Ken.W

Yes that's right, to move a single power car you'd simply uncouple and put the ETS on. Even moving sets around on Heaton depot, we'd still have the ETS turned on. Thanks Derek, for your comments on my career. I did actually, get on HSTs right from the start on the East Coast in 78 as a secondman, as at first at Gateshead we had some turns to Edinburgh with an HST one way, but a steam heated set the other, so a secondman was needed for the boiler - although 2 drivers for HST running most main line drivers then were ex steam drivers who'd then learned the diesels as drivers, so hadn't learned the heating boilers. Then, at Gateshead, we needed to learn the HST as 'passed men' in order to cover the ecs and Heaton depot turns. From being made driver in 86, and on the spare link, l started getting regular main line turns with them, and then from our depot (by then Newcastle) sectorisation in 90 l was fortunately the on Intercity, so enjoyed the last year of full HST ECML operation before we got the 91s. Following privatisation l went through all the ECML franchises, leaving in late '19 as the HSTs were also leaving. These days, you wouldn't even think of showing visitors around the depot, never mind giving them a cab ride 'around the bridges', you were fortunate there, changed times indeed.

When starting the engines from the cab both start up together. There are local start buttons, in the engine room, but it's never normal proceedure for the driver to use them. ETS, normal practice is always to run with this supplied from the rear power car. Yes it does give a quieter cab environment at times, the engine supplying ETS runs at Notch 2 revs, ldle and Notch 1 both are at the same revs, but... Battery charge on HST Power Cars is only supplied via the ETS. This is what allows a train to run when the leading engine's shut down, as ETS from the rear will keep the front's batteries charged, thus keeping the control circuits energised. It therefore also means you never run without the ETS on, as a driver on a pair of back to back power cars LE from Heaton found out around Selby when they were new. So, if running with ETS on from the rear and it fails for any reason, you simply reach across the desk and press "ETS ON" If its on from the front you've to go to the other end to do it, stopping if necessary if you don't have a booked stop soon - and even then it would take considerably longer than the average 2 minute station stop. This system also allows you to get around one power car having flat batteries when starting up, putting the ETS on will charge the other's batteries, enabling it to be started. Nothing extra needs to be done to work a single power car, they simply work in multiple by having the jumper cables connected, much like older diesel locos. The ancillaries the OP heard of the rear pc supplying the front through the ETS would just be the battery charge. As for question 4, any of the designers around on here? Although the OP specified in BR days, there's been no change with regard to any of this. Ken.W Driver, Gateshead / Newcastle Passed on HST ~1983 - 2019

It was definately something you had to watch out for taking a loco LE off the depot when you got one that had just been re-blocked

I'd agree with previous posts it's most likely due to a reversal en route to save having to run the van round the train. When l started as a secondman, late '70s, it was still practice to do this when possible on the NE local mineral (ie coal) trip workings when a trip was going involve an en route reversal. There more often wasn't a spare van available though. Tender first workings on such trips wouldn't have been an issue in steam days, collieries, power stations, etc would have lacked turning facilities for main line engines, so they'd have been spending one leg of each trip tender first anyway. Unlikely to have been for braking purposes, the usual procedure with unfitted trains when extra braking was required was simply to stop and pin down some wagon brakes.

Still plenty of trains around which use a train brake pipe and therefore require a brake continuity test. Few remaining HSTs and Mk4 sets, plus other loco hauled trains such as TPE Mk5s, Calley Sleepers, charters etc, not forgetting of course, all freight trains. Yes, I've heard of incidents of brake pipe cocks being shut after a trains been left "fully prepared" BUT, when "Mobilising" a train that's been left already " Prepared", one of the main requirements is... A Brake Continuity Test. Even when Mobilising a train stabled in a station platform after terminating a previous journey, such as at Kings X, a Continuty Test is still required, and monitored on any OTMR checks. On the Azumas where the brake cylinder pressure on each coach is directly controlled electronically, this function is still observed by thr driver sequence testing the brake while observing the brake function page on the TMS, which displays the brake pressure on each coach. On one occasion, while Mobilising a set for a training run, l found the brake to be non-functional on one of the coaches, it turned out to be due to a tripped circuit breaker.

There's been two different 'brake tests' for different purposes which have been discussed here, so yes, both are required. A ' brake continuity test', before starting a journey or after alteration to train formation, simply confirms that continuity of the brake throughout the train, or fitted portion when there were partially- fitted trains. A 'running brake test' is to confirm the effectiveness of the brake. The running brake test is perhaps more noticeable these days, as with on train monitoring recording this is something which is monitored. Also some operating company's seem to mandate a more severe application that was traditionally used. Mention was made previously of DOO operation, this doesn't affect the need, or ability to perform a continuity test. On LNER, and during several previous operators, although they do still have 'guards' it's the driver who's done this from the leading cab The HSTs and Cl.91/Mk4s both have E70 type electrical brake pipe pressure controllers which applies the brake from both ends of the train, so a brake test on HSTs was done by... Driver realises brake to an initial or step 2 application to hold the train. Then isolate the E70 on leading power car A full service brake application is then made and brake pipe pressure observed to fall, which now can only be applied by the E70 of the rear power car. Controller then brought back to release, observing brake does not rise, only the (now isolated ) leading E70 can release the brake. Brake controller now returned to step 2, front E70 de-isolated, and brake pipe pressure obsrvered to now rise. The principles the same with Cl.91/ Mk4, but done with a test switch which performs the same isolation at front and applying from rear functions

