Ken.W

Is a TV station

Hi Ian, Regarding the Tees-Tyne Pullman, Note that the link above giving the 1970 formation is after withdrawl of the Second class Pullmans and their replacement by ordinary Second class stock, so not accurate for your period. Your period's complicated by, to start with the train was formed of 1928 K-type cars, but in 60/61 these were replaced by the new Mk1 Pullman cars apart from the Brakes for which the 1928 cars were retained. Also, throughout your period, the formation included a Bar car, 'The Hadrian Bar'. I've also been unable to find accurate information on the actual vehicles in the formation at any one time, they do seem to vary a bit, but the formations do seem to be available; '50s; BSP; KS; PF; KBarS; KF; PF; KS; BSP (all '28 K type) '63; BSP; PF(FX); KS(FO); KF; KBarS; KF; PF; KS; BSP (Mk1s except BSPs '28 K type) (I've used above, F-First, S-Second, B-Brake, K-Kitchen, P-Parlour, Bar- 'The Hadrian Bar', FX Friday Excepted, FO Friday only) Around the end of your period the Brakes were replaced by maroon Mk1 BGs For suitable models, Hornby do the '28 K type cars, except for the Hadrian Bar. They did produce a bar car but it's not correct for the Hadrian. Bachmann do all the Mk1 types.

Thanks Tim, Could well be, hard to tell, but if the 1952 date's correct, that coach definitely looks ex-works - would they still have painted a coach brown that late?

Also, according to the RCTS book, a few were vacuum fitted late on, around '62 in connection with the fitting of AWS.

Five O1s, 63712/755/760/856/874 were allocated to Tyne Dock and all fitted with vacuum brakes and air pumps for the Consett ore trains. Must have been a late photo, all 5 are listed as withdrawn in 9/62

Just seen this sorry, didn't realise it'd been that long since I last looked in on this thread. Yes, Milepost 100 is basically Stoke Summit. More significantly, as they were signalling engineers, it also happens to be the boundary point between the Peterborough and Doncaster signalling areas.

Part of the major upgrade / re-modelling at Kings X, which will also bring the east bore of Gasworks Tunnel back into use, increasing the tracks into the station from 4 to 6. Last weekend was advertised as a partial closure. This weekend there's a full closure of the station, with no services south of Peterborough, and do not travel notices. Wonder how many will ignore that

On a related subject, did any of the ex-NER non-corridor stock which lasted on local services into the mid-fifties ever receive BR crimson, or did they all remain in painted brown till withdrawn?

Presumably the latter always ran on time

It being on either side, dependent on the driver's position is well illustrated by the Gresley A3s... The earlier locos, built as original A1 class, were right-hand drive - so ejector pipe on the right The later ones, built from 1928 as A3 from new, were left-hand drive - so ejector pipe on the left. In the 50's when the earlier locos were re-built to also be left hand drive - the ejector pipe changed sides

If I can be excused for starting on a pedantic note, that one has it on the left-hand side. They could however be on either side depending... As posted above, it's the exhaust pipe from the ejector, which is the device on a steam loco which creates the vacuum in the vacuum brake. So, all vacuum-fitted locos would have it, but no non-vacuum fitted locos would. Being a part of the brake control it would, as with the reversing lever visible below it, always be positioned on whichever was the driver's side of the loco.

You're off to a good start there. Although 'conventional wisdom' says don't start with something like a Pacific, this is probably one of the better ones to try, DJH are among the better kits and generally fit together well and the Thompson Pacific with the cylinders behind rather than astride the bogie means much less problem with clearances / shorting on curves. I normally use the split pick-up system with tender locos too, trying to fit normal pick-ups around brake gear can be really awkward (especially in a kit where this is metal) and the sprung plunger type can tend to make very efficient brakes themselves. Another piece of 'conventional wisdom' is to 'put the cart before the horse' - build the tender first. It'll give you a bit practice before you come to the bit more complicated loco body, plus, with the loco built and 'raring to go' there can be a temptation to rush the tender. As Barclay says, don't worry about the Hornby. Having built a few whitemetal and w/m / brass kits I was wanting to make a start with a full brass kit. When Hornby announced the K1, I promptly made a start with the DMR K1 kit I had 'in stock'... As good as the Hornby one will no doubt be, one thing it will never match is, as you watch it run by at the head of it's first train, the feeling of 'wow, I actually built that!'

