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Martin Shaw

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  1. You all need to try "Grandtully". Martin
  2. Yes, it's signal 5 on the diagram, typical and common in Scotland, Stevens flap ground signal. They were often painted white to help prevent staff tripping over them in the dark. Regards Martin
  3. I've found a snippet on utube taken in 1959, worth a watch. link
  4. You have to be a bit careful here, you shouldn't assume that the pulls are necessarily an accurate representation of how the interlocking is put together, for example with all levers normal to pull 12 you have to pull 3,4,7,10 in that order even though the actual locking is between 10 and 12. I think it likely that 6 locks 9 and of course the other way round and normal practice should be to return levers to normal so 5 as a pull between 4 and 6 ought not to happen. It will almost certainly be a 5 1/4" pitch Stevens frame so a shunt signal pull between isn't too much of an issue anyway. Re
  5. It marginally simplifies the interlocking although I'm not entirely sure the pulls 12 and 13 on the diagram are 100% accurate, 12 should be 3,4,7,10 and 13 similarly 4,7,10. This assumes that 10 requires 7 and 7 requires 4 is actually correct. Regards Martin
  6. There is also The Teign Valley Line by Peter Kay, published by Wild Swan. It is I think OOP but if you can get a sensibly priced copy it's very good. Regards Martin
  7. Monkey At the time of the 1948 trials 33 was in LNER garter blue but with British Railways painted on the tender. She had also been renumbered 60033 by then. I have a feeling you might not be lucky with a factory model so adorned. Regards Martin
  8. Gary I've got the Wagstaffe diagram for The Dyke dated circa 1922, I'll dig it out tomorrow. Regards Martin
  9. Mike Bit of a sweeping generalisation that inevitably leaves it open to contradiction and I did pick something of an arbitrary date, but you will realise I was talking about the SR which in my days around there during the 70s was largely bereft of white bands. There were inevitably variations when furriners got involved. I would imagine that the introduction of a UK wide set of signalling standards would have brought the Southern in line with lesser railways, anyone care to put a date to that. In any case it wouldn't apply to the OP set as it is in 1936. Gary Which protoy
  10. More than likely that TES would be the only indication of a train approaching. TC's are extremely unlikely. If operationally some need had been demonstrated a treadle might have been used, but even that's a rare occurrence. This matter cropped up on another thread, maybe Hayling Island, so I did some research. The LBSC did occasionally fit EFPL's but I could only find a handful off instances across the whole of the LBSC, so I think separate FPL's would be the correct approach. You do not need an FPL on facing points not traversed by pasenger trains. In a word, no. The in
  11. Gary For a single line terminus in 1936, essentially as installed by the LBSCR, you have provided a level of sophistication that might have applied some time in the BR era. There would be no track circuits. The outer home and advanced starter are very unlikely Points 5 & 6 would have separate FPL levers, as you currently have them it implies motor points. Points 5 & 9 should work as a crossover on one lever Points 11A & 11B are reversed, the A end is nearest to the box but in 1936 that terminology wasn't used so just plain 11 points.
  12. The Bo'ness van was in seasonal use until relatively recently. The boiler inspector condemned the boiler controls, principally in that there was no pre-ignition purge of the combustion chamber and the general age of the electrical components, it was also all 110v DC and therefore difficult to renew bits individually. A scheme to re-engineer said electrics to AC control was considered but the cost was significant and four weekends use a year to pre heat Santa trains didn't justify the expenditure. Regards Martin
  13. Chris The only pics I've seen show the single column but obviously this isn't definitive. Martin
  14. Here you are, I found it however there are no dimensions but someone in the past has helpfully added pencil notes, height 5' 0", width 1' 4", depth 1' 3", weight 3cwt 2 qrs or 178kg if you prefer. Note that the illustration is not exactly the pattern that the Brighton used which had the bell/staff selector on the rh dial, but otherwise the same. The block telephone was an option again which the Brighton didn't use AFAIK. Martin Staff instrument PDF.pdf
  15. Nick Most if not all single line Brighton branches would have been equipped with ETS instruments that they retained until closure and it isn't quite as high a mileage as you might imagine. Horsted Keynes - Culver Junction, Three Bridges - Ashurst Junction, Redgate Mill Junction - Polegate, Peasmarsh Junction - Christ's Hospital, Deptford Wharf branch and as Becasse mentioned West Croydon - Mitcham Junction. There will be others that don't immediately come to mind. Somewhere I have an RSCo catalogue pre 1923 that has a diagram of an ETS instrument and may well have dimensions. I'll find i
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