♥️ vacuum brake

Does the simulator model that you tore up the gearbox?

This is the very video that allowed me to drive the class 101 in TSW 2020 and TSW 2

I either overshoot the station or stop 4 miles early.

I just run the bitch in first gear and say to the passengers: "fuck it, were not stalling this bitch"

I resent that I never did any of things you mention. Still have my 21 key and a mate of mine another retired driver owns two railcar sets.

Brian, can you train me?

My thoughts exactly. What a look into the past. I think stuff like this often conveys more history than any official "history" films, since at the time this was just made as an instructional film for the people of those days, not with any intent of conveying a specific message.

I looked on Google Earth and Wickenby signalbox (13.51) still exists but the station closed in 1965 and is now a house.

FILNAT2011 lol try the swanage railway they have a few 🤣

Wonder if the Great Train Robbers studied this film...?

@@adcockerell Why? It was an altogerher different type of locomotive (diesel electric.) and they had a train driver with them.😉

But, DONT RACE IT

Lol

Yes it must have been hell in the colder months, presumably the roller shutter doors were opened first (hopefully!). I have great memories of the class 114s in South Yorkshire. Did Skegness station have any platform seats then (1956), it certainly hadn't by 1992! Thanks for putting this series of films on.

c2757 the exhausts are abot 13 ft above rail level and the sheds had good ventilation systems above the trains to remove the fumes.

Diesels are not serious generators of carbon monoxide. You must be thinking of Otto-cycle (gasoline) engines.

Different era

@@jacquesblaque7728 From time to time I work in an ex. RAF WW2 full size aircraft hanger - say 150ft by 200 ft by 24 ft high. It's a big building. If someone starts a dmu size diesel engine up in there, as they regularly do, it becomes very unpleasant fairly quickly, even in that size of place. I will admit I put carbon-monoxide in my original comment without specifically thinking about it in detail. Regardless, being in an environment where the air is that thick with diesel fumes can't be good for the health.

I used to watch these in the mid 1980's at Slough station. Operating between London Paddington and Reading.

I noticed that too. As harry Hill would say, Which brings us to our most casual wave of the week!

Why was coasting in neutral a bad idea? Wouldn't that just disconnect idling engines from gearbox?

The algorithm fricked up once more.

He was about four years old when this was made...

I meant his recent voice over to emulate the style😉

we get 11mpg

Far and away better on fuel than modern DMUs. The quoted figure was 12mpg per power car. Modern DMUs will do about 4or5 mpg. And locos its gallons per mile!

no , that is not the reason .

Albions actually but renamed as Leyland B.U.T. engines. The later upgraded engines lost the Albion designation completely.

@@DoctorBastardo you are right, as the class 114's depicted in the film originally had 150hp leylands x2, however they were underpowered so they fitted 230hp leyland albions x2 instead which were much better.

Tay TYLERIENMAM Station that's only 4 power cars; the shortest distance to work would only be to the next car, via the 2 driving cabs; the longest would be 3 cars.

They start engines buttons in the cabs start all engines at once

the Pacers were re-engineered to hydraulic transmission in the late 80s / early 90s but yeah haha!

Lol. And wales valley line

Legend has it if Northern was around when these were they would still be in service now 😂

I’m (unusually) more of a modern traction boy myself, but with that said it’s still interesting to see the older units and how they operated.

1938 tube stock had pneumatic control & equipment governors to ensure that the train could not be operated with insufficient train line & main line air. It was commonplace by the 50s

Yeah i noticed that

50009 was the motor car, 56009 was the matching trailer

Seán Thomas Bickerton My understanding is that they were very widely used, as the engineering was much easier to create vacuum rather than pressure with steam as an ejector could be driven directly by steam, while pressure would have required a seperate pump.

The vacuum brake is not as harsh as the airbrake going in , it is more sensitive in use . It also has the advantage of starting to operate from the rear of the train, not the middle or front, so drags the train to a stand .

The vacuum brake is essentially a thing of the UK and its sphere of influence. It was used to an extent on the Continent, but the air brake has been standard there - at least, on the standard gauge - for about 100 years now.

Hello Sean, vacuum brakes were the original "fail safe" system, relying on 14.5 lbs ^" air pressure.

Dominic Arceo These diesel trains were introduced in the early 1950s, so they are very old & use 1950s technology.

Idrove dmus on gospel oak to barking great fun days only aws no tpws atp proper driving great trsind to drive

Great video for teainees on preserve lines

Alan Hodder lol. You've just watched one!

Locomotives, not multiple units...

dilwich123 a Derby lightweight Class 108. The 110s were Calder Valley sets and very different in appearance.

It is a class 114.

Did tops classify them can only rememember as proper numbers

Somewhere on KZfaq there's a video of tips for bus operators that talks about this same style of transmission, with its "brake bands," and the necessity of giving it a moment before pouring on the power again.

