hexagon789

A lot of 156 units were reformed to 3-cars in the late-80s/early 90s. ScotRail did it in the summers of 1989 and 1992 with both Inverness sets used on Inverness-Aberdeen and Haymarket sets used on the West Highland. The 156s were designed to be easily run as 3, 5, 7-car etc if needed. Not possible now as the intermediate BSI couplers have long been replaced by fixed bars. In fact, I've just realised DaveF's photo is Oct 1990. For the winter of 1990-91, five 156 sets based at Neville Hill were made up as 3-car for the Settle-Carlisle. This was due to 3-cars being the maximum that all stations on the S&C could accommodate. By the summer of 1991, platform extensions had been completed and the five 3-car sets were remarshalled back to 2-car, as the route could now accommodate 2×2-car at all stations.

Probably because the entire 377 and 387 fleet is undergoing a refresh programme right now.

The 3rd vehicle is a Mk1 BG Full Brake, the 4th looks like a Mk1 SLSTP - SLeeper Second Twin with Pantry.

I was informed that many LMR staff regarded the 2F Firsts as superior to the Mk3As and only felt they were surpassed when the 3Bs were introduced.

In the UK you have two main braking curves for passenger trains, these are used for calculating braking distances for signalling. The 'W' curve is for up to 100mph, it is based on worst case braking being derived from the braking distance of a Deltic hauling Mk1s with maximum wear blocks, vacuum braked and with one coach (I think it was made up to 16) having the brakes isolated. The other curve is the 'W125' curve, this is based on the 'W' curve but trains with enhanced braking (originally HSTs) are to stop in the 'W' curves 100mph distance from 125mph, this is achieved by using air-braked, disc brakes which provide both more consistent brake performance but more importantly much better performance at high-speeds and finally the HSTs add a further refinement of having an electric brake unit in each power car, the trailing one receives a signal to apply the brakes from the front, thus reducing the brake propagation time by 75% compared to using purely the automatic air brake. Because the brake propagation rate increases (though it is mere seconds) without the electric brake units working, a 110mph limit is imposed if it fails. This is why LHCS Mk3s are normally run at 110mph maximum as they don't have or use the electric brake system. (Mk3 DVTs and the Class 90s were fitted but it was not used in normal service, the 86s and 87s not being equipped.) The calculated distances for the W125 curve also allow for - one trailer having its brakes isolated, and THREE WSP activations. The W Curve assumes an average deceleration rate from brake application to a stand of 6%g (0.6m/s/s), the W125 assumes 9%g (0.9m/s/s). It should be noted most trains brake better than the curve assumes. HSTs actually manage about 9.6%g, 75mph Sprinters with their tread brakes (but with full Electro-Pneumatic control) manage about 7%g. The bit about reducing (and later increasing) the brake rate on LHCS Mk3s I've already mentioned as you've seen. The ScotRail Mk3s had their rates increased for the push-pulls. Locomotives usually have much poorer brakeforce than carriages, such that running light or on short trains they must be speed restricted. Modern disc braked locos such as the 67s, 68s and 88s can run at 100mph (110/125mph on some bits of the ECML for 67s), light engine as they have about 50% more brakeforce themselves than older tread braked locos such as 37s or 47s.

When first introduced the Mk3s were in dedicated sets, with Mk1 brakes and Mk1 RKBs. From around 1980, sets were more mixed. Excepting Euston-Birmingham-Wolverhampton, some Manchester sets had Mk2F FOs with Mk3 TSOs. Too many 2F FOs were ordered so the Mk3 order was slightly reduced. It became usual to see Mk2Fs in Glasgow and Liverpool sets as the dining car in an otherwise Mk3 set. It became usual to see sets with a Mk2F TSO at the outer 2nd Class end either replacing a Mk3 or as a strengthener. The other issue in early Mk3 days (1975-76) was the brake settings. When introduced their distributors were set for the HST braking rate of 9%g, this meant that in mixed sets, they would do almost all the higher speed braking, wearing out the pads more quickly and it also caused bunching of the couplers if the brake controller was adjusted too much at low speed. The distributors were reset to a 6% braking rate, this is why in early 1980s Carriage Working Books, the Mk3s are often listed as 100mph. 110mph was the first real need to marshal dedicated Mk3 sets again. The distributors had to be re-adjusted to the higher braking rate of 9%g again for 110mph running. (HSTs can do 125mph vs 110mph because of the electric brake control, if that failed they too became 110mph.) You are right that the WCML fleet wide dedicated 2F or Mk3 sets was with Swallow livery; it was I believe the May 1989 timetable which saw the sets all made up as Mk3 or 2F with a Mk3 RFM. In May 1989, more 110mph services were introduced, which obviously required more all-Mk3 sets. All the Manchester Pullmans plus the Up only Birmingham Pullman were retimed for 110mph running. Until then only the Glasgow services were 110mph.

