John Baker
QUOTE: Originally posted by Railroading_Brit 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!
Thanks to Chris / CopCarSS for my avatar.
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by Railroading_Brit 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! In a situation like that, does the driver blow the horn at the crossing as well?
QUOTE: Originally posted by M636C 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
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
Isambard
Grizzly Northern history, Tales from the Grizzly and news on line at isambard5935.blogspot.com
QUOTE: Originally posted by Murphy Siding I understand how the British have privatized their system now. The tracks are owned by one entity, and the trains by another. Can anyone explain, in layman's terms how this actually works? and is it working? Perhaps some of our forum members from over there could enlighten us. (Future Model-throttle back for a bit on this one-I know you're not British[:)]) Thanks
QUOTE: Originally posted by Tulyar15 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
QUOTE: Originally posted by John Bakeer I recollect the last buses with two man/women crews were the London Routemasters that dated from the early fifties, the last regular service operated by these vehicles was withdrawn a few weeks ago amid a sad celebration. I believe a musuem route is still retained for tourists. London Transport have recently introduced single manned Bendibuses to replace the Routemasters, but at sixty feet long, they are causing major traffic problems. As far as I am aware there is no bus company in the UK currently operating two man buses in regular service. On a recent trip to Blackpool I travelled on a double decker tram with a two man crew, there was a third person (possibly an inspector or instructor) operating the doors. I take on board all the enlightening comments about the Leader and feel the subject (for me at least) has run out of steam. one puzzle remains, communication between driver and fireman? John B.
QUOTE: Originally posted by cogload murphy...the S&C is still with is and ironically sees so much freight traffic that they have had to shut the thing for a month to relay the track with the pounding from (imported) coal trains. Google (uk) the Settle and Carlisle and hits there are many. worked absolute block with quite long sections. Have travelled Leeds to Appleby but not beyond.
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by cogload murphy...the S&C is still with is and ironically sees so much freight traffic that they have had to shut the thing for a month to relay the track with the pounding from (imported) coal trains. Google (uk) the Settle and Carlisle and hits there are many. worked absolute block with quite long sections. Have travelled Leeds to Appleby but not beyond. Quite a change from the 15 year old magazine article. The article made it sound like traffic back then was 6-8 trains a day, with a few of those being "short,light freight trains" Where does the coal get imported from? I'll bet it doesn't travel in 100 car unit trains of 100 ton cars, like it does here.[:)]
QUOTE: Originally posted by Tulyar15 Meanwhile Futuremodal will no doubt be delighted to hear that yet another OA operator has now got the go-ahead to haul coal down from Scotland. The infrastructure co Jarvis have now got an operating licence to run trains and will be running coal trains as well as maintenance trains.
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by Tulyar15 Meanwhile Futuremodal will no doubt be delighted to hear that yet another OA operator has now got the go-ahead to haul coal down from Scotland. The infrastructure co Jarvis have now got an operating licence to run trains and will be running coal trains as well as maintenance trains. Does this mean Jarvis is both an infrastructure co, and a train operating co, on the same line? I thought they were supposed to be seperated?
QUOTE: Originally posted by Simon Reed It seems to have been a worldwide thing during steam days that many drivers (engineers) considered themselves to be an elite who would have as little as possible to do with firemen (stokers) both on and off the job. I have a book by a Southern (UK) driver who rose through the ranks and recalls instances where the only conversation he had during out-and-back turns as a fireman took the form of grunts!
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