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The Stationmaster

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The Stationmaster last won the day on June 28

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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 suspect that AARKND is an original US group description which was never altered because there was no need to alter it. It would translate as 'AAR (car) kind' - AAR of course standing for Association of American Railroad and 'kind' translating effectively as 'type'. Thus the full set of original codes made it possible to distinguish between home road car type or group and the AAR designation/amplification. Can't be sure but it sounds very much to me to be the logical explanation particularly as 'CARKND' was used to describe the leading letter in the very early days of BR use of
  2. An important question - which company/BR Region and what period are you portraying? The double slip looks very wrong to my eyes and should really be a single slip with no facing entry off the running line into the sidings - any shunt off that line would propel in through the trailining connection. I can't see any real need for two signal boxes although that does depend very much on era and part of the country you are portraying.
  3. Well the one thing which can be said about it is that it is definitely (G)WR and most likely it actually ex GWR as opposed to taken over from another company post nationalisation. In addition the slabs on the platform look typical Western as well although the tarmaced platform is a little unusual and is one of the features that suggests it could be a recently opened or revived station/halt. The distant signal clearly visible in the lower photo appears to be the one in the distance - visible through the bridge in the upper picture which again seems a bit odd because it indicates a crossing l
  4. Have a look at my photos on pages 2, 3, & 4 of this thread - https://www.rmweb.co.uk/community/index.php?/topic/48504-gwr-signals-and-where-they-go/page/2/ Between them they show the standard GWR pattern Shunt Ahead arm (albeit in preservation and incorrectly used!!); the old pattern GWR Calling On arm with the letters CO on it; The new (standard style of subsidiary arm used initially only on Calling On subsidiaries by the GWR but then for Shunt Ahead and Warning purposes - from some date in the 1930s. As far as I can ascertain there was no fixed su
  5. Herewith a very new and shiny D6898 working a Barry - Acton banana special through Cardiff General in June 1964. The Type 3 worked the trains as far as Swindon where it was replaced by more traditional WR traction. Originally posted in this thread - One month later sees traditional traction in the shape of 6988 on a banana train at Reading. Photos originally posted on this thread -
  6. I have three of the John Thomas books about Scottish subjects and all are very readable while remaining informative. if his other books are as good they're well worth looking out for as an interesting and enjoyable read.
  7. Hmm, that begins to look tempting. Is the main orange band very slightly too high - I think it should align with the centtre of the lower 'ring' of the 8 digit according to photos late in the loco's working life.
  8. Can you build part of your layout - storage sidings if nothing more - on a shelf above the storaghe area?
  9. You won't be able to reach across 1.36 metres for either construction or maintenance. So one thing you need to do is check your own comfortable length of reach and ability to work before deciding on the width of site you will actually be able to use. What I would suggest is that having established what sort of site is available to you the next thing you need to do is think very carefully about what sort of railway you want. You can study teh prototype world through books, magazines, and online to gain ideas or perhaps pick up themes. And such study might influence the way you th
  10. And there were some like that at Carr Loco at Doncaster. (i.e Doncaster shed). but they no doubt appeared elsewhere on former GN or (LN)ER infrastructure.
  11. A Exams for mainlne diesels were originally based on, I think, a 3 day interval assuming there was also Daily Inspection at a fuel point. When loco maintenance went onto TOPs the exam intervals were based on real engine hours rather than assumed hours.
  12. Certainly not the case at Bristol however there is what could be interpreted as an exception on B57 (Up direction on the east gantry) where the sub route without an indication ran to GPL 569 which was also in two of the running routes from B57. Again the purpose here was solely to get a sgunt movement (a relatively short one so probably no much more than a loco past the gantry so that it could set back from a gantry signal or possibly past a GPL in rear of B57 should it be too long to be accommodated in rear of that signal. Again thsi more or replicated a provision that had ne been made in t
  13. Bristol was I think somewhat exceptional in this respect although I suspect similar moves might have been possible in places at Paddington. But as I said we are looking at a large station with - back in those days - lots of engine movements which needed to be done pretty sharply at busy times and kept to the shortest possible distance. An interesting feature of the MAS scheme arrangements at Bristol was that they precisely replicated what had been available in the 1930s resignalling - when engine changes and short distance shunts had been far more prevalent than they were even when MAS arri
  14. Don't worry about it because we are now in very different territory from the question you asked and the answer needed. - which you've already got to in your previous post. What the post below talks about is a subsidiary position light at a colour light signal reading to an intermediate ground position light (GPL) signal in advance of it because of other pointwork which allows a shorter shunt route instead of the main signal route. Very different circumstances from the question you asked where the signal you have is protectinga trailing point and simply carries on over plain line
  15. There were numerous places on the WR where routes could be cleared as main or sub route BUT the critical thing then is what sort of sub route? And off hand I can't think of many where a sub route meant the same route setting conditions as the main route. Although there were many which were nothing other than the equivalent of what amounted to a calling on sub because it came with an indication of route (using a stencil indicator in conjunction with the sub if it was over a main route where there was no indication of route with the main aspect (if that makes sense?).
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