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Ken.W's Achievements



  1. Nothing exceptional about that. One of the barriers is damaged, so the road isn't closed on one side of the line So that means all trains have to stopped and cautioned over the crossing, always the case in such incidents
  2. No, the Amber on UK traffic lights, including level crossings, isn't an advance warning to slow down, it actually means STOP, unless unsafe to do so. It's to allow drivers already too close, or with some idiot tailgating them, to continue through safely on the amber, and avoid drivers jamming the brakes on when the red appears. By the time the red comes on, you've had sufficient time to stop and there's no excuse for going through on the red, even as its just come on. Agreed though that the majority of drivers do the exact opposite
  3. Yes it was about 1982 and until then first gen DMUs didn't have electric tail lamps. The marker lights contained two white bulbs, so that if one failed you could switch over to the other. The change to electric tail lamps was done by swapping one of the bulbs for a red one. The vehicles lighting did run off the batteries
  4. On the IETs, in single unit formation then front / rear pans basically company policy. When in 2 x 5 car formation, due to the oscillation effect in the OHL its; Both outer pans raised 125mph One set outer pan and other set inner pan 100mph Both inner pans 80mph They do have a 25kv line along the roof and connected between coaches within each set, which supplies OHL power to the Main Transformers located on each Driving Trailer, and on 9 car sets one of the two intermediate Trailers
  5. Standard policy, as far as l knew, was that locos would arrive on the depot onto the fuel point, be fully fueled and fuel point exam described as Davexoc above, then stabled or go to maintenance shed. The last thing you wanted was a loco due off shed at a certain time to take up its working, and finding it needed to join the queue at the fuel point. Also bear in mind, when getting a stabled loco, a driver would just be booked a set Preparation time, 20 mins for most locos, before the booked time off the depot. This included visual external check, fuel and coolent levels, starting engine and building up reservior air, then operation of brakes, AWS, DSD, Power, and lights at both ends Locos in BR days, such as 37s quoted, had much lower fuel capacities generally that modern locos.
  6. Hornby do the Mk1 BSO, one of their more recent main range releases, although with the standard Mk1 style van windows
  7. On one occasion l got the job of route conducting a Carlisle man on a 26/27 (not sure which now) which he'd hauled in a failed DMU with, from Central to Heaton C.S and back LE for him to return to Carlisle with it... No use it being left here as no-one knew them
  8. And class 31s before that on Edinburgh turns, popular on turns booked back passenger, as you were told take that thing back!! Which made it mileage bonus
  9. Sorry but doesn't look like 'in situ' to me, at least not in it's proper position - Too far back, compare with internal layout diagram linked from Cheesysmith's second post above, it should be immediately behind the header tank and other item (which looks a bit like a turbocharger) visible on the radiator bulkhead. It's also too high, that top pipe would be poking out through the roof
  10. When training on the 91s we were warned not to go inside when they were running with our wallets in our pockets The magnetic strip on our bank cards would be wiped when we came out Don't think that would have gone down too well with the passengers when they got through to the APTs buffet As previously noted, the APT power cars were next to each other so that a 25kv connection could be coupled between them due to problems with two pantographs in use at high speed. Things have advanced with high speed pantograph design, and OHL since the APT and speeds limited to 125, but even so, with the 80x when running in 2x5 car formation, both the outer pans must be used for 125 running. One of the inner pans being used limits them to 100, and if both inner pans are used 80
  11. Not quite. Many years since I've been in one but, from memory, from no.1 end; The fuel tank's in the space between no.1 cab and the radiators. Then the cooler group of radiators and fan, between the obvious grilles. Then in the engine room; Firstly the engine just behide the radiators - the fan was shaft driven, with the attached generator set towards the no.2 end. Then the hv electrical control cubicle, transverse across the engine room, with a gap thru on right hand side (looking towards no.1 end) Then, also right hand side, is the train heating boiler (or substitute block of concrete), just ahead of the no.2 cab. Plus other bits of equipment in various places. It wasn't possible to walk thru from engine room to no.1 cab on left hand side of engine, something on floor was in the way. There was no separate engine compartment, the only bulkheads were the cabs, and between the cooler group and engine room.
  12. Possibly a portion working (of which the Southern was particularly keen) off an inter-regional working - the maroon liveried bullied coach suggests one of those which had been transfered away from the Southern. And yes, the other coach is definitely a Thompson SK - Gresley bogies, doors midway along body, oval toilet windows, and 7 main windows - an FK or the shorter CK would have 6
  13. Is that a railway that's self-isolating due to the current restrictions?
  14. No, the AWS magnets are rectangular shaped. The 'ramp' you see in front of them's just a protection plate to guard the magnets from errant low hanging couplings, not part of the actual AWS equipment.
  15. And quite right too! The railway's always used orange for high-viz since such stuff was invented. Consequently drivers are well conditioned to spotting and reacting quickly to a certain shade of orange. It's even been known, on occasion, to sound the horn at a Portastore tool vault parked on the lineside! The yellow / green dayglow types may work well on tarmac roads, on the railway however ... I remember an incident some time ago when I was cautioned through an area where the Police were searching the lineside. They were wearing their normal high-viz instead of railway orange ones and, against the railway / lineside environment, they were more like camouflage than high-viz!
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