Covkid

Oh my. Yes please !!!!

The answer to the original question is - they weren't unduly unreliable, but there is an important point here. The BR system involved a number of TMDs across the country and if a loco needed a repair of a bit of treatment, it mostly went to the local depot. When EWS took over from BR there was a concerted effort to close TMDs and move towards just a few super depots like Toton and Crewe IEMD. So if a loco had a failure it was often needed to be moved back to the superdepot for repair, but via a circuitous route because EWS didn't like non essential light locomotive moves. This scenario continues and IIRC 66092 has spent many many months (nearly a year) trying to get from South Wales to Toton for wheelset fettling. In BR days the loco would have gone to Margam and been lifted for a replacement wheels or bogie. These days I think it was hauled from South Wales to Gloucester, then Gloucester - Didcot. From my memories they were fairly solid and reliable, if boring diesels. which just got on with the job in hand. The first issue involved the driver side windows, where the two piece windows were in the wrong place for the driver to see out of. Thus the drivers have new three piece screens whilst the secondman's side retained the as built windows. Operationally the biggest problem was the "culture shock" for drivers. Inside the engine room there is a matrix of LEDs for faulting and maintenance. If there was a steady light showing on the panel the fault had already been logged and in most cases the driver didn't need to take any action. It was only when those twinkly little LEDs were flashing that notice needed to be taken !!! One "benefit" was that traction motors could be isolated individually rather than in pairs as traditional diesel locos. We were told a 60 could (and did) run for days and even weeks with a motor isolated, and with no load reduction either.

Ooops - apologies !! ER pacifics are not my strong point as you can tell.

I believe so Andy. They chopped the upper half off - cab dome and chimney IIRC. Although the continuous journey sounds fun, I would prefer the break at Port. Whe nwe did it there was a special timetable in place for two weeks. We caught DMUs to Llandudno Jn, then up to Blaenau and connected into a train to down Portmadoc, where we had lunch in Spooners. An hour later we caught the train to Caernafon which was pulled out of the platform by the double ended Funkey diesel. Our journey was completed by bus to Bangor the DMUs to Chester and Crewe then an EMU back to Penkridge. Worked out really well, particularly the lunchbreak in Spooners

From one Covkid to another !! Born 1962 Eastern Green, left in 1971 for Wales

In case anyone thinks there isn't a CDL system for vacuum braked stock just look at the DMUs on the Swanage raiway. As 3 car class 117 DMU and a class 121 "bubble car" were fitted with magnetic CDL in order to operate over Network Rail metals from the Swanage Railway into Wareham. Technically I imagine you could hook a vacuum braked steam loco on the front of the three car class 117 and haul it, probably dependant on there being a competent driver in the cab of the DMU to allow engines to run for heating and lighting. Whether Network Rail / ORR would allow it is probably another matter, and I doubt the 117 has an accesible UAT (retention toilet) fitted. I am afraid that IMHO WCR kept stalling and stalling the ORR whilst their competitors decided to jump through the necessary hoops to retain their licences. That is all.

I am not totally sure but I think I read somewhere that the majority of seats on the two Jacobite rakes (hitherto) were in open stock, and just one coach of compartments was a premium charge. Opening picture windows are a clear advantage on scenic lines and behind steam locos, but when WCRC operated the Cambrian Coastline trains back in the oughties they used MK2 pressurevent stock, albeit probably vacuum braked. It is possible to have CDL on vacuum braked vehicles - obviously as that is what Vintage Trains are going to be doing at Tyseley, as I believe their business model retains vacuum brakes. Also the DMUs based at Swanage for operating o nthe mainline to Wareham are fitted with magnetic CDL. In my view WCR have taken a gamble (still) and it hasn't worked for them but.......... I am sure I have read somewhere that WCR regard the Jacobite as their most profitable operation . If it is there is a reason why it appears not to be their highest priority.

It depends on the period in question. A friend and myself decided to cover the 89 on it's diagrammed working at that time. The 17xx Kings Cross - Peterborough. We chose to drive over to Peterborough, caught a 317 to Huntingdon, then did the 89 back to Peterborough. It was a loco hauled set of stock which contained a Mk1 BG at one end. Can't recall if the coaches were Mk1s or Mk2s though. There were of course two periods of operation for the "badger" on the ECML, and this refers to the first period. IIRC the ECML became a "blue operation" during the "badger's" 2nd period of mainline operation, and I guess it was all Mk4 "push pull" sets by then

