keefer

That's maybe what I was thinking of (probably read it on RMweb). Just seemed odd that the units on modern bogies had the same max. speed as those on a glorified 4-whl wagon underframe!

My mistake, I assumed they were 90 (certainly the 155/156) with the 158s being 100mph

I'm sure I've read somewhere (General or Sectional Appendix) that even where locos could go over the hump, cl.40/44/45/46 were still excluded (due to their long bogies). As mentioned earlier, each hump yard probably had its own particular Instructions in addition to general procedures.

Griddle car in the formation. IIRC there were two coaching diagrams, one with a Griddle and the other with an RB. These worked a Glasgow QS-Inverness and a GQS-Aberdeen (and returns) on alternate days. Have seen similar trains hauled by a 37 but don't know if the 27 was just a stand-in.

The MU connections between Master and Slave locos looked similar to 'Blue Star' equipment. 27-way control jumper and (white cocks) Regulating Air pipe. http://www.nigeltout.com/138_31A_Tinsley_19740806.jpg

AFAIK the air pipes would be a standard length. The only difference I've seen documented is with the iron-ore PTA (rotary) tippler wagons - they were fitted with longer (33") pipes so they didn't separate during tipping. This, along with the rotary tightlock buckeye couplings, meant trains could be unloaded without having to split the wagons.

I think the biggest issue with combining Pacers and Sprinters was remembering there was a Pacer on the back when driving from the Sprinter cab. Sprinters were 90/100mph but the Pacers were only 75mph!

Is that some sort of circular gauge visible through the left-hand access cutaway? I wonder if it is a wagon to place broken gauges for repair/scrap? The wagon has an Internal User number, so would not be allowed out of the yard.

IIRC it was Babcock at Rosyth Dockyard (becoming a separate commercial entity to the RN base nextdoor over the years) and they also refurbed a lot of LU stock!

Can't see a Wagon lettering & numbering volume on the Barrowmore site: http://www.barrowmoremrg.co.uk/Prototype.html BR9210 'General Instructions No 10A (Revised January 1963)' covering the repainting of repaired freight stock etc. unfortunately does not detail what is to be written - only that the information is to be written in white lettering paint 'in accordance with revised instructions issued April 1963.' (perhaps this is the change mentioned by others above?). http://www.barrowmoremrg.co.uk/BRBDocuments/BR_9210_Repainting_Treatment_web.pdf

Notice by this time (after 1982?) a) Red indicator lights finally allowed to be used instead of an oil lamp on DMUs b) Two red lights used. Initially, only a Royal Train was authorised to use two tail lamps but the cl.27 Edin-Glas push-pulls (and later cl.47+DBSO sets) also used two

As mentioned, this is a cl.117 unit - according to railcar.co.uk L420 was formed 51367, 59519, 51409 (DMBS, TCL, DMS) and the unit was gangwayed. The Met-Camm TCL was one of three allocated to Reading, used to strengthen services to 4-car. These TCLs were replacements for three converted l/h Hawksworth coaches (which had initially been used in Cross-Country sets). https://www.railcar.co.uk/type/class-117/operations

I think it came up before that ScR-ER (and v.v.) trains with a number over 70 or so were often 'extra'/relief services

Going OT, I think there were some lines like this in NW London - former Underground tracks also used by BR 3rd-rail units, had the 4th rail retained but lowered when the Underground services stopped running. Incidentally, the cl.501 EMUs were originally 4th-rail but were changed to 3rd-rail in the '60s.

Thanks for mentioning this, I was going to post but couldn't remember where it happened (other than ScR RETB)