BR STEAM ERA FREIGHT !!! At 16:50 is a BR Standard Class 5 headed freight train. But the seventh wagon is painted Grey !!! BR owned wagons were generally painted "red oxide" to indicate they were "fitted" with vacuum train brakes, or light grey if they were "Unfitted" having NO train brakes, only a handbrake. As a result Red Oxide painted wagons were attached behind the locomotive, so it could control as many wagons as possible (known as the "fitted head"). And any grey wagons went behind the red oxide ones, as they had No controllable train brake only a hand brake ! What the above all means it that there were; "express" freights (max 60mph) where ALL wagons in the train had vacuum brakes (known as "fully fitted"). Then there were "Part fitted" freights were only some of the wagons had brakes, and depending on the proportion of "fitted" wagons, such trains could travel at various speeds between 35mph & 50mph, dependent on the proportion of "fitted" wagons. Finally there were the "Unfitted" (Class 9) freights (pale grey wagons) where NONE of the wagons had train brakes, so were limited to 30mph. Only the loco at the front & the brakevan at the rear, had working brakes !!! Tank wagons were nearly always "fitted" with vacuum brakes, especially as many of these wagons carried "hazardous" products. Note at 17:08 "Hazardous" products were NOT allowed to be coupled immediately behind a Steam loco (fire/explosion risk). So normally two four wheel empty wagons would be found between the loco & a hazardous wagon load. Further in the background at 17:08 is another small freight behind an 0-6-0, where the leading wagon is an unbraked van, which should go behind the two red oxide vans !!! Wagons marked "XP" (all fitted types) indicated they could be added to passenger trains, between the loco & coaches normally . To a maximum of 3 such wagons, and the passenger train was then limited to 60mph. Most commonly seen on branch lines, but occasionally in mainline trains. NOT FREIGHT !! Milk tank wagons, Horse boxes & Prize Bull vans were NOT part of the freight fleet, so DID NOT run in freight trains. They were part of the Parcels van fleet, so could run in Van trains & passenger trains. Milk Tanks because they were Glass lined, had to be handled carefully (no rough braking), so were fitted with passenger type braking & "Screwlink" couplings like parcel, mail, newspaper vans. Indeed many milk trains included such vans as well as Milk tanks. Indeed the ex GWR Siphon H bogie vans were intended to carry Milk Churns. SR Milk trains often included a "BY" type 4 wheel van (Hornby model) as these also had a Guards compartment in the middle. PASSENGER COACHES LIMITATIONS - The train at 17:32 !!! Ex GWR & LMS coaches COULD NOT BE COUPLED TO ex SR, LNER, BR or Pullman coaches. Because GWR/LMS coaches had British Standard Suspension (BSS) corridor gangways, a long concertina flexible type, with "latching" connections. Long shank sprung fixed buffers, & Screwlink couplings. While the SR/LNER/BR/Pullman coaches all had "Pullman" semi-rigid corridor gangways, that only rubbed against each other. Retractable buffers, & semi automatic Buckeye couplings. Further when the Buckeye coupling was in use, the buffers HAD TO BE in the RETRACTED position out of use, or these closely coupled coach types would Derail in sharp curves & pointwork. The only way to couple the two types, was to add special "adapter" plates to the Pullman Gangway type connection, so that it could physically clamp too the flexible BSS type. This was rarely seen, but did occur when the Western Region began receiving BR Mk1 coaches, and wanted to insert an ex GWR Catering car in the formation. A similar situation could be seen with certain LMR Mk1 sets, which had an ex LMS catering vehicle inserted amongst the Mk1's.
IGNORANCE IS BLISS - BUT IN REAL LIFE IT WOULD HAVE GOT THE SIGNALMAN A "FORM 1" CHARGE !!! A highly illegal move !!! At 1:47 we see a GWR Railmotor in the platform. And at the opposite end of this platform a non passenger (ECS) train is propelled into the platform !!! This move has to have a "calling on" signal to allow a second train to enter an already occupied platform. But this rule is ONLY applicable to trains of the same type. So two passenger or two freight, but not a mix, and no "shunting" allowed. Further, movement of the two trains simultaneously in the one platform is also strictly forbidden, as this breaks the number 1 "Absolute Block" primary rule. And there is no signalling provision. Worse the LNWR saloon has no brake compartment or even through gangway connection, and of course NO Handbrake. So there's no guarantee it won't move, when the loco leaves it in the platform. And it's liable to move when the Railmotor tries to couple to it. All forbidden operational behaviour. And of course when this train leaves it breaks another important rule, that of NOT having a brake compartment in the last vehicle, and NO Guard in that vehicle to apply the train brake and a handbrake if the train becomes divided !!!! Simply a catalogue of mistakes, which clearly reveals the operators of this layout are obviously totally ignorant of the fact Railways have Stringent & highly complex Rule Books. That resulted in serious penalties (even Jail) for those who broke the rules. So a visually pleasing period layout, has degenerated in a "Toy Train Set" Charade !!!!
