mjkerr

Did you take into the mileage difference between weekly, Saturday and Sunday mileage and requirements My first calculation was just over 11 million miles My final calculation then included cancellations, that alone in 30 years deducts about 0.5 million miles!

A quick calculation shows about 8 million miles in 30 years That takes into account 4 weeks out of service each year The advantage with the Class 91 is no need to refuel, so very intensive weekly use The fleet total is about 9 millions miles (based on availability)

Some Aberdeen services had seat reservations, so had coach letters From memory it was as follows, but it might be the other way round (Coach B First Class) A B C would be standard (64 seats) D would be First Class (42 seats) E would be standard (32 seats) Therefore it did not matter whether the rake included Mark 2 or Mark 3 TSO / standard

Not sure what period you are wanting Most inspections and repairs would take place at either a station, passing loop or yard (depending on if freight or passenger train) Most stations where a loco change was likely would be selected The driver and shunter could then make a visual assessment and request a fitter if required In the 1980s and early 1990s, at the majority of major stations in Scotland such an inspection would take place almost daily Examples Aberdeen, a Class 47 arrived having struck an object and noises had been reported from the second coach behind the loco, resulting in the train proceeding at 15mph Carlisle, a Class 86 arrived having been reported by a passing train, a shock absorber on the front bogie was found detached Carstairs, driver reported striking an object damaging two coaches, on arrival three windows on coaches were found broken

Yes, but rarely on these routes

37410 is Large Logo Blue gives you the period 1985 to 1990 (depending on if you renumber to a different 37/4) https://www.class37.co.uk/fleet.aspx?strnumber=37410 As you can see this loco mainly operated the area Mossend - Glasgow - Fort William / Mallaig / Oban A small number of other observations though, including Perth and Aberdeen Then the loco was repainted and travelled further (as did most 37/4 by late 1990) As above, some freight you would only see on some routes The Alcan PCA would be seen between Mossend and Oban, and pretty much matches the name Aluminium 100 Soe freight you could see on any of the Scottish western routes Such as mixed OAA and OCA, timber on OTA, oils and liquids on TTA, palletised on VAA/VBA/VGA If you renumber the Class 37/4 to an Inverness based example You would lose the Alcan traffic, but gain the nuclear flask Obviously as a 37/4 it is primary role is passenger use This allows a mix of Mark 1 and Mark 2, just watch as later rakes swapped to air brakes If the 37/4 is Eastfield and route Glasgow - Fort William, you can include a sleeper Equally, as an Inverness based 37/4 you could push the boundaries and include a single sleeper (before this was ditched)

As above, the loco and location do not quite match Do you have a layout already? (which gauge) If so, is it based on a real location or quite flexible? Do you plan on renumbering your 37410 model? (for example to match an Inverness based 37/4)

Almost all the ScotRail LHCS was loyal to territory, based by depot As an example I never saw any of the Polmadie (Glasgow South West) coaches on any other routes

Agreed, I am not aware of any Class 45 remaining between 1989 and 1991 Equally, Class 50 were quite rare to Birmingham

As an example the Class 47 has a 300 gallon coolant system However it did not use anti-freeze due to disposal issues, instead using Borax Sodium Metasilicate water treatment The driver manual states that leaks should be reported for immediate repair and the loco taken out of service The maintenance manual states that all the seals should be removed and replaced and the entire coolant system drained and then pressure tested, and only then should the system be filled with water treatment Equally, the manual states that repeated cold starts will drain the batteries, and where possible the loco should be left idling If the loco will not be required within the next 24 hours it should be switched off, otherwise it should be left idling

10 years after the time frame in question, although inherited fleet almost unchanged However, forgot about the Class 158 that operated Edinburgh - Manchester, but again outside of the original geographic request so did not mention it