They mentioned a " Fluid Coupler " , massively oversimplified , think of it as a simplified version of a torque converter in an automatic transmission .

When the throttle is set to idle the clutch automatically disengages. railcar dot co dot uk has a great site on "DMU Technology - The Basics". If you want to know these worked percisely that is the place to go. Later models, not too soon after this film was made (1959) were basically automatic versions with hydraulic torque convertors.

Electronics at the time were very pricy and you would need quite a few of computing or measuring devices to achieve that. Way too fancy stuff for a diesel railcar at that time. The switching these levers do is pretty easy stuff, but knowing speed, revs, load and gear and making sense out of that was a bit too much to pack into those. I assume that was theoretically possible, yet not too short after that the Class 127 for example was basically completely automatic with an hydraulic torque converter, switching gears automatically depending on speed, introduced in 1959.

ian watkins Basically no air is going in or out the train pipe it stays where i is

UP_trains_&_reviews interesting that BR used canisters for the detonators. On LT they were contained in a “tool box” (actually a built in cabinet) sealed with a glass plate over the handle. The toolbox contained detonators, a red flag and “presspahn shields” which should used if the train was being coupled to another in an emergency while the wrong way round. (Older LT stock had different couplers each end)

In the 114 shown a couple of Albion engines by then renamed as Leyland or Leyland B.U.T. These and AEC lumps were the most common in 1st generation DMUs! Checkout railcar.co.uk for much nerdtastic info...

Leyland 680

Yes AEC engines, flat 6 cylinders, about 150hp each, but a 9 car train had 12 engines, on a good day that's 1800 hp.

@@exb.r.buckeyeman845 Claggy, though. Round about 1970, I remember a stock movement at Reading which consisted of 12 cars, all single or two-car units. It would drift into the station laying down a smokescreen across the entire western endf

Chris Charalambous Read a comment near the top of this video, it explains. :)

On the steam locomotive, the break handle is hot :)

Can't argue with you, but having driven Diesel cars for years they still have an accelerator. OK Diesels are always supplied with excess air, so they don't have throttles. I thought I was a pedant and all I ever want to insist on is the difference between mass and weight.

@@COIcultist Yes, that was a bit OTT of me. Mass and weight is far less pedantic by far. I've been driving diesel cars almost exclusively for the last fifteen years as well.

It was on a complicated gearing described as as planet type as u chsnged gears diffetent cogs engaged to go up down gear there are pictures i guess on internet discription or get hold of a old br dmu manual

They were engineered cost effective for the time they were made in.

Brian, can you train me if I pay you?

@@acquiesce100 ??

@@jdavis460 Brian - If I paid you would you teach me how to drive one of these at a heritage line?

@@acquiesce100 sorry I don’t own one and as far as I know none of the Rolls Royce’s survive. I’ve retired from full time driving now and will still drive on a heritage line but normally just the larger diesels.

@@jdavis460 Brian, my company is looking to acquire one? My intention is then to learn how to drive it from a hobby stand point so am looking for a possible teacher. I would pay you well if you could teach me in you free time. There would be no set times or hours, just when you could do it.

50009 is the vehicle number of the motor car (DMBS) and 56009 is the number of the trailer (DTCL). Both form the two car set. As 50009 is the motorized vehicle I presume that that would be the more important vehicle number and the number on the satchel. What happened when units were reformed as was regular practice or if both driving vehicles were powered, I don't know!

Peter Thomson there is no difference in the importance between the 2 vehicles in this set, or any other for that matter. The driving motor vehicles were given numbers in the series 50000 to 52105 (inluding the hand full of non-driving motor cars from the Trans-Pennine units), driving trailer vehicles were given nembers in the range 56000 to 56504. Intermediate trailers were numbered between 59000 and 59832. Single car units were numbered between 55000 and 55999 (including the parcels units). The pre-production units were numbered between 70000 and 79999, and the Blue Pullmans were numbered between 60090 and 60749 There were many 2-car power-twin units (ie 2 power cars) as well as 3 and 4 car units. The operation was exactly the same as shown here, but with 4 engines to worry about instead of 2. The highest number of engines a driver of a single unit would need to keep an eye on is 8 on the Trans-Pennine units.

Single cars. YES. That's what we used to call them. Never heard of bubblecars until about late 1990s! Damn silly name.

@@neildahlgaard-sigsworth3819 the 4 engines per higher powered 2-car unit was to make up for the fact that they didn't have turbos I'm guessing...?

RWL2012 correct. They were typically used on routes with steep inclines, such as in the Pennines, or on services with swingers (parcels vans attached at the end of the train).

Detonators are small explosive devices that are placed on the track as a warning device to protect the train if it becomes stuck on the main line track for whatever reason.

Fly OBL I was born too late

bn ñnana x.xmqwwwwuhk

When the train has not been used for sometime the vacuum brake does not work .

Vacuum brakes not assecure with out parking brake as air

@@welshpete12 those dmus had a quick release system other than normal vacuum on hayled trains