Jump to content


  • Posts

  • Joined

  • Last visited

Everything posted by Ken.W

  1. 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
  2. Is that a railway that's self-isolating due to the current restrictions?
  3. 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.
  4. 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!
  5. Yes, as Chris P Bacon has said, due to exhaust pollution. Remember, Pl.0 is in the former taxi drive, behind the wall from the main platforms, and below the east side offices, and so is a very confined space. This isn't a new restriction, it's been the case ever since Pl.0 was opened. There was however an exception allowed for East Coast HSTs. The leading power car was to be shut down immediately on arrival, and not re-started till around 15 mins before departure. It applied to EC sets only as being full length sets the rear power car which was left running would be out in the open. Even in the other platforms under the main train shed it was still normal practice due to noise and exhaust pollution, to shut down the leading power car on arrival, the rear power car being left running to maintain train supply and main air pressure.
  6. Erm, not in Sept '90, the date of the photo, it didn't When display of headcodes was discontinued from '76 the instruction for locos with discs was to display the bottom left and right discs only, and the position codes indicating train class were discontinued. For locos with headcode boxes, although the 4 character headcodes remained in use as 'train reporting numbers' (and indeed still do) these were to be set at '0O00', and in most cases the operating handles were soon removed. Starting in late '77 I only came across about a couple of locos with the handles still fitted. As with a previous post, I don't recall any locos where lights for all the discs switched on together, always separately switched in my experience. The tail lamps were most definitely not both switched on together, and with good reason. Until '81 or '82 the rule was for only one tail lamp to be displayed, only the Royal Train carried two. So, on most locos they had separate switches, and although 47s always had a single switch it was a 3-way, L/H-OFF-R/H so it wasn't even possible to have both switched on, until modified after the rule change. They were located on the lighting switch panel in the cab, on the drivers side though actual positions varied. Many earlier classes had it in the roof above the cab door or side window, 47s, 56s R/H side of desk, HST L/H side of desk, 90 / 91 below cab side window, 67 above windscreen. One class, 31 I think, cab rear bulkhead. One peculiarity with the switches, on EE classes the tail light switches operated the lights at the opposite end, on everything else it was same end.
  7. In that first shot note the hoardings around the new Travel Centre still being built... It wouldn't last as long as the HST!!
  8. On stock where the system supplies not just heating but air con, battery charging, doors and other auxiliaries, the system is generally referred to as ETS or Electric train Supply, but is still the same standard system. Perhaps not simply turning the locos is for the same reason the 8xx's were withdrawn for cracks in jacking points which aren't used when running - the socket or cable connection and their mounting brackets are substantial lumps of metal if they fall off at speed
  9. Sorry but don't see why this should be the case. The vans were for use stationary to pre-heat stock prior to the train engine being attached. I recall reading (in another thread on here IIRC) that due to axle loadings the water tanks had to be empty when running which would have prevented them being used running in trains anyway, They were also numbered as departmental stock. Another use which was made of them, I encountered a pair of these vans (as they had different boiler types), on Gateshead TMD in '78 when doing boiler training. They were in faded olive green and I think were the Mk1 patten.
  10. Unfortunately not the location being discussed here, Springfield Darlington, but Scotswood bridge, west end of Newcastle, and formerly the Newcastle - Carlisle mainline, crossing the Tyne between Scotswood and Blaydon. The main line is labeled as from Carlisle / to Newcastle, and the branch labeled as to Consett (ie the Derwent Valley branch) and connection shown as engine shed Indicate this as being the southern, Blaydon end of the bridge. (Scotswood at the north end was also a junction, for the North Wylam branch). It was the condition of this bridge that resulted in closure of this part of the N&C in the early 1980s, and diversion by the present route using former goods lines via Dunston. Still interesting to see how complicated this location had been, I only knew it as plain double track.
  11. Until quite recently, it wasn't necessary, or common practice, to set hand points for running through in the trailing direction, the wheels running through would simply spring the point over. You did however, always make sure to return the lever to the 'proper' direction after use (pointing towards the toe, as in The Stationmaster Mike's photo above) . The levers only pull in one direction, and drop back freely in the other. If the lever's been left the wrong way then any trailing movement through the point springing the point over would also cause the lever to spring back, rather hazardously for anyone standing next to it!
  12. Ah yes, US customs do seem to have a tendency to spread like invasive species.
  13. Just seen this as this thread's now resurfaced I believe the idea of the hexagonal 'STOP' road sign instead of the normal circular for signs giving orders is so that it's still distinguishable if the surface's covered in snow. (And yes, it is compulsory to come to a complete stop at such signs) Similarly, the 'Give Way' sign is the only 'upside down' triangle (ie point down)
  14. Well, in my experience of the things Pacers wouldn't , reliably, meet any braking standard! As I understood it, the differential speed limits were also to do with the train's track forces, ie axle loadings and ride quality. HSTs with their bogie mounted traction motors are easier on the track than traditional locos with axle-hung motors. There's other varieties of differential speeds, such as 'SP' which applies to the 'Sprinter' classes (but not the Pacers!)
  15. I did at one time have a MTK Class 24 kit The parts did bear some passing resemblance to assorted blobs of whitemetal
  16. Lipped chimneys were fitted from July '51, except for 60514/9 which retained the original style. Boilers varied considerably. No spares of the original Dia.117 type were built, and from July '48 boilers of the Peppercorn Dia.118 type were considered interchangeable. All A2/3s carried a Dia.118 at some stage, although two carried a one for two separate periods, and another two ended up with Dia.117s again. Best source for dates on individual locos is the RCTS 'green book' part 2A
  17. I would say the only definite here is 'not red', as Wickham Green too says, far too late. BR black is a possible, although I suspect that for 48-52 an "ancient road van" in engineers use would be rather a low in priority for the paint shops. So, whichever former SR suits best most probable. As an ancient van perhaps it would probably already be in the SR's engineers stock livery.
  18. Ken.W