Some interesting youtube videos have been posted about the return to steam of 60532 "Blue Peter" and bubble car "Flora". 60532 has been under heavy overhaul and "straightening out" after a horrendous wheelslip at Durham over twenty years ago. The loco was visible under light steam shunting around the Locomotive Services depot at Crewe, but was then low loadered to Kidderminster ready for some running in and trials. Also sent to Kidderminster was the class 121 "bubble car 121020 "Flora" which has had an extensive bodywork rebuild with many of the doors removed and plush interior installed. The Chairman's train hauled by 47805 ran onto the SVR metals and was positioned in the station and 60532 was coupled to "Flora" for the run up to Highley. To achieve this the final drives from the mechanical transmissions were isolated. The train stopped at the home signal outside Highley, and "Blue Peter" was detached then run forward into the loop. The final drives were reinstated and the diesel railcar ran forward into the platform, where the final drives were again isolated, while "Blue Peter" shunted around onto the railcar to return tender first to Kidderminster. Personal opinion - "Blue Peter looks absolutely gorgeous in British Railways express blue with large "St Rollox" style 60532 on the cabsides. I am assuming she will get a topcoat of paint and varnish before receiving lining, crests etc. A fantastic rebuild of a now unique Thompson pacific. Well done LSL

Yes. Lets not forget that the huge majority of indigenous airbraked vehicles on British rails were two piped. AFAIK all the MGR hoppers HEA nee HBA, air braked vans VAx-VGA, steel carriers Bxxs and Sxxs, and of course all the passenger coaching stock anyway. Not forgetting the bogie ballast hoppers like Sealions and Seacows too. IT is only really from the late 1980s onwards that the reservoirs, pipework and yellow bufferbeam cocks were removed

I think it would make sense for any class 66 pre society to acquire 66048's shell and straighten it up, whilst giving it a good corrosion treatment. After a thorough repaint it could be put into a huge gazebo whilst they gather all the bitzanbobs to go in and under it.

I have several Bachmann Vanwides, and I think the body and chassis mouldings are as good as you will get, within the compromise of 16.5 mm gauge track. I have no reason to believe the Palvan will not be to a similar standard to the Vanwide. Just surprised Bachmann have not announced it at the Scottish or Ally Pally shows.

An interesting quest Dawn (pun intended !!) and good luck. I do feel though that it is mostly trying to sell snow to the eskimos. There will aways be a small minority of women in modeling just like there will always be a very small number of men in needlepoint or crochet. Don't get me wrong, I think the dextrosity displayed by some feminine fingers outweighs those of most men, as well as interpretation of colours and designs etc, but it is what it is. I am approaching my 46th year in the railway industry, and I became a Train Crew Supervisor in 1994 in a predominantly freight part of the industry. Back then we had one female driver ex guard and one female driver operator ex guard. It always struck me that a woman needs to have a certain will and constitution to book on duty at 2030 on a Saturday evening, prep a loco and work a train of twenty sealions and a crane out to a site in the middle of nowhere, then woerk as required until relieved at 0230 Sunday morning. The relief part would involving driving to the nearest location by road or lane, then adopting a practical approach to getting on to the right of way, and walking up the ballast in pitch dark and (sometimes (p1ss1ng) rain to clamber up onto the loco to dry out. Back then there were very few ballast sites with toilet facilities and even then would you want to use them !!!! So females who needed to maintain feminine levels of hygiene would be at a serious disadvantage to their male counterparts. At that time hygienic wipes were the only real answer to traincrew, and it often struck me that better should be provided. Fast forward nearly thirty years and I am now in the passenger role, and we are having as many girls as boys applying for footplate and guard roles these days - but this is the world of clean passenger trains with onboard toilets as well as facilities at many stations. I don't doubt things aren't too different on freight, but I imagine "portapotties" are provided for most engineering jobs these days. So what does this have to do with the thread ? Well it is probably all about whether you actually want to do whatever it is. How many women would want to spend 8-11 hours on a noisy and rattly 66 in the dark in the middle of nowhere ? Probably as many as want to go to a fairly male dominated world or model railways. Absolutely fine if you are happy to spend volumes of time in your own company and enjoy it. Creativity is a fantastic talent and can be very rewarding indeed. So on balance, yes, get involved ladies, but don't be too surprised if it is not a stampede !!! Keep up the great work Dawn, and keeping you grumpy cameraman in check !!

Good point Keith. In my eagerness to respond earlier, I should have mentioned "everyone" nominated and voted for, as well as Andy Y for organising the poll.

Apologies for awaking this old thread but I have just seen a youtube video online of 60532 on Crewe depot back in steam after it's major overhaul. Probably in undercoat BR express passenger blue without any lining yet, but has the large Scottish numbers on the cabside. Clearly needs some fettling as at one point it slipped whilst shunting around the depot. I am guessing it will be heading to a preserved line for some running in, but I am assuming Bachmann will release a new version of it in the next two years. A truly beautifully proportioned steam loco, and the driving wheels look far more "sensible" than those on "Tornado" !!

