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Everything posted by w124bob

  1. I was informed before retirement 5 years ago that ERTMS had little to do with real capacity increases (a bonus) but was really all about cost savings. I came into contact a few times a year with someone who was directly responsible for writing the new rules, although they worked for a major TOC this was a sideline as a consultant to NR. It was clear back then that the costs in training for TOCS was going to be considerable, only a portion was going to be subsidised by NR. Their prime motivation was the ultimate removal of expensive to maintain lineside signalling equipment and the creation of what was termed "a sterile trackside" environment. The first part was the roll out and reliability of GSMR (cost savings to TOCS, increased DOO full passenger operation)with full onboard train to signaller communication. I remember being told that, as a depot, we would encounter this within five years on the Reading/Didcot corridor. One of the reasons the new signalling remained 3 aspect in places? The sterile trackside environment was talked about both in terms of risk reduction but also an acknowledgement that drivers would be concentrated on a screen and the observation and control of matching actual speed to required speed. Particularly with regard to signal markers requiring a stop or major speed reduction, a complete change of in the way we drove. The capacity increase was deemed to come from the ability for the computers to squeeze up rolling blocks by speed matching of trains, easy to do on TGV style routes, but on mixed traffic routes, who knows?
  2. Jinties, that explanation is what I'd guessed, just couldn't fathom the veranda thing.
  3. Seeing that Jinty picture reminds of one small item of interest regarding their banking duties, I recall seeing a steel rod hanging from the horizontal handrail on the smoke box. A small hook over the handrail and a larger hook at the free end. The rod was just short of the footplate in length, but I couldn't work out what it would be used for!
  4. Cement mixers here a pair of 3d printed for £6.50 https://www.ebay.co.uk/itm/264244779753?hash=item3d86375ae9:g:WMsAAOSwKGxfwkVg I bought some a couple years ago, just needed weathering.
  5. I have a fair collection of books and DVD's and I don't recall seeing any SR bogie brake vans, in fact as your period covers the WR infiltration I can't recall Toads either! One thing I did notice, wooden sided coal wagons lasted longer on the S&D than other areas away from the line. One vehicle which did seem to make fairly regular appearances was ex LNER stove brakes, particularly on the milk train traffic. There's an image somewhere of an ex GW2251 with 3 milk tanks and a stove on the rear. Last time I looked the Comet LNER stove was not available.
  6. I wonder if the class 25's with FYE's will have the latter exhaust style, 7561 carried TOPS style numbers. If it has then that saves me a lot time renumbering the TMC exclusive 25102! It's a pity Heljan haven't gone for the alternative modified exhaust panel fitted to many cl 25's. Still it is a reasonably simply conversion. I do intend to have a go at the alternative exhaust style but that's for another thread.
  7. If you are using 24137 as a starting point then that has the fuel gauge already, a small number of 25/0's did not get a fuel gauge, 004/6 and 10. Also note that 25016 to 025 had a large fuel tank, that can be modelled as shown with my version of 5170. This highlights another area of variation, the cab roof. I got this wrong on 5170, it got a replacement at on end. This had the latter angled sides or wings as seen in all 25's from 026 onwards, my loco has now been renumbered to 5172. Derbysulzers and Flickr are essential for research.
  8. I agree but that can be rectified easily as they are "add ons", basic errors in window and door profile are a different matter. I've now decided to convert a Baccy 45 to ETH I've got the how to details somewhere on file and Brian Daniels Flickr site always yield useful pictures of the roof mods required.
  9. Well the blue early TOPS class 31 is a welcome addition for me as it can be easily backdated a couple of years. Also there was some variation in number/arrow placement which I can work with. A couple will be added to my fleet. Hopefully this will lead to a green FYE example as well! I also note that image of 31139 appears to show the correct exhaust outlet, at right angles to the engine . Hopefully that's not just a photoshop of a blue loco with footholds overlaid.
  10. That shows exactly why people who don't drive trains shouldn't be allowed to dictate the type erected, particularly as TOCS spend time and money on signalling sighting courses for Driver Managers who imput their views into such schemes. Sadly many current Driver Managers lack driving experience and can be sidelined to easily. I had experience of the Didcot/Reading route before and after the resignalling and that was certainly not done to improve sightings for drivers even before the wires went up!
  11. I can think of at least one instance where a route indicators are fitted for two routes, left or right but a plain aspect cannot be shown, coming off the Atherton line into Salford Cresent(this may have changed). I assume this was because both routes were of equal importance and speed. Another signal situation I came across is where trains reversed. In one instance a route indicator was lite despite it being the only route available, in an identical setting a plain signal. The difference here was that in the first example a train could approach the signal whilst moving, in the second it was a through station platform but with certain local trains terminating and reversing. In both cases trains moved through a facing crossover to gain the correct route. What has been quoted above regarding the importance of the mainline versus the branch is correct, but there could be exceptions.This is mainly down to the historical context of the route and when it was resignalled, early signalling schemes often simply replaced semaphores with colour lights like for like.
  12. Yes My first conversion for 5170(recently renumbered to 5172) did just that. The boiler water tank is glued in the chassis base via to plastic pegs, mine wouldn't give so rather than risk damage a stripped out the motor to gain access from the inside. the top of the pegs are then visible and I simply drilled the tops to weaken them and the water tank then came away easily. The only reason for the full circuit board swap was i was doing 24054 at the same time.
