Lokomotivfuhrer
-
Posts
64 -
Joined
-
Last visited
Content Type
Profiles
Forums
Blogs
Gallery
Events
Exhibition Layout Details
Store
Posts posted by Lokomotivfuhrer
-
-
A question for the guys who have the 85 101 Limited Edition.
Would I be right in saying that the Drivers Desk on the Model appears to be correctly represented as Blue Fibre-glass as per the Prototype?
Yes, the desk top is blue.
Wonder why Bachmann didn't fit the same (blue) Drivers Desks to the BR Blue liveried versions? They were certainly that colour in that era. The Secondmans side was an absolute nuisance in the hot sunny Summer days because they had a polished stainless steel tray just behind the window, which used to fry your face. You'd always find a newspaper or cardboard taped down on them. Dont know they never painted them,
Wonder if you could get the blue version as a spare.
-
2
-
-
-
Regular crew training route for Shields Road. It's rumoured that on one such occasion, 115mph was achieved on the riverside section near Langbank.
Dave.
There is a little bit more to this
The Footplate staff were based at Polmadie/Glasgow Central. Shields Road was the Electric TMD, but no crews were based there as such. There were 3 Shifts for Shed Crews (Double-manned) working there each day, (Driver and Secondman), but these were Polmadie men. (Morris Ital Van from Polmadie to Shields Road).
A lot of the Driver posts at Polmadie were filled by Drivers from other Glasgow Depots, such as Hyndland etc. Although these weren't actual promotions, the money was indeed the same, the Jobs were more varied and saught after, because they included Loco Hauled Jobs, and the Carlisle - Preston corridor, which the EMU Depots didn't have. This in turn gave more money because of the Mileage Payments which the DMU/EMU depots didn't get.
This was very common in the larger cities of England &c to move around from Depot to Depot to get a more elite Drivers position.
As regards the crew Training which Dave mentioned, the Electric Loco training course was done at Polmadie Training School. (3 weeks conversion). 1 week Classroom, 1 week Theory (which was a combination of Classroom/Shed, and 1 week Practical (driving).
The Basic Training on Electric Traction was the Class 85. (as per the Class 47 for the MP12 Course). Later there would be several conversion courses for each of the other Classes eg. 81 - 3 days, 86/87 - 5 days etc. etc. etc.
Of course, when it came to the Practical (driving), which was the last week, you would just saunter over to Polmadie Shed with the Instructor, and he would ask the Gaffer for whatever was Stabled On-shed and available at the time, always looking for an 85, which there usually was, but sometimes an 81, or something else, but rarely an 87.
Because of the familiarity with the routes around the Strathclyde PTE for the incoming crews, then these were the usual routes on which the Practical was undertaken as per the photos posted.
-
7
-
-
Does anyone know if Bachman have used a different/new type of Motor/Gear Train Mechanism on this Loco?
Seems quieter and smoother than ALL my already owned Bachmann Diesel Locos.
I also notice that there is virtually no overrun/coasting present (on the example I've bought). I thought it might be something to do with the Cab Lights/ Engine Room Lights drawing power, but even after switching the lights off (using the internal switch), the overrun/coasting is not present at all.
No complaints or issues - just wondering.
-
Has anyone managed to switch off the Cab Lights / (Engine Room) Lights without having to remove the body like 87101 has?
A bit wary of using an "awl" on thru the roof panel, and you need X-ray vision to see the switches. If anyone has a better recommendation?
BTW Carl and 87101, excellent infrasctructures on both your layouts. 87101 - a couple of your shots esp. the 1st few are very New Yard esque.
-
1
-
-
-
I seem to recall that they were only fitted where there was an opportunity to ascend to within dangerous proximity to the overhead (you'll notoce that the the Mk1 behind the 85 in the last poicture has a warning flash, whereas the 85 itself of course doesn't have handrails etc that will get you in the danger zone). Not sure when the practice changed (80's onwards perhaps?) but the AC electrics were mostly devoid in the 70's and any diesel that might go under the wires would be so adorned but it was common for a lot of units to not be so indicated (third rail EMUs weren't generally marked).
Thats right. Classes 81-87 weren't fitted with the "Danger Overhead Live Wires" sign during their time in BR Blue livery.
