Bomag

The 'extra' coaches in the Pullman sets varied over time (not taking into account maintenance swaps):- YP 41046 NL47 then 41041 NL22/NL37 (only one TRFK 40501) TTP 41171 HT05 then 41066 HT34/HT35, 40505 then 40511 This the reason why the trains look different while in ICE livery.

Not far of for the C19th however that is not how it works (well worked in the 90's before I moved to proper engineering). It depends what written agreements they had for the Finmere base but both free and lease holders should have been able to claim injurious affection for issues over and above land value.

When introduced on ECML services most services had a Mk1 RUO/RSO in Mk2d rakes. The conversions from FO (1058-1070) were in 1976, 5 years after the introduction of Mk2d. It was only with the introduction of HST (ER) and Mk3 (FO and then RUB, for WCML) in the late 1970's were the last dedicated restaurant seating coaches (i.e. no kitchen) withdrawn or redeployed. The HST Pullmans did regularly run with missing coaches (I saw the YP in the morning 4 days a week and the TTP late lunch 2 days a week at Leeds in the late 1980's), I think that is partly why they moved the TRFK/3rd TF several times to newly refurnished sets NL47/NL22/NL37 and HT05/HT34/HT35 to improve reliability. The TTP only ran 9 cars officially in 87/88 while in set HT34 until it moved to HT35. The YP did run with 9 cars for a very limited time in 87/88 this could be due to set swapping NL47 to NL22 and/or as they used the TTP set which was in the wrong place. In this period NL was a level 5 depot for HST while EC/HT/BN were only level 4 so it was not unknown for any ECML/IMLX set to turn up.

I am more of a coach person but I am looking to get some of my wagon rakes into something more accurate. I have 30 HAA split between Minitrix, Peco and Farish with liveries from HOP AB to TTG; I would like to form (with some additional wagons) two sets, one 'early' and one 'late'. One set of information I am in need to help with is lengths of MGR trains over the years, with different loco types. From other sources there seems to be some variation, I am mainly looking at Yorkshire / North Nots area but happy with any info where there were differences e.g. Scotland. From memory In the late 80's Class 56 were normally 36 HAA and Class 58 42 HAA anything else e.g. Class 20 is not clear and so is anything from the 1970's where I assume Class 47/3s were more common. Any help please. Finally I occasionality saw 2xClass20, CAR+HAAs+CAR coming off the Denby branch. Was the use of brake vans normal for Class 20 MGR trains or just the Denby branch?

Well if TMS had taken it when first offered Car 2 may have survived.

Except 45040 had its boiler isolated fairly early on.

The TSM refers to both on-street tramway (or tram only road) where either Diagram 616+plate, or if at a tram gate Dia 953.1, would be appropriate and off-street tramway where Diagram 953.1 would be needed. It could be read that if there is an option to sign either then 616+plate is preferable since the nature of the highway would be more aligned with what road users would expect. This is not in my section of TSM and the author of the relevant bit is still on leave until next week. It would be wise to be very careful in assuming LHA highways engineers (or consultants) would be competent signing practitioners wrt to this level of signing issue. In any event, as mentioned several times to designers, when designing road geometry at the start of dedicated tram tracks which are not on-street tramways (or tram only road) then the nature of the layout should be clear to road user and by default make it harder for them to head up the tram tracks than the road. This is similar, but not the same, as designing junctions to stop, or reduce wrong way driving where geometry is used to make only the very confused or drunk likely to take the wrong route. This is different than on on-street tramway (and particularly if the restrictions in the opposite direction may result in vehicles approaching) where it is easier to be uncertain and if the section is short see a benefit of cutting through e.g. Exchange Square Station where the tram route is paved and open to non-motorised vehicles and pedestrians (plus the usual exceptions)

The one I have seen in Manchester are correct in that the restriction in the opposite direction was not the same as the primary 'tram only'. The abuse of the the no entry sign is often advocated by those who are not competent highway engineers, the problem being that the no entry sign has ben placed in so many incorrect locations is a terrible human factors problem. So a section of single carriageway where the primary direction is tram only but the other direction is a highway (or road) open to all, or some traffic, then the no entry sign with plate is correct. For a section of tramway where there is no traffic permitted in either direction then Diagram 953.1 must be used. DfT have neither authorised, nor prescribed, the use of the former signs (no entry) for this situation. It would be Ultra Viries to do so. The fact that the authorisation for Manchester require a TRO would indicate that they all fall into the above category. Therefore the statement that Dia 953.1 is the same as Diagram 616 + plate is not correct. You have to use the correct sign; Dia 616 is not a RTA Section 36 sign while Dia 953.1 is, therefore a section of tram only infrastructure, which is not a road, can be entered without it being a road traffic offence if signed with Dia 616+plate. In terms of level crossings, the current consultation by ORR would indicate that they still do not properly get traffic signs, nor highway engineering. As far as I am aware the highways side of ORR was not in the loop before they went out to consultation. Having sat on the Law Soc review the best part of decade ago you would have thought ORR would have read up on the issues to resolve.

The implication from the report was that the forward facing controls were being used, so it was not reversing. Perhaps there would been a better view of the coaches if it was being driven from the right.

I believe the fireman acts as the shunter at Whitby, or had done in the past.

Is this on the east or west bridge?

According to P5 15 were still in ICE at the start of 92, all were ICS at the start of 93.

Even more Pedant, SR designed 2EPB 416/1 (416/3) was built after the Mk1 2EPB 416/2 (416/4) and the SR designed 2HAP were delivered along side the second half of the first Mk1 batch of 2HAP (414/2). Only 53 SR designed 4EPB were produced before the first Mk1 EPB was delivered (5701 in Jan 54).

