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The Stationmaster

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The Stationmaster last won the day on May 12

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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. Interesting picture and relatively easy to date within a few years. the signal at danger is Saltash's Up Advanced starter and importantly it doesn't have a lower arm distant for Royal Albert Bridge Signal Box. The latter signal box opened in February 1902 when the line was doubled to there from St Budeaux and at which date the Up Starter and Up Advanced Starter at Saltash acquired lower arm distants. So there is a very definite 'no later than' date. According to Goodwin. ('The Cornwall Railway, first published 1960, reprinted 1972 by D&C) semaphore signals in Cornwall started to undergo conversion to two coloured spectacle plates (thereby adding a green light for 'all right') in 1895 and the work was completed in 1902. Both of the signals in the picture clearly have the two colour spectacle plate so - if Goodwin was correct - the picture was taken no earlier than 1895. So it would fit for a 3521 class engine running as a tank engine.
  2. But the only way such an alternative route could be created is by building it - and that would be expensive, whatever route it was. So logically - on the basis of economics alone - the inland route will present a good (and probably the best) case especially as it offers journey time improvements which would result in revenue growth. The population of Teignmouth, which could readily be served by a station on an inland route following the 1936 line, is almost three times that of Okehampton. (2011 census figures), while Okehampton and Tavistock combined only exceed the population of Teignmouth by a couple of thousand. The largest single town on the coast north of the 'round the moor line' is Barnstaple with a population of c.20,000 but it already has a rail link to Exeter and a good road link to Tiverton Parkway so it, and nearby towns such as Bideford, are hardly likely to be a hinterland for long distance, or even local, rail travel from Okehampton except perhaps towards Plymouth. Teignbridge council area alone has a larger population than West Devon and Torridge added together. And the coastal/southern area total more than doubles once Torbay is added in - over a quarter of a million people served by the existing coastal route/having reasonable access to it compored with 123,000 on the north/northwest side of Dartmoor right out to the coast with many of them much further from potential stations than, say, the 135,000 people living in the Torbay area. and that's before we even think about holiday time population growth. On sheer size of area served and potential hinterland for park & ride or kiss & drop passengers the old L&SWR route has little to support long distance passenger traffic and a relatively smaller populations to support a substantial (if it is to be a diversionary route) part-time mainline.
  3. Interesting that as I have generally found that the ride is poorer in the end cars than it is in the adjacent motored car. (But 802s seem to be an exception to that with no ride difference between the two.)
  4. Would it? The problem with travelling b y train from Werllington to Taunton is firstly getting to the station in Wellington, especially if you live nearer to the A38 that you do to the railway. And secondly getting from the station in Taunton to wherever you actually need to get to. I suspect that getting folk to change mode from door-to-door private car to using a train and whatever else at either end might need some fairly hefty inducements or disincentives. One day that might happen but perhaps not yet.
  5. Does this count as advertising, are Warners invoicing dept aware of this and the commercial advantage being handed over, is this the ultimate in thread drift? Sorry, I apologise for my final question as pictures of cakes are obviously the ultimate in thread drift (where did you get them - or would that be advertising?)
  6. Ah, so at least it has got one of the seemingly very rare Backing Distants in it - does it have any more I wonder such as the one believed to have been at Friars Jcn? The Aberdare one appears to have lasted until 1955 (although quite in what form is unknown) but one of the others might have gone a lot earlier.
  7. That surprises me Chris because I'm well aware that you got around the WR as much if not a lot more than me at around the same time and I saw over two thirds of the class according to a count in one of my old ABCs. And my photo of 1636 at Slough appears here about half way down the page - https://www.rmweb.co.uk/community/index.php?/topic/66924-the-stationmaster-goes-train-spotting-part-1/page/2/ Some more of my photos as 1630 appears on this page, on shed at Didcot in July 1963 while 1658 dumped outside the Stock Shed at Swindon in January 1965 appears further down the same page https://www.rmweb.co.uk/community/index.php?/topic/66924-the-stationmaster-goes-train-spotting-part-1/page/3/
  8. It is not unusual during the day to see a 345 set in one of the reversing sidings at Westbourne Park and back a couple of months ago one morning there were two sets there. But they won't have come from OOC for the reason Jim stated.
