Ken.W

On 10/09/2021 at 15:34, smiths park said:

Apologies for this very bad photo (taken on my first camera, a 110 film camera) but this would have been the very first Class 26 I ever saw let alone the first one I saw in Newcastle. 26.015 in August 83 about to head over the King Edward Bridge having hauled in a failed DMU off the Tyne Valley line. 

 

On one occasion l got the job of route conducting a Carlisle man on a 26/27 (not sure which now) which he'd hauled in a failed DMU with, from Central to Heaton C.S and back LE for him to return to Carlisle with it...

No use it being left here as no-one knew them

On 10/09/2021 at 15:20, Mark Saunders said:

They would come across from Kingmoor on the trip with the intention of making sure that the loco couldn’t be used for anything other than the return trip as no Tyne men signed them, rather like 56’s to Millerhill before the Scottish drivers learnt them!

And class 31s before that on Edinburgh turns, popular on turns booked back passenger, as you were told take that        thing back!! Which made it mileage bonus

2 hours ago, w124bob said:

Picture of 40010 minus most of the roof panels but with the engine in situ, 3rd image down.

 

Sorry but doesn't look like 'in situ' to me, at least not in it's proper position -

Too far back, compare with internal layout diagram linked from Cheesysmith's second post above, it should be immediately behind the header tank and other item (which looks a bit like a turbocharger) visible on the radiator bulkhead.

It's also too high, that top pipe would be poking out through the roof

On 04/10/2021 at 19:25, russ p said:

 

I think one of the issues was exposing the public to a lot of electromagnetic radiation which amongst other things can cause issue with pacemakers 

When training on the 91s we were warned not to go inside when they were running with our wallets in our pockets

The magnetic strip on our bank cards would be wiped when we came out

Don't think that would have gone down too well with the passengers when they got through to the APTs buffet

As previously noted, the APT power cars were next to each other so that a 25kv connection could be coupled between them due to problems with two pantographs in use at high speed.

Things have advanced with high speed pantograph design, and OHL  since the APT and speeds limited to 125, but even so, with the 80x when running in 2x5 car formation, both the outer pans must be used for 125 running. One of the inner pans being used limits them to 100, and if both inner pans are used 80

On 21/09/2021 at 23:32, cheesysmith said:

If you look at the link. It shows a class 40. The sections are in order between the cabs.

 

Fuel tank 

Boiler 

Electrical compartment

Engine room 

Cooler group (under fan, usually also contains brake equipment)

 

The traction motor blowers are in the noses.

 

 

 

 

 

 

Not quite.

Many years since I've been in one but, from memory, from no.1 end;

The fuel tank's in the space between no.1 cab and the radiators.

Then the cooler group of radiators and fan, between the obvious grilles.

Then in the engine room;

Firstly the engine just behide the radiators - the fan was shaft driven, with the attached generator set towards the no.2 end.

Then the hv electrical control cubicle, transverse across the engine room, with a gap thru on right hand side (looking towards no.1 end)

Then, also right hand side, is the train heating boiler (or substitute block of concrete), just ahead of the no.2 cab.

Plus other bits of equipment in various places. It wasn't possible to walk thru from engine room to no.1 cab on left hand side of engine, something on floor was in the way.

There was no separate engine compartment, the only bulkheads were the cabs, and between the cooler group and engine room.

Possibly a portion working (of which the Southern was particularly keen) off an inter-regional working - the maroon liveried bullied coach suggests one of those which had been transfered away from the Southern.

And yes, the other coach is definitely a Thompson SK - Gresley bogies, doors midway along body, oval toilet windows, and 7 main windows - an FK or the shorter CK would have 6

7 hours ago, Wickham Green too said:

Now that really does need to be in the "When a hermitage railway looks like a train set" thread : six immaculate wagons in pre-'36 liveries and a token one in post'36 - and all belonging to the same railway, too - let alone the loco that's out of period ! 