    Preorder email

    Not any longer My order for this now also elsewhere
  19. Ken.W

    Preorder email

    Or maybe that's just the situation Hornby are looking to create? Really? A reputable company like Hornby short supplying retailers at late notice, when other shops are sold out, in order to sell more direct, with full RRP going to themselves? How could anyone suggest such a thing?? Oh, wait a minute.... Both my A2/3 and W1pre-orders from Hattons canceled... Just checked this evening, and both still available to order... Direct from Hornby (And no, I won't be ordering them)
  20. Ken.W

    Preorder email

    I've not previously had any problems with pre-orders from Hattons until now... For my R3835 A2/3 60523 Sun Castle pre-order, I received the following e-mails; 09/03 Order processed notification, and payment taken 11/03 A message saying that due to a technical problem with their system the order was processed in error and they didn't currently have stock to fulfill it. More stock was expected from Hornby, and my order was refunded and placed back on pre-order backdated to my original order date. 17/03 Canceled, as not able to acquire obtain stock to allocate to my pre-order. Then, this morning, an email my pre-order for R3844 W1 canceled, unable to acquire stock for order. Still have a Std.2MT on pre-order with them, but now considering if I should try looking elsewhere
  21. My pre-order from Merseyside for 60523 Sun Castle was canceled Not sure whether more disappointed or relived though, given all the reports of bit falling off, and those photos looking like they can't decide whether they're apple of brunswick green. Think I'll just stick with my two existing models, at least they don't generally have bits fall off, and are the right shade of green. 60514 Chamossaire, a Millholme kit I built around 30 years ago, ok not exactly the most accurate especially by modern standards, but looks okay when running, a 'layout engine'. And the weight of the castings it's made from it will pull absolutely anything, I had it on a former club layout hauling 50 wagon trains with ease. 60520 Owen Tudor; A very nicely built DJH model i managed to pick up at a reasonable price off e-bay There's also A2/1 60507 Highland Chieftain I've kit built, Nu-Cast loco with DJH A3 tender. So, that'll now complete my Thompson pacific collection (A1/1 and A2/2s are barred) My W1 pre-order however also followed suit this morning
  22. The dreaded email from Merseyside this morning; Pre-order for R3844 W1, early BR canceled, unable to obtain stock for order.
  23. Ah yes, that was the one I was thinking off. As I recall there was even some debate at the time as to whether it would be repaired or not, but when it was, it was that's the last spare transformer and it's curtains for the next one needing one. It was quite common for some to time to get one on 3 motors. I recall often handing over to a relieving driver with the comment "another 3-legged donkey". Another frequent problem potentially affecting timekeeping became the whining (or should I say screaming) gearboxes. It tended to occur when cruising at line speed, and was high-pitched and so distracting. On bad examples it became so loud that often drivers would reduce speed to quieten then down - usually by 10 / 15 mph sufficed. There was many complaints about the time some ran in such condition, as rectification required a works visit. The pitch and volume was such that control never disputed when we told them we were reducing speed.
  24. When i first started as a secondman, I spent six months, '77/'78, at South Dock (Sunderland) on the local mineral (coal) trip workings which were all still running unfitted at the time, and the use of brake tenders in the area had long since ceased. There's many photos of them being used on such workings in the area in the '60s, being either hauled or propelled. i remember being told by one driver that propelling them was banned as when being propelled by bonneted locos (EE) they couldn't be seen and there were several incidents where drivers forgot which end they were at and they got pushed past signals, this was with local trip workings with often frequent changes of direction during a shift, and the amount of running round them which would be required when propelling was banned meant they fell out of use. Even in my spotting days before starting work, from about '73, I'd never seen them being used.
  • Create New...