keefer

Great pic of a '+8' set, one of the more modellable ECML expresses (except perhaps for the Mk2d BFK). This could be a number of services to Newcastle/Bradford/Leeds/Harrogate, some of them named as 'The xxxxx Executive'. Note the high catering provision: RU (mainly for 1st Class meals) and RB as well (extra meals and Buffet counter). I think these trains were usually Deltic turns. Obviously 47s were used, maybe easier for them to keep time with only 8 coaches (and possibly limited stop?).

Having looked them up, they were used for coupler testing between June '73 and September '78 with the Tightlocks being fitted to the cab end of the DTC. They remained as HAP as they were not in normal service. After overhaul at Eastleigh they returned to normal traffic in January (6023) and February (6022) 1979. Comprehensive details of the HAP/SAP/CAP at: https://www.bloodandcustard.com/br-2hap.html

IIRC they were used to test the prototype 'Tightlock' buckeye+drum coupling, fitted to PEP-derived (and later) units.

As has been noted, almost textbook (well, Corporate Manual) application of blue livery with brown undercarriage. Note, too, that despite the provision of two 'chalkboards' for the purpose, staff still wrote the destination on the bodyside!

Don't forget too, the APT concept was gas turbine - so as well as the general delays with the whole project, it was effectively killed off with the Oil Crisis in 1973. So while the HST was a stop-gap anyway, it meant it would have to be one for longer until the electric APT could be designed. Of course, the other good thing that came out of the HST was the Mk3 carriage which came into service (loco-hauled) in 1974/5, although only on top WCML trains.

A quick search reveals the series was filmed in Rushden, Northamptonshire. Page at disused-stations seems to match: http://www.disused-stations.org.uk/r/rushden/index.shtml It was on the MR Wellingborough-Higham Ferrers branch.

*Mr Cholmondley-Warner voice* "The Southern Region's new express freight service delivers new gravel and shingle to all of the region's resort beaches, in plenty of time for the Summer season!"

There may be mention in the relevant Railway Observer, certainly were mentioned in the 1970s editions although by then, they were mainly Mk1 stock in the 99xxx series as Mike says, under central control (and were all based at Salisbury, i think). There had been a programme of upgrading the fleet to Mk1, especially as large numbers of withdrawn coaches became available - remember a lot of coaches would basically be an empty body with most doors/windows plated over. Trains in the '60s I presume would have much more pre-nat build/design stock.

Looking at Graeme Wareham's (BrushVeteran) excellent Flickr: Class 30/31 Collection (click) Those with arrows are mainly GFYE, the only ones he has in GSYP are: D5513 at West Hampstead, August 1967 D5813 at Tinsley (loco with damage, no date given) Both photos by Graeme Wareham on Flickr.

From Parkin (p.134): "Most batches [of the 1957-63 Production series] carried water in 100 gallon cylindrical tinned-copper tanks suspended from the underframe. These were of course well-lagged and could be electrically heated to prevent frost. Three tanks were used for the kitchen buffet [RKB] but two sufficed for the other vehicles. Water was lifted by compressed air supplied at 10psi by an electrcally driven ¼ hp air pump. In case of pump failure, an emergency foot pump was available usually tucked away against a partition. Underfloor water storage had long been advocated for easier maintenance and better vehicle stability but lifting mechanisms were unreliable - even these units have given trouble as the stock has aged."

I think it was some dia.23 RU (and later conversions from these) that had them, unfortunately Parkin doesn't state which. As far as I can tell all RB had underframe tanks. To answer @1965Nick original question, there were two 100gal cylindrical tanks, one either side of the central trussing. I thought they might be under the kitchen/pantry section but maybe they were mounted midway for even weight distribution. It may be hard to tell the exact positions as they may be hidden by the other underframe eqpt i.e. gas bottle boxes, electrical cases etc. (Although I must admit I haven't looked very closely for them in pics!)

Certain coaches had roof tanks but others had them mounted underfloor. Parkin Mk1 book covers this.

I think it was mentioned one or two pages back that the driver changed ends.

I'm sure the decision whether to investigate the run-through will be taken on the basis of the incident itself, then any mention of WCRC would be whether their involvement was felt to be a relevant mitigating factor. i.e. wouldn't necessarily mention everything they have been investigated for but might include previous issues which involved unsatisfactory driver behaviour/training etc. (e.g. Wootton Bassett)

The Science & Society Picture Library has official drawings of Mk1 coaches (or 'Standard' coach, as this is how they were initially referred to): Link to search page (A more general 'coach' search may bring up more items?) I haven't looked into it in depth but presumably images can be purchased for personal use. It mentions small versions of the images can be downloaded directly from the screen but I don't know if the detail/text would be readable on these.

Right enough, i had my diesel blinkers on😁 Actually the SR could've used/needed them on EMUs. IIRC the criteria for a totem was not a driving car but a powered/motor vehicle - but most EMUs at the time would have at least one DMBS, 4/5/6 car units would have two. (A single, central MBS didn't come in until the BIG/CIGs)

I'd suggest that an even simpler case than 'in advance/rear of' would be whether a signal is 'on' or 'off' - i think most people not aware of railway terms would think signal off=at danger/stop, signal on=cleared/go

Like has been said, BR could have had any 'logo' they wanted and done anything with it, inc. a similar totem with some sort of Lion on it. But, for whatever reason, the new emblem was technically a heraldic Coat-of-Arms and so had to approved by The Lord Lyon. The main problem being that BR then wanted to have the Lion facing forward on each side of DMU driving motor vehicles, meaning right-facing Lions were required. Heraldic approval was only for left-facing Lions, this was pretty much a legally enforcable situation.

F1 2-4-2T: https://www.lner.info/locos/F/f1.php The 2-6-2T were V1 & V3: https://www.lner.info/locos/V/v1v3.php

That's a hell of a quick turnaround for something shot on film with multiple locations etc. Very Professional!😁

J6410 - nearly a complete Mk3 set, the RUB buffet-restaurant would be practically brand-new. J6411 - similar formation but still with a Mk1 RBR (ex-RU). Both trains contain Mk2 FO/FK

Probably not as sturdy as those on the 76s as the 71s were only working occasionally, at low speed/short distances on a fairly light 750V 'tramway'-style wire - so less uplift and a lighter head required. Whereas the 76s were working at day-in/day-out over long distances at linespeed from a large-gauge copper wire at 1500V (with considerable currents under heavy load) and under more extreme weather conditions. While I suppose there may be a 'general' pantograph spec, it wouldn't make sense to have such a necessarily over-engineered pantograph on the 71s?

Great shots, can just imagine hearing the Deltics coming from miles away.

Production HSTs were numbered in their own DEMU series: 40xxxx - catering coaches 41xxx - TF 42xxx - TS 43xxx - Power Cars 44xxx - TGS

The only ones I knew about off-hand were the DMU cars in the third pic - Swindon Inter-City 79xxx series vehicles, originally WR but later used on the Edinburgh-Glasgow express shuttle. https://www.railcar.co.uk/type/swindon-79xxx/non-passenger-use