Is that a railway that's self-isolating due to the current restrictions?

On 09/06/2021 at 17:15, Zomboid said:

Probably aided by the fact that a lot of AWS magnets are in approximately ramp shaped.

No, the AWS magnets are rectangular shaped. The 'ramp' you see in front of them's just a protection plate to guard the magnets from errant low hanging couplings, not part of the actual AWS equipment.

8 hours ago, APOLLO said:

 

Incidentally I got a right bollocking from a British Rail signalling engineer for wearing my green Hi Viz when attending a gas escape near the Warrington power box. I was marched off the track to the box and loaned an orange one !!!

 

And quite right too!

The railway's always used orange for high-viz since such stuff was invented. Consequently drivers are well conditioned to spotting and reacting quickly to a certain shade of orange. It's even been known, on occasion, to sound the horn at a Portastore tool vault parked on the lineside!

The yellow / green dayglow types may work well on tarmac roads, on the railway however ...

I remember an incident some time ago when I was cautioned through an area where the Police were searching the lineside. They were wearing their normal high-viz instead of railway orange ones and, against the railway / lineside environment, they were more like camouflage than high-viz!

2 hours ago, Michael Hodgson said:

I've seen signs reading "No Access to Electric Trains" in various places and lack of wiring is the obvious reason, but what's the problem with diesels in Platform 0 - the pollution?  If so, why would they be OK in the rest of the station?  Would specialist equipment like P/way trains also be banned?

Yes, as Chris P Bacon has said, due to exhaust pollution. Remember, Pl.0 is in the former taxi drive, behind the wall from the main platforms, and below the east side offices, and so is a very confined space.

This isn't a new restriction, it's been the case ever since Pl.0 was opened. There was however an exception allowed for East Coast HSTs. The leading power car was to be shut down immediately on arrival, and not re-started till around 15 mins before departure. It applied to EC sets only as being full length sets the rear power car which was left running would be out in the open.

Even in the other platforms under the main train shed it was still normal practice due to noise and exhaust pollution, to shut down the leading power car on arrival, the rear power car being left running to maintain train supply and main air pressure.

On 24/05/2021 at 17:34, Andrea506 said:

All four open like in the picture denotes "The Royal Train".

Erm, not in Sept '90, the date of the photo, it didn't

When display of headcodes was discontinued from '76 the instruction for locos with discs was to display the bottom left and right discs only, and the position codes indicating train class were discontinued.

For locos with headcode boxes, although the 4 character headcodes remained in use as 'train reporting numbers' (and indeed still do) these were to be set at '0O00', and in most cases the operating handles were soon removed. Starting in late '77 I only came across about a couple of locos with the handles still fitted.

15 hours ago, HGR said:

No, not independently switched on any classes that I am aware of. There was only one 'train classification lights' switch in each cab.

 

The same duplication occurs with the red tail lights. One is fed by each of the two lighting circuits, but operated by the same one switch. So one circuit trip would allow the other tail lamp to still function.

As with a previous post, I don't recall any locos where lights for all the discs switched on together, always separately switched in my experience.

The tail lamps were most definitely not both switched on together, and with good reason. Until '81 or '82 the rule was for only one tail lamp to be displayed, only the Royal Train carried two. So, on most locos they had separate switches, and although 47s always had a single switch it was a 3-way, L/H-OFF-R/H so it wasn't even possible to have both switched on, until modified after the rule change.

7 hours ago, HGR said:

Where were the switches located - were they on the backs of the individual lamp casings (e.g. as on cl.08) or was there a panel for them on the secondman's side next to the boiler controls ? I'm wondering if what I remember had been modified since the disks were out-of-use by then ?

They were located on the lighting switch panel in the cab, on the drivers side though actual positions varied.

Many earlier classes had it in the roof above the cab door or side window, 47s, 56s R/H side of desk, HST L/H side of desk, 90 / 91 below cab side window, 67 above windscreen. One class, 31 I think, cab rear bulkhead.