Yes definitely similarities to the Calidonian Sleeper incident, in the a brake cock being accidentally closed resulted in the train brakes being unable to be applied from the loco. As was mentioned previously, following the Darlington incident the brake pipe isolating cocks were changed to make the coupling pipe side self venting if the cock's closed. In addition to this though, the cock handles were fitted with latching handles which need to be squeezed (similar in maner to a traditional signal lever) in order to operate them. Both modifications which were seemingly forgotten in privatisation

I do seem to recall hearing at the time that the timing of the NRN shutdown south of Stoke Tunnel was due to the band being required for other use

No, Flashing Yellow aspects indicate that the the junction signal is cleared, but, for a lower speed diverging route, as the purpose is to allow the driver to brake according to the diverging speed at the turnout, instead of to stop at the junction signal. You do not get flashing yellows and then approach control. The sequence will be G - FYY - FY - Y With Junction indicator which can clear up on approach to YY or G if the line ahead is clear to permit. A junction equipped for flashing yellows will operate as traditional approach control if the routes not clear to allow the junction signal to be cleared. The junction signal will then clear on approach if the route is then clear but the driver would be prepared to stop if it didn't. A common example of this is Platform 1 Southbound at Darlington. Approach speed is 125, reducing to 90 on Up Main past the station. Speed for Pl.1 is 50 Main to Main then 40 into platform. Flashing yellows are provided, so normal sequence would be FYY - FY - Y+Position 4 feather - R at platform end. However, if a unit is departing from No.2 Bay this conflicts with the overlap beyond the Pl.1 end signal preventing the flashing yellows and normal approach control operates. The fifth aspect signaling on the ECML - actually just Peterborough / Stoke Summit - is a flashing green aspect not an additional one, so the sequence is FG - G - YY - Y - R. For a diverging route with flashing yellows the normal sequence after the G follows, there isn't an additional steady YY aspect. The FG permitted 140 mph running, for test running of the 91s when being introduced only, and a steady G meant reduce to 125. For the reason you gave it was never used for normal service, though we did* take a steady green as an early warning of a YY ahead where the next signal ahead couldn't be seen. They do, mostly, still operate*, though there are some where the flasher unit has clearly failed and hasn't been replaced * l last saw these 4 years ago now All incidental really, unless you happen to be fortunate to be signaling Mr Waterman's Making Tracks layout, as these signals should be around a mile, and at least 3/4 mile apart. The OP referred to 125 running, and at that speed a train takes a full mile stop - and even that's with a full emergency application

Hi He doesn't have his own website, and just sells them on ebay (which seems to mean only currently available items are listed) Search ebay for floyd_kraemer Edit: Oops, beaten to it

Indeed These arrived in my latest order at lunchtime (Thurs) The Torpedo vents are the best LNER Vents I've seen, other than on the real thing! Kitchen roof vents, first time I've seen them available Buffet counter set, the till even has some of the price flags raised Two of the three types of dynamos and battery boxes, and a dynamo regulator box - another first AFAIK. Handles on the boxes even have gaps behind them I'm very impressed with these

I just came across this post yesterday when googling for fk3d prints. A while ago I'd bought a set of buffet car tubular steel chairs from him, which are really good and was looking to order more. This is them in a coach I'm currently working on... The backing plates the seats came on also made good table tops for the undersized looking Southern Pride tables. Besides the seats he also now has a number of useful LNER Coach parts, including the Stills boiler and cash register for the counter, and the peculiar shaped kitchen roof vents which I've not previously found available anywhere. Also three styles of battery boxes and dynamos. The coach is the 1934 conversion of a D.27 RTO into a buffet as D.185, which l came across on the Steve Banks website. Isinglass D27 kit, besides the interior the conversion consists of paneling in 3½ windows

There was some discussion on here earlier regarding driving standards and knowledge of the highway code (ie lack of it) Well, we currently have this at the bottom of the street... I hadcsome amusement this afternoon ehile taking the dog out watching the number of motorist who carried on charging up the hill regardless... Only to get half way up and find they'd to turn around and come back down I came to the conclusion that... At least 50% of drivers... Can't read!!! Note, the pictures taken from the opposite side of the T-junction, and they have to drive round that sign when turning into the road. There's also the usual red 'Road Closed' signs, and there's been advance notice signs up for about two weeks

As there were no Mk1 Pullman brake cars built, they initially ran with the existing K-type brakes until around 64/65 when they were withdrawn and, as 45125 posted, replaced by standard Mk1 brakes. Yes, the roofs were white initially, but naturally didn't stay that way for long, so were soon painted grey instead. The Pullman convention was that first class cars were named and second class (which was third class pre-1956) were numbered, its not to do with roof colour. Bachmann did both classes with white roofs, and l believe also did for grey roofs. Pullman Second Class was withdrawn around 68/69, the former 2nd class cars remaining in service being re-classified as ordinary first and painted in standard blue-grey