Not when, as in my previous posts, they're so bright as to effectively blind drivers coming the other way

Those high intensity headlights, in my view, can actually increase the hazards. Yes, you may see the train coming towards you with one of these HI lights from miles off, but... the driver of the train in the opposite direction approaching from behind can't see you! I did have a near-miss incident in such circumstances when the Voyagers were new, before their headlights had to be toned down. On the Up Fast, with a Voyager approaching on the Down Fast, and in clear daylight. As the voyager passes, I'm then able to see a whole gang of Pway men standing between the Up Fast and Up Slow, at 125mph and about two coach lengths ahead!!! I've also had incidences of having difficulty seeing to stop correctly in a platform in the dark, due to something with an HI headlight approaching in the opposite direction. And with the length of our trains, there was usually little margin for error between stopping short and over-running.

And perhaps there's several senior GWR managers who right now, are highly relieved to not be trying to explain that risk assessment to a coroner.

Hi Craig As has already been noted, the Hornby range is a bit limited if wanting to build up a full set. In addition to those Jon listed above there's also a BG full brake, but that's it, no opens, no restaurants / kitchens, and no end vestibule stock which started taking over on the expresses from the early 30s. The only option for a full rake of Gresleys then has always been use of kit-built models. It's here though that we come up against the real problem with the Hornby range - as finely detailed as they may be, the bodies are basically totally the wrong shape! Ok, so they may be acceptable if run on their own, or mixed with other types of stock such as Mk1s, but try mixing them with scale Gresley stock and they'll promptly become the proverbial sore thumb! Sides too slab-sided, and to me, the roof profile also looks too flat as well. There's various options for alternative vehicle types by kit building, though I'd recommend using them for the full rake rather than trying to mix them with Hornbys. As well as the brass kits already mentioned (note the RDEB kits do not appear to include roofs), a major source of Gresleys in the past was the Ian Kirk range of plastic kits, still available second-hand on stands at shows from time to time, however, warning, do not, under any circumstance, attempt to order these from the current proprietor (this subject has been discussed already at great length on other threads on RMWeb, so please lets not get into that again! Suffice to say he is capable of accepting card payments, but NOT of actually producing anything OR giving refunds!!!). Fortunately there's now another alternative, I discovered at the recent Peterborough show a new, and rapidly increasing range of, 3D-resin print kits being made available by Isinglass. Easily assembled using super glue, and the right shape! On the workbench atm, the new Isinglass printed resin kit under assembly. the side have been sprayed, as supplied, without need for any rubbing down to remove 'print lines'. The diagonals in the windows are for printing purposes and will be removed when glazing. This one's the Third Open (later Second) type sometimes used as restaurant cars. Behind, right, an Ian Kirk kit built Tourist Second Open (originally Third). As with most of my Kirk kits, it's mounted on Bachmann LNER bogies (available as spares), as I find the kit's bogies a bit on the flimsy side - not a lot of plastic to join onto where the sides attach to the centers. Behind left, a Hornby Corridor Second (ex Third), but fitted with Kirk sides. Although this corrects the side profile, note the roof still looks flatter than on the Kirk kit. With the cost of the Hornby coaches, plus conversion parts, and the work involved, IMHO it seems better off to just start from scratch with a kit (plus if you're doing them in teak it saves trying to match the Hornby finish). I also have a Kirk kit-built buffet which uses the interior from a Hornby one. ps the Halfords spay can behind's Ford Burgandy Red

Just straying briefly back on topic; The RCTS "green book" 8B illustrates another J71 and a "44*", both at Shildon, and a J72 at near-by West Auckland with these shunting poles. Interestingly though, the 44 and J71 show the opposite side, so maybe they were on both sides? The text states they were customary for shunting engines at Shildon for moving vehicles on adjacent lines when working the wagon works there, and the locos transfered to West Auckland on closure of Shildon shed in 1935. They were condemned due to injuries when the poles splintered, and noted as removed from 1939 and the last mentioned still fitted was 68255 in May '49. Again a West Auckland engine at that time, until withdrawl Aug.'52. * 44, a class that didn't survive long enough to receive an LNER class

Also smaller diameter wheels (note splasher size) and larger diameter boiler And with the Fletcher style cab, definately J77 The only NER 0-6-0Ts to make it to BR were were J71, J72, j73, and J77. First three were all Worsdell types. Early J77 rebuilds retained the Fletcher cab, last batch received the Worsdell type cab. One I made earlier, as the saying goes... On the subject of differences within the same class though, note the safety valve housing and cab spectacles. Rebuild of Class BTP - Bogie Tank Passenger (LNER G6), a Fletcher 0-4-4WTof 1874 largely made surplus by the later Class O (G5).

