LCDR

From 1962 the following system was introduced. Diesel or electric trains and locomotives with four character headcode panels carried the following numbers in the first position indicating the class of train. 1 Express passenger train, newspaper train, or breakdown van train or snow plough going to clear the line, or light engine going to assist disabled train. Officers special train not requiring to stop in section. 2 Ordinary passenger train, mixed train or breakdown van train NOT going to clear the line. Branch passenger train (to be used only where authorised) 3 Parcels, fish, fruit, horse, livestock, meat milk, pigeon, or perishable train composed entirely of vehicles conforming to coaching stock requirements. Empty coaching stock train (not specially authorised to carry “1” headcode.) 4 Express freight train piped fitted throughout with the automatic brake operative on NOT fewer than 90% of the vehicles. 5 Express freight train partially fitted with the automatic brake operative on NOT fewer than half of the vehicles. 6 Express freight train partially fitted with the automatic brake operative on NOT fewer than 20% of the vehicles. 7 Express freight train NOT fitted with the automatic brake. 8 Through freight train NOT fitted with the automatic brake. 9 Branch or stopping freight train and officers special or ballast train requiring to stop in section 0 Light engine or light engines coupled, or engine with NOT more than brake vans. (note the term “freight train” applies to loaded goods or mineral, or empty wagon trains). The second position was occupied by a letter indicating the destination. Certain letters were reserved for inter-regional or special train, These were E - trains destined to the Eastern Region M - trains destined to the London Midland Region N - trains destined to the North Eastern Region O - trains destined to the Southern Region S - trains destined to the Scottish Region V - trains destined to the Western Region X - Special trains conveying out of gauge loads or Royal Trains Z - Special trains not listed in the timetable Each region allocated certain other letters depending upon its geography. Commonly letter A was used to indicate trains heading to London. The third and fourth positions were numerals allocated in sequence, often in time order but also sometimes to indicate a discrete group of services. Here again regional practice varied. These were extremely complicated, and the only certain way of knowing which was which was to refer to the current Working Time Table. In 1969 the system was changed again and the train categories (first position) became Class 1 Express passenger train, newspaper train, or breakdown van train or snow plough going to clear the line, or light engine going to assist disabled train. Officers special train not requiring to stop in section. Class 2 Ordinary passenger train, mixed train or breakdown van train NOT going to clear the line. Branch passenger train (to be used only where authorised) Class 3 Express Parcels - 90mph Class 4 Parcels or Express Freight 75mph Class 5 Empty coaching stock Class 6 Fully fitted company or block trains, parcels or milk trains, ordinary fully fitted express freight train with brake force not less than shown in table E of the BR freight train loads book, Class 7 Express freight train not fully fitted with brake force not less than shown in table E of the BR freight train loads book, (previously class 5) Class 8 Freight trains with brake force not less than shown in table E of the BR freight train loads book,(previous class 7 and 7*) Class 9 Unfitted freight train for which special authority will be required. Class 0 Light engine. The use of four character headcodes on the front of trains was discontinued in 1972 although it remains in use within signal boxes and working timetables

Yes, the 4DD is definitely on my 'wants list' As too is a Bulleid 4Sub. And now there is a real one in the factory at Margate they shouldn't have to go too far to measure it up!

The very earliest models were made in self coloured brown (umber) plastic, with the cream window surrounds and crests, and gold lining lettering applied in paint, transfers or printing. The roof colour was usually silver / aluminium colour. The cars were based upon the 'all-steel' type K cars introduced in 1928 for the LNER Queen of Scots train. Hornby has since introduced super detailed versions at considerably increased cost, but including the Kitchen car omitted from the 1975/1980 range. Fortunately they still included models from the earlier series in the Railroad range at budget prices. I have converted a few to Kitchen Cars by rearranging the window layout, and there are/were a number of kits of replacement sides either etch brass or printed plastic sheet to assist in this if desired.

