eatus-maximus

I thought that but..... Yes they do. Apparently they had First class and retention toilets fitted.

If it isn't railway land, or there is a public right of access, there is nothing the railway can do.

I would have thought the MLBS would have been the better coach to motorise, given the underframe is entirely different anyway.

Turns out it was Precision Labels... DELLNER COUPLINGS CLASS 57, 47 & 37

I did say I was going from memory, which is going back 20 years, and to be fair I thought it was implicit that we were talking about a lower speed diverging route. I have adjusted my post though.

GNER examples of mixed rakes of coaches (not locos), are exceptionally rare, in part because their spare stock was in short supply compared to the number of full rakes they had, but also because they were quite quick to repaint stock, in complete rakes, but that is not to say it didn't happen. I can't link properly from work equipment, but a Google image search for "GNER Doncaster 1997" will bring up a picture from Flickr. I am also aware of a very short period of time when the 'Mallard' refurbishments were happening, where a couple of Virgin livery Mk3 coaches were inserted into GNER HST rakes to extend the trains to 9 carriages, but at this point I cannot source a photo. Examples of Virgin/Intercity, Midland Mainline/Intercity, Midland Mainline/Virgin/Project Rio, and basically anything First Group/GWT/Intercity are not hard to find.

Precision Labels have waterslide transfers. PRECISION DECALS - D61-A

In the UK, from memory, there are two ways that a 'high speed' junction could be approached. If the signaller has set the junction for the train to pass AND it is clear to proceed (no conflicting movements), the process will start three signals away from the junction. The driver will see two flashing yellow aspects, followed by one flashing yellow aspect, then a steady single yellow aspect with route/junction indicator before the junction. The driver should expect the signal after the junction to be red. As the train approaches (distance may vary by junction), the signal may change to a less restrictive aspect. If the signaller has NOT set the junction and/or it is NOT clear to proceed over the junction, the process starts three signals before the junction. The signal will show two steady yellow aspects, the next one yellow aspect, and then the final signal before the junction is red. It will stay red until the route is set and the route is clear to proceed. As always, if the route clears and the junction is set whilst the train is approaching, a signal may change. For example, a double yellow aspect could change to a single flashing yellow. A route/junction indicator is only shown on the final signal before the junction. The indicator will usually only show for a diverging route, but there are exceptions. This process may change if there is a signal in the middle of 'a junction', see the Colwich accident (1986??) for more gruesome details on that!

My understanding is that most of the trains on the national network do not meet the current standards, so what do they want to replace them?

The Mk3 and Mk4 DVTs are very different. Not much in common at all. ATW transfers are available from Precision Labels. I saw some 3D printed couplers the other day, can I think of where I saw them... no... but they are out there. When the 57/3 locos were first converted, they did not have Dellner couplers. These were a later addition. At various points some have had the couplers removed, but with the mounting point still in place.

Apologies if it has already been mentioned, but I'm genuinely curious as to why there is a NP 59 at Peak Forest.

There's been a few promotional liveries, or variations, Liverpool Capital of Culture '08, Pride, Remembrance Day, Eurovision, and Andy's Man Club spring to mind.

Whilst my opinion is that your first sentence is true, unlike the closure of ticket offices I lack the necessary information to state it as fact.

Northern do offer Advance fares on many routes, many on the day too (with a deadline of 5-15 minutes before travel), but unlike many other Train Companies, they're not available on the day from ticket offices.

Made worse by decisions not to recruit. Some train companies have not recruited for ticket office positions since the beginning of 2020, meaning training courses for staff movement within the company do not happen either. My company has a staff deficit of approximately 10% and no sign of recruiting in the near future.