Bomag

67400 replaced the TSO not the MSO. AFAIK one of the TSOs (71733 in 5920) was damaged and 67400 replaced it in August 1988 until October 1990. After that two of the TSOs were use to test the doors for Networker and in the move around 67400 ended up in 5918 from April 91 to March 01. At that point it replaced 71731 in 5912. Given that 71731 has had some time OOU 4/91-1/93; 6/96-3/01 before spending less than a month in 5912 (which may not even ran with it) it is likely that 71731 was in such a poor condition that it was effectively withdrawn.

When I was in p/way design in 89/90 we got notified of when the weedkiller train where due and no p/way worker was alowed on track at the time. Apart from those with proective clothing we had wait intil it had rained or (I think) three days had past before going out on a treated section.

There is/was a difference between two adjacent zonal tickets (which is valid without stopping) and a zonal and station specific was was not valid unless stopping at the station.

It's likely that the first class Mk1 rakes were repainted in swallow livery (as oposed to executive style branding) before the first 47 came out in full RES livery - possibly it would be OK with the initial red parcels livery on the 47s.

I don't think any had a chimney on the schemes I had them on, it's not as though we needed another excuse for the skins to hide from the rain. Given that RCE Anglia did not give any waterproof to thier TO's (but did to the workers) a couple of techs in the van may be more like it!

Formations: - http://www.abrail.co.uk/lhcsstockformations.htm Services:- http://www.railforums.co.uk/showpost.php?p=1478549&postcount=5

I have two Lima 31s. The only suggestion I can give it is to go and replace them with new Farish locos. Sorry if this does not seam helpful but will, in the end, lead to less angst.

They were not, all production 150s were delivered in one of two variants of Provincial sprinter livery. Provincial sector did not become Regional railways until several years after the last 150/2 was was delivered. A photo of 150247 in provincial livery https://upload.wikimedia.org/wikipedia/commons/d/d7/19880218-Preston-150247.jpg Regional railway livery, with linking device but without text. http://www.angelfire.com/al2/philspage/images/150273rr.jpg

150247 was delivered in Provincial livery to Newton Heath depot (even to NL, odd to NH), proably in the 1st half of '87

Most WR A/C stock in the 70's were Mk2E with a few later Mk2Fs. There are several threads on this and a couple include coach numbers.

Could you please check your notes and confirm, 6410 is a Mk2c SO ex FO 3164 (preserved at MNR); 3301 was a Mk2f FO which became SO 6460, TSO 6825 and was cut up in 2007.

Try realtime trains website, the detailed info includes the diagramed stock.

I think this says more about your juvenile sense of humour than whether the fireman was being slightly over picky.

Unless the tunnel is cut and cover it will almost certainly be round or oval. Basic soil mechanics would mean that a square opening would likely not be stable without bracing - you can see this at Westminster tube station with the escalators to the Jubilee line.

Last time I went to Pecorama the shop was selling other manufacturer's products at competetive prices and PECO (and associated brands) at full RRP. They did not even have anything like every PECO line in stock. The person in front of me on the queue had quite a few other manufacturer's models but said to the guy on the till he specifically came to get some PECO bits but could not see them. The reply was the bits were out of stock, partly as they sold relatively few PECO products as they had to charge full RRP, on everything else was priced to be attractive to modellers, or for Thomas the parents. While not a proper free market, modelling is still discretionary spending and very little of it is impulse buying. If the responce by the prospective buyer is that 'this is a bit steep' then you are going to not have a sale - if it is 'well I can get it cheaper from Hatton's but it is close enough that I don't mind given I will have it in my mits and I will not have to faf arround their irritating website and arrange for somebody to be in' then you may get them to make mulitple purchases. For many modellers RRP is 'this is a bit steep'.

'Rail Operatives'! Last time I worked with 'Rail Operatives' they were the ones putting in the track clips during a restressing job. Perhaps a more meaningful job desricption/role profile?

A Diagram 60 RSO body is effectively the same as any other 1960 TSO/SO, the vents may be different and the interior was probably a different textile but mostly it was the same. Is there a preferred time\location/livery?

It was potentially the other way round for the reason to bundle them. The centre cars (with coupling change) could be loco hauled as they are with the VSOE. I read that Arnold did not want retailers ordering less driving cars than trailers.

Longworth and Butlin have different dates for these four. They were transferred to the WR in either late 66 or early 67 and gained B4s at some point. As far as I am aware they remained VB/SH and so would probably not run as dining cars on the WR following the induction of MK2bs (which were AB) in early 68. They may have run as dining cars for VB stock on secondary services but these would mostly have a single RB or RU. 1015 was withdrawn in November 1975 and is a camping coach at Dawlish (but may not be for much longer). The rest look to be withdrawn in Aug 76-ish and quickly scraped. Given that month/date I would suggest that they had bee used as seasonal stock for reliefs etc. There was a clear-out of vb/SH Mk1 about this time.

Which livery (colours/date) as it varied.

Class 91's have always been on the county end of the stock except after some diversions where they ended up the wrong way round - there were less oportunities for turning them than HSTs. I am aware of them being turned at Leeds on the triangle at Holbeck, via the high level line at Newcastle and possibly the triangle at Carstairs.

A good choice of numbers/liveries for the 86/2 and at less tha £100 each. Given that it is a crime to have 86401 in anything other than NSE I will have to pass on it.

The max power of the 90s is over 7000hp whereas the 91s is 6300hp. Contiuous power is 5000hp and 6100hp respetcively so even without the lower top speed 90s still run out of 'puff'. I think one of the diagrams has either the 15:05 or 15:35 ish deparures to Leeds on it, back when they were ding the 91/1 upgrade the 15:35 was diagramed for a 90 - it was always the one to go for as they avoiding useing that set in place of failed 91 on a Newcastle or Edinbugh service.

In a normal D/E all the traction and ETH power would come from a single generator/alternator (some had two). The RPM would be set by the combined load. For a D/H it would require an additional device (or two additional, one for each engine), the losses of having to put the engine energy through a generator and torque converter would likely be higher, leading to a higher overhead than a 50. Another issue is that engine RPM would be set via the power at rail. To get a working ETH at idle would require the system to work with varying voltage and/or amp-age - if I can remember back to A level physics this would require increase load from the engine.

I had a number of chats with the mechnical engineers overseeing the Class 91s+ Mk4s on my trips to Kings Cross Eastside offices in 89/90. They were clear that although the body was of a design which could tilt there was no intention of fitting tilting to them. They did say that somebody was working on updateing the design for tilting for the WCML - presuambaly what came out as IC250. What stopped Class 91s + Mk4s doing more than 125mph in service was the signaling, it took to long for a 91 to brake from 140mph to fit in with the signal spacing i.e. upon seeing a double yellow there was not enough space for a normal service brake application to stop the train before passing the red. This is why they devised the flassing green for the high speed test. The feedback was that even after they swicthed round the bogies on Mk4s the ride at above 130mph was 'lively'.