aictosphotos

Thank you, that's really really helpful.

Does anyone know what the following sidings lengths are or know where this information can be found in the public domain please? Watford Ricksmansworth Northwood Harrow-on-the-Hill Any help would be most appreciated.

Would there have been a brake vehicle included for the Highland and Lowland services from Euston as so far my maths come to a total of loco + 12 Mk3s + 2 Mk2s only? Surely the lounge cars didn't act as a brake vehicle too? I've got a idea of what was used back when there was 5 trains each way between 1991 and 1994 but once privatisation came in, I know they cut back the services to what it is today, it's just between 1994 and 1999 where my maths is struggling.

Was the Mk2 FO and BG part of the Fort William portion added at Edinburgh or ran though from Euston as Wikipedia states that the Mk2 seated coaches were reintroduced in Jan 2000. Which made me think if the total number of vehicles between London and Carstairs/Edinburgh was 7 to Inverness, 5 to Aberdeen, 2 to Fort William between London and Edinburgh, 7 each to both Edinburgh and Glasgow? Eg 14 vehicles per Highlander and Lowlander between the Central Belt and London including a BG to each destination. I know at this stage, the service has settled down to the four per night Scottish sleepers. As to the GW sleeper, I really don't know if they always had seating coaches or if they too were reintroduced?

I know that post Jan 2000, the above operated with Mk2 day coaches as well as Mk3 sleepers until the Mk5s came in least on the Scottish services but what were the formations of the Scottish trains from around 1997 to 1999? Would I be right in thinking it was 6 Mk3s to Inverness, 4 Mk3s to Aberdeen, 2 Mk3s to Fort William with a BG for each destination and 6 Mk3s to Glasgow, 6 Mk3s to Edinburgh and again a BG to each destination as the Mk2s weren't reintroduced until Jan 2000. As to the Night Rivera, what formation did they use? I'm guessing 4 Mk3s to Penzance, 2 Mk3s to Plymouth and a BSO?

There's also Flickr where I found this photo: Looks like a ex Mk1 Class 4xx but can't say for sure, anyone know what it is? The other source I would suggest is the freightmasters which may help as would the sites above.

I hope that someone does have the knowledge to confirm what freight wagons would have been used eg JGAs, MDAs etc and how many in the services as I have some information but it's not complete hence hoping it's possible to fill in the blanks. 6M15 18:11 Hither Green - Stud Farm I think it's operated by a Class 60 with empty hoppers? 6M79 12:31 Angerstein - Bardon Hill think it's operated by a Class 60 with empty hoppers? 6X26 10:20 Dollands Moor - Corby think it's operated by a Class 66 with empty carflats? 6Y19 12:10 Mountfield - Southampton Western Docks think it's operated by a Class 60 with FEA wagons? 7O73 16:30 West Ruislip LUL - Grain think it's operated by a Class 60 with box wagons? 7O80 11:32 Luton - Angerstein think it's operated by a Class 59/2 with bogie hoppers? 7O81 19:42 Dagenham - Dollands Moor think it's operated by Class 66 with Transfesa 'blue's? 7Y39 09:46 Hoo Junction - Eastleigh think it's operated by Class 66 with departmental wagons but no idea what a average consist would be? 7Y40 15:51 Eastleigh - Hoo Junction think it's operated by Class 66 with departmental wagons but no idea what a average consist would be? I can see the immense different types of rail wagons that exist but what specific types were used for the above, I'm stumped and I've looked on Flickr to no avail. Anyone with the knowledge able to confirm what wagon types were used? Any help would be appreciated.

That's my recollection of the 2+9 sets too, I think the reason they didn't convert the entire fleet to 2+9 for all routes was something to do with the timings couldn't be met? As to the 2+7s and the 2+8s on where they were used, I don't think I ever came across a 2+7 set operated by FGW as all my trips with them were all 2+8s, the only 2+7 HST I've ever used was a 2+7 XC set on hire to Virgin Trains East Coast doing Stevenage to Newark Northgate.

Going back to my frequent travel on FGW back in the day, I used to travel on the HSTs a lot which tend to be 2+8 however if I'm not mistaken between 2006 and 2016 FGW had a mix of 2+7, 2+8 and the odd 2+9 so anyone from the Western region able to clarify what services saw what formations? From what I've seen elsewhere, the 2+7s I think were used mostly on the Oxfords but could appear elsewhere while the 2+8s were usually the standard formation and the 52+9s were used on the summer Newquays? I'm trying to work out when the 2+7s were being used and on what services because the 2011 WTTs don't seem to show the 2+7s but rather seem to standardise on 2+8 so seeing as the WTTs had 2+8 as the timing load does this mean that some services could have been diagrammed for 2+7 and still keep to 2+8 timings? Anyone able to help fill in the blanks please as I rather not just rely on Wikipedia.

