thedman

I believe they should arrive 28th July

That’s a RETB ‘Yagi’ antenna

The problems at Dalmarnock (now resolved) are not the result (it is not below the level of the Clyde) of tidal flooding or relation to sea level, but simply the Dalmarnock Water treatment works overflowed, forcing water up through the drains/sewers. The next time you travel between Rutherglen and Dalmarnock have a look at the catch pit covers in the cess on the slab that have the metal straps fitted over the top of them.

Hope your going to have 3 MPM’s and plenty of spare bent staples, ahem I mean security fuses. Dont use 9 tiles wall boxes for attaching the nodes to the network. Make sure your SDS does not go on fire! Your techs terminal needs to be an original ‘cypher’ terminal, with tapes! is your interlocking going to have the ‘Newton’ modification when you cold start it?

Have a look at page 8 of the attached link, I am unable to post up the M12 https://www.whatdotheyknow.com/request/293222/response/729672/attach/34/511578 SC039 Kilmarnock Barassie Jn May 15 Ver 1.5 020.pdf#page=8

The closest track layouts off the top of my head to what your are trying to model is Barassie or Thornton North.

I don’t see the need for LP205 or LP206 as these would need to become ‘pre-set’ shunt signals within the main aspect routes and also when 103 could have a LOS up the branch replacing 206 and then the subsequent opposite direction would utilise 112 replacing 205. In regards to your final question, if you had also designed in track circuits on your scheme plan, LP103 & 105 would have in place TER (timed electrical release) where their berth track circuits were occupied for say 30 seconds on their own with the tc of that berth in rear having been cleared for that time also to ‘demonstrate/prove’ that the train had been ‘electrically’ timed to a stand. Another way that we do this, is that if we set a route from 101 to either 103 or 105 and the route from 103 or 105 is not already ‘pre-selected’, 101 signal becomes approach controlled from ‘red’ thus as belt and braces making the approaching train being at a speed of which the driver is prepared/ready to stop. This is a compromise in absolute approach locking as we nether have flank protection applied by existing S&C or by run offs. Once this down direction train was ‘electrically’ proved to a stop and UP direction service could be signalled off the branch. Another way it could be done is that if first a train is signalled from 112 in the UP direction, the interlocking would have a ‘special control’ where if 112 was showing a proceed or had an overlap going past it, a proceed aspect could not be obtained on 101. hope this helps

Mount Florida couldn’t take a 9-car for football traffic at Hamden.

Think I will stick with my DJH version.

MekPak was never in its entire life MEK.

Caption for this picture, states February 82 heading into High St Goods along the Goods/slow @ Belgrove.

Graham, Apologies for the delay in replying, I never noticed your post. Hope these are what your looking for. Darren

Pity there is no 117 in Scotrail branded Regional Railways. Ltd Edition anyone?

No problem Darren

Also remember that the tail lights are different (hinge horizontal or vertical) dependant if they were Brush or Crewe built.