Hi Edward, I agree with previous posts that changing the facing main to main crossover to a trailing one would be both more prototypical, and better operationally... Would changing the point in the down line to a 3-way, combining the goods line exit and crossover give you enough room to do this? Jim As in point 1 you have a main running signal from the Up into the Down (No.2) Platform then.. the signal it applies to in point 6 from Platform 2 back to the Up line has to be another main running signal and can not be a shunting signal

Had noticed from earlier postings the power cars had been swapped around for the final day so the ER one was leading, not just the set turned either as the First class was still at the front. Yes a nice touch, and a lot of extra work for the depot staff overnight, taking both power cars off, turning them, then re-attaching to opposite ends. Also, in the attention to detail, I notice that E43112's reverted to it's original number from 43312, 200 was added to EC power car numbers when converted to MTUs

Erm, after today no more LNER HSTs for it to deputise. After being at Newcastle Central for the last ECML HSTs passing through this afternoon, returned to the station about 19.20 for train home. While looking at departure boards for my train, a 66 passed coming into platform 2... when looked back again, it was hauling the Blue / Grey HST stock. It stopped a few minutes for crew change before continuing North, looks superb

Fair point, and probably even less demand elsewhere for three of them per set as in current formations.

No that'll be the series of four one-day tours being run over four days, for proceeds to the CALM charity. LNER are also offering free travel for the opposite direction when booked on one of the tours

Hi Ian, and thanks. That's right, I spent 42 years, and a month, in fact my entire railway career, in the footplate line of promotion. At the time of my joining it was still a very strict line too, no transfer in from other grades, not even guards, you started as 'Traction Trainee' (training as a 'secondman') and worked up on seniority, which was on footplate, not total railway, service. 18 was the minimum age for starting as Traction Trainee, as this was the legal minimum for nightshift working at the time. I actually somehow got in slightly early, but was 18 by the time I started working as secondman. The maximum age for Traction Trainee was 23, after that, too late, even for staff in other grades. For driving the minimum age was (and is) 21. As a rolling program of MP12 driver's courses operated I did the MP12 as soon as there was a course I'd be old enough to pass by the end of (quite common), so passed for driving June '81 to become Relief Driver - basically still secondman but passed for driving and did so on a daily as required basis as 'Higher Grade Duty'. Made a Driver Feb '86, onto the Spare Link, which covered anything, then with Sectorisation in May '90 onto InterCity and then through all it's successors on the ECML since. Decided it was time to take my retirement in October. How times have changed! These days even on LNER, which would have been 'top link' when I joined, there's Drivers who've joined as new starters to the railway.

The luggage check in service when operating is only for originating through to destination stations, and also Edinburgh when it's an intermediate stop - through trains there usually have a 10 - 15 minute stop, and station staff unload the luggage. For passengers for other intermediate stations, there's more space left in the in coach racks for them with through passengers luggage being in the van. At other times, when large luggage, bikes etc are carried in the van, yes the passengers will usually be advised to make their way towards the van before the station. Also with bikes, and possibly other items, the destination station will be wired ahead so staff can be in position to assist. That this is so well used, and Jamie's observation above, illustrates a high level of long distance travel on the ECML. The ECML does after all have London at one end, Edinburgh the other, and York right in the middle - three of the country's major tourist attractions, and some services go on to Inverness / Aberdeen serving the Highlands and also at the latter riggers going on / off shore for weeks at a time. Then there's the major conurbations of Tyneside / Teesside at around 3 hours from London so significant weekly commuting (my earlier post regarding the Sunday afternoon peak), as well as other major citys and towns on route, so yes it does continue to have significant levels of long distance travel with passengers who tend to need luggage. Also, they're promising faster, not slower, journey times with Azuma, so that's not putting lots more stops in. On the other hand XC with their inadequately short trains and frequent stops are a sick jock as far as long distance travel is concerned, and I know of very few who would even consider using them for any sort of long distance journey, especially with luggage. As a last word on the subject, going to the Peterborough show on Saturday I went into Smith's and got the latest RAIL for something to read on the way; There on page 17, an article titled; More luggage space to be added to LNER Azumas