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For anyone interested, the Spa Valley Railway is offering some driver experiences on the class 25s and class 207 DEMU in August and September: https://www.spavalleyrailway.co.uk/product.php/6301/diesel-driver-experience

… and if it was a rostered rest day or pre-existing annual leave because the volunteering rosters are generally done a month or more in advance?

It doesn't make it more complicated. Previously when Oxted signal box was not manned due to strike action, we didn't run on the mainline section, for reasons not just limited to Forge Farm Crossing. However, we have now agreed an method of operation on days where Oxted box is closed, and so from...

The railway I volunteer at, we use *X** headcodes for all of our services, although these are not displayed on the train. Lamps & discs are not used for train identification purposes.

The cab windows on a metcamm 465/466 requiring you to be a bodybuilder to close them. And the seat on a 376 not going quite far enough back.

My TOC has a specific traincrew version (albeit for all depots) which basically omits section B entirely and only keeps the relevant information from the other sections.

Is it not because of signal sighting reasons, rather than overlaps?

It has too high an ash content, and too low a volatility to be useful in steam engines.

Unfortunately not

Hither Green Junc. is 20mph over the junction (and on the down, until clear of the country end of HG) if routed to/from the Dartford Loop (i.e. Sidcup), 60mph if not (or 15mph if you're going from the UKS to UKF IIRC)?

Hither Green is 20mph at the junction for the Dartford Loop, 60mph through for the Kent fasts and slows. I think the signal prior to the junction signal on the up Kent slow is approach controlled.

At SE we're taught the material from the RB via presentations, handouts etc. rather than through reading through the physical RB. Same material / wording, just via a different medium. I did open the RB during training still personally, but that was outside of the teaching.

If the air suspension is damaged and passengers are still to be conveyed in the affected vehicle, you can only do 45mph. If the vehicle is locked out, it's linespeed - just to illustrate that as said above, it's purely passenger comfort related.

No, the largest 2 different manufacturers of braking systems are Westinghouse and then D&M. E.g. 33 uses D&M, 31 Westinghouse, 73 D&M etc. 1643810682 Typical BR loco D&M brake handles: Typical BR loco Westinghouse brake handles:

SE 465/9s and 466s also rack up a lot of miles and stops (180+ on a lot of diagrams), again all without any dynamic brakes.

At Orpington there are at least 4 trainees currently with DIs, with at least 4 drivers having been passed out in as many months.

Slightly off topic but on 73s you're able to sound the low tone horn in the other end from the cab you're driving from, using a separate button, for shunting purposes.

I don’t know the specifics of how WCRC do it, but there must be a competent driver who signs the traction, and a competent driver who signs the route within the cab - this doesn’t have to be the same person (i.e. there can be a route conductor). Whoever signs the traction drives, and they are...

Not strictly railhead treatment, but 375801-820 have conductor rail de-icing equipment fitted.

Having just been through a traction course, whilst it’s not as in depth as desired and how it would’ve been previously 25+yr ago, it’s certainly a lot more than ‘ring maintenance’. And having checked traction manuals on the relevant classes from early 2000s, we’ve covered at least as much as is...