64B
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Posts posted by 64B
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I have purchased a few of these coaches and have just noticed that the brake composite (34-437) and brake second corridor (34-462) do not have any lining above the windows, is anyone able to advise if this is correct. I have some of the older versions that Bachmann produced some years ago and they have the lining above the windows.
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I have been reading this thread with interest and the issue of the type of multiplexing system fitted to the 47/7s and DBSOs got me trying to dig out my copy of two wire control system training notes from the training course at Derby, unfortunately I had not been able to find them.
Thanks for uploading them. Nice to read through them again. I did however find a couple of photos of 47704's two wire control system chassis, modules, control relays and control air system.
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Great news that Heljan and TMC are producing some of the peaks with nose doors that were regulars on the Waverley route.
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Indeed, and until recently I'd always assumed that they migrated to the WR with TOPS numbers but in the 'Power of the 50s' book there was at least one shot of a non-TOPS loco down there which if memory serves me correctly was 402.
Here is a photo I took of 402 take at Old Oak Common in April 1973. Blue Pullman sitting alongside the class 50.
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I saw number 337 in Carlisle in early 1973 in green with full yellow front ends and in poor external condition. See link below. Most class 40s were by this time in corporate blue livery.Green class 40 with full yellow ends and numbered 337, is this an interim pre-tops livery or an end of life "Celebrity" livery? When did it run in these colours?
Regards
https://www.flickr.com/photos/140929691@N05/43220101352/in/dateposted-public/
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Not a class 08 but a nice little green class 06 at Eastfield 1972 D2413
https://www.flickr.com/photos/lauriemulrine/6125151586/in/gallery-95430950@N07-72157668496537924/
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He is another green 08 shunter, albeit south of the border - D4140 Morecombe May 1973
regards
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Hi I took this photo at Carlisle Kimgmoor depot (close to Scotland) in 1973 of D3170 still in green with early emblem.
https://www.flickr.com/photos/140929691@N05/43220103722/in/dateposted-public/
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Cutters finishing off 55014 - Doncaster February1982
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Thought it was 37292 that was the 2000hp machine? Or were there others?
I don't know about any other class 37 locos being uprated to 2000HP. No. 37262 was the only one I recall of the locos used on the Hunterston iron ore trains so treated. I do recall on this loco, which was on test at the time, that its exhaust pipes were glowing orange when the loco was working hard much more so than the other non-uprated class 37s on these workings.
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Was the 2000hp loco also fitted with ETH? Seem to remember there was a loco experimentally fitted in the early 80s
No ETH on 37262 - This loco was uprated for the Hunterston iron ore trains. IIRC the modification was done using class 50 fuel pumps.
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Class 37 37262 and 37156 on Hunterston to Ravenscraig steel works January/February 1982. 37262 was on test as it had just been uprated to 2000 HP. Motherwell driver in charge.
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In August 1981 BR ran a couple of Sunday specials from Edinburgh to Oban using Deltic 55021. This photo was taken on Sunday 9th August. On the way to Oban, the train picked up an Eastfield driver at Springburn to act as conductor to the Haymarket crew from Springburn to Oban. The Eastfield driver (in the driver's seat) on that occasion ended up driving the deltic from Glasgow to Oban and return. It was such a lovely day all the passengers enjoyed their trip to Oban and all for 5 pounds per person. I was also lucky enough to get to travel on the loco on both occasions.
Found another photo with the Eastfield conductor driver at the controls of 55021 9th May 1981.
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Some more photos from the Deltic West Highland tour this time the second trip on the 23rd August 1981 with a different Haymarket crew in charge. Again the same loco was used as on the previous occasion - 55021. Almost 100 mph was reached on the way home to Edinburgh at Croy.
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In August 1981 BR ran a couple of Sunday specials from Edinburgh to Oban using Deltic 55021. This photo was taken on Sunday 9th August. On the way to Oban, the train picked up an Eastfield driver at Springburn to act as conductor to the Haymarket crew from Springburn to Oban. The Eastfield driver (in the driver's seat) on that occasion ended up driving the deltic from Glasgow to Oban and return. It was such a lovely day all the passengers enjoyed their trip to Oban and all for 5 pounds per person. I was also lucky enough to get to travel on the loco on both occasions.
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Royal train working about to depart Craigentinney for the short run up to Waverley in preparation to take the Queen from Edinburgh to Glasgow Queen Street. If I recall this took place sometime during 1981. The train was formed using a specially prepared push pull set hauled by 47711. The loco was manned by an Eastfield driver and traction inspector, sadly after all those years I don't recall their names other than the traction inspectors name was Willie.
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The second shade used for the 2 tone green is usually Sherwood Green. I remember in the early 70s, when precision paints started, seeing a tin of their sherwood green. The opinion of myself and a few friends was that this shade was totaly wrong for the locos that we saw passing through Fife between Edinburgh and Aberdeen. I also remember a 47 on display at an Eastfield open day in the early 70s and the green that I recall was the same as used for the lower stripe on the Deltics. ( unfortunately I only have a black and white Photo which does indicate a large contrast between the two shades of green) I would assume that the shade of green that I saw on a daily basis was a weathered version of this light green
Any Thoughts.