Looks like both rakes were short formed, as it should be TSO-TSO-BFK-TSO-TSO-RB-TSO-TSO-BFK-TSO-TSO As the Edinburgh set has the RB, the Glasgow portion requires an additional coach to be added The only exception was the Manchester service, which was permitted to run with 3/4 coaches between Glasgow / Edinburgh and Carstairs This was a great service to take to Carstairs! On a Saturday morning it was also used to move a Class 47/4 from Manchester to Glasgow, instead of a Class 86, but it did run about 20 minutes late by the time it arrived at Carstairs

It is possible to do so However, best practice is to switch the engine off At Aberdeen (1989 to 1996) I can only remember two occasions where the engine was not switched off

Assuming 1989 Anglo-Scottish services were mostly Mark 2E TSO, Mark 2D BFK, and Mark 1 RBR or RMB, most allocated to Polmadie In most cases formed TSO-TSO-BFK-TSO-TSO-RBR-TSO-TSO-BFK-TSO-TSO In most cases the portion with the RBR would be included in the split to Edinburgh (but usually one exception Mon to Sat) Not included the Scotland - Manchester service, which used Mark 2C The shorter services, most allocated to Longsight used Mark 2D TSO Class 86/2 or 86/4 between Scotland and Birmingham, again the occasional exception being Coventry (services to East Anglia) Class 47/8 had just been introduced, so south of Birmingham there was a mix of 47/4 (both standard and long range) and 47/8 Services between the south west and north east, via the East Coast Main Line (Doncaster to Newcastle) were predominantly 7 coach HST Into 1990 and 1991 reliability of the 47/8 was an issue and 47/4 continued in use With the introduction of the Mark 2 RFO, dedicated Scotland - Birmingham services were introduced The remaining Anglo-Scottish services swapped over to HST The shorter services were also simplified, ideally using one 47/8 throughout the day, but all too often swapping at Bristol A small number of TSO(T) were converted to RMBT, as the RFO had been completed This is just simply a TSO version of the FO conversion, but without the ability to serve passengers within the coach (at counter service only)

Driver entered cab and setup, once setup stood at the door looking for the route signal (on the reverse of the signal) Once the route signal was received, closed the door and then departure as normal

Did you see the extended animation from 2005/2006? I have been following the development of this latest version since first announced in 2016 I was expecting it to have its first airing at Easter this year after the press release in late 2017 that filming had been completed and signed to Netflix When announced that BBC would be showing the four episodes over two nights I was a little surprised Quoted from my personal facebook page : The camera movements are very flat and whilst bring the story into the 21st Century sadly lack depth and sheen For example, in one scene alone all five rabbits are moving in exactly the same plane, at the same time, but sadly none of the fur moves as you would expect and they look as if they are floating rather than running The voice acting is very close to the original animation However, Kehaar (the bird) German accent is replaced by Peter Capaldi and that just does not work Thankfully General Woundwort is voiced by Ben Kingsley who brings the expected boom and grunt for this character Best of all is John Boyega, who clearly got into character! Most surprising of all was Strawberry, voiced by Olivia Colman Watership Down can now be seen on Netflix (release 25 December 2018) DVD release expected March 2019

I had a similar problem with some Dapol Class 66 models (the later DCC type) This was found to be due to the back to back gauge being incorrect, and after adjustment solved the issue

Submit a report to ICO for breach of regulations

This project has now ended It commenced in 2012, put on hold when Farish announced the Class 47/7 and Mark 2 DBSO Due to ongoing delays the sound conversion models are still not completed, and still awaiting the Farish DBSO Throughout 2017 I was at home just 9 days I have decided to retain the Class 37/4 models, as these selected models are completed, and revise the scenic area The remaining models will be disposed of

Already saved up, since first announced May 2013, £22.95 (bulk £20.00) May 2016, £29.95 (bulk £27.50) February 2018, £42.95 (bulk £35.00) Hopefully early 2019, expecting £49.95 (bulk £45.00) Will it be worth it... All I need to do is replace my existing fleet of DBSO, so effectively only adding one FO