I fear it is unlikely that pre-grouping types will appear in large numbers because they will always sell less than the Big 4 and British Railways types. The best we can hope for is one or two examples from the larger companies, like the Midland, London & North Western, Great Northern and Great Western. Even the massive North Eastern Railway has generally been overlooked with Hornby only offering the T2 0-8-0 in recent years. The smaller lines, especially those which didn't touch London have limited, albeit vociferous, support. If one limits themselves to one manufacturer then the choices will be even worse.

The old Ian Allen ABC Spotters books covering the Southern Region used to have a number of pages of diagrams and descriptions of the various headcodes. Any book before 1961 will have pretty much the full list, and these books are reprinted from time to time. The white discs also contain additional information. One will carry the duty number which is a up to three digit number usually created on the depot by pasting carriage reservation number paper labels on the face. A special duty will often have the letters SPL pasted on as well. Annoyingly on Summer weekends an extra rectangular board with the train number pasted on was hung from the top lamp bracket and draped over the front number plate, so spotting the number on an approaching engine from the carriage window was impossible. :-(

Thank you everybody. I am getting better, but I am taking things a lot gentler than I did. I am writing a new book which seems to take up a lot more time than it used to. Old age isn't a lot of fun anymore! LC&DR

The following are the more common types of signal - Semaphore - which indicate by a mechanical arm which is pivoted from a post and lifted or lowered at an angle to indicate stop or proceed (stop signal with red painted arm ) or caution or all clear (distant signal with yellow painted arm). Stop signals are placed to protect places where conflict between two trains might occur, such as a junction, or where a train enters a block section between two signal boxes. to make sure only one train is in the section at any one time. A a train must not pass a stop signal where the arm is horizontal. A stop signal where the arm is horizontal is said to be "at Danger". The stop signal before the block section and which give permission to enter it and proceed to the next signalbox is sometimes called the Starter. A distant signal is provided only to indicate the state of the signals at the next signalbox. It can only show "all clear" (arm raised or lowered at an angle) when all the signals at the signalbox ahead are also showing all clear. A distant signal where the arm is horizontal is said to be "at Caution". All these can be referred to as "Running Signals" as they apply to trains running normally on the proper line. Shunting or subsidiary signals are also provided to control moves which are against the normal run of traffic. These are either small semaphore arms or discs. They are interlocked with points to indicate when a move through the points can be made safely . Discs are usually mounted at ground level, and semaphore arms are on short posts or mounted on the same post as a stop signal. Subsidiary signals can be "Calling On" - which allows a train to pass a stop signal at danger . This allows one train to closely approach a train in front to attach or detach vehicles. "Warning" which tells the driver to approach the next signal box carefully because the safety overlap (440 yds beyond the Home signal) is restricted. "Shunt Ahead" which allows the driver to pass the stop signal protecting the block section purely and only for shunting purposes, but not to go forward to the next signalbox. Disc signals which are white with a horizontal red stripe rotate so the stripe is turned at an angle to permit movement. Coloured glass spectacles are attached to the arm and move in front of a lantern to show either red or green (or yellow and green for the distant) at night . Colour light - Electrically lit lamps are contained in a head on top of a post to give the instructions to drivers. A red light means stop and must be obeyed. A green light means proceed. Some signals may also display one or two yellow lights. These tell the driver what aspect the next signal is displaying so he can adjust his speed accordingly. A single yellow light means that the next signal will be red, so the driver has to be ready to stop. Two yellow lights are preliminary caution, which tells the driver the next signal is showing a single yellow light. This is used where trains of mixed speeds run on the same line so trains with better brakes may run quicker, but heavy trains may need to start to slow at two yellows. Shunting and subsidiary signals in colour light areas are usually miniature light signals mounted close to the ground with two horizontal red lights for stop or two diagonal white lights for proceed. A signal is usually placed some distance from where a conflict might occur. So it will be 200 yards or more from the points it protects. The home signal which is a stop signal at the exit from a block section and the first at a group controlled by a signal box, will be at least 440 yards from any place at a station where a train running ahead might be stationary or there are points where a conflict might occur. If this 440 yards are obstructed another train will not be permitted to approach. An exception to this is where the "Warning" arrangement is permitted when the driver entering the block section does so under the authority of the Warning signal, and not the Starter.

