Jump to content

DavidBird

Members
  • Content Count

    415
  • Joined

  • Last visited

Community Reputation

254 Good

Profile Information

  • Location
    ex-Chilwellian, now at the End of the Line.

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. I remember seeing green cl20s and 47s around Nottingham in the time mentioned, 1976 or 77. I never realised at the time, but have (a lot more recently) read on here that these were actually repainted at Crewe in green after BR blue became standard, and so all had full yellow ends. Memory may be playing tricks now, but I remember 20147 as the last in green, and being very annoyed, as a12 or 13 year-old, seeing it in shiny new blue at Derby around 78 or 79.
  2. The UP High Level Goods from Trent had (resignalled from Trent PSB to East Midlands ROC in 2016) TT411 signal immediately south of the exit from Red Hill Tunnel to control the junction into Ratcliffe CEGB power station. According to the plan, this was a single-lens searchlight signal on a gantry, presumably so that whatever the aspect. it could be seen through the tunnel. This is the best photo of the southern portal I've found https://www.flickr.com/photos/railwaydave/2834813856/in/photolist-5jvaoY-puDmxE-788gbj-26M7rcn-aYCkYV-i2Lpju-XLDN2q-d8Yc1o-FTDviL-WKvyKg-jvyTCv-i2cBt5-9GojfZ-iw3tzT-i2LjfU-qTNnn1-bNC1fz-NSjyKS-24WiV9w-apMRtf-a46F1f-EkbeSu-pdemHZ-23CWLLz-9GojPp-DeXfXm-tBYBGu-jvyFJ1-7pX1w1-6Jscpu-iM8vGE-wwQ5MR-9CZJL1-qTSQ5p-9AStQi-c9Nyfy-qBqDdg-iM8w8j-24WwKCb-GDT5if-chQ5mj-FrwX2V-JASySf-c9NyaG-7zn4XH-7Atyau-ehBzSo-9AVnqf-dXVmbH-7AtySb but from this photo, it's now a signal on the entrance to the tunnel... https://www.google.com/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&ved=2ahUKEwjZtJjE943mAhWS3eAKHbt5Cq0QjRx6BAgBEAQ&url=https%3A%2F%2Fwww.flickr.com%2Fphotos%2F37260%2F9218951901&psig=AOvVaw1LSvcCD411BG2nvND5jkgr&ust=1575065710265004
  3. Thanks, wasn't sure of this at all. Thanks for confirming I was wrong!
  4. No way at all! The point is that a signal only refers to the state of the section "in advance" - that is beyond the signal - not on whether a train is scheduled to stop or not. In this case, the signal is protecting a level crossing, the barriers must be proved down before the signal can clear to let the train use the full length of the platform. I don't know for sure, but it may even be the case that the barriers must be proved down before the previous signal can clear to let the train into the station.
  5. Hi Evan Just spotted this post... If you need any current prototype photos, give me a shout - pass there most days
  6. It's looking a lot happier these days.... Photo taken May 2018
  7. That one at Glenfinnan is looking a lot happier these days... Photo taken May 2018...
  8. Couln't help smiling when I saw this in the forum headings "BR Privatisation 1st April 1994" by Pandora It certainly opened the box and let a lot of problems out...
  9. Presumably the box in the cess on the left is the spring mechanism, together with some sort of equipment to allow the points to be held over in the event an uphill train needs to set back over the points. What do folks make of the structure in the 4ft by the far switch? Looks a bit bulky for a normal switch stretcher and FPL...
  10. Just spotted this. I think that 103 should have a feather, but for the split between P1 for the branch or P2 for the UM, and then a sub for the depot. A non-working version can be made from Knightwing kits, but how easy it is to actually make both signals work I'm not sure. Would a working 3a+feather with a dummy sub be acceptable, combined from the Eckon and Knightwing models? Or would it be possible to adapt a ground signal to be mounted on a post?
  11. Back to the original diagram, I'd add this. It appears that signals 11 and 12 are half way along the platform. This is perfectly acceptable, as they are protecting the crossover. The point to remember about signals, especially at stations, is that they are to show the state of the track section ahead and have nothing to do with the need for a scheduled station stop. A train can only use the full length of either of these platforms if the exit points are correctly set and any previous train has cleared the overlap of the next signal. Both platforms cannot be used at the same time, unless at least one is a short train. What you've drawn in certainly not wrong, and I accept that it may be just the way you've drawn the diagram, but as I've interpreted it, it does slightly limit the flexibility of operations. But having said that, I always think of a model layout "prototype inefficiency = modelling interest" and it may be an interesting scheduling exercise to ensure that only DMUs use the Down Loop when the Down Main is used by an express. Hope that helps.
  12. Does anybody know why the checkrails are there? - there appears to be another set under the U Edit: I should look at the picture a bit closer - a barrow crossing that's been removed?
  13. Just for flyash. There were 2 separate circuits, 1 for coal unloading, the other for flyash loading. There's a diagram available (for a donation) from the S.R.S. website. https://www.s-r-s.org.uk
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.