hexagon789

Nice range of workings there with passenger, parcels and freight; Mk2 and Mk1 coaches. Going by the headcodes, we have: C839 1H02 - 1240 King's Cross to Hull C 1005 1S19 - summer only 1100 King's Cross to Edinburgh C1007 1E01 - 0800 Edinburgh to King's Cross

Some months later, and another shot of a DBSO in an Inverness train cropped up. Interestingly, only 19 days later than that previous train on the 20th August 1986, pictured at Aviemore in a train behind 47430: (Copyright Paul Braybrook flickr)

Sorry, I wasn't very clear. Continuous for the section being monitored, not continuous for the full length of line. The GWML uses intermittently placed track beacons and short loops of cable.

Been there since 1992... ;) I could understand on the GWML where intermittent ATP is used, so you only see the equipment in certain places, but the Chiltern Line uses a continuous cable run ATP, so the cables are, well, continuous!

Yes, SELCAB installation. It is now not only technically obsolete but functionally too. An exemption to the 1999 Railway Safety Regulations was issued in October 2020, permitting trains on the Chiltern Main Line fitted with ATP equipment to operate with it isolated in passenger traffic. A general review, followed by some adjustments, of the TPWS provision on the route was made before the exemption was granted. The ex-TPE 170s, now 168/3, never had ATP fitted and already ran under a specific exemption.

Excellent news, please do give us a shout when orders can be taken for the 47/7 book, definitely interested in a copy. Cheers

Given the airline lasted two years until its operator's licence was revoked due to - "repeated safety concerns and operational incidents not taken seriously nor rectified", yes I think it would be!

The China Clay Clay monster ate it, he was hungry and fancied a change from munching on railway photographers...

They've painted four like that now I understand, essentially giving each power car a spare now. Hopefully that will prove sufficient! (Tbh, although it perhaps upset the homogenous image, I wasn't personally unhappy with the Swallow replacement!)

Central Trains often used their 170s up that way. Given the 170s have air-conditioning and its more reliable than that on 158s, may I ask why the 170s are unsuited to the work? Most travellers would consider them a step up from a 156.

Well they did run an Aberystwyth-Grimsby service at one point, so were no strangers to unusual workings.

On reflection, I believe I was thinking of Sprinters. In which case, what is the limit for 1st Gen units? Was there an official limit or was it simply that there was a practical limit (in terms of length) which was reached before a physical limit (in terms of control)? Would be interested to find out, the Railcar website doesn't seem to stare this anywhere either itself or in any of the various sets of driving instructions that have been added for viewing on the site.

I always thought there understood was a six cab limit due to voltage drop in the control circuits with any more, but seemingly not - that set-up in the photo makes at least eight cabs, if not ten. (I can't decide if it's five 2-car sets OR 2-car, 2-car, 4-car, 2-car.)

GUV - General Utility Van

Originally yes, but after incidents with crew striking their heads on the apparatus when leaning out, I understand prominent warning signs were erected 200yds in rear of the apparatus as standard. Both for the benefit of the train crew and postal staff.

I think it was 1990 when all the services that don't survive today were culled? Including Euston/Stranraer, Barrow-Euston and so on...

Once the performance issues with the new infrastructure can be resolved, it is planned to return to twice hourly off-peak on an even 30-min frequency. (The paths are all still in the electronic WTT.) That compares to the previous skewed 20/40-min frequency under the 483s. Or going back to when the Brading-Sandown section was still double track - every 20 mins... Progress, eh? ;)

Indeed, giving a retro feel to ads seems to be his speciality you might say.

A quick Google suggests the poster is 1990, by Barry Craddock.

Vinyl over base Hitachi white afaik

I'm with yourself, Rodent. I find the GWR green very dull and uninteresting visually. LNER at least makes use of the lines of the 80x design but it's TPE that really stands out.

J1154 - classic, and one of many interesting workings that have sadly passed on.

J4352 - 1E22 was the 1130 Edinburgh-King's Cross in the 1975 timetable. Also, I think the loco is 47523 what with the ETH equipment and the rubber-sealed quartz headlight. Only a very small handful of 47s gained that type ('432, '434 and '901 were the others), and I believe, on blowing up your image, that it is '523 and not '432. I think you had a photo of her on the Up Aberdonian some pages back IIRC, you could see the headlight fitting more clearly in that one as the photo was angled to the other side. J4349 is a lovely shot, I can practically hear the twin Napiers from the comfort of my armchair!

My understanding: Electrics - from 1979 Diesels & coaches - from 1985 The ScotRail Mk3s had cantrail stripes applied on repaint I believe. Class 50s started gaining stripes from Jan 1986.

The resignalling is in evidence, so yes - I think the date is correct.