-
1
-
-
My memory might be playing up, but can someone remind me, IIRC the 1st gen ac electrics ETH was unable to provide ETH at high enough voltage for the mk3 coaches, so a 85 would be seen working any passinger train except mk3`s? Did this include the 85`s or not? Also, did this restriction acctually only apply when the ETH load exceeded a certain point?
Almost on the ball here. A Loco with ETH couldn't work a Passenger Train made of a rake of coaches with a Total ETH Index higher than the ETH index of the Loco itself. The ETH Index of each Loco. is shown within the Data Panel. I couldn't for the life of me remember what the value for a Class 85 would be (or for any Loco. for that matter ! ), but if there's anyone with a shot of a Class 85 Data Panel, it should be there.
There was a point in time (BR General Appendix in the 1980s I think?) when Classes 81-85 were deemed not to have a high enough ETH Index to work rakes of Mk3s. It may be that some of the workings mentioned here were EmCars (as can be seen in 1 of the images), or were before that point in time, or it is possible that they shortened the rake to reduce the Total ETH Index of the rake to accomodate this.
-
2
-
-
Locomotivfuhrer - Could you describe the procedure for forming Up Motorail trains, especially when the 87 was sandwiched mid train (if you were there then....). Was there also a time when the vans were detatched from down trains at Carstairs, and did the side unloading wagon ever travel there...? Thanks in advance.
Andy - sorry for going a bit off-topic with this but there is a relevance to the Class 85 which I've highlighted!
The Motorail Empty vans were stored at Polmadie CS. They would be brought in to Central early in the day. This was to cater for car owners turning up when it suited them (bear in mind not every major station had Motorail so they had to go to the nearest one) The situation you described was where the Loco - strangely enough usually an 85/81, had worked in a service from the South and the set was put on top of the set at the Buffer End with a "Calling On" Signal. The Loco as you put it, ended between the Vans. When the incoming vehicles were emptied, they were hauled usually by a 27 to Eglinton St. The ones nearer the Buffer end were used for that night service, which would then be worked forward by the Loco you referred to. To my recollection they were never large trains, and were combined with Parcels trains at one point I think.
I thiink what you're referring to at Carstairs, is where the Glasgow portion would split from the Perth/Stirling portion. I believe in the early Motorail days 1960s/1970s they ran as independant services rather than splitting at Carstairs. The side door vans you mentioned were used at Central, but they had vans with ramps between them so the cars could be driven from one to another. I kid you not ! (I'm sorry I dont know what the TOPS Code would have been for any of these vehicles - Robert Carroll might know).
-
Looking at the pictures posted on the thread of the real things operating in the 80's, how did they turn the electric hauled expresses over at Euston and Glasgow? Was another AC electric backed on at the other end ready to take the next train? It may be a silly question but of course we don't see such things these days!
Basically what Dave and ThaneofFife said is pretty much on the ball.
From my time at Central, if the Loco was at the buffer end in No2 for instance, once released, the Driver was permitted to move the Loco LE from No2 to No1 for Stabling purposes, without a Secondman, providing there was a Shunter present - of course more often than not, once the Shunter Coupled-off, they would scarper, and the Driver just shunted the Loco by himself. As Dave said, the Loco might be working the next Train south, and the Shunter would re-appear for to Couple-on.
If running LE to Polmadie, then he had to be Double-Manned by a Secondman. Sometimes a change of plan to the Rostered Diagram for the Loco. meant that they would take the Loco Single-Manned.
The Glasgow-Eustons tended to be nearly always worked by 87s. The Glasgow-Birminghams nearly always worked by 86/2, as were the Glasgow/Edinburgh-Liverpool/Manchesters. Classes 81-85 had lower ETH Indexes so they were less able to work fully air-conditioned stock (because the ETH Index of the Loco couldnt be lower than the Total of all coaches).
I remember for a while 86/0s and 82s were rostered to work the Glasgow-Nottinghams etc, via Carstairs, changing Locos at Carlisle.
It was common for 81s and 85s to haul the EmCars in the mornings from Polmadie to Central then sit at the Buffer-End in No2 for ages, waiting for the Departure then release. The it was back to Polmadie for the next set. Plenty sitting about drinking tea and card playing on these jobs. Often the Secondman would put his feet up as well !
