hexagon789

No, the plan was always that the 225 sets alone would get a new livery. The Azumas will remain as is. They did use a consultancy firm, but the name is redacted in the livery manual.

J4034, 1E01 was the 0800 Edinburgh-King's Cross

You are more than welcome, I've since read it cover-to-cover and it really is superb. Not your fault at all, one is at the complete mercy of the postal service in that respect. And you were extremely swift in replacing it, so absolutely no complaints here - on the contrary, exemplary customer service in my view. Here's to the 47/7 book!

You sure that's the Pacer and not its unfortunate passengers? 😉

That wasn't always because the driver switched off the ETH, on certain classes the ETH contactor would close when the power handle was moved from OFF to ON, then close again when advanced further. Furthermore, on some classes, there was a button on the end of the power handle which could be held to cut the ETH to give extra power for gradients if needed. My memory sadly fails me as to which classes any of this applied to.

Can be higher - a 47 with a full index 66 ETH load would lose 330kW to its train - almost 450hp. Though, this graph from the manual suggests 300kW:

After the first copy got unfortunately lost in the post, I received my second copy yesterday morning after a fresh copy was posted out to me on Monday. Having now read through it a bit, though not throughly yet, I can honestly say it is one of the best purchases I have made in recent years. An excellent selection of photos with useful, on point captions. Clear text, with a wealth of detail on the condition of the various Scottish-allocated 47/4s throughout the 1980s. For anyone modelling Scottish railways in the 1980s, I can't recommend it enough - there simply isn't another book that provides the requisite details to accurately model the locos in one place. It certainly saves scouring the Flickr albums! ;) But seriously, considering this is essentially volunteer produced and not-for-profit, the quantity of information and quality of the book is really excellent. I have felt a couple of the well-known railway publishers have suffered from reduced quality in their books in the last few years, particularly with photographic books suffering a large number of blurry pictures - this doesn't and I'm far more impressed with it. To cut to the chase, if you are interested in 47s, Scottish railways in the 1980s, or both(!) - definitely a good purchase in my opinion and I look very much forward to the next volume on the 47/7s, if its as good as this I'll be a very happy modeller!

The former prototype RSS (Restaurant Self-Service) used to trial the APT-P buffet car concept.

They treated both types as fully exchangeable. They did try when the 2Fs were new to use them in preference on the best trains and in a few CWNs I've seen a note against certain trains specifying 2F. Nevertheless, how well this was adhered to in practice is questionable. Certainly photos show a mix of 2D/F even in the best trains, throughout the pre-HST air-con era. Not entirely related, but I was informed that the LMR treated its Mk2F and Mk3 fleet as fully exchangeable from about 1976-84, in spite of whatever the CWNs laid down. Does that mean only 64 seats were reserveable in TSOs even if the booked formation called for 72-seat Mk3s? Simply looking at the CWNs often only provides half the story.

In response to the original question: GBR will take over from Network Rail as manager of the Railway infrastructure in Great Britain. It will also oversee the contracting of passenger services (TOCs will be replaced by management contracts), coordinate and set fares and timetables and collect revenue in England. As part of the fares simplification, moves to abolish TOC-specific fares and end the viability of split-ticketing are to be undertaken.

One of two built by Bristol Commercial Vehicles - the one in the photo is 79959, the other being 79958. Novel features included: - lower floor than the other railbuses, only 7in above nominal platform height - resilient wheels - disc brakes with wheelslide protection using the Dunlop Monitor Brake System - SCG 5-speed transmission transmission with centrifugal lock-up clutch and overdrive function Nevertheless, they are generally regarded as the worst of the five railbus types. Too many "novel" features?

This thread may be useful:

Super power! I understand the branch limit was only 25mph as well.

No problem, not everyone is aware of it! I know there was some cosmetic work, but it seems to be very difficult to ascertain what exactly that covered. Given its unlikely she'll move under her own power, certainly for the foreseeable future if not for ever, I presume it mainly dealt with external appearance and the cabs - ie those places people see.

Mechanically she is in as withdrawn condition. Note she does not have the same engines the production Deltics had for one, and those engines had bits removed to provide spares for the Royal Navy before the loco was released for preservation to the Science Museum. (She wasn't owned by BR, so EE probably decided that they could at least recoup some money by removing certain internal parts that wouldn't be externally visible).

When I said 47/4, I should really have specified ETH conversions given the Generators had ETH from the beginning. I was a bit wrong with the service, not the up Aberdonian, the other (unnamed) Aberdeen-King's Cross: 1110 (later 47527) on 1E17 the 1035 Aberdeen-King's Cross in April 1972. (C. J. M Lofthus) The ETH jumper connection can be seen on the buffer beam above the left-hand buffer.

Very nice, I knew 50s made it to Perth fairly regularly on the Euston/Birmingham-Perth and I believe hauled The Clansman more than once, but Kirkcaldy must be quite a rarity! Great find.

The formations seemed to be very fluid until the set settled down to working a 100mph GWML diagram for a period, even then - not uncommon for 3 TFs to be in the set making up a 2+8. There were a few, I've seen one of another Green 47/4 in Railway Magazine on the Aberdonian. Let me get back to you with the number...

Difficult to say, some sources give her the number as built, others later. Either way, she never carried "DP1" on the bodyside.

I suspect its the lighting, this one looks a bit darker but it's definitely the well-known powder blue: http://www.napier-chronicles.co.uk/0221.htm

There are two copies of that on Amazon from UK sellers, both £10. Or there's a copy on eBay at £8 from a seller in Plymouth. (Just in case that is the book in question and the OP wishes to obtain a copy.) I find AbeBooks is exceedingly slow at updating listings properly, to the point that manually searching eBay, Anazon etc is usually faster and more accurate as to what is presently available.

In both cases exactly as booked, except the special has two extra TSOs, very understandably - not a huge amount of Second Class in the Pullman set. Though I think the all air-con Deltic+8 "Executive" sets were worse: 8 coaches - three of them First Class, two of them catering!

If we could see the reg plate, could easily find out!

I suppose every past era ends up being given the rose-tinted treatment to a degree, but I don't disagree with anything you've said, Nearholmer.

I couldn't tell you exactly how many times it ventured over the border onto the Scottish part of the ECML, but I understand it did more than once. Logical I suppose given the ECML was one of the routes getting the production HSTs. I presume this was known about in 1973, given the production sets were begun in 1975 and Modern Railways/Railway Magazine seemed to originally believe the ECML was getting HSTs as early as 1976(!).