and long range) and 47/8 Services between the south west and north east, via the East Coast Main Line (Doncaster to Newcastle) were predominantly 7 coach HST Into 1990 and 1991 reliability of the 47/8 was an issue and 47/4 continued in use With the introduction of the Mark 2 RFO, dedicated Scotland - Birmingham services were introduced The remaining Anglo-Scottish services swapped over to HST The shorter services were also simplified, ideally using one 47/8 throughout the day, but all too often swapping at Bristol A small number of TSO(T) were converted to RMBT, as the RFO had been completed This is just simply a TSO version of the FO conversion, but without the ability to serve passengers within the coach (at counter service only)

Driver entered cab and setup, once setup stood at the door looking for the route signal (on the reverse of the signal) Once the route signal was received, closed the door and then departure as normal