I hope it periodically releases clouds of dust.
Probably every time you go anywhere near it!
It was bought new, so I would have to provide any accessories (such as brake dust) myself !
I hope it periodically releases clouds of dust.
Probably every time you go anywhere near it!
No not Trojan although that catalogue brings back memories. I recall a more plain grey a bit like charcoal grey flannel trousers.Could it have been 'Trojan' fabric that was v common in 70s? No doubt the original upholstery would have worn out by early 70s so likely to have been re-upholstered just as you say - selection of designs here (in case you want your sofa re-done!)
Torrington | Catalogue
Browse our catalogue of fabric and moquette upholstery products.heritagerailfabric.co.uk
Without digging out my old combine volume I am not sure. I only recorded the powered vehicles Sc51250, 51454, 51520 and 51794.Out of interest what was the unit class
As do I, but I can't remember what stock had it. It wasn't common!No not Trojan although that catalogue brings back memories. I recall a more plain grey a bit like charcoal grey flannel trousers.
Without digging out my old combine volume I am not sure. I only recorded the powered vehicles Sc51250, 51454, 51520 and 51794.
I remember reading a book about the memoirs of a driver ( can’t remember the name) and he worked a DMU service to Crewe only to find that his return working was a 104 which he wasn’t signed for so couldn’t work it backI have an impression that drivers signed to drive DMUs and that there wasn't separate training for each individual type, perhaps someone could confirm or correct that impression.
I remember reading a book about the memoirs of a driver ( can’t remember the name) and he worked a DMU service to Crewe only to find that his return working was a 104 which he wasn’t signed for so couldn’t work it back
Some Liverpool drivers would have encountered Yellow Diamond Derby Lightweight dmus - they were used on Liverpool Lime St. to St.Helens & Wigan NW, plus CLC line stoppers until replaced by Class 108s.Possibly changed over time. I recall in the mid 1960s (steam still about) doing Liverpool to Crewe one Saturday, expected a 304 as normal, turned out to be a 2x2-car Derby Yellow Diamond set, presumably from Manchester-Hayfield which still had them at the time. No issue to the driver, it seemed, though such sets were normally unknown at either Liverpool or Crewe. It gave me the only trip ever on that line with the view ahead.
As we seem to have some here who knew those old controls, what did that panel on the left hand side of the cab with the blue lights actually do/show. I thought I knew all the rest, and have even been in and blown the horn a few times (sssh), but was always curious about those lights.
I asked a similar question to some of the older drivers at my depot, about signing individual dmu classes, and all said that once they signed dmus, it covered all classes. They would drive whatever turned up.I too had the same impression as the previous poster. I remember an occasion when the 'Mobile Museum' (hybrid 100/105 set 53355+53812) appeared at York once. I went for a photo of it, and the driver said to me "what's this old thing" or something similar. I told him it was the only one left and can't imagine he checked his 'book' or whatever to see if he signed Class 100s! Maybe someone who drove DMUs in the 80s could enlighten us?
That prompts me to ask why only DMUs had the view from the saloon into (and through) the cab? What was different that meant similar era EMUs didn't offer passengers such a vista?I recall in the mid 1960s (steam still about) doing Liverpool to Crewe one Saturday, expected a 304 as normal, turned out to be a 2x2-car Derby Yellow Diamond set, presumably from Manchester-Hayfield which still had them at the time. No issue to the driver, it seemed, though such sets were normally unknown at either Liverpool or Crewe. It gave me the only trip ever on that line with the view ahead.
They did the 303’s, 310’s and 311’s all had windows behind the drivers cab , was great on the North Clyde service enjoying the view on a Helensburgh serviceThat prompts me to ask why only DMUs had the view from the saloon into (and through) the cab? What was different that meant similar era EMUs didn't offer passengers such a vista?
As did the 310s IIRC (but not 312s).The Glasgow Blue Trains did.
As did the 310s IIRC (but not 312s).
EMU design developed on suburban systems with long trains and a brake van at each end (pretty much a requirement then). By the time the rules permitted only one brake in a 4-car set (2 cars was OK), design was dominated by the SR model which was essentially a normal coach with a cab on the end - and very often with a through gangway too.
DMMU design started from scratch and from the other end - 2/3 car and lightweight - so a single van worked, with bus seating - and the end view became possible (and popular with passengers, though not universally with crew!).
(The 4-car suburban sets retained 2 vans but at the inner end of the vehicle.)
As did the 310s IIRC (but not 312s).
The difference between 310s and 312s and other types of unit with a forward view being that there was a cross passage for the driver between the passenger compartment and the driving compartment as I recall.I remember 312s having windows to enable passengers to see out of the front. The 312s were more or less identical to 310s.
The difference between 310s and 312s and other types of unit with a forward view being that there was a cross passage for the driver between the passenger compartment and the driving compartment as I recall.
This picture indicates a glass screen.
File:312-insideDTO.jpg - Wikipedia
en.m.wikipedia.org
To stay on (nearly) on topic, you have to imagine that the success of the forward view of the (what were, modern) 'heritage' DMUs with the travelling public contributed to this design decision.
Well if we're including Cl150s, there was a daily Cardiff Central - Gunnislake service.