Відео

@@BibTheBoulderTheOriginalOne look for my other video in the engine room 🙂. Also not sure of your age, but I used to work in Derby at the old Engineering school - in my team we had an ex driver instructor from 4-shed called John Sumner , lovely fella . Worked for us part time . I also used to be Technical Training Manager in ‘Midland Mainline ‘ days based at NL but worked a fair bit in Midland house too - happy days. 👍🏻

@@robertmorley9748 What a small world...John Sumner was my trainer. He taught me (and 10 others) on a full driver rules & traction course.

@@Hrossey look for my other video taken in the engine room 😉

Kevin, look for the other video where i go in the engine room :)

This is it: ua-cam.com/video/sqZKSEHu43Y/v-deo.htmlsi=kU6LUrwXVCd0FHwu

I’d guess @30 ish

I feel I should know the relevance of the ‘Emirates’ comment … but can’t think 🙂

... the Football ground !! - Im not as sharp as i used to be 😆

The Emirates wasn't built until about 9 years later.

It needs proper blokes to drive trains, of course

But was it? Speedo’s were not guaranteed as spot on - wonder what the back end speedo was showing? EMU’s can often be found with speedo’s showing different figures at each end - only about 5mph, but between back and front could amount to a 10mph difference 😮

@@andrewbrown6786 So it could even be 140.

@@TrenyCwm yes - that is also true…

He had 50 yrs service in to the day . He was happy to finish as working conditions had changed a lot over his career. 🙂

Good to know thanks .

@@robertmorley9748 my Dad was a KX based Traction Inspector and he knew your Dad; he had a very high regard for him. Like him he had a long career on BR, actually starting work for the original LNER not long before Nationalisation. He said the same thing- working conditions were changing and that is why I didn't follow him onto BR. But it brings back memories of time in the back of the cab leaving Kings Cross- even years later there was something special about the start of that particular journey that no other journey- be it UK or the Orient Express or any of the long distance Amtraks- nothing can beat a HST out of KX. Thank you for sharing the video.

​@derektaylor2941 I am a Driver on XC at Cambridge. I knew a few KX Drivers in the early 90s when I was a Trainman D on the RES cl47s. I was into Aviation back then and ask your Dad if he remembers D Neville, M Humberstone and L Chung? D Neville long retired but I believe the other two are still Drivers? Cheers

@@davee4508 Sadly my Dad passed away in 2000 at the age of only 70 . A life well lived though ... :)

You wouldn't want to do that out of Kings Cross- unless you wanted most of the wheels in the dirt.

​​​@@derektaylor2941 Obvs it all depended on where you were. KX station in those days was 15 max all lines and certain other stations have/had 15/20/25/30 pointwork. But starting away from the rest of them (as shown at 05:30)...drivers could pile it all on if they needed to make up a bit of time😊

@@ChangesOneTim are you a HST driver? I'm not and I admit it. But I did work at KX assisting the area Traction Inspectors with admin work and I distinctly remember one case of a driver disciplinary for using excess power even though the speed wasn't exceeded. As I understand it there was a risk with a HST set that if it went over slow speed P&C under high power that it could push it off the rails. But what do they know- they were only Traction Inspectors working under the operating instructions of Derby.

@@derektaylor2941 Me neither. Never heard that one before; it's not as though the track geometry was so tight as to cause buffer-locking as HSTs don't have them.

​@@ChangesOneTim I am not an engineer but as I understand it: For any curve there will be a safe speed and a speed at which derailment is possible/ likely. The reason for this is well understood- the train has inertia and inertia means it wants to go in a straight line; the track guides it around a curve and the force is called centripetal (that's the force of the wheels resisting the rails). Too much energy (speed) and over it goes. The same principle applies on points and crossings- remember that KX (until recently) had a 15MPH limit, so that's fairly tight trackwork* again the same principle if there's too much energy present (in this case drawbar HP rather than speed) and the rails cannot counter it with centripetal force then over it's going to go. * In fairness, not all roads out of KX were so restricted. I think platform 6 or 5 COULD- though not allowed- provide the sort of departure you're thinking of. HTH

He did indeed :) - if you like the Valenta sound, look for the other video I took on the same trip in the Engine room !

The Davis and Metcalf E20 PBL was the quiet one. Discharged the brake at both ends for a rapid, uniform brake application, but recharged the brake only from the front E20. Also if memory serves, by placing the brake control past step three, or the rivet on the indicator, would cause the brake cylinder pressure to be above 2.1 bar and close the AC intakes, which stopped the pad smell from entering the passenger Coaches.... at 127 she normally automatically cut power, and on some power cars, I believe the first batch, the red wheel slip light illuminated. Just loved the Paxman Vallenta as well. What a piece of kit.

@@213twinkle8 it was the drop in brake pipe pressure that operated the FAD (Fresh Air Damper) on the Air Cons. This remained closed for 120 seconds after brakes were released. They stuck open a lot ... :) (ps it was E70 for the control unit :) )