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The Stationmaster

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The Stationmaster last won the day on January 6

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About The Stationmaster

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    A long and catholic interest in railways but especially operations and signalling and not put off by over 40 years in or associated with the industry in Britain and abroad. Also enjoy photography, some DIY, gardening and travel.

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  1. I think you'll find the vacuum brake handle on the 9466 is a preservation modernisation to make it reachable from a normal driving position. The ldifficulty reaching the brake handle was one of the big complaints when it came to the 94XXs
  2. I have an email from Cornwall advising me that a package has been despatched in my direction today. As far as I can remember my only current outstanding order with Kernow is for a 94XX so that must be what's coming unless it's a package of pasties. As the latter are manufactured here by herself to a traditional recipe from that part of the world I have no need for imports of them (see below) so it's probably the 94XX on its way.
  3. Only time I ever travelled to Tavistock by train was behind a light pacific in both directions (from and return to St Budeaux). The Ivatt 2-6-2Ts on the Gunnislake workings were probably the last regular steam local workings in the Plymouth area.
  4. Not exactly what you asked for but this gives you an idea of how the electric locks and circuit controllers are arranged in relation to the knee frame at Cockcrow Hill on the Great Cockcrow Railway. This frame is 100% electrically interlocked and came from Waterloo station on the Waterloo and City although the locking is new. The interlocking etc is housed in a separate relay room building adjacent to the signal box. I will make enquiries to see if there are any drawings available or if anyone has any photos of the way the levers are connected to the locking but you need to remem
  5. Exactly so however what is the situation now regarding UK VAT refunds because that has been a big bone of contention in respect of sales to tourists who in teh past could reclaim the VAT when they left Britain but can no longer do so. Just checked on the HMRC site - goods sent to overseas customers from the UK are still treated as zero rated in the UK.
  6. Things like Regional boundary changes had some very interesting effects - Normanton was but one of quite a number of former LMS sheds which ended up in North Eastern Region control so the new owners did some things their way.
  7. I suspect you might be starting, or looking at it, from the wrng end of the telescope. The need for a loco depot, and then its allocation of engines was driven largely by expected levels of treaffic and then the allocation was adjusted to reflect actual traffic demands. Thos traffic demands were boiled down intoa timetable (by the operating/traffic dept) who did their best to produce what the commercial depts said was needed or what they expected to be needed. So as far as allocation of engines, and number of enginemen at a depot was concerned the nitty gritty started with the
  8. The Instructions relating to the Marshalling of Non Passenger carrying Coaching Stock vehicles with 4 or 6 wheels were basically un iversal across the main line Companes from the introduction of the XP branding of vehicles which applied from 30 September 1938. Prior to that as a general rule of thumb 4 wheel NPCCS vehicles were required to be marshalled at the rear of passenger trains but could be marshalled front if there was no alternative and there were already restrictions in place limiting teh speed (and teh trains to which they may be attached) prior to that date. On the GWR
  9. And they are usually the very people who protest volubly when 'the railway' eventually gets round to cutting down etc lineside trees which are damaging the infrastructure or obstructing the view of signals etc. They don't seem to realise that it is not 'ancient woodland' but (unchecked) comparatively recent growth and that it is causing significant damage and impacting on safety.
  10. I only have Western Region information for that date (although it was unchanged since the 1930s as far as passenger trains were concerned) and it could be altered by the issue of a Special Instruction from the Supt of The Line. Passenger Trains Gradient not steeper than 1 in 100 or falling or level - 40 wheels maximum of vehicles of all description. 40 wheels maximum of vehicles containing passengers (Note *) Gradient steeper than 1 in 100 but not steeper than 1 in 40 - 40 wheels maximum vehicles of all descriptions. 24 wheels maximum vehicles containing passengers
  11. The Absolute Block Clearing Point when a colour light distant signal is used was reduced from 440 to 200 yards in the 1980s. On Tokenless Block the normal Clearing Point (i.e. the loop exit signal) was not affected by this change. The only situation on Tokenless Block Lines where the change had any effect was at a junction which was not a crossing place. Thus at Braeintra for train approaching off the single line the Clearing point would be 200 yards because there is a clour light distant and it is not a crossing place for a train in that direction (it will be going forward on a
  12. In his GWR signalling book, which uses the same picture, the running arms are correctly described. Apart from good practice and observing the requirements of the Regulations that where facing points are involved the trains is required to have passed beynd the points before teh signal is returned to danger. Old provisions die hard it would seem although it is good signalling practice as it dsscourages people from attempting quick restiing of things ready for the next move.
  13. The diagram Miss P posted was the 1910 'box diagram although basically that would have been the moves as it was of course necessary to run round the tank in order to position although it migh have been hand-barred from the Up siidings to the loading dock without using the train to shunt it. However it would undoubtedly have been easier to shunt the milk tank once it was on the Up side by using the auto train. However the layout and signalling at Saltash was altered in 1943 although the single slip had probably been replaced by a diamond crossing with a separate trailing crossover
  14. Normal practice meant that - as at Wallingford - shunting would not be taking place with a loaded passenger train at a terminus because it would be carried out after passengers had detrained. At an intermediate station simple attaching and detaching moves often took place with loaded passenger trains be they push-pull or conventionally hauled and provided the movement complied with the Rules & Regulations there was no need to detrain passengers. I have never heard of anything like your somewhat ridiculous second suggestion - a Guard would hardly want to get his uniform dirty.
  15. It was not permitted, even if it had been physically possible (which it wasn't - see next sentence), to alter points between the passage of the main train and the slip portion. The Rules and signalling Regulations required than no stop signal reading through facing points be replaced to danger until the whole of a passenger train, complete with tail lamp, had passed beyond those facing points - and of course the original tail lamp was on the slip portion
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