robertcwp

It's an excellent book. Read it alongside his books on Gresley and Peppercorn, which are equally good.

The summer 1961 book still shows CCTs. I don't have summer 1962.

And the up train in 1963:

I'm not sure but I can only recall seeing in-service photos of them with passenger stock other than when being loaded/unloaded or stabled.

Any particular year? This is the down train in the summer of 1963:

Try this: https://flic.kr/p/6T75af

The new station works better than the old and the flyover at the west end was also a big change for the better. It's completely characterless though and the 'transfer deck' is awful.

16 October 1965 was the date given by David Percival in his book 'King's Cross Lineside' for the Blue Pullman test run between Leeds and King's Cross. David's photo of it crossing Welwyn Viaduct is on page 694 of Modern Railways December 1965. The accompanying report stated that the set ran from Reddish Depot via Huddersfield, Mirfield, Low Moor and Laisterdyke to Leeds Central. It ran on time to a 2 hour 46 minute schedule up to King's Cross and three minutes longer down, both with a 3 minute stop at Doncaster. The report noted that the BRB was apparently keen to see the sets used on the ER but ER management were less keen due to the limited seating accommodation and high staffing costs.

The 6-car sets only seated 132 all in first class. In 1963, the Master Cutler seated 90 second and 64 first. By 1965-6, it was 64 first and 102 second:

Apart from two generations of station building on the south side, Reading is unrecognisable compared to how it was 20 or so years ago. 47816_Reading-_28-8-01 by Robert Carroll, on Flickr

From the end of the 1960s, the WR went through something of a phase of having brakes coupled together in the middle, most notably on Penzance trains using a pair of BSO 2c. I suspect it was mainly for convenience of loading and unloading the vans but may also have helped at short platforms. A pair of BFKs would have been less common then although a single BFK or a BFK and BSO might also appear in the middle. D1034_47_Lostwithiel_9-75 by Robert Carroll, on Flickr

Yes, four BFK 2d are shown as WR in the 1980 RCTS book.

The newer Peco points don't need the rails cutting as they are made with a break which is bridged underneath, so you cut that instead. The link between stock rail and blade still needs to be made. The bullhead points dispense with this arrangement and are live both ways. The frog is dead but is metal and can be wired to a switch or, for DCC, a frog juicer. What micro switches do you use, please?

Not a shortened set but one of the Midland Pullman 6-car, all first class sets. One 6-car set was tried out on the East Coast as you note and the are photos and footage of it.

Good point, I meant 126 first not 108, ie 3xFO. The sets were usually BG, 5 TSO, RB, 3 FO. The WR did not have any 2d BFKs until the late 1970s or early 1980s, I forget when exactly. 47478_Slough_1A42_0945-WSM-Pad_26-9-74 by Robert Carroll, on Flickr

The 8-car Blue Pullmans only seated 120 second and 108 first class, so not really enough second class for many trains. After downgrading of some accommodation, the two 6-car sets together only seated 144 first and 120 second. They were non-standard and could only do 90 mph. They required lots of crew and at the time of withdrawal were in need of heavy overhauls. The 6-car sets had been split up in 1971 and mixed in with the 8-car sets. The new Mark 2e/f stock was entering service when they were withdrawn and offered a better ride as well as more accommodation overall. A standard WR Mark 2e/f set of the time seated 126 first and 320 second.

If not, it can be arranged.

Thanks.

60508 still gives good service after many years. The model must be well over 40 years old now. The Lanarkshire Models lamps are a more recent addition.

I did hear mention somewhere of solid state things existing that work on DC but I have not identified any. The DCC Concepts item about diamond crossing wiring caught my eye as I have a dead frog diamond on my DC layout and have been thinking of relaying with a live frog one but sorting out the switching has rather put me off. In this regard, DCC is much easier. Now for the revelation: I have begun work on a new layout which will be DCC. It will not replace my existing one - the new one will be much smaller. I plan to use frog juicers throughout but have read of others having problems with Peco 3-way points, of which I have one planned to go in the fiddleyard. All the 'on scene' track will be the new Peco bullhead type, where the points were designed with DCC in mind. I have no immediate plans to convert my existing, and now rather old and tired, layout to DCC but if I decide at some point to refurbish it, conversion may happen.

I didn't say they were frog juicers. What I wrote was "I believe DCC Concepts do devices that can help with live frog diamonds on DC layouts." The items referred to are devices and they help with live frog diamonds on a DC layout.

They were Mark 3. The only Mark 2 EMUs on BR were the Class 310 and 312 units, which did not have air conditioning.

I think it is something for when using DCC point control on a DC layout. See here.

I believe DCC Concepts do devices that can help with live frog diamonds on DC layouts.

I asked about the Peco Code 75 3-way and Oldddudders informed me that he has got frog juicers to work.