Newcastle Central still had two station pilots, one for each end, into the early '80s A number of overnight trains would detatch or attach parcel or motorail vans there. There was a turn where we'd stand heating some sleeper cars in one of the east end bays while passengers joined, then in the early hours attach them to the rear of a through train from the north. Another was a terminating sleeper from King's X, where the train engine would detach the leading sleepers and shunt them onto the front of the stock for the mornings first Edinburgh slow, providing a sleeper service for some minor intermediate stations. The last train in the evening round the Durham Coast route to Darlington was loco hauled stock, instead of the usual DMU, and with a couple of sleepers on the rear. The route brought it into one of the south Bays at Darlington, a through sleeper from the north would then arrive in the adjacent platform znd its train engine would detach, pick up the sleepers off the back of the coast train, and attach them to ifs own. I believe one of the the northbound newspaper trains detached vans off the rear there, and maybe a northbound sleeper did too. We also had a southbound parcels train that the train engine detached vans off the front into the south bays at York. The classic one for attaching en-route was the Heaton - Red Bank newspaper empties, which must have picked up at most major stations on the way

So, for long distance, at 60 miles, what about the Newcastle & Carlisle Railway? Opened between 1835-8, and the first railway across Britain, it had right- hand running. The line was converted to left-hand running a couple of years following its 1862 amalgamation into the NER

Hi Paul Well, from the workings posted above The vans from the Down day car carrier return on the Up night sleeper, And vice-versa for the vans on the Up day car carrier. So, with 6 vans to each of these circuits, that accounts for 12 of the 14 TCV vans built, leaving 2 spares and none available for other services.

Indeed. Starting off slowly until the whole trains taken up was important with loose coupled trains, otherwise the brakevan (and unfortunate guard) would out-accelerate a Ferrari! (unless the couplings broke) Instanter couplings though, when in an unfitted train or portion, should have been in the long position, so effectively the same as a 3-link. They were to e in the short position when in a fitted train or portion, mimicking a screw coupling. Starting as a secondman in '77, and with the first 6 month on unfitted coal trains, l never came across a 3 link fitted vehicle, they were instanter fitted by then. With fitted vehicles though, note the buffers should still be in contact with the couplings taught (except with buckeyes where theyre retracted out of use) - something which still doesnt work in model form, even with 'scale' couplings and sprung buffers. Other way round, only an unfitted loco could have a 3 link. 1.4 refers to coupling a loco (screw or buckeye fitted) to an unfitted vehicle, where the unfitted vehicle's instanter or 3- link was to be used

The above formation with 10 vans will be for the original formation using bogie CCTs, as shown in the picture above. (Yes, that is a Thompson dining coach, presumably a substitute as the booked formation shows a Mk1). With the introduction of the TCVs, the formation was reduced to 6 vans (inc. 1 for Newcastle), bearing in mind the TCV carried twice as many cars as a CCT. Also, the BSK was replaced by a BSO.* Also it seems, the vans from the Down day train were transfered empty to Perth to return on the night tran, and similarly the vans off the Down night train returned on the day train from Edinburgh * Hint to tell Mk1 BSO from BSK BSK: 4 compartment, 2 pairs of luggage doors to van, no corridor-side window opposite toilet BSO: 5 Bays, one pair of luggage doors to short van, clear window opposite toilet Ref: LNER Passenger Trains and Formations, Banks and Carter

Okay send thanks for the reply, l take it that one already has the tender you want. That sounds quite a nice tribute

From a quick comparison of Bachmann standard Mk1, M-C Pullman, and 101models The M-Cs, Pullman and 101, have windows the same depth The Mk1 and 101 have windows the same length. The Met Cam windows are shallower depth, but the Pullman ones are a scale foot longer

I definitely remember the the historical name for those employed to put fires out being fireman, they've now become firefighters since they (allegedly by some news reports) became PC. On the railways, here at least, its always a been fireman, so at the same time you had some fireman employed to keep fires going, and others employed to put them out. I've a feeling though, did the Americans call their (railway) fireman stokers? After all, they didn't know the difference between a Driver and an Engineer either

Hi gc4946 If it helps, I've a surplus Bachmann 4200g high-front in my spares box Its the B1 style of course with high level tool box, here it is for comparison with Dominion's modified example above, and the loco it came from now sporting an ex-NER C7 (Z Atlantic) tender, a Dave Alexander kit PM if you'd like it

What? They missed out 47? Surely a mistake

Hmm, 4 pages of discussion on this so far, and the easy solution was posted among the first posts. There's a long history of abuse at this crossing There's now a RAIB report into a very serious near-miss incident as a result of this abuse. The crossing should be immediately declared unsafe and closed on safety grounds. Make the lazy s*ds walk the long way round, whatever that is Then sit back and wait to see how quick the footbridge plans get approved