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EddieK

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  • Location
    North Yorkshire
  • Interests
    DMUs in model form and full size, enjoyment of real ale, Land Rovers and bus preservation.

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  1. Stretcher window also fitted to Scottish Class 120 DMUs. https://www.railcar.co.uk/images/7354
  2. At least one CK on the Severn Valley Railway has the stretcher window extant. From memory it was released by means of budget locks on the exterior, and then swung upwards and inwards to allow the stretcher in.
  3. Looks like your photos are unrefurbished units. The refurbs were most easily identified by the loss of the headcode box, and all bar a few unuts (from memory) received hopper windows upon refurb, so not the sliders as shown here. Also, I think all refurbs were painted Strathclyde red.
  4. In May 1987, part of my railway training involved a fortnight of footplate riding around Scotland. In order to get from Glasgow to Inverness to be able to enjoy the Far North line, I was booked on the Glasgow - Inverness Sleeper. The 23.30 Queen Street to Inverness had two Sleepers at the front of the train, then a number of Mark 2 PV coaches. There was a similar train off Edinburgh Waverley at the same sort of time, destined for Aberdeen. This also had Inverness and Aberdeen sleeping cars. Both trains reached Perth at Similar times, where the sleepers were shuffled to get them on the correct trains. There were also southbound trains with sleepers for Glasgow and Edinburgh as I recall. The internal ScotRail overnight trains ran every night except Saturday night. As a little aside, when I was on the Inverness sleeping car it was the front vehicle on the train. As 374xx thrashed up the incline to Cowlairs with this heavy train, I thought that the EE sounds could not get any louder, from my vantage point in the front vestibule. Right up to the point when the other 374xx that had brought the empty stock down the hill overtook the train on the other line, running equally flat out and still in the tunnel.
  5. I was working at GW in 1995 and I recall the process to identify sets to transfer to WCML. One set had a pair of prototype HST vehicles in it, so that was a good one to get rid of...
  6. From my memory, the HSTs used to Holyhead were Western Region sets sent from Old Oak Common.
  7. In 1989, I started work at Wembley carriage depot on WCML. By this time, all of our Mark 3s were in original Inter City (red/white stripe) livery or the swallow version. Both liveries basically the same, but the original had branding in Rail Alphabet, while the swallow ones had INTERCITY branding. The Mark 3s comprised Mark 3a TSO and FO, but there were also Mark 3b Pullman Firsts. The Pullmans were new in 1985 and had the old Inter City branding, together with names on the carriages. By 1989 these were mostly repainted as swallow livery. There were three Mark 3b Brake First Opens as well. By 1989, all buffet cars on WCML sets were Mark 3s. Numbered in the 10200-260 range, there were three design variants: former HST kitchen cars, former Mark 3 FO and Mark 3 buffet cars (built as buffets but then re-worked to make them identical to the other conversions). The different types had external variations, for instance the ex FOs had full depth bodyside lights (windows) on the corridor past the buffet and kitchen, while others had the shallower lights. As at 1989, DVTs were about to be introduced but the brake coach on each train was a Mark 1 BG, usually in Inter City livery. The Wembley allocation (from memory) was WB01-03 sets: 6x Mark 2f TSO + Mark 3 buffet + 2x Mark 3 FO + BG WB04 did not exist WB05 set: the interchangeable set: 6x Mark 3 TSO + Mark 3 buffet + 3x Mark 3 FO + BG WB06-18 sets: 6x Mark 3 TSO + Mark 3 buffet + 2x Mark 3 FO + BG There were "ordinary" Pullman sets (cannot remember whether Wembley or Longsight based) that had 5x Mark 3 TSO + Mark 3 buffet + 3x Pullman FO + BG. There were (from memory) four Super Pullman sets that had 5x Mark 3 TSO + Mark 3 buffet + 2x Pullman FO + Mark 3 buffet + Pullman FO + BG There was a Blackpool Pullman set that was on a captive diagram (so only did Blackpool route) that used a Mark 3b BFO, also had the BG at the north end of the formation. No real experience of that set, sorry. As at 1989, WB08 had been damaged when a motor alternator fell off. 5 of the 6 TSOs were Mark 1s (!) and this set was normally on a specific duty that brought it back to Wembley every night. The "get out of jail" card when things went wrong was that we could run an ordinary Pullman set vice a Super Pullman, and then use WB05 set as necessary - this set had one more carriage than normal sets so could substitute for an ordinary Pullman set, *or* a set of ordinary Mark 3s. There was one daily diagram that hauled Motorail GUVs from Carlisle to Euston on the rear of the carriages, and one day I sent WB05 out on it. The extra length of WB05 plus the Motorail GUVs stitched up the station throat at Euston when it arrived..... As time went on, DVTs replaced BGs, but for some time the DVTs were just hauled around. Then the push-pull system was gradually introduced and locos pushed as well as pulled. WB08 eventually had its TSOs repaired and went back to full Mark 3 formation. When Class 158s took over the Edinburgh - Glasgow route, the displaced Mark 3s were refurbished to allow WB01-03 to become fully Mark 3, also WB04 was created for the first time. This happened by 1992, as I recall. Wembley also had a fet small sets of Mark 2 pressure-vent stock in Blue/Grey livery that sat around during the week and went out at weekends. Oxley had "EBW" sets that were (from memory) 6x MArk 2f TSO + Mark 3 buffet + 4x Mark 2f FO + BG. Again these gained DVTs . Euston Carriage Shed hosted the four "Clansman" sets that had the last unrefurbished Mark 2fs. Apologies for rambling on, hope this is of use...