  13. This mixed rake of wagons handled the fairly generous curves of Dewsbury Midland without issue. I tend to close up the coupling gap by simple trimming a few mm of the coupler pocket and trimming the excess "ears" of the unplugged coupling then super glue the coupler back into the socket. The buffer shanks(MDV's) got a touch of silver, although I seem to have managed to photograph the few still waiting this touch! Next time this coal train appears hopefully it'll be hauled by D6704!
  14. I worked at Manchester Victoria, in the late 80's Metalbox was served by a direct service from Cardiff. The service was booked into Trafford Park for dropping of steel coiled wire in SPA's but this was rare. From TP it ran round at Ashbury's then to Victoria for a crew change. Booked into MB around 10am just in time to catch breakfast in their canteen! Usual load was about six VDA style vans, regular power was one of the six Mirlees/Paxman 37'9s. Explosive into a pair of sidings at Gathurst for onward transport to a nearby quarry .I think the traffic ceased in the early 80's , this from Flickr note the narrow gauge tracks! This must be just before the traffic finished, some useful info in the comments
  15. I'll second that, by the time I arrived at Newton Heath they'ed all gone bar one hybrid 100/105 two car. Flickr group pictures here https://www.flickr.com/groups/[email protected]/pool/
  16. Here is the holiday project, Gateshead 239 drifts through Dewsbury Midland with a partially fitted coal train. More pictures of the wagons in the Accurascale MDV/MDO thread.
  17. I took delivery of 6 MDO's and 15 MDV's a few months ago and have finally finished weathering them, so here's a few pictures. The ultimate intention is to have two trains, a fully fitted MDV/HTV combo and a mixed bag of MCO/MCV/MDV/MDO unfitted . Loads are chopped up foam from Heljan and Dapol loco packaging, Dapol has slightly more sparkle! I will retrim a couple of the over loaded wagons. Pictures taken on Dewsbury Midland.
  18. As a very young 2nd man at Coalville I have memories of the HUO's in long rakes working into Drakelow A&B power station, two thoughts occur. It's possible to mix in the odd MEO and the ex vac braked conversions were rare (approx 1 in 30) in a rake of 45, max load for a pair of type 1's. The most mixed trains were those from the pithead to a yard(Toton most likely) where you can just about have any coal related wagon in the same train, incl HAA/HEA combo's. Class 56 on class 9 trains was very much a NE thing. From memory the LM banned them on anything other than AB trains, the straight airbrake was quite sharp. Here a couple of pictures of mixed formation coal trains found, Willington , Beeston and Drakelow A&B are the locations. Willington and a real mix and match. Another mixed bag passing Beeston CEGB loco shunting the tipple at Drakelow Finally NCB loco entering Bagworth exchange sidings from Ellistown pit, an 08 was regularly on hire here.
  19. I've now checked both the official Sulzer manuals and the Ian Allan's from the period, the Sulzer manual makes no reference to the supplier of various electrical components. As they are "Drivers Manuals" this is really irrelevant, it's all about equipment location and fault finding. So from my 1971 and 1974 Ian Allan combined volumes I've got the following(my Crompton Parkinson referernce above is wrong). D5000 to 5150 BTH traction motors, class 24/0 24001>049, class 24/1 24050 onwards. electrical, boiler and fuel tank differences. 25/0 BHP increase, no boiler everything else a carry over from above. From the '74 Ian Allan 25/1 25026 to 082 AEI/GEC series one electrical equipment(it doesn't say what) 25/2 25083 to 25245 GEC series two equipment 25/3 25245 upwards GEC series three equipment.
  20. The whole class24/25 variations has taken on a rather different meaning to what BR referred to. The external body style had little to do with 25/xyz designations , it was the electrical equipment used, Indeed pre TOPS these designations did not exist. The original Sulzer published drivers manuals consisted of one for D5000 to D5175 with a second manual for D5176 onwards, so what became the 25/0 were basically a refined freight only class 24. From memory some electrical components were AEI whilst Crompton Parkinson supplied the rest.
  21. I wonder if that's just been installed upside down!
  22. I must say that now I've eventually started the weathering process, I'm even more impressed although a few door bang thingies fell off and one loose handbrake, all easily rectified. I did my 6 MDO's first and noticed a subtle difference in the way paint went on compared with the MDV's (16 in total) so I assume that's down to grey plastic as opposed to a coat of bauxite. One surprise was how light the grey is compared with the MCO's from Barwell, I've darkened, with oils, two of my MDO's during the weathering process. I'll detail more about the weathering once I post pictures.
  23. Whilst we are in holiday mode I thought it was time for a little background history, before posting pictures of some new projects. Those with long memories may remember an article way back in the December 1973 Railway Modeller, part of a series at the time for layout ideas. The article was based around the premise that the Midland's plans to build a through route via Forster Square (envisioned as a through station)to the S&C came to fruition. In reality of cause this never happened and the MR presence in Dewsbury was a goods only dead end. Layout idea 1 was for a terminus, but the author picked up on the idea of an S&C route to turn the plan into a junction station. He proposed the MR also built a branch towards Huddesfield and the LNWR. On the layout the branch is to the left front with the mainline towards Bradford behind, the right hand end would be towards Healey Mills. I found this book useful, next project is wagon related.
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