QUOTE: Originally posted by mhurley87f As mentioned above, Up and Down could be easily defined on routes radiating from a Railway Compnay's HQ, but problems might innocently arise on orbital routes. Martin
Thanks to Chris / CopCarSS for my avatar.
QUOTE: Originally posted by Hugh Jampton We're GMT period, so we're coming to you from 6 hours in the future...
John Baker
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by Hugh Jampton We're GMT period, so we're coming to you from 6 hours in the future... Then some of you cats keep some weird hours[;)]
Isambard
Grizzly Northern history, Tales from the Grizzly and news on line at isambard5935.blogspot.com
QUOTE: Originally posted by Railroading_Brit Just come across this and remembered the discussion of "Leader" here - http://www.modelfair.com/acatalog/Golden_Arrow.html is a OO scale model of the loco, one of a limited edition of 200 apparently. Might be of interest!
QUOTE: Originally posted by John Bakeer The SR system/ OVSB of wheel arrangement would be Co Co? John B.
QUOTE: Originally posted by daveklepper Good. I gather that the Stadler equipment on the River Line, diesel electric and not diesel mechanical, does get rave reviews regarding riding quality, quiet, and performance. They run with one man, an operator, just like the classic PCC's and most USA and Canadian modern light rail, but I understand that 2-man crews are normal on modern British light rail and on certain heavy bus lines as well! On my first visit to Great Britain, in 1962, nearly all buses were 2-man. Or so it seemed.
QUOTE: Originally posted by John Bakeer As I understand it, the Leader was to fill the slot allocated to the express tank locomotives with the additional capacity to carry out main line tasks, shunting was never a consideration. 2C1 referred to 2 leading undriven axles with C meaning driven axle(s) and 1 trailing undriven axle, I think it was more a case of adopting diesel and electric parlance in order to maintain a modern image. John B.
QUOTE: Originally posted by daveklepper Would the unions unalterably oppose one-man branchline trains if staffing were held and service doubled?
QUOTE: Originally posted by M636C Originally posted by John Bakeer De Caso's big Nord 4-6-4s, classes 232R and 232S were styled somewhat like the Gresley A4, but as they operated with the smokebox cover removed had similarities with "**** o' the North" and Bullied's own pacific types. .M636C They operated with the smokebox cover removed, meaning the front of the smokebox? Sounds counter-productive to getting the exhaust to exit through the stack. I picture a loco running with its front end innards exposed to the elements. [?] Isambard Grizzly Northern history, Tales from the Grizzly and news on line at isambard5935.blogspot.com Reply daveklepper Member sinceJune 2002 20,096 posts Posted by daveklepper on Monday, March 27, 2006 11:09 AM But the River Line does operate one man. Possibly one-man operation would require investment in grade crossing protection, automatic train stop, even train control (speed control) at signals, etc. Even constant TV monitoring between train and central dispatcher control desk is possible today. Reply Simon Reed Member sinceMarch 2005 From: Sulzerland, UK 337 posts Posted by Simon Reed on Monday, March 27, 2006 1:14 PM A lot of trains on the inner suburban network in South London are driver only operated. The driver does'nt issue tickets but there are ticket machines on stations, many of the stations are manned and "flying squads" of travelling ticket inspectors ride randomly around the network checking tickets. Nottingham is a double-manned network and in my experience, like Sheffield, the conductors are very vigilant. I suppose the light railway we've not thought about is Docklands which does'nt even have drivers! I'm heading down there on Friday to ride the new City Airport branch so I'll attempt a few photos for the benefit of our non-UK friends. Reply Hugh Jampton Member sinceSeptember 2003 From: Southern Region now, UK 820 posts Posted by Hugh Jampton on Monday, March 27, 2006 3:40 PM QUOTE: Originally posted by Simon Reed A lot of trains on the inner suburban network in South London are driver only operated Especially if you consider London Underground. Generally a lurker by natureBe AlertThe world needs more lerts.It's the 3rd rail that makes the difference. Reply Murphy Siding Member sinceMay 2005 From: S.E. South Dakota 13,569 posts Posted by Murphy Siding on Monday, March 27, 2006 7:42 PM QUOTE: Originally posted by mhurley87f There are locations where the driver or the guard must leave the train to attend to single line tokens, activate highway signals protecting level crossing, and in a very few instances, physically open and close gates! Martin Could you elaborate a little about the tokens/signals comment? And the gates![:0] That must be really rural![:)] Thanks Thanks to Chris / CopCarSS for my avatar. Reply BR60103 Member sinceJanuary 2001 From: Guelph, Ont. 1,476 posts Posted by BR60103 on Monday, March 27, 2006 10:23 PM Murphy: Start with the gates. The Briti***raditional level crossing has a set of big fence gates (with red circles) that keep the fence continuous. They are generally left across the tracks (for some weird reason) and need to be moved to block the road so trains can pass. Some places have bouble gates, others just single. I suspect that in some places the crossing signals (flashers) may need to be manually started. Tokens are a wonderful story in themselves. Where there is a single line, the driver must have authority (permission) to occupy the line. Theis is in the form of a token (big iron ring?) or a staff that has the name of the section of track written on it -- "Oysterperch to Far Twittering". The