I don't suppose anyone has any idea of what services usually had the majority operated by one sub class at all? Eg on average what would the Euston to Crewe/Liverpool to Birmingham services see most of the time? Would it be a mix of Class 350/1, Class 350/2, Class 350/3 or mostly the 1's and 3's etc? My last time out on them was when the 3's were being introduced and I'm just curious about what routes they could be found on.

For 6M35, the WTT in question only says 60TR130 which to me says it's running at a maximum speed of 60mph but unless I'm very much mistaken, the TR130 means a load of 13000 tonnes?

Thank you, that's the answer I needed. Trying to work this out from the various WTTs in my collection is a fine art especially where Class 60s are concerned.

It's fine, just wish that the Freightmaster website/books actually listed the wagon type instead of just saying empty box wagon.

That doesn't help at all I'm sorry as it's the Kings Cross Freight Terminal to Calvert CTRL spoil trains I'm interested in.

In a Freightmaster Summer 2002 book I have, it mentions two particular services operating between Kings Cross Freight Terminal and Calvert with the spoil being taken to Calvert. Now it says booked as Class 60 and Bogie Boxes which I think are MEAs/MFAs? However the only thing I've found are those photos from Flickr which is attached below. So does anyone know what type of wagon was used back than and how many wagons would have been in a average consist please?

I see that DB Cargo have a fleet of Two-axle flat wagons that are 14.20m long, would this be about the same length as the aforementioned wagons in this thread?

In this video, I can see a total number of about 42/43 freight wagons. Youtube Video Here The problem I have is that I've been trying to find out exactly what type of wagons they were as I've now encountered least 4 different types of what it could be and as my knowledge of this train is rather limited, is there any one out there who can remember what wagon type was used as I've seen mention of swapbodies, IFAs, mega frets etc... Does anyone know for sure what they actually were please?

I hope someone can clarify for me but in the May to September 2003 WTT Section YA I can see 1M91 as timed to run at 100mph but the Postal Museum says that the TPOs ran at speeds up to 70mph which is conflicting information. So was it the case that while the TPOs were timed to run at 100mph, they actually ran at a much lower speed to give the mail sorters more time to process the mail?

As a fan of the Class 117 going back to working the NVR one as a trainee guard many years ago, I've read the Wikipedia article which states their final days in Scotland were used on the Edinburgh - Perth, Cowdenbeath and Markinch services via the Forth Bridge however the article states that they did this until 12th January 1998 when Class 156s replaced them BUT the article than goes on to say the final day of Class 117 operations was 27th November 1999. So was the former date mentioned actually the last time they were in passenger service and if so what did Scotrail (National Express) do with them for nearly 23 months if the latter day was the last day of operations? With that being said, the website in the link here has a few photos which are dated 10th February 1999 clearly showing that Scotrail were still using the fleet in their twillight years. As does the Scot-Rail website here so can I assume that the fleet stayed in passenger operation right up to 27th Nov 1999? So anyone more clued up than me who explain who's actually accurate here please?

I guess that the Class 50 would propel the SLEP from Laira all the way into Platform 8 if running on time or into the siding next to Platform 8 until the London bound sleeper arrived than the shunt would occur as you've explained. For the operation in the Penzance direction, did they do as you explained but in reverse?

Fantastic, thank you all for the help. My trips on the Night Riveria were post Plymouth portion and I know from memory that the dwell time did seem excessive so wondered if it was a hangover from the days that the Plymouth portion used to operate.

Was it stabled in Plymouth station during the day or did the Class 08 shunt it to/from the depot once all passengers had left?

Back when the Night Riveria had a Plymouth portion, what was the operation like at Plymouth itself? Bearing in mind I don't know if it was formed of a single carriage or two, was it shunted to a platform and left there all day or shunted to a platform than shunted to the depot once all the passengers had disembarked. Rail says it was poorly used by passengers hence why it was withdrawn.

The information is pretty much what the Summer 2006 Freightmaster also says, sadly they don't say what type of freight wagon was used or even explain what the tonnage of each one was both loaded and empty. I've managed to finally find some lengths but what freight vehicle was used for the steel slabs/cartics I don't know.