Tavy Man

The loose brake composites were built to diagram 2406. Some of these vehicles survived until September 1968 in BR maroon. The brake composites which ran with semi open brake thirds for the West of England route were built to diagram 2405. These sets stayed together until the end of steam working on the Waterloo - Exeter route in 1964. Regards

Apologies but I haven't any photo's to hand but look up Wadebridge. This station had a 4 arm structure for Up trains each platform had access to the North Cornwall line or the line to Bodmin North. Regards

It's all your fault really. During the period in ones life when women and such like get in the way, I picked up a magazine, BRILL I think it was, when you reviewed and constructed a then new Crownline Merchant Navy. My leaning towards all things Southern gave me the encouragement to pick up a soldering iron and have a go. I still wince at some of my early attempts but gradually improved thanks to your magazine articles and DVD's. Geoff Holts books on locomotive construction were also a great help when I moved to 7mm scale, as well as joining the Guild. I moved up a scale for no better reason then it's easier to work with. The coach is a modified CRT kit of a Bullied brake composite which is nearing completion. The M7 comes from the Martin Finney stable. I'm writing this from my hospital bed as I'm recovering from a minor stroke so can I humbly ask you to continue this thread for as long as you feel able. Reading all the good things people are doing and the good advice contributor's give is the best medicine one can take. Regards

Tony I wish mine would resemble a work bench occassionally, but I fear no modelling would be done.. Regards

I have not heard Laira referred to as the "last outpost of Diesel civilisation" before, but I do recall it by the nickname of the "Bermuda Triangle" for reasons that escape me.... Regards

Divided trains use to fall under regulation 20 of the old working of trains on double lines by the absolute block system.If a Signalman decided that bringing the front portion of a divided train to a stand would risk collision, he could signal the driver to carry on by waving a green hand signal slowly from side to side. This would obviously only apply to a partially or unfitted freight as both portions of a full fitted head would both be brought to a stand fairly sharpish. Regards

Yes I remember being called out one night to attend a serious failure near Parsons Tunnel which resulted in an emergency evacuation to get the passengers off the stricken Voyager onto a HST which was stopped alongside. The Voyager was rescued by a 37 which was crewed by a Plymouth Driver who still signed them. We were both competent with the adaptor coupling but it was no easy task in those conditions. Regards

The Virgin 57/3's were crewed by Plymouth Cross Country Drivers who were trained on them for this purpose. Advanced warning of bad weather would result in a Driver bringing one down from Birmingham to be stabled at Exeter or Newton Abbot depending on what needed assistance first. This all came to an end in November 2008 when Virgin lost the Cross Country franchise. 57 knowledge was subsequently allowed to lapse. Regards

Absolutely and always a friendly wave in my driving days. I hope the people who were working there have been looked after. Regards

Yes I can confirm that. The Bromsgrove Re-Signalling scheme extends from Ashchurch to Five Ways Birmingham and is now under the control of the West Midlands Signalling Centre. This involves full re-signalling between Aschurch and Barnt Green, Relock and control from Barnt Green to Kings Norton, and re-signalling between Kings Norton and Five Ways. All of this is now controlled from the new Bromsgrove Workstation in WMSC. In fact the regional boundary has also moved to Northway Crossing which is just north of Ashchurch. In short what we have today is going to remain for an awfully long time. In the early days of the Project the passenger TOC's were pushing hard for bi-directional running on the Lickey but unfortunately there was not enough money to finance it. I should also add that Oddingley Gate Box also closed as part of this Project and has been replaced by barriers. Regards

Spot on. That's the problem we are now faced with. Unfortunately the Bromsgrove station Project, Bromsgrove re-signalling, and electrification were managed as three separate projects. The result is a fit for purpose station, new signalling, but inadequate OLE provision. Apart from the non provision of OLE for platform 1 at Bromsgrove, the former Goods only line from Barnt Green to Longbridge has been upgraded to passenger status as part of the scheme, but there is no money to electrify it. Another bottle neck which could and should of been dealt with. Regards

Mike BA9261 Up Gloucester down direction and BA7623 Up Bromsgrove Loop are both fixed reds with a position light. The only route from these two signals is to the Up Bromsgrove Neck ( Banker siding ). There is no main to main crossover trailing or facing at the south end of the layout. There are main to main trailing and facing crossovers at the north end of the layout but there is no signalled route to the Down Gloucester from either of the two Up Platforms 1 or 2. BA3614 Up Gloucester and BA7612 Up Bromsgrove Loop are both straight post four aspect signals. Regards

My friend I don't wish to upset you or anyone else. I am simply trying to tell you that your post regarding letters to Network Rail regarding platforms 3 and 4 is incorrect. We have made our position clear through the Network change process ( probably the letter you have seen ) but this refers to the failure to wire platform 1. This means all northbound trains Including XC services would have to use platform 1 if the preferred Cross City platform is not available. We have also made the point that the failure to deliver a main to main facing crossover at the south of the layout means that northbound trains can't turn back from Bromsgrove should there be a blockage on the Lickey. Apologies if I'm not making this clear. Regards

I will say it again. The Bromsgrove Station Loop line IS platform 3 with a speed of 40mph entering and departing the platform. It is NOT the main southbound route. The fast line is the Down Gloucester line platform 4 with a speed of 90mph. Platform 2 is the Up Gloucester with a speed of 90mph. Platform 1 is the Up Bromsgrove Loop with a speed of 30mph. The process for observations, complaints, or compensation payments is a process known as Network Change which Network Rail are mandated to do as part of any infrastructure change which affects all TOC's and FOC's. Our observations concerned the failure to wire platform 1 as I indicated earlier. We also have issues about the omission of a facing main to main crossover at the south end of the station and some other minor performance issues. The station layout has always been the one I have described above and has not changed since the start of the Project. The main objections to this project were the FOC's who are not happy with the new bank engine arrangements which now involve GSMR and not the plungers, and of course the lack of paths now available to them because of the enhanced Cross City service. Regards

Why on earth would WE send letters to Network Rail complaining about being unable to use the "Through Line" as you describe it when the through route is platform 4.....