Firstly the GWR did not attach tenders to any of their 2-6-2T (Prairie tank locomotives). The difficulty in transferring coal from the tender to the cab with a big solid bunker in the way has already been discussed . However tenders were (and still are) attached to certain tank engines, but these are types without a bunker at the rear. Scottish 'Pug' shunting engines often had a small tender attached to supplement the coal supply in the small bunkers . Perhaps the best known of the existing tank engines are the 'England' classes of tank engines operating on the Ffestiniog Railway in Wales. There are no bunkers for coal in the cab, so a tender is essential. The 'Lady' class also has a tender.

The buff colour tanks existed well before World War 2, as it tended to be a standard livery. The red stripe indicated that they carried low flashpoint liquids. Standards were issued in 1907 so that wagons conveying class A liquid, (low flash point such as motor spirit) had to be a light colour such as light stone, but with a 6" red band half way up the side of the tank. Tanks carrying class B liquids was supposed to be red all over apart from the underframe which was to be black. Because it was difficult to keep these tanks clean round about the time of World War One the colour was changed to black all over for class B tankers . It has remained black by choice since then. Lubricating oil tanks could be yellow, but also red. (or black!) Light stone with red stripe for class A tanks became compulsory in 1931. In 1939 after much lobbying from the oil industry the class A livery was expanded to allow aluminium (silver) paint to be applied. In September of that year however the Petroleum Board assumed responsibility for tank wagons "for the duration" and immediately set about painting the tank wagons lead grey. After World War 2 aluminium paint was revived for class A tanks, omitting the red stripe on the tank but painting the solebars red instead. For practical reasons class B tanks remained black although a few companies tried different liveries. Tanks carrying compressed gases or poisonous liquids however were to be painted white, some with distinctive coloured bands and symbols to identify the nature of the contents. Any tanks carrying non-dangerous chemicals or material like china clay slurry could be painted pretty much any colour and of course some tanks carried foodstuffs like molasses or milk which were exempt from restriction.

Nowadays track gauge is expressed in metric units, (1432mm on NR) and minor differences is not usually a problem for interchange running. Indeed LUL and National Rail trains regularly share tracks for example between Harrow on the Hill and Amersham, East Putney to Wimbledon, and Gunnersbury and Richmond. Surface stock on the Metropolitan, District and Circle lines also share track with tube line stock on many routes. Tube sized stock operates alongside NR stock between Willesden Junction and Harrow and Wealdstone, although many years ago it used to run all the way to Watford Junction. LUL use four rail power supply with two conductor rails, one centrally between the running rails, and another outside the 'four foot'. The National Rail TOCs use three rail omitting the centre rail, current return is via the running rails. Where LUL and NR operate over the same track the centre rail is employed for LUL but the running rails are bonded at the substation to allow three rail traction to work properly. The biggest problem being the difference in floor height between the two different types at stations. Joint platforms are usually at a compromise height. Additional precautions have to be taken to prevent the taller surface stock entering tube tunnels by mistake, and height sensors connected to both the signalling and traction power are employed. At one time certain Underground surface stock were too wide to operate normally on British Railways outside the London area, and if taken away over BR lines for repair or scrapping had to be operated as "Out of Gauge" loads. Similar considerations occur elsewhere. The Tyne and Wear Metro operate over National Rail between Pelaw and Sunderland, for example, and recently the Sheffield Tram network operates "Tram-Train" vehicles on NR from Tinsley to Rotherham.

With a number of HO / OO track systems on sale in Europe, USA, Japan and here in UK, I am wondering if it is actually economic for Hornby to embark upon what could be a costly retooling of their track system. The features outlined in the OP are certainly desirable, but these are already available from different manufacturers both home and abroad. Not all are mutually compatible but there are quite a few which incorporate a 'roadbed' and also which have complex point work such as double slips and three way turnouts. I well remember the old Tri-ang Standard track (in my first electric train set) which was moulded in grey plastic including a crude 'roadbed' but it was hailed as an improvement when Series three appeared which did away with the ballast. Things have moved on considerably since then, and most 'non-roadbed' Code 100 track in OO/HO, similar to Hornby's current product will mix compatibly with other makes. To deviate from that would make life much more difficult.