Standard procedural processing is easy Sometimes the services are briefly offline, but it is usually not more than two hours The main issue is when one-off events occur As an example my Driving Licence number was entered by a court in error, and although the DVLA were following the request correctly it took nearly two years to correct When the letter arrived from the DVLA I contacted the court and they advised I could ignore it and they would correct the error A second letter arrived from the DVLA, but again advised to ignore it A third letter arrived (on a Saturday morning) from the DVLA that my Driving Licence was suspended To make it worse I was using my car at the time, so was stranded over that weekend On Monday morning it took two hours for both the court and DVLA to confirm the error had been corrected However, the error still shows on my DVLA file; Licence Endorsed - 0 points, £0, 2 days revoked

With being unable to travel, back to the layout The original two DCC Sound Conversion and Mercig Studios models have now returned with LokSound decoders These two originally had Zimo decoders, and all models thereafter had LokSound decoders Now all models have LokSound decoders This does mean I have lost some sound functions, but they were specific to these two models due to the Zimo decoders However, they are all now the same I had noted some Class 37 and Class 47 models were not running properly on the layout Some of the obvious ones were erratic all the time, so two Class 47/7 were sent for inspection and that has been traced to excessive weathering on completion by Mercig Studios These two models were tested and were found to work on all but one section of the layout I then removed all the models from this section of the layout, disconnected the DCC, connected the DC, and then tested one of my remaining DC models It too stalled on this section, so clearly the issue was with the track or wiring The ultimate school boy error has been discovered! When I constructed each section of the layout I was testing on DC This section was completed and fully tested It was then moved into position and once the next section was moved into position the isolating section was completed This isolating section, whilst not essential, was in place for future zone detection (or whatever you would like to call it in DCC) The Insulating Rail Joiners are at one end of the main crossing, the other end is partially isolated which electrofrog points require As a result one rail is partially isolated, depending on the direction this crossing is set It is also exactly the same length as a Class 37 or Class 47 model! As a consequence during testing if the crossing was set in one direction it was isolated, in the other it was not Equally, if the model was approaching at speed, whilst isolated, it could pass over but momentarily lose DCC connection This made it look like the model itself was erratic! I therefore removed the two Insulated Rail Joiners, replaced with metal ones, retested and ALL models run across this entire section now!

Agreed, that is the timescale The earlier Top and Tail is easier to recognise as the sets were Mark 2 non-air conditioning coaches with a BSO, no DBSO If one Class 27 was not available then one Class 37/0 could be used Two Class 37/0 could have been used, but then the set would not have any ETH At that time there were no Class 37/4

The Class 47/7 were never allowed to run at 100mph, they were still maximum speed 95mph However, they were permitted to operate at maximum speed 100mph on specific routes (HST speed limit board) Initially it was Haymarket to Bishopbriggs (47701 to 47712) This was then extended to Aberdeen to Bishopbriggs, when push-pull operations commenced Then finally Haymarket to Dundee, when 47713 to 47716 were converted If a Class 47/7 missed its exam (as the interval was shorter, which later caused some issues when the locomotives were transferred from HA to ED) it would be removed from this pool of locomotives until the exam had been completed In most cases if required the locomotive would be treated as a Class 47/4 to keep it off the 100mph permitted routes, in most cases GQS or EDB station pilot duties or Edinburgh - Carstairs, it could then receive the exam before the next day Equally, I remember 47713 suffered an ETH fault and was used on EDB station duties for a few days until the fault could be rectified A few days later it went pop...

Example : Glasgow QS - Edinburgh - Newcastle - Kings Cross This would raise objections from : ScotRail East Coast Cross Country TransPennine Express This does not add anything new, and pretty duplicates the above operators However this route would reduce the objections, but bring new ones : Glasgow QS - Edinburgh - Leeds - Leicester - St Pancras Personally, any new operator is cursed before they start...