The caption says it is indeed a Fruit C

They had almost 75% apparently at one point. I will I add I'm not an expert on the GWR by any means. I have to rely on sources being correct.

Probably in order of most profitable to least: GWR SR LMS LNER While the LMS did not make a loss like the LNER did, its profits were never substantial averaging about 2%. The SR had the significant commuter traffic to fill its coffers, with over 25% of the entire passenger traffic in the UK. The GWR initially had the overwhelming majority of the UK's lucrative coal traffic, earning £17m from it in one year, but that traffic declined in amounts transported and profitability into the 1930s. Nevertheless the GWR was the least affected (in general, round terms) by the depression.

Aber is Welsh in origin, ie Brettonic. Inver is the direct Goidelic equivalent, coming from Old Irish. The Scottish Gaelic form of Aber is Obar - Obar Dheadhain (Oper Yeh-ing) for Aberdeen. Arbroath used to be Aberbrothick, the Aber being contracted to Ar - see Gaelic Aber Broathaig (Oper Vroh-ick). Inver is Inbhir (Eeng-ear) as in Inbhir Nis/Inverness, mouth of the River Ness. Inver placenames are about 3 times more common than Aber placenames in Scotland. There are some that are unrelated in English, Dingwall for one - in Gaelic the name translates as the mouth of the Peffery (think Strathpeffer), the daunting Inbhir Pheofharain (Eeng-ear Fyaw-huh-ran. Who ever said Celtic languages were difficult?

Both Celtic languages, so there is a basic relationship there. Same as with Irish, Manx, Cornish and Breton. Often the greatest differences arose from differing spelling systems and through pronunciations which have thus mutated away from more direct similarities. Those six languages also form two families - Brettonic which encompasses Breton, Welsh and Cornish and Goidelic which encompasses Gaelic of Scottish, Irish and Manx flavours. Similarities are greater between languages within the same family.

Just don't ask me about Welsh and we're fine! (I don't do Welsh!) ;)

Not just Americans that get that one wrong, I've heard several ScotRail staff announce 'King-gussie'. Another one from the Gaelic - Ceann a' Ghiùthsaich, Head of the Pine forest. (Roughly Cown-(rhyming with down) uh- you- sikhh (sikhh representing a short 'i' as in kid, followed by a guttural kh as in loch).

The Gaelic it is derived from Buth Chanain is pronounced Buh Kh-an-un. I've always said Bukh-an-un for the street in Glasgow. (Kh representing the guttural voiceless velar fricative found in a correctly pronounced word Loch and other words of Scottish Gaelic origin with a ch.) Again, makes sense from the etymology. It was originally Buck Cleugh. A Cleugh (pronounced Cloo) is a gorge, so the gorge of the buck. Over time it merged into one word, the double 'k' sound in the middle was merged into one and we end up with 'buh-cloo'.

No, it's 'ming-iss' as well. John Menzies himself was an Edinburgh-based bookseller.

I thought he insisted on it being pronounced the traditional Scottish 'ming-iss' way; hence his nickname - 'Ming the Merciless'

Assuming the headcode is correct, 1K11 was indeed the 0712 Ipswich-Cambridge-London Liverpool St. as Eastwestdivide has found some searches suggesting.

My apologies, with using our own versions of a pronunciation alphabet I think I've misunderstood exactly what pronunciation you were seeking to covey. Sorry for any confusion.

As a Glaswegian from birth and who's grandfather worked on the railways including at St Rollox and always pronounced it thus, I nevertheless contend that it is Pol- (short O, rhyming with doll), muh- (with a schwa), dee.

Polemaddy? More Pol-muh-dee, coming from the Gaelic Poll Mac Dè (Pol Muck Day) meaning 'the pool of the son of God'.

He was Belgian though as I recall, so Flemish pronunciation rules I think?

I knew you had some 107s but yes a 120 is probably the most significant DMU type missing. Though I've seen a few shots of 126s making the odd appearance on the Shotts line workings in 1980-82 but that's probably a step too far!

A missed opportunity I think, I fancied having one for my Scottish layout but the lack of 3-car is off-putting. Of course, at least thirty probably! 😉 And maybe a 107 or ten... 😜 They are very nicely done, Bachmann could learn something... And wonderfully evocative and atmospheric images as always.

That's a superb set of photos there, J3323 is especially picturesque. I always think the Kyle Line doesn't get quite the attention it deserves - personally I think it's mote scenic than the significantly more popular (to tourists at least) West Highland and West Highland Extension.