BR STEAM ERA FREIGHT !!!
At 16:50 is a BR Standard Class 5 headed freight train. But the seventh wagon is painted Grey !!! BR owned wagons were generally painted "red oxide" to indicate they were "fitted" with vacuum train brakes, or light grey if they were "Unfitted" having NO train brakes, only a handbrake. As a result Red Oxide painted wagons were attached behind the locomotive, so it could control as many wagons as possible (known as the "fitted head"). And any grey wagons went behind the red oxide ones, as they had No controllable train brake only a hand brake !
What the above all means it that there were; "express" freights (max 60mph) where ALL wagons in the train had vacuum brakes (known as "fully fitted").
Then there were "Part fitted" freights were only some of the wagons had brakes, and depending on the proportion of "fitted" wagons, such trains could travel at various speeds between 35mph & 50mph, dependent on the proportion of "fitted" wagons.
Finally there were the "Unfitted" (Class 9) freights (pale grey wagons) where NONE of the wagons had train brakes, so were limited to 30mph. Only the loco at the front & the brakevan at the rear, had working brakes !!!
Tank wagons were nearly always "fitted" with vacuum brakes, especially as many of these wagons carried "hazardous" products. Note at 17:08 "Hazardous" products were NOT allowed to be coupled immediately behind a Steam loco (fire/explosion risk). So normally two four wheel empty wagons would be found between the loco & a hazardous wagon load. Further in the background at 17:08 is another small freight behind an 0-6-0, where the leading wagon is an unbraked van, which should go behind the two red oxide vans !!!
Wagons marked "XP" (all fitted types) indicated they could be added to passenger trains, between the loco & coaches normally . To a maximum of 3 such wagons, and the passenger train was then limited to 60mph. Most commonly seen on branch lines, but occasionally in mainline trains.
NOT FREIGHT !!
Milk tank wagons, Horse boxes & Prize Bull vans were NOT part of the freight fleet, so DID NOT run in freight trains. They were part of the Parcels van fleet, so could run in Van trains & passenger trains. Milk Tanks because they were Glass lined, had to be handled carefully (no rough braking), so were fitted with passenger type braking & "Screwlink" couplings like parcel, mail, newspaper vans. Indeed many milk trains included such vans as well as Milk tanks. Indeed the ex GWR Siphon H bogie vans were intended to carry Milk Churns. SR Milk trains often included a "BY" type 4 wheel van (Hornby model) as these also had a Guards compartment in the middle.
PASSENGER COACHES LIMITATIONS - The train at 17:32 !!!
Ex GWR & LMS coaches COULD NOT BE COUPLED TO ex SR, LNER, BR or Pullman coaches. Because GWR/LMS coaches had British Standard Suspension (BSS) corridor gangways, a long concertina flexible type, with "latching" connections. Long shank sprung fixed buffers, & Screwlink couplings.
While the SR/LNER/BR/Pullman coaches all had "Pullman" semi-rigid corridor gangways, that only rubbed against each other. Retractable buffers, & semi automatic Buckeye couplings. Further when the Buckeye coupling was in use, the buffers HAD TO BE in the RETRACTED position out of use, or these closely coupled coach types would Derail in sharp curves & pointwork.
The only way to couple the two types, was to add special "adapter" plates to the Pullman Gangway type connection, so that it could physically clamp too the flexible BSS type. This was rarely seen, but did occur when the Western Region began receiving BR Mk1 coaches, and wanted to insert an ex GWR Catering car in the formation. A similar situation could be seen with certain LMR Mk1 sets, which had an ex LMS catering vehicle inserted amongst the Mk1's.
IGNORANCE IS BLISS - BUT IN REAL LIFE IT WOULD HAVE GOT THE SIGNALMAN A "FORM 1" CHARGE !!!
A highly illegal move !!! At 1:47 we see a GWR Railmotor in the platform. And at the opposite end of this platform a non passenger (ECS) train is propelled into the platform !!! This move has to have a "calling on" signal to allow a second train to enter an already occupied platform. But this rule is ONLY applicable to trains of the same type. So two passenger or two freight, but not a mix, and no "shunting" allowed.
Further, movement of the two trains simultaneously in the one platform is also strictly forbidden, as this breaks the number 1 "Absolute Block" primary rule. And there is no signalling provision. Worse the LNWR saloon has no brake compartment or even through gangway connection, and of course NO Handbrake. So there's no guarantee it won't move, when the loco leaves it in the platform. And it's liable to move when the Railmotor tries to couple to it. All forbidden operational behaviour. And of course when this train leaves it breaks another important rule, that of NOT having a brake compartment in the last vehicle, and NO Guard in that vehicle to apply the train brake and a handbrake if the train becomes divided !!!!
Simply a catalogue of mistakes, which clearly reveals the operators of this layout are obviously totally ignorant of the fact Railways have Stringent & highly complex Rule Books. That resulted in serious penalties (even Jail) for those who broke the rules.
So a visually pleasing period layout, has degenerated in a "Toy Train Set" Charade !!!!