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Gwiwer

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Gwiwer last won the day on February 19 2019

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  • Location
    Upon a Hill of Strawberries
  • Interests
    Photography, Hill and coastal walking, Cornish history and legend, Music of most genres, Real Ales, Railway modelling, Lisa Simpson.

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  1. Stratford produced green 31s and 37s until quite late. They also produced a green 03 which I saw in Poplar Docks some (unrecorded) time in the early 70s possibly 1973. I suspect some of their low-mileage shunter duties saw the locos stay on site for months at a time so they seldom visited "home" and were never a priority for the paint shop.
  2. I regret that I shall not be in a position to join you for dinner this year. Despite the conviviality of those evenings it adds massively to my costs for the trip when I can manage it out and back from SW London on the Sunday.
  3. Not all Stock currently parked on the layout includes blue, choc / cream, blood / custard, maroon, bauxite, grey and black. And some green but not an overwhelming amount. Although that could be arranged
  4. Today being the first day for several weeks, owing to one medical issue piggy-backing another, when I have felt able to take a look at things. I shall be investigating Andy's version for now at least. There is often more than one way to achieve a desired outcome and this seems to offer the least amount of change and disruption to the status quo. I'll get back to you when I have made a few changes and tested the electrickery which results.
  5. Agree with the above. In the 1980s it was still possible to see station staff crossing the tracks to swap between platforms, hopping down to retrieve lost items or maintenance staff checking the security of bolts, clips and other items between trains. It was sometimes the case that passengers with heavier luggage would be directed to use the platform-end barrow crossing at stations without lifts. Not now. No matter what colour you paint the front of a train nor what sound it makes venturing onto a "live" track is a very big no-no without the relevant safety certification, a critical need and the knowledge of the signaller concerned. And a passenger strolling down the platform ramp would (should) be spotted by staff / CCTV and appropriate action taken. Not a cheery "just watch for trains, mate".
  6. There were single cars in green until fairly late in the 60s and a very few into the 70s but I don't have specific information on classes 101 / 108. My recollection is of seeing a green coach with two blue ones in a class 120 cross-country set at Salisbury in around 1971.
  7. I had momentarily overlooked the TLV (Trailer Luggage Vans) series. They were nominally for boat train use coupled inside an MLV and ahead of Cep units though if that made the train up to 14 vehicles it was restricted as to where it could be platformed. Only 2 and 8 at Victoria IIRC. I have always thought of those vans as electric stock though they were nothing more than BGs with 27-way wiring.
  8. Yes of course they are hence your emoji. The red tail lamp (end-of-train marker in some traditions) confirms this. One of the beauties of the TDM system which the DVTs employed to control remote locomotives was that, provided the entire train was wired, the loco could be anywhere in the train. And as those images prove it was definitely not at the back all the time even when pushing most of the train! The SR 27-way control system offered the same flexibility though I don't believe any BG vans were through-wired for 27-way push-pull operation. But locos appeared mid-train by design or on an ad-hoc basis at times such as the peak-hour Waterloo - Southampton / Salisbury combined workings formed Vep / TC / class 33. The 33 sometimes turned up in the middle but in any event was controlled from the leading EMU cab.
  9. One of the more interesting formations during the DVT era was the last hurrah of Motorail. The converted 961xx GUV vans were equipped as drive-through for end loading and could be shunted onto either end of the train. With conventional locomotive haulage the vans were shunted on and off the opposite end at terminals. Once fixed-formation DVT sets arrived another method had to be found. They were therefore coupled behind the locomotive which was pushing the train meaning the formation was DVT+passenger coaches+loco+vans.
  10. The remaining short-form HSTs continue to get through at Dawlish. Nuff said?
  11. However very few locomotives have achieved the honour of entering Paddington on their sides.
  12. I could believe it does. And I could believe it feeds all third-party apps as well as a few railway-operated ones. Some of the routings offered are based purely on the next departure irrespective of route / fare / arrival time. An example I deal with several times a day is Clapham Junction to Richmond. Around 15 minutes by direct train of which there are plenty. But if most planners are consulted between xx.58 / xx.28 past the hour they will offer the xx.06 / xx.36 via Wimbledon and Kingston which is the next departure but takes more like 50 minutes to get there. And via five fare zones not two. Likewise to Waterloo - served typically every 2- 4 minutes from Clapham by direct trains from a choice of platforms 3, 4 and 10. Yet there is always someone on platform 5, 6 or 11 pointing at the app which shows the "Next" train from those platforms which will take as much as an hour rather than 9-10 minutes to reach Waterloo by way of a circuit of the Hounslow or Kingston loops. The problem lies with incomplete reading of the app as often as not. Whilst the GIGO principle applies (Garbage In - Garbage Out) the system is only regurgitating the data it is fed. It is the user who fails to take note of the route, fares and arrival times in every case.
  13. One passenger reported injured as sea-borne debris took out a Pacer window. Not only at Dawlish but farther west there were delays in and out of Penzance earlier due to high seas breaking over the line. The Marrows have not escaped unscathed as one was reported a total failure with alleged sea-water ingress to its vital bits. HSTs cannot run in dangerous conditions but at least they have double-glazing and have a history of surviving the ravages of exposed coastal lines.
  14. The regional prefix indicated allocation or nominal ownership but they could, and did, turn up anywhere. It was rare to see an Sc-prefix van as far south as London but it happened. It was equally rare in my experience to find a W- or S-prefix much farther north than Glasgow or Edinburgh. But the nature of van workings and traffic requirements meant that they did roam far and wide. E- and M-prefix vans could turn up anywhere.
  15. Only Bournemouth line Veps 7701 - 7720 were blue syp; 7721 - 7807/9-14 were fye from new and the remainder arrived b/g. There was also a celebrity green 45 which IIRC disgraced itself by catching fire and shortening its already charmed life.
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