Norman Blackburn
Hi Shed Driver,
Here is a photo taken of 1969 at the Eastfield open day. Sorry about the poor quality photo
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Dave,
One of the things I've done with mine was change the Bachmann driver to the no 2 end, I'd noticed that most pics of the push pulls showed that the no 1 (roof fans) end was coupled to the stock, we have a few drivers in SDEG so I asked the question and they confirmed that the no 1 end was normally (but occasionally not!) coupled to the stock due to the local/remote changeover switch being situated in the old boiler room at the no 2 end., I just popped the cab interiors out and swapped them around!
I've got one of the real yellow stickers that were inside the cab with the push pull speed restriction too, I'll need to dig it out and get a pic!
Craig
The reason for driving from the number 2 end on push pull services, was that it was easier for the drivers to toggle the remote control switch for push pull mode - which was at the number 2 end, otherwise the drivers would walk to the other cab. The number two end was also a lot quieter as well.
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Quite fancy a jinty, memories of a Triang Hornby model I had many years ago. However.... nowadays it's O gauge based in Scotland for me ; can't find any evidence of a Scottish based Jinty - does anybody know better?? Thanks
There were some Jintys allocated to Polmadie and Motherwell. See from 47536 onwards.
http://www.brdatabase.info/locoqry.php?action=class&id=78&type=S&page=alloc
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If I remember right Neil the Ripper units for D/G communications were in separate boxes in each cab (above the screen on a 47/7, behind the switch panel on the DBSO)? Was the FM module not the first in line after the RCH cables? Where's Bill Prentice when you need him, he'd have kept you right
Hi Bob,
I have just tried to find some of the documentation I had from Brush which showed the system schematically but can't find it just now. I don't recall if the D/G communications was integrated with the two wire control system or not. We had I think one day's training in Derby including some sessions with the Brush design engineers more just an overview really.
Yes Bill always kept me right
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Hi Derekstuart,
I'm glad you and others found the spot interesting and informative.
The 47/7 and DBSO system in Scotland was designed and supplied by Brush and was an FDM system, so it modulated different frequencies to transmit the different channels/messages used to control the loco from the DBSO and for the loco to send messages back to the DBSO.
The systems used on the West Coast mainline and East Coast mainline were designed and supplied by Plessey and they were (are) TDM systems so the different channels are transmitted during predetermined, discrete time-slots in a predetermined sequence. Interestingly, the Mark 4 coaches on the ECML use TDM to control the Class 91 from the DBSO, but they also have an FDM system as well. This is used for control within the rake and is used for air conditioning control, lighting control etc.
Another interesting feature of the Brush system was that Channel 1 which was "Engine Start" on the Class 47/7 was also described in the manual as being "Pan Up & Reset" on the Class 81 loco! The Class 81s were never fitted, but the system was designed to be used with them. For each Class 47/7 channel, there was an equivalent described in the manual for the Class 81.
I have just found this thread. I had some experience with the Brush two wire control systems through my involvement in commissioning the control systems on the class 47/7s and DBSOs for the Edinburgh to Glasgow push pull service. I can confirm Dunedin's post above in that it was definitely a FDM system. The FM module at the bottom right hand side of the module rack, if I recall was made by Ripper Electronics and provided the communications between loco and DBSO.
Sorry about the top photo being 90 degrees out - not sure how to rotate this.
Second photo shows is a more general view of the two wire control system. The loco is 47704.
regards
Neil
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I'm not sure about that, as D1914 was a Canton loco and, whilst WR locos did occasionally appear on the East Coast, it didn't happen very often.
Looking at the picture I think that it's very difficult to even be certain that it ends in 14. It might just be a faded area of the number that makes it appear so. Also, under the D prefix is a black oval, very common on Eastern Region locos where cast shedplates were no longer available. There were odd 40B ones but most commonly they were Tinsley (41A) painted shedplates.
I'm wondering if it might be D1994 - although the D1989-D1999 batch were Gateshead based (and ECML regulars) for a considerable length of time, D1994 was the odd one out, remaining at Tinsley.
To be honest, I think that this one is very difficult to call, as it isn't possible to enlarge it far without losing the resolution. I think that it will probably remain guesswork!
Could also be D1974 which was a Haymarket loco.
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I was in Peterborough on the 24th August 1973 when D9 passed through with a train of mineral wagons from the north. Sorry about the poor quality film.
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Hi all,
To complete the set, here are the A4 CADs as they stand so far. We wouldn't usually show them off at this early a stage however these are primarily used to ensure the distinctive streamlining is proportionally correct. We've compared it to our own research and drawings archives however as always we're keen to invite comment before we move on to adding the finer details. BIG versions are available, click the thumbnails below to get full size images.
Further details on development of the A3s, A4s and teaks are available above and on the main website Here.
Cheers,
Dave
Hi I think the front elevation picture looks incorrect. The outline shape should taper inwards from the top slope towards the buffer beam. This looks too parallel.
Regards
Neil
.jpg.1283e7b8043f24e0f3b1a9ddcdc9750e.jpg)
Class 50, By Accurascale
in Accurascale / Irish Railway Models
Posted