keefer

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

Maybe I should have said Blue-star equipment - i.e. the control jumpers and air pipes. Presumably the test rake of coaches was fitted with these (as eventually were the Mk2s used for E-G push-pulls). The drawback being that you couldn't just use any coach available, they had to be so fitted.

And the reason why D1938 was propelling at high speed was because it had been fitted with Blue-star control jumpers. IIRC it was also tested on Paddington-Birmingham runs.

Interesting for the yellow disc signal - when 'on' (as in the picture) it allows a movement past it into the headshunt/yard. When 'off', it would signal a move onto the mainline.

Forgot to say earlier, Westfield mentioned above was also the site of an open-cast coal mine. Also, historically, the line continued westwards from Westfield, through what is now Lochore Meadows Country Park, to join up with the mineral railways around Kelty.

I never knew Birmingham Transport had a University Society? Bus and train drivers go on guided visits to labs and lecture theatres 😁

C16800 I think that's the start of the Westfield branch curving under the camera (ISTR a local-road overbridge). Also shows the modern Thornton Junction shed (TJ) - the old steam depot was some distance to the east (off to the left of shot). C16801 The disconnected siding in the centre was, I think, where three wagons were held (1960s/70s) - to be used as barrier/reach wagons for propelling tank trains into the wonderfully named 'Lurgi' plant (named after the petrochemical process, not because the staff were ill 🤧). They were used again to draw out departing tanks and were then returned to the siding (this was a Sectional Appendix instruction). EDIT: thread about the Westfield site & traffic: https://www.rmweb.co.uk/forums/topic/143663-westfield-tanker-traffic-fife-1960s/

Pictures of similar stock on Robert Carroll's Flickr site (linked to before) mention Euston-Oban 'Merrymaker' excursions.

Must be - it's 116 which according to derbysulzers list was GYFE from 8/69-10/70. https://www.derbysulzers.com/45headcode.html (scroll down for Livery Details). Not unknown to happen but usually with bigger stuff like cab doors!

Correct, it's on the Down North Line which would usually signify going through Fife on the ECML (although the numerous crossovers before and after Haymarket would enable it to cross onto the South/Glasgow/Central Scotland lines)

I thought the one on the SEMG Online site might have more info but unfortunately it's undated: https://sremg.org.uk/sr_map/lswrmap.html

The large quantity of legal/financial passengers between Waverley and Queen St. was the main reason that the fast trains were continually upgraded to the newest/fastest stock as well as having 1st class & dining. The dining went with the cl.27 push-pulls but by then, the driving factor was competition from coaches on the new M8 motorway.

Royal headcode 1X01 but for whatever reason, only the Saloon was required from Royal stock. Perhaps the full train was parked up in Edinburgh (rest of the Family staying at Holyrood?) Otherwise, a nice train to model - don't have to weather anything and only one non-RTR coach! I have the 1969 R.O. so will have a look for any mention.

The 1866 OS Town Plan map is also available as a continuous, geo-referenced map: View centred on Latchmere Junctions etc.