hexagon789

Not entirely, some coaches are labelled 'BIRMINGHAM' and some 'EDINBURGH'.

That last one has such a varied and eclectic mix of stock that I dare someone to model it. Not me of course! ;) Interesting as ever, Hexagon789.

I don't see how it's a 'persistence? They've looked that way for 33 years, it's not a current design. There are no other DBSO types. The other driving trailer designs are purpose designed DVTs, designed to match either Class 90 or 91 locos respectively. The French Corail driving trailers are not exactly pretty...

The obstacle deflector is still there, I think it's the fresh paint makes it blend in more - perhaps this photo from ALAN HART shows it better: (ALAN HART Flickr)

Very nice, I need some CKs and TSOTs myself.

For anyone who wishes to see the set out and about on her three-day tour to Scotland, these are the relevant schedules on Realtime Trains: https://www.realtimetrains.co.uk/service/gb-nr:U66003/2023-02-24/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66006/2023-02-25/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66007/2023-02-25/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66008/2023-02-25/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66009/2023-02-25/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66012/2023-02-26/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66013/2023-02-26/detailed https://www.realtimetrains.co.uk/service/gb-nr:U66014/2023-02-26/detailed

Effectively identical bar a few modern fault indication updates I understood that was jointly developed by BR and Brush and initially at least there were plans to utilise additional BSOs with modified 81s/85s on the Great Eastern Main Line to Norwich, some 10 years before push-pull was actually introduced there. It looks a bit dark I agree, but LSL do usually make the effort to get the correct colour specs. When I've seen her with my own eyes as opposed to through the camera lens, I'll give you my verdict on that!

The real life set will also be visiting Glasgow on the weekend of the show! It's due at Queen Street as part of its tour at 1000 on Saturday the 25th.

Yes, standard brake controller identical to that in a 47 - and using the UIC twin-pipe automatic air brake system.

I imagine that was a major reason behind choosing to use Blue Star, bit equally some 47s were converted to Green Circle which is very similar to Blue Star with some jumper and fault indication differences. It's also easier to use with older locos which use control air throttles as well, you may as well simply use air to control engine speed from a driving trailer than fit an electronic system to transmit control inputs which then has to interface to something which then sets a control air pressure for the engine control itself. The one draw back is lag, at least the sets are short but you need to make sure the control pipe is fairly leak free otherwise the control air pressure gets low and it takes an absolute age to transmit a throttle speed increase.

Excellent photos. The MU system they are using is Blue Star. The DBSO was already converted by DRS to use this in conjunction with 37s and Blue Star is one of the more widely used systems. 47712 plus two other 47s have been modified to use Blue Star and the Mk3 coaches have had a through control air pipe fitted.

221s do drink more fuel, not merely the extra carriage - they are heavier as well. A lot of the intermediate stops haven't been added back yet. Leuchars is due to be inserted again from May, but the calls at Cupar, Ladybank, Markinch, Kirkcaldy and Inverkeithing are not. There was always some Fife to Edinburgh traffic on the service. The current offering is a far cry from Virgin's two-hourly Dundee to Cardiff service plus one a day Aberdeen-Poole that was part of the original Voyager timetable.

Fully interchangeable, has been since 2008 when XC ceased dedicating 221s to specific diagrams requiring EPS running. For instance, yesterday 1V60 (0820 Aberdeen to Plymouth) was a 221, today it was a 220. You may be interested to know that 1V60 is down to be extended to Penzance again from May. The northbound continues to terminate at Edinburgh however, except on Fridays and Saturdays as per the December timetable change.

Experience, just as crew had to use at the beginning. Bear in mind that the physical marking of speed restrictions was not universal either, only the LNER had provided speed markers on most of its system by the time of nationalisation. The GWR and SR only provided indicators where there was a lack of a landmark to provide drivers with a means to know where to check speed. I'm not sure what LMS policy was. BR adopted the LNER system, but I believe we would be into the 1960s before all surviving lines were equipped.

Quite probably, I think I was just surprised how much grater the service was than I expected. I anticipated finding a one or two train each way service, perhaps Mon-Fri only but the service was significantly better than anticipated. Perhaps I was thinking too much of Polesworth.

Interestingly, in its last year with trains as opposed to the replacement road transport which served it for a period between trains no longer calling and the station actually being legally closed, it had 2,080 passengers. One could perhaps argue that was due to a poor service which I had expected, except I was surprised to learn on looking at the Winter 2002-03 timetable that it had 9 calls each way Mon-Fri (7 Saturdays) on a two-hourly off-peak/hourly peak pattern. That means on average only about 1 in 3 trains calling there had a passenger to/from Norton Bridge. The timings were quite reasonable for commuting or leisure use as well.

