caradoc

Nonsense, the local buses on which I travel do not, never have had and probably never will have seatbelts. Trains do not have, and do not require to have, seatbelts, because the frequency of incidents in which they would be of benefit is extremely small, whereas the cost would be extremely high, and therefore unjustifiable.

And the relevance of that is?

At both Kingussie and Aviemore, if there is no Down train to cross Up trains use the Down platform which has easier access.

CDL protects anyone, whether they were previously seated or not, who decides to try and open a door at an unsafe time or location.

J3342 and 3343; The level crossing is Bodsbury. In February 1996 a Post Office van was struck by a train there, fortunately without deaths or serious injuries. The scene is somewhat changed now as the M74 runs alongside the line there!

On the prototype, approaching Eglinton Street Junction south of Glasgow Central there is an equipment building with a prominent sign saying 'Eglington St'. Every time I see it I cringe....

C8097; The station I think is just Loch Awe, Loch Eil Outward Bound, on the Mallaig extension, is the only one named after an outdoor centre. Irrelevant fact; In April 1986 I and other BR supervisors were sent on a development course at Loch Eil Outward Bound, intending to alight at the station.... which is a request stop. What happened next can probably be guessed.

There is not, never has been and never will be sufficient demand to spend huge sums of money on the West Highland Line, which does require subsidy but is already operated as efficiently as possible with most trains formed of DMUs controlled from a single signalling location. I, as a Scottish taxpayer (one of few commenting here I suspect) am perfectly happy for a small proportion of the money the Scottish Government takes from me to be used for subsidising railways, for their environmental, social and tourism benefits. Scotrail is not exactly the only rail operator requiring subsidy, either.....

August 1972, travelled with a friend (both of us just short of 13 years old) on a special BR 75p ticket from Oxford to Manchester, and then by bus (for some reason, rather than train) to visit Reddish Depot. Seeing Class 76s for the first time is a never to be forgotten memory. I also recall vividly, for some reason, on the same day passing a Class 20-hauled Engineers train put into the long-gone Down Loop at Fosse Road for our train to pass.

I moved to Scotland in March 1984, but just after that year's show! So the first I attended was in 1985, IIRC still then as you say on Sauchiehall Street, in the McLellan Galleries. The show moved, briefly, to Anderston (maybe even just for one year?) before going to the Exhibition Centre (where, by coincidence, I will be at it tomorrow....)

There were other issues with the Oxford/Bicester section, in particular I recall complaints from the owners of a riding school near Bicester that people would DIE because train horns would cause horses to rear up in fright. Fortunately construction of a horse tunnel was not deemed necessary.... and I have not seen any reports of train-caused horse or rider fatalities since the line re-opened!

Is there anywhere else in the UK, rail, road or any other location, where such complex and expensive measures have had to be taken to protect wildlife?

If that is why HS2 has been crippled would Labour not have committed to building HS2 in full as soon as the cancellation was announced?

Agree; When I was a Controller any Driver involved in such an incident would be relieved, not allowed to work forward and would require to be interviewed, by NR as well as the Train Operator's own staff. Depending where the necessary staff were, this could take some time to organise. Also, given that on parts of the WCML the only time without traffic for reasonable period is Saturday night, it is very unlikely that multiple possession would be held off to pass one train.

Who made that decision, and why?

In what way is Network Rail to blame? From what we know the initial delays were due to a defective loco, and the huge delay at Preston was caused by Driver error; There is every chance that the Driver involved was not able, or authorised, to continue working after that incident.

Which serves the NER right for taking over a railway built to compete with it! Had the H&B still been independent at the Grouping would it have gone to the LMS, given its connections with the Midland and to maintain competition to Hull?

I was at Glasgow Airport at 2000 on Sunday and there was scarcely a flight operating to or from anywhere; And my wife's plane was diverted to Liverpool, resulting in an eventual arrival in Glasgow at 0530 vice 2050.

Under which administration was the Channel Tunnel cancelled, after construction had started? Under which administration was the Channel Tunnel actually built?

Like so many others, shocked and saddened by the news, having been a Hattons customer since the 1970s. Best wishes to all the staff.

IIRC at Shields Depot (Glasgow), individual roads could be isolated to allow work on trains, each member of staff involved attached a padlock to the isolating switch so that the overheads could not be made live until all were removed proving that everyone was clear.

Firstly, some Scots want independence, but many do not, as proved in 2014! And secondly, the failure of one train is not going to change that, plenty of people have suffered at the hands of Avanti (and other TOCs) elsewhere than Scotland.

The Pendolinos are unchanged, the kitchen in the First Class driving vehicle is used for cooking food for those in First Class, the shop still operates in Standard Class coach C. Manchester/Scotland in loco hauled times was a handful of trains per day, now it is hourly, alternating in Scotland between Edinburgh and Glasgow, and has gone from 3-car 185s via 4-car 350s to 5-car 397s.

Agree re the OLE, but I think the bay platforms were provided as well as the Central Line through platforms, and were used for a while by the Docklands Light Railway?

Those photos remind very much of Mossend TOPS office, where I spent a two-year hiatus from my Control career, 1987-89. There had also at one time been another TOPS office not far away at Dalzell, dealing with the local steelworks traffic, whereas Mossend handled more general freight. The number of offices set up when TOPS started was astonishing!