Some very interesting results among the more predictable ones, from someone who doesn't really take "backslapping too seriously - at least up until now. Personally pleased that James Hilton is in the final three. His work really is beautiful - noting that he describes his work as art. It really is. Models - some very esoteric examples there. I mean, who could have predicted the "booster" ? Not a choice for me but it really is a beautiful creation. I am also trying to decide whether I really need to fund the Heljan 10800. I really really want one, but it is too early for my modelling period, and I am waiting for Bachmann 25s. Will be looking forward to the 2024 voting in 12 months time, and can imagine an even tougher battle between such beauties as the Rapido 44xx prairie, the Jones Goods and the Accurascale "buckjumper", although I am peronally hoping for the Bachmann "early" class 25 to be a stunner.

seen a couple of images on FB of the EWS "ghost" engines in all white. 37885 was one of them. Wonder if this might be in the Accurasale crosshairs www.flickr.com/photos/189680810@N06/52788470459/in/photolist-2oqJH9p-qwgJgY-2oqEGsv-XZbNq7-2ib6G2a-tSMAAq-nVUSbt-2p6JecQ-hdKj1E-2otDiHx-fxY3vE-he9goi-9GrQnf-2kBAk5S-2jhov6V-2kHFwXK-2eqmkGN-2mzGGfd-Kgos2s-2oa7shX-dNtuUv-dqVy1j-22jAGyc-dtPRGL-25dKKEp-uaxwYV-2mZaX4M-23DcCwf-2j5Q3wn-2mxYwCj-2nf2k3E-2j8JqmV-21Tztv9-fSfEFv-2a8Dw9Y-2mXJd6d-2aQPgL2-9TaYEh-jH9nmA-2k7CYaD-SjV957-2oomEBy-5gvud-pSuz5p-uaxxyc-gRMcB8-wRVf8S-cSbcqu-4V1jBs-2bpyVi

And depending on how accurate you want to portray your models - which period you are representing. £7422 has already been mentioned a number of times in this thread, but this loco has had evolving details for a number of years, such as black headcodes, numbering etc etc. Obviously rule 1 takes care of all of this !!

My 12100 in waspy green turned up today after my hivvering and hovvering over buying one. Looks blummin beautiful and is probably going to be renumbered 12056 with 3C shedplates. Nice work Model Rail team and Heljan

The only time I ever saw a Ferry tube was actually a pair in the OBB yard at Steyr in Austria - in May 1981 !!!!

Ahhh Quedgeley. Remember there was a Fridays only service to Northampton which I think was 7M65, and I think it was a class 25. As you say formed of STVs. I assume there was a balancing empty working back to Quedgeley, as the wagons were vaccy braked. .

Happened to be in Derby today so had a quick visit to the marvellous emporium that is TTC. Up there on the shelves were a number of Revolution TUAs in various liveries. The owner explained that TTC have a very good relationship with Rainbow Railways, hence why some of these are in an exclusive model shop in central England. A beautiful tank wagon, which along with the Hornby TTA, and the various new bogie tanks really brings liquid transport up to a new level of quality.

In the very early 1980s there was an occasional flow of tubes using Tubes (STV) which had their side doors removed. I think the wagons were loaded from Round Oak to the Weldless works at Wednesfield Road - on the stub of the Midland Railway route. Can't remember which target number it was but IIRC it was 2x20 when I saw it. I imagine the missing wagon doors allowed stacker trucks to get their tines under the tubes to offload them.

"I am very sorry my best wasn't good enough to maintain Hattons success." Am I the only one to find this statement a little wierd ? Does anyone regard Hattons as unsuccessful, obviously financials apart, which we are not aware of ? I always got the impression Hattons was a pretty good model railway company with just an odd few little quirks.

No. The LMS saloons were numbered M450xx by the LMS, then BR added a "D" to the number. Example - the Walsall area saloon was M45026, which became DM45026 in BR numbering. The GWR saloons were numbered W809xx under GWR and had the same "D" added in BR days. Post 1948 BR built some saloons to replace the earliest pre nationalisation vehicles, and because they were ordered and built by BR they gained DB9995xx numbers. I understand West Coast have DB999506 and took it for a trip around London last month top and tailed by diesels. This vehicle is probably very similar to the vehicle involved in showcasing the Mainline Freight livery, but don't forget that the nascent EW&S was very keen to establish it's corporate maroon & gold branding. It is therefore little surprise that DB999504 was repigmented in short order. HTH