Though the 68 transmission is more efficient and can theoretically apply full power from a stand. Due to limitations in accepting the high torque output of the QSK engines in the Class 185, the throttle control system automatically restricts power to Notch 4 maximum until 20mph and does a similar rpm/power output restriction after each transmission stage change. And no, the 185s weigh considerably MORE! Class 185 three-car unit: 163 tonnes tare Class 68 + standard 5-coach Mk5A set: 245.8 tonnes tare (of which the 68 contributes 85t). I.e. a six-car 185 formation weighs more than 80 tonnes more over a Nova 3 formation. Also the 185s put out about 600bhp at rail per coach; the 68 can put out about 3,220 (2400kW). Neither figure taking ETS loads into account.

Because the timetable requires it.

Allows them to dispense with Yellow ends. Modern standards require the upper marker light above the cab window, if you have that and sufficiently bright headlight(s) then the yellow ends aren't required. As usual, various grandfather rights apply, particularly to steam locomotives.

Yes, HSTs are EP assist on power cars in application only. BR introduced Westcode 3-step 'energise to release' EP brakes with the 1976-built Class 313s. All modern units use some form of EP braking system, a Westcode itself is certainly used on

It was but isn't publically accessible now. It used to provide direct access from what is now Riverside Drive bit the buildings above the station are now a music school, so it provides their access point.

Wheelspin Protection wasn't removed on refurbishment, the two main traction control changes were removal of the current limiter control and altering the throttle control system from the specialist 'closed loop' system to a standard 'open loop' one. It certainly reduced complications with the specialist electronics but equally removed the benefits those systems were originally included to provide. Couldn't just floor it on a 50 anymore, you'd overload them or more likely - spin the wheels and then the WSP would cut the power after a lag and then if really badly handled, the train would stall. The original control system on the 50s gave them much better performance getting away from a stand.

The King's Lynn services were Vacuum Braked Mk2s ISTR.

Not nitpicking I'm afraid, just incorrect. The 123s and 124s had Wilson SE4 gearboxes, the same as the 110s, 111s, 112s, 113s, 114s, 115s and 128s. The ratios were identical to the R14 used on almost all the 150bhp DMU power cars but designed for the higher torque outputs of the 180, 230 and 238bhp engine types. The maximum continuous speed on half-worn wheels was 65.75mph in 4th gear. I've never understood where the idea that the 123s and 124s (and im not picking at yourself specifically, I've seen it mentioned in a few places) were designed for 75mph comes from, but the driving instructions stipulates 70mph quite clearly. Thanks, Keefer. Was written as part of a correction to a magazine article on the service.

About 1hr-1h07 seems typical in the immediate pre DMU period. (In the days when the NBR and Caledonian fought for the traffic (to the point that the Caledonian was running EIGHT Pullman Car Expresses via Shotts!), 55-60 mins was typical by both routes.) They were 70mph (all 1st Gen DMMUs were), the timings were originally 1 hour as per steam (with one or two stops), unless non-stop then 55 mins It wasn't until the twice hourly regular service appeared in the mid-60s that it became 55-56 mins Haymarket & Falkirk High or 70 mins all stops via Falkirk Grahamston. Originally 43 or 45 mins (Haymarket only or Haymarket & Falkirk High). Worsening reliability saw 2 mins recovery margins inserted to all services in 1977, and another 2 mins in 1978. Class 27 timings of 47-49 mins until 1982. Then 44 (43.5 by the WTT) or 47 mins (95mph timings) Then when 100mph was authorised from May 1984, 42 or 45 mins. The former finally besting the original Cl. 27 timings. In May 1985, the service pattern was altered so both services each hour called at Falkirk High, thus 45 mins became the standard timing. In May 1986, alternating calls at Polmont or Linlithgow were added, timing now 48 mins. That lasted until May 1990. The 156s were then used to replace the push-pulls, timings now 50 mins. The 158s ran to the same timings, despite being 90mph capable. Then the 15-min interval service came in September 1999 using new 100mph Class 170s. All trains took 48 mins, calls were XX:00 - Croy, Falkirk H & Haymarket XX:15 & XX:45 Falkirk H. Linlithgow & Haymarket XX:30 Falkirk H. Polmont & Haymarket That was changed in 2002 to XX:00 and XX:30 calling Croy, Falkirk High & Haymarket in 48 mins, XX:15 and XX:45 Falkirk High, Polmont, Linlithgow, Haymarket in 50 mins. The 385 electrics managed to accelerate things down to 42-46 mins on average but in 2020 the 15 min interval service was cut to half-hourly, thus all services now made more calls. The May 2022 timetable saw the 30-min interval normalised but the 15 min interval returned in the peak (albeit the additional services call at Bishopbriggs & Lenzie plus Falkirk High and Haymarket rather than the previous pattern). Services presently take mostly 49-52 mins with 5 stops, and pathing allowances approaching Haymarket particularly can be excessive but unavoidable at times.