One peculiarity with the switches, on EE classes the tail light switches operated the lights at the opposite end, on everything else it was same end.

On 19/01/2021 at 21:07, 46011 said:

Two from either end of Newcastle in 1985.

 

43082 on the South bound Talisman, 30th March 1985.

 

43094 on the 15:05 to Dundee, 20th June 1985.

In that first shot note the hoardings around the new Travel Centre still being built...

It wouldn't last as long as the HST!!

6 hours ago, Bomag said:

 

 Even though the last time I saw an Chiltern Class 68 the data panel gave an ETH index there are some who cannot comprehend that mere mortals are aware that the BR ETH system has evolved to include other electrically based systems without having to rename the system.  If somebody developed a new ETS connectivity system then fine but any vehicles which uses the BR legacy system its 'ETH'. Even Mk5 Sleepers use BR's legacy sockets.

 

I would have thought that if it's a fatige crack issue they can turn the locos and use the other end, the times I have seen them at Marylebone all the 68's seem to be orientated the same way round.

On stock where the system supplies not just heating but air con, battery charging, doors and other auxiliaries, the system is generally referred to as ETS or Electric train Supply, but is still the same standard system.

Perhaps not simply turning the locos is for the same reason the 8xx's were withdrawn for cracks in jacking points which aren't used when running - the socket or cable connection and their mounting brackets are substantial lumps of metal if they fall off at speed

On 17/05/2021 at 00:13, Neil Phillips said:

 Unfortunately the caption is rather info-light although it mentions that one WR van had a 10' wheelbase, which seems too short to be useful!

Sorry but don't see why this should be the case. The vans were for use stationary to pre-heat stock prior to the train engine being attached. I recall reading (in another thread on here IIRC) that due to axle loadings the water tanks had to be empty when running which would have prevented them being used running in trains anyway, They were also numbered as departmental stock.

Another use which was made of them, I encountered a pair of these vans (as they had different boiler types),  on Gateshead TMD in '78 when doing boiler training. They were in faded olive green and I think were the Mk1 patten.

On 18/05/2021 at 10:27, micknich2003 said:

Thanks to John Midcalf here is the layout and signalling. Unfourtantly, RM Web as turned it on end.

Unfortunately not the location being discussed here, Springfield Darlington, but Scotswood bridge, west end of Newcastle, and formerly the Newcastle - Carlisle mainline, crossing the Tyne between Scotswood and Blaydon.

The main line is labeled as from Carlisle / to Newcastle, and the branch labeled as to Consett (ie the Derwent Valley branch) and connection shown as engine shed Indicate this as being the southern, Blaydon end of the bridge. (Scotswood at the north end was also a junction, for the North Wylam branch).

It was the condition of this bridge that resulted in closure of this part of the N&C in the early 1980s, and diversion by the present route using former goods lines via Dunston.

Still interesting to see how complicated this location had been, I only knew it as plain double track.

On 04/05/2021 at 18:09, Grovenor said:

Which can be either way!

Until quite recently, it wasn't necessary, or common practice, to set hand points for running through in the trailing direction, the wheels running through would simply spring the point over.

You did however, always make sure to return the lever to the 'proper' direction after use (pointing towards the toe, as in The Stationmaster Mike's photo above) .

The levers only pull in one direction, and drop back freely in the other.

If the lever's been left the wrong way then any trailing movement through the point springing the point over would also cause the lever to spring back, rather hazardously for anyone standing next to it!

On 04/05/2021 at 15:53, Mark L Horstead said:

The origin is North American, and most likely US specifically.

 

They seem to have spread from there, like an invasive species. I saw a few in France and Holland during my travels as well.

Ah yes, US customs do seem to have a tendency to spread like invasive species.

