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  1. Yes. If you want to have more than one train running in analogue you need to include sections for isolating some tracks. In dcc mode just select all sections. If you go for cab control you can have one cab dcc and the other analogue but be very careful as running one train on the wrong control could cause damage so best not. Look up how to wire a layout for details, if you wire for analogue you should be ok for dcc.
  2. I think the various Peco plans books had a variety of layout designs for terminus with reversing loop and continuous run, mostly multi-level if memory serves me right. IIRC sizes (OO) ranged from a squeeze at 6x4 to 10x5 ish so your space should be ample. CJ Freezer got it mostly right for the balance of operability, practicality and seem 'prototypical' for the steam / diesel era so I don't think you will go far wrong with basing your layout on one of those designs.
  3. Aspects also depend on track circuits and how signals and routes are set ahead. Quite a lot of interlocking may be required on a layout to get it working well. For a new, built from almost scratch, lever operated, MAS (including 4 aspect) instalation look no further than Epping Ongar railway which has both mechanical and relay interlocking with full track occupancy. All his is operated by mechanical lever frames at both North Weald and Ongar. Quite an advanced set up for a preserved line. They have examples of many mechanical and MAS signals including ground signals, theatre boxes, feathers, dot matrix etc.
  4. "31-627B Bachmann Class 3F Steam Locomotive number 3520 in LMS Black livery with Deeley Tender ERA 3" http://www.kernowmodelrailcentre.com/p/51180/31-627B-Bachmann-Class-3F-Steam-Locomotive-number-3520-LMS Seems a bargain at £64 unless I'm missing something? Wrong livery for me.
  5. Item for the BR blue brigade. Cheapest I've seen the pair of weathered with passengers mk1 with the nse flashes at 60 notes: https://railsofsheffield.com/products/30669/Bachmann-39-003-oo-gauge-mk1-coach-pack-br-blue-grey-with-nse-branding- (Other link given was to a class 33 using old tooling with incorrect roof profile, why Heljan think its a good idea to distribute those is anyones guess.)
  6. Not sure if this has been mentioned but they built a bridge over the Witham to Maldon branch on the south side of Witham when the dual carriage way A12 was constructed. The branch closed in April '66, not sure when the road was constructed. The remaining stub nearest the station at Witham was used for delivering steel but I'm fairly sure the line under the A12 was lifted when the line closed. AFAIK the A12 has been proposed at various times for upgrading to the 'M12' so almost comes under the OP's remit :-)
  7. I've seen pictures of single coach trains in BR days on the S&D, eg May '65 at Wellow on a Bath to Binegar service. Although the S&D was a joint MR and SR effort and by this time the northern part was under WR control. The Mendips could privide a reason for a quarry.
  8. Corona virus is not caught through the skin, you can pick it up* by touching your face (AFAIK eyes, nose, mouth) with anything (including a glove) that has touched an infected item. It is very difficult to take the glove off without touching the outside too, especially if only one hand is in a glove. This is why it is important not to touch your face unless you have washed your hands. Each to their own by the way. * amongst other ways such as if you are downwind of an infected cough or sneeze etc.
  9. Operation in preservation and when steam locomotives were used by BR are completely different. Before withdrawal by BR a front line working steam loco would ideally be in steam for over a week, then have a hot washout and return to service. When being used the loco would be worked reasonably hard for an extended time meaning a stable operating temperature. On going maintenance would be routine and I'm sure the crews and others in the shed looking after engines would spot the tell-tale signs of something more serious needing doing. The time between major work would therefore be quite variable. In preservation locos are operated by a variety of crews with even the collective knowledge of the most experienced and knowledgable not up to what was known before. Engines often go stone cold in the week and are then fired up the night before operation which is usually a few comparatively short blasts followed by a lay over. Assuming everything else is working ok it is these heat cycles (both in and out of steam and also when being used) that typically puts the most stress on a boiler and leads to work needing to be done on a more regular basis - hence the regulations now being different to those in the past (together with increasing health and safety based rules). Edit - Accidentality posted when incomplete - doh!
  10. It was the 1984 Morpeth sleeper train accident where corridor coaches caused access problems for the fire services. The official report on the accident stated: "In designing future sleeping-car stock, easier access for firemen should be provided in the event of a car overturning corridor-side uppermost. Corridor windows should be placed opposite to the pairs of doors." I assume he meant pairs of doors referred to the doors of adjacent sleeping compartments, presumably so they wouldn't have to crawl along the corridor from the corridor window to get to the cabin doors. Does anyone know if this recommendation has been incorporated into the new Mk5 corridor sleepers?
  11. I'm not sure if this has been mentioned already but another aspect in favour of open carriages is they are quicker and easier to clean. Something that would have made them cheaper to operate in the long term.
  12. Joking aside there are issues with evacuating passengers from a corridor coach in the event it overturns. I think there was an accident involving a sleeping car where the emergency services found it very difficult to get through the carriage as the corridor became a wide but very low access route. I'm unsure if the new build corridor sleepers give a better solution than the older coaches?
  13. I think the last corridor coaches built were much later than the Mk2. The Mk5 built 2016-2018 are corridor sleepers - something to do with privacy I think! :-) I too remember the Mk1 and Mk2 corridor coaches fondly. Was only a kid but it used to allow you to run up and down the train away from your parents but also not annoy anyone. Couldn't do that with an open coach and with lots of bags and feet to trip over moving up and down in modern stock to go to the toilet or find a seat is a right pain for those moving and the people crammed in with no luggage space causing bags to overflow into the walking space, grrr.
  14. An alternative (I'm not saying it is better for this) is the following - I've not got one but looks to be as equal to the job as the 25 way D type connectors: https://cpc.farnell.com/unbranded/pc333/36-way-centronics-plug-to-socket/dp/CS02364?st=centronics 36 way and 3m long, also has locking system so it shouldn't come undone. By doubling up it would give 18 ways. It is not clear if all 36 ways are connected or what the current ratings are (as per most computer data cables) but should be good for low power signals or short bursts of current (rather than power) connections, e.g. LEDs, train detectors. PS It is assumed the internal wires are colour coded in these types of computer cable - any confirmation of that? If not it makes connecting up the cut ends very tedious!
  15. I think the S&DRT own all the track on site too as it was a completely empty site when they took it over. For many of the WSR recent points this was all known for many years before they agreed a new 25 year lease 2 years ago - I know the WSR is under new management now but some of those near the top would have known this. The S&DRT are an independent trust who are legally obliged to follow their articles of association - they probably didn't have a choice in the matter and some preliminary investigation by the WSR would have told them this. I can't see the need for the WSR to take the nuclear option.
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