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Saw Tornado "in the flesh" last Saturday and it was obvious everyone who saw her that Jeremy Clarkson was certainly not the Fireman. (Have you ever seen anyone so clue-less with a shovel??) #60163 simply played with the train out and back, and looked and sounded absolutely awesome at Stormy Sidings on her way back to Bristle. She's a credit to all the Covenanters and supporters. Hwyl, Martin.
The main reason the UK's locomotives didn't need headlights dated back to the Enclosure Acts, which forced landowners to fence in their holdings, so other than few pockets of "common land," agricultural land is fenced off, and we don't have an open range. Likewise, the enabling Parliamentary legislation for railway lines stipulated that lines be fenced off. So trespass by humans or animals is thankfully less common than it might be. Another factor would have been the the obligation
The location of the near miss between the orange single-car DMU and the red motor car was at Llangadog, one of many stations on the Central Wales route which have adjacent road level crossings. The station platform is visible in the background. The crossing warning lights are activated by the train Guard using a control box at the leading platform end when travelling northwards (as was the case here), and by the train's leading wheel flange striking a treadle button a suitable distance away when
The use of Whistle Codes was quite common throughout the UK, and those lucky enough to get their hands on really old Working Time Tables can check out the special arrangements of how trains were to be worked at certain locations, and what whistle codes were to be blown for particular messages. These were listed as combinations of Long and Short, and a Crow was a Long-Short-Long-Short Long (**** a doodle doo). Typically they would be requests for Bankers (Helpers in US parlance), to advise Signalboxes
Great to hear the Western's in good nick. But Braintree?? Did you mean Witham? Martin
Simon Reed wrote: Those who have followed this thread along it's long and tortuous journey may recall that I was involved in an attempt to resurrect an ALCo S1 at Railworld, Peterborough. For various reasons this project was abandoned. To recap, Five ALCo S1's were imported to the UK in 1949/50 to work in the Port Talbot Steelworks complex. They were retired in the early 1980's and three of them (801,803 and 804) entered preservation. The historical signifance of these loco's cannot
tomikawaTT wrote: The US and the UK have a common track gauge, 1435mm. The US loading gauge is so much bigger that normal-size rolling stock would put British lineside structures at considerable risk, not to mention getting stuck like corks in some of the tighter through truss bridges. OTOH, the South African Railway is 1067mm gauge, but has a loading gauge larger than the railroads in the UK. Of course, there is one exception in the UK. Since Brunel built the Great Western with seven foot 1/2 inch
Opinions would seem to be split on this, and it seems the people who've never witnessed European screw couplings in everyday use that label their use dangerous and inefficient, whereas those who have seen them in use, are quite relaxed. Yes, it seems that more and more bulk product freight wagons are being equipped with some form of automatic coupler, but US fans have to realise that the overwhelming majority of UK freights run as block trains from origin to destination with very very little
Tulyar, IIRC, I read that on the contrary, oil firing did catch on as a result of the Great Western's experiment very soon after the end of WW2, but the initiative was quietly dropped (with most of the evidence swept aside, and most references air brushed out) as the UK couldn't afford the foreign exchange i.e. US Dollars, to buy the additional oil (in the same way that experimental work towards main line dieselisation had to be home-spun, as approval to buy US locomotives would not be forthcoming
Railway Man wrote: The more important fact about locomotive coal use is that railroads and coal mines were often one and the same company -- the Hepburn Act was never fully enforced -- and many railroads were in fact a coal company that happened to own a railroad for the purpose of (1) being able to deliver its coal to market at a competitive price and (2) ensuring the owners of adjacent coal lands could not deliver their coal to market at the same price. The N&W and all the anthracite roads
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