signalman would set up the line, in conjunction with the signalman at the other end of the line, and then the interlocking system would allow him to take out a token and give it to the driver who then knew that there was no other traffic on the line. The driver was required to read the token to ensure it was the right one.Tokens were issued at signal boxes at points where there were several tracks going into one -- stations and passing sidings. They were often passed at speed and occasionally dropped. There were usually a number of copies of the token to allow several trains to follow in one direction. The streetcar museums at Rockwood and Kennebuckport use a staff system for their single lines. I suggest the book "Red for Danger" by LTC Rolt, which covers all sorts of developments in the safety systems in Britain, all of them because of horrible accidents. --David Reply M636C Member sinceJanuary 2002 4,612 posts Posted by M636C on Monday, March 27, 2006 10:49 PM QUOTE: Originally posted by Isambard QUOTE: Originally posted by M636C De Caso's big Nord 4-6-4s, classes 232R and 232S were styled somewhat like the Gresley A4, but as they operated with the smokebox cover removed had similarities with "**** o' the North" and Bullied's own pacific types. .M636C They operated with the smokebox cover removed, meaning the front of the smokebox? Sounds counter-productive to getting the exhaust to exit through the stack. I picture a loco running with its front end innards exposed to the elements. [?] Taking the Gresley A4 as the example, they had what was called a "Bugatti Nose", a flat sloping streamlined cover (based on French Bugatti railcars) outside a conventional smokebox. A crank handle was inserted in the side of the nose and turned and the flat sloping section opened as two clamshell like doors split horizontally and hinged top and bottom, revealing a conventional smokebox door inside. That was then opened to access the smokebox. On the Nord 4-6-4s, the equivalent streamlined cover was just a large single steel plate, possibly clipped or bolted in place. This was soon discarded, leaving a gap in the streamlining revealing a recessed conventional smokebox door. This was generally similar, as I said, to the as designed appearance of "**** o' the North" as built (it was modified to look more like an A4) or the appearance of Bulleid's Pacifics as first built. M636C Reply Tulyar15 Member sinceJuly 2005 From: Bath, England, UK 712 posts Posted by Tulyar15 on Tuesday, March 28, 2006 1:11 AM My brother has added some more pics of Worcester, England to his site, which show some of the variety of trains which can be seen there, alongside the fine collection of ex Great Western semaphore signals:- http://www.roscalen.com/signals/Worcester/index.htm Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Tuesday, March 28, 2006 6:36 AM Regarding the manual level crossings, I live next to the Heart of Wales line. Our town level crossing has the standard four electrically-operated lowering barriers, but they're activated by the train crew. The driver stops the train next to a control box about 30 metres or so from the crossing, the guard climbs down and presses the button. The lights then flash for a short time before the barriers lower - the idea being that people can get clear of the crossing or stop before the barriers lower. The guard then rejoins the train which runs through, after it has passed the lights go out and the barriers raise. It's been like this ever since the original manned signalbox was abandoned (that's now on the station platform as a museum), originally there would have been the type of gates that David describes, operated by means of a large wheel in the corner of the box (looks not unlike an old sailing ship's wheel) and a selection of rods and pivots under the trackbed/roadway. I've only once seen a car get stuck on the crossing (clueless drivers are a worldwide problem!) but as the train was stationary it wasn't dangerous - the guard ended up helping them reverse it clear of the tracks! Reply Edit « First«31323334353637»Last » Join our Community! Our community is FREE to join. To participate you must either login or register for an account. 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Originally posted by John Bakeer De Caso's big Nord 4-6-4s, classes 232R and 232S were styled somewhat like the Gresley A4, but as they operated with the smokebox cover removed had similarities with "**** o' the North" and Bullied's own pacific types. .M636C
QUOTE: Originally posted by Simon Reed A lot of trains on the inner suburban network in South London are driver only operated
QUOTE: Originally posted by mhurley87f There are locations where the driver or the guard must leave the train to attend to single line tokens, activate highway signals protecting level crossing, and in a very few instances, physically open and close gates! Martin
--David
QUOTE: Originally posted by Isambard QUOTE: Originally posted by M636C De Caso's big Nord 4-6-4s, classes 232R and 232S were styled somewhat like the Gresley A4, but as they operated with the smokebox cover removed had similarities with "**** o' the North" and Bullied's own pacific types. .M636C They operated with the smokebox cover removed, meaning the front of the smokebox? Sounds counter-productive to getting the exhaust to exit through the stack. I picture a loco running with its front end innards exposed to the elements. [?]
QUOTE: Originally posted by M636C De Caso's big Nord 4-6-4s, classes 232R and 232S were styled somewhat like the Gresley A4, but as they operated with the smokebox cover removed had similarities with "**** o' the North" and Bullied's own pacific types. .M636C
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