  8. The five (from memory) sleepers converted to generator vans were ex Western Region and had been damaged, but not derailed. They had been stored at Wembley Depot. When InterCity were approached by the Channel Tunnel train service people about suitable vehicles to become generator vans, I personally took them around Wembley to look at the vehicles. When the Channel Tunnel person mentioned the need to get rid of the underfloor equipment and skirt panels, I pointed out that the concrete block had already done most of that......
  9. By the mid 1980s, BR was using set numbers for its coaching stock, so no doubt the push pull sets had "EC" set numbers. Don't know to what extent the individual vehicles were assigned to particular sets on the push-pulls, though. In 1989, when I started work on WCML coaching stock, the establishment of fixed set formations was just getting underway. Prior to this, the sets were formed with the correct number of vehicles of each type, but when an individual vehicle needed heavy maintenance or works overhaul, it was taken out of the set and a replacement was put in, that had just been maintained or overhauled. When Wembley Depot had a new maintenance shed provided, it was possible to stop an entire train for heavy exam, so no need to shunt odd coaches out. The next phase was to work out when each coach was due overhaul, then put together sets of coaches with the required formation and with overhaul due dates that sort of aligned. Then we would send a complete set of coaches for overhaul. Each set had a "WB" set number. When I worked on the ECML, the Mark 4 coaches went through the "Mallard" overhaul, and in theory you could identify the set number from the First Class portion: if the set had 11305 and 11405 in it then it was BN05.
  10. Yes any coach could, provided that it had air brakes, electric train heat and RCH jumpers. From the depths of my memory, in Spring 1987 I travelled in a push-pull set that had a Mark 1 RMB added at the non DBSO end. RCH jumpers were, of course, fitted to stock for through lighting control. BR was then able to add public address to its trains by sending the messages down the RCH cables. (Hence the click from the speakers when the lighting was turned on or off). Then the high frequency TDM signals were also sent down the RCH cables. Same principle applied to WCML push-pull operation, though with a more advanced TDM system.
  11. Jim, I recall hearing about 1938 stock vehicles - "UNDM" - Uncoupling, Non-Driving Motor cars (I think) that were presumably the blind end of the three car sets you mention? From memory, the three car sets were intended to uncouple from the 4 car sets at Watford Junction, to then leave a 4 car set in traffic off-peak. The blind end of the 3 car set had a passenger vestibule with a secret control panel, to allow the unit to be driven out of Watford Junction to Croxley Depot for parking until the evening peak. The source of this info was modeller of many things Croxley, "Xerces Fobe".... Another quirk of Multiple Units were the Southern's TC sets. They had everything every other unit had, apart from self-propulsion. It was sort of implicit that they relied on REP units or Class 33/1s, but could happily be split from these....
  12. Have recently treated myself to this issue, as I am interested in the electrified WCML layout Alderford, also familiar with the real Fenny Stratford. On the latter, has anyone else spotted that the bodies on the Class 108 DMU have become transposed?
  13. Jim, that sounds like my understanding of units / multiple units. Thinking back to my A Level mathematics days, "unity" was the smallest number, also known as "1", and it cannot be divided any further (ignoring fractions!). In my last job on the big railway, we operated multiple units, and each unit was the smallest portion that could not be divided any further. A unit on its own had everything it needed to do a day's work; it had traction equipment, the ability to run in service in either direction, and passenger accommodation. There was never any intention to split a three car Class 185 into anything less than three cars during a day's work. (It would be a major pain to do so, it would leave two segments that could only be driven in one direction and only one vehicle of the three had the air compressor...) Via the magic of inter-vehicle connections, we could couple two or three such units together and operate them in multiple. Simple! When HSTs were first delivered, they were regarded as diesel units (though it seems, with the ability to operate in multiple, if you could find a station long enough...). A Class 253 unit was intended to be a fixed formation diesel unit with permanently allocated power and trailer cars. Experience soon proved that it was easier to maintain the power cars as individual vehicles and swap them around between sets.
  14. A single power car on the end of a fully formed HST set would have been unlikely. The back end coupling was a fixed head buckeye and the pointy end relied on the attachment of either the short or long adaptor coupling bar. (Short bar for coupling the pointy end to a rescuing loco, long bar for coupling to the pointy end of another HST). The back end of a power car thus had no way of coupling to the pointy end of another power car. In theory you could put a single power car pointy end to pointy end on the back of a full HST, but then if the train failed there was nothing that could couple to the rear end, unless you had a loco with a buckeye facility. I have seen images of single power cars moving on their own, although with a barrier vehicle attached at the rear - typically a Mark 1 or 2 carriage. The carriage could couple to the power car using the buckeye, but drop the buckeye at the rear to leave coupling hook and buffers for any rescue loco.
  15. Applying the above logic, a Class 101 (for example) "power-trailer" formation comprising of one vehicle with power equipment and one unpowered vehicle is not a Diesel Multiple Unit(?). Now I am confused.
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