Jump to content

hexagon789

Members
  • Content Count

    310
  • Joined

  • Last visited

Community Reputation

247 Excellent

About hexagon789

  • Rank
    Junior Member
  • Birthday November 1

Converted

  • Location
    Glasgow

Converted

  • Interests
    Railways, History, Politics, Travel

Recent Profile Visitors

931 profile views
  1. I believe that's how it works, I can't see how else it would without an air-conditioning plant to do the job of sucking the air in.
  2. Forced air ventilation might be a better term. Vents on the roof take in air forced by the movement of the train through the air. This is then heated as necessary and directed via ducts to vents in the passenger accommodation. Windows within the passenger accommodation also have sliding ventilators (moveable segments in the glass) which allow more ventilation in hot weather. These were marked on British stock with arrows to show how far they could be opened to allow fresh air in but without draughts if wished. It's worth noting that while the British Mk2D and 2E stock had sealed windows t
  3. An intriguing and probably unique combination.
  4. Still full sized windows or the reduced height Mk2 AC style? It was even longer than I thought - about 10 years since I last saw it!
  5. As far as I know the Brake First Executive retained pressure vent Mk2-style sliding toplight ventilators and not sealed windows. Apologies, it's been that long since I watched it. I thought there was a compartment but obviously not.
  6. Found something I was looking for earlier - a YouTube video in which, at 3 mins 40, there is a Black 'n' Tan pair of Baby GMs on a mixed formation of Mk2Ds. I'd guess at mid-1970s, probably about 1975/76.
  7. I believe that was the original intention, but they soon decided not to perpetuate it with other locos. Funny you should mention that the "A"s looked more modern than the GMs, I'm reading a set of journals I recently procured and a short piece in the news section of one refers to the GM classes giving excellent service and rarely failing but the "A"s suffering many failures even after re-engining (apparently electrical failures). The uprated ones were far more reliable as the electrical equipment had been refurbished and the traction motors rewound. As for the decade I can
  8. Given the first two AC sets entered traffic from the 4th December 1972 and 001 wasn't painted into ST until early the next year, there would've been a few months with only BnT locos hauling them. It's a fascinating period marked by new air-conditioned stock coupled with significant service improvements in the beginning of the decade, a new livery, then a series of worsening cuts in its middle, and finished off with some improvements again to the train service and new powerful 071 locos as well. Similar significant change in Northern Ireland Railways as well with the New Enterprise of
  9. I haven't watched this in a while but if memory serves the Executive Brake is seen in this programme from the BBC - Great Railway Journeys: https://www.bbc.co.uk/iplayer/episode/p03rdrdk/great-railway-journeys-series-2-4-michael-palin-derry-to-kerry
  10. And the Cù na Mara of the same year, usually a 121 pair in '76. Clearance issues?
  11. Thought I might find something in Jonathan Allen's excellent flickr albums (I can easily get lost for hours in those!) and sure enough I've come up trumps. I couldn't find any BnT with AC stock in 1977 but here's a BnT pair on the 0830 "Supertrain" to Cork at Hueston station in 1976: (Photo credit to Jonathan Allen) He notes this was booked for a pair of 121s in the working timetable, but 174 is subbing for the other 121. Somehow I've always liked BnT locos on supertrain stock I think the contrast is more interesting and I like the livery anyway!
  12. Plenty of photos of ARs, B121, B141, B181 Black 'n' Tan locos on Mk2 AC stock and mixed pairs (one BnT, one ST) as well. There is a picture in the O'Dea collection of a double BnT 141/181 pair on a Cork Road Mk2d set in early 1973 before the large sets were shortened (from EGV+8 to EGV+6) and the number of links increased (from 5 links with large sets plus the Tralee link (only EGV+4) introduced in January 1973 to 8 links from April 1973 plus the Enterprise from May). There were definitely some 141/181s in BnT until after the 071s entered service, probably as late as 1978 at least.
  13. Much cheaper than manned crossing gates and full semaphore signalling. Though the GB system has full train protection something lacking outside the DART corridor afaik.
  14. No problem, I spent long enough researching the Mk2D fleet so I should know plenty about them by now! If you ever need an individual vehicle number checked I have a master list I compiled which I can refer to.
  15. The only vehicles which never changed internal layout were the Standards 5201-5236. The Superstandards (5101-5106) were covered to 56 or 62 seat Standards between 1985 and 1987, though 5106 remained Superstandard until the late 1990s for the Enterprise, it being converted to Standard in about 1998/9 (I can get the exact year if needed). The Composites (5151-5159) were very variable. 5 were converted very early in May/April 1973 to 54-seat Standards (5153-5156 and 5158). The remainder remained as Composites until 1988 though were declassified in the early/mid-1980s. Only 3 were actual
×
×
  • Create New...

Important Information

Terms of Use