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bécasse

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  1. Gates that close to a terminus on a single line would almost certainly have to be interlocked with the signalling with the home placed before the gates followed by one or more running shunts at any points facing an arriving train. The gates would have to be locked shut before either the home or starting signal were cleared, but that doesn't mean that the gates could not have been worked by hand, particularly if road traffic was meagre. I tend to favour the option of operation of the gates by a porter and it is, to my mind, improbable that he would have been provided with any shelter. Crossing
  2. Yes, I am absolutely certain about this, it was standard Southern Railway practice (no doubt derived from LBSCR practice with semaphores) from the installation of the very first colour light signals in the mid-1920s and it continued with the Southern Region right up until the installation of the emergency replacement box at Cannon Street in 1957. The later 1962 Kent schemes introduced position light (w/©-w) calling-on signals both in running situations (where motorised floodlit discs with a "C" on them had been used before including in the earlier 1959 Kent schemes) and at the approach to term
  3. There are plenty of very fine sewing threads, certainly fine enough to represent sheet ties in 2FS, around but you may have to look for a specialist shop to find them in the UK. (Here in Belgium, where women are still adept at sewing, etc, such shops are commonplace and one would probably even find suitable threads for sale in a supermarket.) Before the Great War, sheeted opens were (almost?) more common in ordinary goods trains than vans.
  4. I have added a picture to my previous post. The Southern had used similar floodlit round discs, red/white or yellow/black, as part of colour light installations since Waterloo (terminus) box was opened in 1937(?), having previously used miniature light signals.
  5. 1. There was no bidirectional signalling of normal running lines on the Southern in the 1960s. 2. The platforms are numbered the wrong way round, the Southern standard was that the left hand platform as viewed from the concourse was platform 1. 3. The Up Main should just be the Down line and the Down Main should just be the up line (unless this is meant to be a central London terminal à la Holborn Viaduct - but the use of "line" rather than "Main" still applies). The Southern, where there was more than a single running line in each direction, used the terms "Through Line(TL)" and "Lo
  6. Given that there was only a single platform, and with the gates replaced by semi-automatic half barriers, the most likely scenario if the line had survived for passengers into the 1980s would have been singling back towards Hull, any remaining sidings accessed using the key on the single line token (possibly with a lock-in instrument depending on the extent of the remaining passenger and goods traffic) and the elimination of all signalling and the signal box. The only other possibility that I can see if there was, for some reason, a lot of goods traffic at Hedon (a fuel depot, perh
  7. Tim, The photo shows the Cally in horse-tram days. When the tramway was converted to electric traction, the track would have been completely relaid (incorporating the conduit) and the immediate surrounds of the double track would have been granite setts as was LCC Tramways standard practice. Given that that would have made quite a mess of the existing wooden block road surface (one of its downsides was that it was difficult to lift a small portion cleanly, the other major downside being that the road surface tended to float if the road became flooded for any length of time), the LCC may
  8. Having in the past spent a lot of time looking at road surfaces in old postcards and datable photographs in order to establish some sort of chronology, I discovered that granite setts, where they existed, can usually be distinguished over at least part of the road surface. Furthermore the road surface between and 18" either side of tram lines has to be some sort of hard surface, ie setts, hard wood blocks or (very rarely) concrete, this was a legal requirement that dated from horse tram days (when it was fair enough) but continued with electric traction. In this picture there is no clear delin
  9. Turn of the century or earlier. I am a little unsure about the road surface but tarred hard wood blocks are perhaps most likely.
  10. A Mac enables one to simply add lines like these, arrows, text, balloons, etc, (even a signature!) to any of what one might call the basic set of files (.pdf, .jpg, .png etc), and indeed to interchange the same file between formats. Although it is a bit basic (certainly compared to what one could do with a drawing package), it is quick and simple and I use it all the time. I rather assumed that Microsoft must offer something similar.
  11. It looks to me as if the most likely problem is that the rail forming the upper (in the photo) part of the knuckle hasn't been bent to a sharp enough angle and consequently stands proud of where it should be as part of the knuckle formation.
  12. There are some good photos of the unusual Ironclad bogies (after conversion for engineering use - but the bogies were unchanged) in this topic, oddly also originated by Mallard60022, albeit some years ago.
  13. Sets 381-385 were all converted from ex-LSWR Ironclad carriage two-sets (which had previously formed through branch line portions on main line trains). There are drawings in Mike King's book on Southern Pull & Push sets and I am sure that Mike sells drawings of them separately too. The Ironclads were distinctively "different" carriages, even the bogies were unusual, and I am not sure that any suitable ready-to-run starting point exists. Although they bear some superficial resemblance to the early Maunsell low-window carriages, a superficial resemblance is all that it is.
  14. If it had survived until c1980, it seems improbable that it would have had colour-light signals installed, even though a form of CTC had been proposed as a cost-cutting exercise prior to the Beeching report. The most likely scenario would seem to be singling throughout with, perhaps, one passing loop retained, although probably not at Hedon which is markedly closer to Hull than Withernsea.
  15. They were popular for pick-up goods workings in colder areas - it was easy to keep the small van warm.
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