I have noticed some trains come with white grease on gear drives. Whatever one uses it needs to be neutral when in contact with plastic components because mineral oils and greases will melt plastic.

The livery debate will undoubtedly run for eternity. With an infinite range of opinion. Every time there was a change of ownership or policy the railway would paint its locomotives and rolling stock (and stations too) in a new set of colours, but this was never an instant process and it would be several years before the old order was removed and replaced by the latest style. If fact livery policy might have changed again before the transformation was fully complete. One of the most enduring livery styles of all time was the corporate BR blue (and grey). Introduced in 1965 it was gradually applied to all of BR so by 1975 nearly all locomotives and carriages were in this colour. By the 1980s it was all change again, with Sector liveries appearing on Network South East, Provincial and InterCity but it would not be until the 1990s when corporate blue had all but vanished. Steam era technology lasted longer than modern image, so the changes in livery will appear more noticeable as locomotive classes passed from one era to the next. It is fairly difficult for model manufacturers to cater for all tastes. The variety of liveries applied to the LB&SCR A1 class (Terrier) over the years being a great example. Stroudley's "Improved Engine Green" (Yellow Ochre) , Marsh Umber, WW1 austerity black, Southern Maunsell Green, Bullied Green, WW2 austerity black, and BR lined black, with all the various changes to lining and lettering styles in between. Then there were those sold to other railways such as the Kent and East Sussex, Weston, Cleveland and Portishead, Isle of Wight Central, just to name a few!

It is not straight forward. However many freight locomotives were not fitted with train heating equipment so would not be used on passenger trains in winter. During the summer however it wasn't a problem. Another matter was the provision of vacuum brake. Vacuum brakes were essential if the train was a passenger train, but also express freight trains were vacuum fitted so all passenger and mixed traffic were vacuum fitted and most of the large goods classes were too. However small shunting locomotives were not always fitted, including some GWR 57xx 0-6-0PT, and BR 350 hp 0-6-0 diesel shunters. Freight locomotives usually had smaller diameter driving wheels, which reduced the speed but increased the haulage power. Also the larger freight locomotives had more driving wheels than a passenger loco of comparable size. More wheels increased the amount of pulling power. Mixed traffic locomotives were suitable for both passenger or freight work, and the size of wheels tended to be a compromise. Whereas an express passenger locomotive might have driving wheels 6 ft 9 in in diameter, a mixed traffic locomotive might have 5 ft 6 in diameter drivers, and a goods engine had driving wheels 4 ft 8 in. Diesel and electric locomotives were nearly all mixed traffic, but some were given different gear ratio between the traction motors and the driving axles. The question of livery also in only partially helpful. Passenger and Mixed traffic locomotives may have more elaborate and colourful livery, but freight locomotives would have a simpler scheme, often plain black. However some companies delighted in dressing up all their locomotives. The advice about looking at an enthusiast publication such as an Observer's book or a Ian Allan ABC is a good one. Here somebody will have done the work for you.

I suggest for starters you read the 'locked' post "Beginner's question - set not working " at the head of this section. It is written for two rail, but most of the principles still apply to three rail. One thing to check is that the centre rail is not shorting to the metal track base, this is sometihng that only applies to three rail Hornby Dublo. Also where it says that you touch both side of the driving wheels simultaneously with a 9v battery, that you touch one driving wheel and the centre pick-up instead. A 70 year old controller may have developed faults so will be suspect. Also the insulation needs testing to ensure you don't suffer electrocution. This is best done by a professional electrician. Hornby Dublo locomotives are extremely robust and well engineered. However 70 years is a long time and may need a bit of coaxing to get it to work. A new power unit may be required. One that puts out 12 to 15 volts DC at max of one amp will be suitable. Unfortunately the modern train set controllers do not put out enough power so you may need to look at the more 'professional model railway enthusiast' types.