On 01/03/2021 at 21:27, MyRule1 said:

 At Barry I was using some “cheap” colour film from Eastern Germany which allowed me to take pictures of nearly all the loco’s at Barry.

Is that why they have a red tinge?  

On 12/05/2015 at 11:35, big jim said:

Isn't the hexagon stop sign an order rather than a warning?

 

I seem to remember when i took my driving test (a long time ago) by official highway rules you have to stop at one, and i seem to remeber there being something about applying your handbrake too

Just seen this as this thread's now resurfaced

I believe the idea of the hexagonal 'STOP' road sign instead of the normal circular for signs giving orders is so that it's still distinguishable if the surface's covered in snow.

(And yes, it is compulsory  to come to a complete stop at such signs)

Similarly, the 'Give Way' sign is the only 'upside down' triangle (ie point down)

4 hours ago, Edwin_m said:

Pacers and 150-156s don't.  Rather surprisingly 700s have tread brakes on some bogies, but I assume can still meet the braking standard required for discs.  

Well, in my experience of the things Pacers wouldn't , reliably, meet any braking standard!

As I understood it, the differential speed limits were also to do with the train's track forces, ie axle loadings and ride quality. HSTs with their bogie mounted traction motors are easier on the track than traditional locos with axle-hung motors.

There's other varieties of differential speeds, such as 'SP' which applies to the 'Sprinter' classes (but not the Pacers!)

On 16/07/2020 at 21:10, stewartingram said:

I've got a partly built NNK (ex MTK) kit partially built!

On 16/07/2020 at 21:36, cctransuk said:

Does it bear any resemblance to a Bristol / ECW railbus?

I did at one time have a MTK Class 24 kit

The parts did bear some passing resemblance to assorted blobs of whitemetal

Lipped chimneys were fitted from July '51, except for 60514/9 which retained the original style.

Boilers varied considerably.

No spares of the original Dia.117 type were built, and from July '48 boilers of the Peppercorn  Dia.118 type were considered interchangeable.

All A2/3s carried a Dia.118 at some stage, although two carried a one for two separate periods, and another two ended up with Dia.117s again.

Best source for dates on individual locos is the RCTS 'green book' part 2A

I would say the only definite here is 'not red', as Wickham Green too says, far too late.

BR black is a possible, although I suspect that for 48-52 an "ancient road van" in engineers use would be rather a low in priority for the paint shops.

So, whichever former SR suits best most probable. As an ancient van perhaps it would probably already be in the SR's engineers stock livery.

7 hours ago, Ken.W said:

 Still have a Std.2MT on pre-order with them, but now considering if I should try looking elsewhere

Not any longer

5 hours ago, D9001 said:

 

Pricisely the same as my situation.  I have ordered 78047 from another suppler now to make sure.

My order for this now also elsewhere

6 hours ago, RyanN91 said:

 Hornby should inform Hattons and other retailers NOW! of how much allocated stock of the remaining 2020 and 2021 ranges they can have from now instead of informing them badly at very inconsiderate selfish short notice which undoubtedly leaving it virtually impossible to find other retailers at this late stage with future acquired stock to find alternatives sellers of cancelled items. I can't be dealing with this silly merry-go-around so I've ordered directly from Hornby.  

Or maybe that's just the situation Hornby are looking to create?

5 hours ago, adb968008 said:

Its worth considering all these pre-orders moving from Hattons to Hornbys website, has to be good for Hornbys bottom line... moving from Manufacturer to Retailer into Manufacturer to Customer..and full RRP.

You’d almost think that they would want to encourage this kind of a shift ?

Really?

A reputable company like Hornby short supplying retailers at late notice,  when other shops are sold out, in order to sell more direct, with  full RRP going to themselves?

How could anyone suggest such a thing??

Oh, wait a minute....

Both my A2/3 and W1pre-orders from Hattons canceled...

Just checked this evening, and both still available to order...

Direct from Hornby

(And no, I won't be ordering them)