There was a point in time during the 80s (and I cant remember exactly when) when Classes 81-85 were not allowed to haul fully air-conditioned stock (ie. Mk3) on Passenger Workings. This origlnally came in the form of D-Notice from ScR, (presumably simultaneously in the LMR also), and it was included in the ScR Sectional Appendix, and possibly the Working Manual. Of course they could still haul EMCars.
-
3
-
-
-
What's the story with purchasing one of these Mail Order at the moment? Should I ask the proprietor if the one that's getting shipped to me is one of the 2nd batch?
I deliberately didn't buy one after hearing some of the reports about the motors/chasses etc, and decided to wait for the 2nd batch.
After attending 4 Scottish Exhbitions where Traders were selling them, (between August and November), they all told me that the ones they were selling were from the 1st batch.
In my case it's the BR Blue version I'm after. (possibly a factory weathered version though I believe they are Limited Editions from one of the big suppliers).
All advice given is as always very welcome.
-
Huh? Since they were all withdrawn from BR service by c. 1970 and the only one I know of to work in Scotland (before preservation) was at Grangemouth (Wikipedia, for what it's worth has details: http://en.wikipedia.org/wiki/British_Rail_Class_14 ), are you sure you're not mistaken? Plenty of industrial designs had a similar centre cab layout.
Adam
Fair comment Adam.
TBO, I couldn't swear 100% that the Locos I saw were both Class 14s. They certainly werent in BR Blue livery. I only ever saw 2 of them at the same time on a couple of occasions. They also used to take tanks to an Industrial Plant just south of Stirling station located right next to the Up Main, and to another Plant just across from Plean Signal Box, also adjacent to the Up Main. Admittedly, I never saw 2 of them together again after Polmaise closed.
One thing I do know for certain was that it was Grangemouth and Stirling crews who worked them, because I sat my MP12 Basic Drivers Course with 2 Stirling Drivers Assistants (that would be early 1982), and they referred to having worked Class 14s. (Stirling having a small Footplate Depot until the Alloa Freight Line closed).
-
...I suppose NCB 31 went on test to one of the Stirling area pits in the 1970s and never returned to Ashington...
Dave.
Dave,
I remember 1 (or 2) of these working at Polmaise, in the late 1970s, early 80s, but I never noted the Running No(s) while I was in my "working clothes". (rookie Secondman!).
-
Hi Stuart
I remember your layout from the previous RMWeb. Superb.
Large station with though roads/dock, bordered by suburban arches, and MPD - excellent use of space.
Though you have Class 50 and 44/45s, there is definitely a hint of ScR about it. esp. station area, and MPD. Reminds me of Aberdeen Ferryhill a bit.
-
1
-
Class 85
in Bachmann
Posted
All Class 81-87 Driver desks were blue.
Classes 81-84
Blue fibre-glass panelled surfaces which were at a sort of 10 degree upward angle, and blue painted metal on the screw-on instument panels.
2nd mans side had stainless steel sufrace.
BR-Grey painted upright metal covers.
Class 85
Blue fibre-glass panelled surfaces which were at a sort of 10 degree upward angle, and blue painted metal on the screw-on instrument panels.
Some had the instrument panels of a mixture of both the Blue painted metal type (like the Class 81-84), and the Blue fibre-glass like the Class 87.
2nd mans side had stainless steel sufrace.
Blue painted upright metal covers.
Classes 86
Blue fibre-glass panelled surfaces which were at a sort of 10 degree upward angle, and blue painted metal on the screw-on instrument panels.
Some had the instrument panels of a mixture of both the Blue painted metal type (like the Class 81-84), and the Blue fibre-glass like the Class 87.
2nd mans side had stainless steel sufrace.
Paler Blue painted upright metal covers. (more like BR Blue)
Classes 87
Blue fibre-glass panelled surfaces which were at a sort of 10 degree upward angle, and Blue fibre-glass on the screw-on instrument panels.
2nd mans side had stainless steel sufrace.
Paler Blue painted upright metal covers. (more like BR Blue)
(former ScR Driver)