Very few ex LNER locomotives worked on to the Western Region, but there were areas where they might work closely side by side. The former Great Central worked closely with the GWR in Cheshire especially the Wirral over the Cheshire Lines Committee Joint company , and also as far as Wrexham. Joint running also happened on the approaches to London from Aylesbury to Marylebone so it was possible for B1s and Halls to pass each other on the same route. connections were made at Ashendon Junction and there was joint running to Northolt Junction. The ex GC main line joined the ex GW main line to Birmingham near Banbury so trains were exchanged hereabouts. The ex LMS also joined the party at Banbury LNER locomotives were rarely if ever seen in the West Country or South Wales but after the Great War the GWR obtained some GCR designed O4 class 2-8-0 from the War Department. Swindon "Westernised" them and put them to work, mostly on coal trains. These lasted until the late fifties.

This is a highly complex subject . Anyone interested is strongly recommended to buy or borrow a copy of "Rope and Chain Haulage" by the late Colin Mountford, published by the Industrial Railway Society (Price £29-95) , great bed-time reading!!

The track is like this to permit rope haulage working so that wagons coming up could be detached and wagons going down could be attached to the rope. There were many such features in Durham and Northumberland, alas all now gone apart from a couple of derelict examples at Springwell on the Bowes Railway.

The colour of 81F's van is distinctly odd, it is almost, but not quite like the GWR grey, and although they are not visible in the picture I guess this is a twin vent van of Swindon origin of planked construction (they also built them with plywood bodies too) built sometime after WW2, and possibly by BR in 1948, which means it will still carry GWR livery but with BR lettering. It wasn't until 1949 that BR chose Orange Brown for fitted vans. I know Ashford were still turning out elliptical roof vans of SR design in SR Chocolate Brown during 1948 and early 1949 and with the lettering style of BR but in SR typeface. Confusing it is! Body colours changes over time so the faded dusty grey could well be the product of weathering. BR chose the GWR style of van, with cupboard doors, but added the LMSR/LNER corrugated steel ends for its standard production (BR diagram 1/208). GWR and Southern vans had twin ventilators in either end, but LNER and LMSR preferred a single vent centrally at each end, and that was the way BR eventually went. So therefore the BR vans were a mix of different railway practice.

The XP appeared before 1948 on brake fitted wagons permitted to run in trains composed of passenger stock.

A few more notes - The very first shade for fitted stock was "orange brown" which became "bauxite red" fairly soon afterwards. Although unfitted stock was to be "dark battleship grey" only new wagons were painted thus. Former company wagons were left in their original Company livery, Albeit the wartime versions, Great Western wagons were dark grey although the large letters G W were replaced by smaller letters at the left hand end of the side close to the number. The Southern used a chocolate brown livery for their goods wagons. Small lettering replacing the pre-war large ones. The LMSR changed their livery in the mid 1930s. Before 1937 London Midland wagons were light grey with white lettering, but from 1937 wagons were repainted bauxite brown with small lettering. During the War as an economy measure the bodywork of some wooden open wagons were left unpainted, a policy also adopted later by BR. On the LNER before the war stock fitted with vacuum brake was painted red oxide, and unfitted stock was mid-grey, refrigerated vans were white. The post nationalisation BR colours copied this although the shades differed. The most controversial were the former private owner wagons, mainly wood bodied coal trucks, which were requisitioned in 1939 and eventually compulsorily purchased in 1948, by BR. Most of these were never properly repainted, only getting black patches to obliterate the former owner's number, and to receive a new BR one prefixed "P". Damaged planks were left bare wood.

