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  1. I'm quite sure that 150s have never operated in service in the North East (as opposed to Yorkshire), as by that time North East services were wholly operated by Heaton based sets which has never had an allocation of the class. It's highly unlikely that the Yorkshire based units would have strayed into the North East, as the two areas local services were effectively separated by a 44 mile gap between York and Darlington which was mainly, if not fully, covered by Trans-Pennine services, the only remaining intermediate stations being Northallerton and Thirsk. At the time in question t
  2. As I recall, the road over Lolham LC (ECML) has a single track river bridge almost immediately to the east side of the crossing (about a couple of car lengths), so that if there was a queue of traffic both ways over the crossing eastbound traffic couldn't clear the crossing until westbound had cleared the bridge unless someone westbound gave way. This situation could, obviously, cause delay to closing the crossing, thus delaying trains. Not actually dangerous though, as the crossing's controlled via CCTV so the signals aren't cleared until the crossing's closed and confirmed clear.
  3. Where a loco's being hauled as in the examples above, as the locos aren't coupled for multiple working, the driver of the hauling loco will not have any fire alarm warning for the hauled loco(s). Therefore locos being hauled need to be either manned by a driver, or shut down and hauled dead. When a loco's dead, the BIS* needs to be put to off/isolate to preserve battery power, so a portable tail lamp's required. * Battery Isolating Switch
  4. Three flaws actually. By the time they came out, the overnight trains they were supposed to work had either; Permanently disappeared in the case of the Sleepers - At the time of their transfer from the ECML to the WCML it was meant to be be a temporary measure to allow for the overnight electification possessions, but they never returned. Or; With the Postal / parcels trains, they now 'belonged' to someone else post-sectorisation, so Intercity locos couldn't work them. They wouldn't have worked freight anyway, as Keefer suggests. With 6,000+ hp and 80t adhesion,
  5. They're good kits, I've built one, and then got some more to do. You can see some, and some discussion on them, on page 2 here; https://www.rmweb.co.uk/community/index.php?/topic/154259-who-is-correct-gresley-corridor-stock-end-designs/page/2/
  6. Very unlikely, at the period you're talking of these were new, and built for express goods such as the "Scotch Goods" For spoil, when Grampus type wagons became available these were often used for spoil. Otherwise, and even late into BR days, old redundant goods wagons transfered to Departmental stock would be used. Revenue service stock were not generally used for Departmental work So, for late '30s I'd suggest probably pre-group goods wagons with departmental markings
  7. Oh yes, and the LM Control was equally detested by us! That sort of thing was, unfortunately, far from unusual... Up until the time of Penmanshiel we had a regular booked turn with a freightliner that was booked via Carlisle as it conveyed 8'6" boxes. Our working was light engine Gateshead to Darlington to pick up the train, work through to Carlisle Kingmoor where a pair of electrics took over, and then back home LE (there was also a similar working the other way). Of course, the LM Control would very often nick the loco, their excuses being it was one of their LM engines
  8. In another DMU 'parcels' working, the set off the last Newcastle - Carlisle passenger returned as a postal at around 02:50, the seats as well as the van full of mail bags. Clearly letter mail, Stationmaster Mike has already mentioned security for this, the crew consisted of Driver, Guard, and Postman. It was actually hence this working, I had the incident which I mentioned in another thread recently when I encountered a cow with a 101 at 3am - that's what a DMU was doing out at that time in the morning! The consequence of this, the train had to be hauled back into Carlisle and termin
  9. No, the crew's the Driver and (other than DOO) the Guard - Rule Book term, whatever the TOC chooses to call the person performing this role. Staff traveling to/from their shifts, which with the nature of traincrew work can be any time of day, are still off duty. 'On the cushions' refers to staff traveling as passenger as part of their shift, to / from another location they're working a train to / from. As the term says, it's traveling passenger, and in either case they're not part of the crew. There may also be other staff on board, for revenue, catering, cleaning purposes etc. These
  10. Hi Ian Correction; now not from Coopercraft You can however still place your order, and pay your money, but that's the last you'll ever see of either! As has been said, please see the threads on this in the Smaller Suppliers section under the Products & Trade Zone of this forum Isinglass now produce some new, 3D print resin resin, kits of Gresley non-gangwayed stock, both single and artic and types
  11. Terrible news, thoughts with all those involved, their families, and also the driver's colleagues, know what it is to loose close colleagues due to an obstruction of the line
  12. Has there been a change of plan over this one then? According to info posted on the 'Class 91 withdrawls' thread on 22 July, 91111 was said to be on the list of 10 locos LNER confirmed as being retained
  13. I think the 'Motive Power Depot' term's actually more suited to the steam than diesel era. At Gateshead depot, in blue diesel days, the sign proclaimed 'Gateshead T.M.D.' (Traction Maintenance Depot). Not that I recall anyone actually using the term. As Mike The Stationmaster has said, Running and Maintenance were split by then. The depot itself came under an Area Maintenance Engineer, with his Supervisors and Maintenance Foremen. The traincrew depot on site came under he Area Traincrew Manager at Newcastle, with a Running Foreman at the depot. Heaton, as an HST
  14. Yes , I'm afraid it was. I took retirement last October, having started Sept.77. As others have also commented, the marker and tail lights on 1st gen locos / units were very poor. Basically, unless you're running your trains in the dark then, if you can see they're lit at normal scale viewing distance, then they're too bright! Also consider locos with headcode blinds where you see models with the lights shining brightly through them. Really? These used the same dim bulbs, shining through characters in effectively blackout blinds - you'd just about see them lit in the dark! I
  15. 40/60w? that's generous, more like 2 candle power I think. I remember a close encounter with a cow on a 101, 3am, pitch black, 50mph ... saw the thing standing in front of us at about 3 yards!! "Oh there's a cow"... then it was already dragging under the leading bogie by the time I banged the brake on
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