The majority of 365s went into services in 96, with the last in 97, so 25 years.

The rules about brake vans changed over time. In the B/C and Maroon period (all vac braked) there was a limited number of vehicles permitted behind the last brake vehicle. If you have a short train it may be OK to have a single brake vehicle in the middle - an example is the 07:55 Glasgow to Oban in 1964 which was 2xSK,CK, BSK, SK. In terms of livery for Mk1s the B/C spec was not great at corrosion resistance so they got put through works fairly quickly after June 56, so very few would be seen by 1960 (older stock would be seen for longer as they had a shorter life expectancy, or were less of a corrosion issue). Some of the very early Mk1s e.g. Anthracite kitchen cars were potentially in B/C (but withdrawn) when the first Mk1 was painted in B/G (from late 1965, well before the end of steam). However if you have two rakes and have B/C and Maroon in one and Maroon and B/G in the other then each is fine. In both preservation and post-privatisation excursion stock you can see a right mix of colours including B/G and B/C.

You don't say which years. For 86/87 the weekday Liverpool portion (it joined the Manchester train at Stafford) was:- WB 570 (SLEP+NEA) LL230 (3x Mk2c TSO) LL241 (Mk2c TSO)

Yes they mentioned that the 73 can switch on the move, as I recall the driver starts the engine while still on the juice. I am not a DCC expert but as far as I am aware the basic chip and speaker would already be common between diesel and electric, but with different software and sound files.

2P-000-305 W141W in rail blue

Thanks for the info on its origin. I was specifically interested in if for 69621.

The number looks to be either 69621 or 69631 - when zoomed in its not clear. Is it discernible on the original photo?

On DC if you switch left it goes left, slowly; if you switch right it goes right, slowly. Nice and simple.

The problem with the yellow stencilled speed limit signs was that while visible against snow the lower luminance factor of yellow made them about 20-30% less visible during the day depending on the background. When they purchased the retroreflective signs they worked well under defuse illumination (day time) but they got (according to the suppliers) the cheapest engineering grade material (R1/RA1 to current EN 12899) rather than what was used on high speed roads (R2/RA2 min). I have no idea if this is the reason they changed the font but it would probably have been better to stick with transport font (suitable for 130mph+) and got better material. The last new one I got up close to (2019) was still a glass bead product - I would have assumed NR would have switched to microprismatic material (Class R3C-UK). Its quite interesting that they use black on yellow for high speed trains as they are less readable at speed that black on white.

From 1989 P5 150141-143 had 57253, 57212, 52205 150146-147 had 52253, 57205 From 1990 P5 150141-142 had 57205, 57212 150144-146 had 57205, 57253, 52253 150148-149 had 52241, 57241 When delivered the first 50 odd150/2 was split NL (even numbers), NH (odd numbers). Within a couple of years NH started losing units to CF and HA, but then some of the NH needed strengthening and several NL sets were split in late 89 - they were added to the end and not middle. 202+52220 204+57220 206+52222 210+57222 214+52243 216+57243 218+57209

The ER was resolutely vac braked and steam heated except for the Mk2a and then Mk2d stock - ER Mk1 sleepers were mostly vb until withdrawal and why many dual heated locos (55, 47/4, 31/4) were allocated to ER depots. So for 1970's the mainline ER/ScR ab stock - suitable for Deltic haulage - we have:- 18 Mk1 RUO in the series 1020-1055, replaced by RSO (exFO) 1058-1070 from 1976 (last RUO wd in 79) Mk1 Griddle and bar car 1102-1105 and 1883 Mk1 RKB 1512, 1514-1525, 1547-1553 (although not all ER at the same time) 22 Mk1 RB/RBR in the series 1665-1699 (7 dual braked, all dual heated) plus 1760,1763 (both ae only) plus 1770 (ad). A smattering of Mk1RMB including 1874-1880 and 1882 Mk1 RU 1975-76, 1978-1990 (although not all ER at the same time) Mk1 FO - various but most r/n to RSO in 76 Mk2a (1968 onwards) BSO 9417-9433 TSO 5257-5300, 5346-5433 FK 13434-43443, 14464-14475 BFK 14056-14067, 14078-14103 Mk2b FK 13476-13486 Mk2d (1972 onwards) BSO 9479-9495 TSO 5619-5743 FO 3170-3188 FK 13562-13584 BFK 14139-14161 Mk2e TSO 5880-5908 FO 3264-3275 Mk2f TSO 5908-5935, 6100, 6108-6114, 6131-6170 FO 3418-3428 Plus several Mk1 BG (NEA/NEX) with B4 bogies in the 80500-81629 series. There was not a balanced fleet so you often got from N to S. BSO, TSOs, Mk1 catering car (with Kitchen), Mk1 RUO/RSO (seating only), FOs (Mk1 with MK2a 68-72), FKs, BFK. But the BSO may be omitted or replaced with a BG. There should be a brake van the the KX end so it was either a BFK or BG. The TTP/YP would have remained with vb brakes (BSK/BCK) until 1971 when ab; until withdrawal the formation varied but photos of both show BG, various PFP/PFK, Mk1RB or RU/RMB, Mk2d TSOs + BSO For secondary services to the coast etc you would have a mix of vac/steam Mk1s - ER did get some vb Mk2z later on but they seem to have gone to the Great Eastern section. Once HSTs started to come in and Deltics migrated to semi-fasts (York-KX) most of the BSO/BFK/FK were reallocated and the sets ended up being mostly TSOs/RBR/FOs (odd FK)/BG

I can now lower my interest to 'ho hum'; will be playing with my NGS Hunslets.