  9. The Signalman would take that into account when asking the user if the train has cleared the crossing. I've never heard of it being a particular problem and a good many years back my then patch included an accomodation crossing a on a busy double track main line route. (the big problem there was, as ever, one of the regular users leaving the gates open).
  10. Which in some cases could mean a wait of 15-20 minutes (althoigh potentially only around 10 minutes at most at this. crossing). and all it then needs is a train in the opposite direction at a double line crossing and the vehicle driver will get hacked off with waiting and go anyway. The only way you could do it is to split up tc (or axle counter) section indications and - as I said above - you're back into spending a lot of money. So as I've already said - the costs could run out of all proportion to the alternative of accepting the limited risk or closing the crossing. The only way the Signalman/ler can tell where the train is is from having continuous indications or having a TD based interrogation device which is reliable enough to automatically check that each train has passed any particular crossing. All of which means signalling modifications which takes you tio design office time and ever spiralling costs as ideas and circuitry are assessed and them more costs as the kit is installed and tested. Probably cheaper (considerably) and quicker to close the crossing in many cases.
  11. It depends on the cause of the delay. Trespass is down to NR, failure of a railtour engine (for whatever reason) is down to the operator as is, for example, losing time in run ning due to something other than an infrastructure fault and lineside fires can be down to the engine on a steam hauled special if it is not managed properly or has a problem such as an ashpan failing to contain hot coals etc. Incidentally as far as the daft woman at Kemble is concerned the platforms are clearly marked with yellow lines and appropriate notices are exhibited. Alas her action was not unusual and saw something equally stupid on the part of a woman at Hook some years back when Tornado was due to pass - she too narrowly avoided avery close encounter with the passing train.
  12. This is really getting to the nitty gritty. To get to a workable CAD for a single vehicle is likely to cost somewhat less than £5,000, in some cases barely half of that for a simple subject, so it isn't exactly an expensive proposition for any reasonably founded business (although it could well be for a private individual). Thus seeking EOIs before going any further could be a guide to taking that first step or putting you off having a go with the project - and with no need to take anybody else's money. Back to the oft mentioned point about having sufficient belief in your own project to back it with your own money. Once you have sufficient EOIs (with a drop out margin allowed for if you have any sense) you will know if it is worthwhile pursuing your project and you can put your money where your mouth is and develop something tangible to offer those who will put in their money. Interestingly some commercial organisations work in a rather different way and announce before starting work (but after getting their numbers sorted and the project costed) and in some cases they ask for deposits from purchasers - mainly to ensure continued commitment as much as anything else and in any case the deposit payers will have normal consumer protection. I'm far from sure what 'a deposit' delivers or is worth in a crowd funded scheme where all that exists is an idea and a picture of the real thing.
  13. This is an interesting point. if we forget emissions per capita and just look at national totals it would be interesting to see how the UK has changed because if we go back to the industrial revolution there were no cars on the roads and no electricity being generated but we now have millions of cars on the road and we still generate electricity with methods which produce emissions. CO2 per head can also be misleading because of we look at UK population growth in recent years we have seen considerable 'unnatural ' increases. (unnatural in that they don't relate to the usual form of a population pyramid) so even if we generate more emissions the quantity per capita can be influenced.
  14. By the time the big standard tanks got to the Southern the cross-London freights from the SR to Acton had been dieselised. The only ones which were still steam worked were the WR trips to South Lambeth and Chelsea Basin as far as I know. And a number of Old Oak men who were firing when the 80XXX were there (on parper/waiting movement elsewhere?) never said a word about them which would be very unusual as they tended to talk about the 'odd men out'. PS The Acton yard pilots were manned by Old Oak men, not Southall and the cross London WR trips were mainly worked by Old Oak men although most cross London trips to/from Acton used other Region's engines. I suspect some confusion in recollection to be honest.
  15. But they are of course parked parallel to the platform edge The first pic is slightly lacking because if it had showed a bit more to the right edge instead of all that railway stuff on the left you'd have got the pub into the picture
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