In 1949 BR issued temporary notification of the liveries to be applied to wagons, however within a few years changes occured so there was a period when all sorts of liveries could be seen. Wagons fitted with vacuum brake or vacuum through pipe were to be painted bauxite red, with black underframes. Wagons fitted only with hand brakes (i.e. no continuous brake) were to have been painted "dark battleship grey". Wagons insulated for meat and fish were to be painted "stone" until stocks of white paint were available. Within a year or two the policy was changed, fitted and piped wagons remained bauxite red, but unfitted wagons were to be grey, a much lighter shade. although if they were open or mineral wagons and had wooden bodywork this was to be left unpainted.

Why not make them from card with crushed real coal glued on top?

One thing that doesn't often get a mention when discussing Hornby Dublo models (I mean the original Meccano made ones) is the feel of them. The detail is a little less than their modern equivalent BUT they do look a lot like the real thing, and when you pick them up you know you have a bit of precision engineering in your hand. The diecast superstructure had a decent amount of weight, which did also help to pull a good sized train. The feel of cool metal being superior to slippery plastic. They had separately applied handrails along the boiler from day one while Tri-ang still had this detail moulded solidly to the side of the boiler, and there was always the extra bits of the valve gear which was always fun to watch working. Now I know many will disagree with me, but I remember many years ago when I went to my friend Colin's house to play with his Hornby Dublo "Silver King" A4 train set when I left to go back to my Tri-ang train set it was with with a slight feeling of dissatisfaction.

The concept of Mixed Traffic is really a British Railways concept. It indicates that the authorities consider that the locomotive can be used equally successfully on passenger trains and on freight. Before nationalisation the different companies used different power classifications, so for example the GWR used a power class code letter A, B, C, D , the SR used a similar system, A to K, the LNER didn't use a power class system per-se but allocated an alpha-numeric class number ( e.g. A4) , and the LMSR allocated a power classification which stated that the locomotive was sufficiently powerful in passenger (P) or freight (F) with a number between 0 and 8 to say just how powerful it was. Thus the Fowler 2-6-4T was 4P, and the Stanier 2-8-0 was 8F. Locomotives in certain classes, most notably the Stanier 4-6-0 (black 5) was both 5P5F. BR changed this and the Black 5 became 5MT , and GWR, SR and LNER locomotives became P, MT or F as they saw fit. The idea of painting locomotives in a different livery if they were "Mixed Traffic" to distinguish them from pure passenger or pure freight started in 1949 when BR decided that certain classes should be given grey/red/yellow lining on the black freight livery. In 1949 the most important express passenger locomotives were to be painted blue lined in black and white, a version of the former Caledonian livery, and the rest of the express passenger classes were to be painted Great Western green lined orange and black. Freight locomotives were to be black all over. (apart from the buffer beams, which on all locomotives were red). However R.A. Riddles the CME managed to persuade the Railway Executive to apply the London and North Western Railway lined black livery for "Mixed traffic" locomotives. Before nationalisation the different Big 4 railway companies were much less complicated. The best passenger engines were painted in a different and usually a more ornate and colourful livery than the freight and shunting classes. Goods and shunting locomotives were often black, but sometimes the livery was a simpler version of the standard colour. Pre-grouping the many different companies usually adopted one livery and painted all their locomotives in that colour, usually with lining out. In truth the distinction between what was a passenger locomotive or a mixed traffic locomotive was blurred. The Great Western Halls, Southern Schools, North Eastern V2s and even some of the LM Princess Royals were painted in lined black mixed traffic livery. Just to confuse the situation green painted express passenger locomotives could be found frequently working freight trains, As a rough guide mixed traffic locomotives had smaller driving wheels, 6' 0" in diameter or smaller, and express passenger locomotives had driving wheels 6' 2" in diameter or larger. This did not stop them working both kinds of traffic. It wasn't unusual to find freight locomotives working passenger trains too, the finest example was the 9F 2-10-0 which performed sterling passenger service on the Somerset and Dorset line. BR didn't always get it right, the class V Schools 4-4-0 was classified 5P but was painted mixed traffic black, until 1956. In fact many smaller passenger classes like the LMS 2P 4-4-0 and passenger tank engines were also painted in mixed traffic livery.