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“The Portpatrick and Wigtonshire was supervised in three-yearly periods by the Caley and G&SW alternately” (David L. Smith). I’ve also remembered that there was a LNWR engine on the Portpatrick Railway (precursor of the PPWJR) - a ‘DX’ goods 0-6-0 bought from the LNWR. And six of the Portpatrick Railway engines (0-4-2s and 2-2-2s) were designed by J.E. McConnell of the LNWR.

‘Undulating trackwork’? How about this? https://www.railpictures.net/photo/260596/ https://www.railpictures.net/photo/202127/

The UK stayed on ‘summer time’ from March 1968 to October 1971 i.e. through three winters. The effect on daylight hours in winter became more the further north and west you went. In some of the western islands in Scotland, in the shortest days of the year, it was dark till mid-morning. The main push for all-year daylight saving appears to come from road safety organizations. It seems to have resulted in fewer accidents overall (more in mornings, fewer in late afternoons/evenings) in most parts of the UK, but more overall in northern Scotland.

And in Canada. There’s talk that this may be the last time we change here in BC, and we’ll stay on ‘summer time’ from now on, though that really depends on Washington, Oregon and California doing the same.

“The Little Railways of South-West Scotland” only mentions the Lockerbie-Dumfries line in relation to Caledonian access to the Portpatrick and Wigtonshire Joint and its predecessors. There’s no detailed description of the line. One interesting point about that line. When the PP&W Joint Committee was formed, the two English partners were granted running powers to access the joint line. The Midland already had running powers over the whole G&SWR system, so only needed to be granted powers over the CR from Carlisle to Gretna Junction. The LNWR was given powers over the CR from Carlisle to Lockerbie, over the CR branch from there to Dumfries, then over the G&SWR to Castle Douglas. I wonder if a LNWR engine ever took a train over that route? (The whole route - I know about the Webb 2-4-2Ts on the Lockerbie-Dumfries push-pulls in LMS days.)

Commercial currently running here: https://youtu.be/4cQ8UY_szxA

It’s more just a single sag. J. Parker Lamb, who took the photographs in that collection, used that location a lot. There is at least one more photograph taken there on the page linked to above.

Apologies for quoting my own post, but I’ve found a couple of pictures of these combinations. I can’t link to the individual photos, but they are the 10th and 11th pictures on this page: http://www.railphoto-art.org/collections/lamb/group-six/

A few weeks ago, I posted some pictures of the IOCO industrial spur in Port Moody. I said that there were new ties and tie plates dumped at various points along the track, and that I thought there was going to be a program of tie replacement. Turns out, there was more than that. It seems that the whole spur was relaid. I don't know if the relaying was done with CWR (I was going somewhere, and didn't have time to check in detail) but the rail lengths are certainly longer than previously. The old, jointed rail has been lifted in long lengths, not unbolted and lifted as separate rails. Is this common practice? There's also been some upgrading of things other than the track itself. For example, this dilapidated timber pedestrian/bike crossing: has been replaced with precast concrete panels:

Red Dwarf’s “Tikka to Ride” episode: https://en.wikipedia.org/wiki/Tikka_to_Ride (JFK kills himself, amongst other things.)

An honest and brave engineer has died: https://www.washingtonpost.com/local/obituaries/allan-mcdonald-dead/2021/03/10/572bd0d6-81a3-11eb-ac37-4383f7709abe_story.html

So, you've been watching "What We Did on Our Holiday" then?

Going by the shape and Dumfries shed’s allocation in 1965, it’s probably an NBL diesel-hydraulic shunter, class D2/10: https://en.wikipedia.org/wiki/British_Rail_Class_D2/10

Scotland as a single region? That would not be very specific. While it is correct to say a SR ‘Z’ class tank worked in Scotland, using that information to justify one shunting a model of Thurso would not be accurate! I agree with what’s been said about doing prototype research yourself if ‘compatibility’ matters to you. A lot of people start off using ‘Rule 1’, even if unintentionally, and many are quite happy to continue in that way. If people want their models to become more prototypical, there is plenty of information out there to guide them, certainly much more than could be conveyed by a single ‘region’.

They definitely worked at places within 60 miles of each other in that livery, and without stretching things much at all, could quite possibly have met. You can look it up - an exercise in prototype research.

“Making History” by Stephen Fry. A different Hitler “what if”. (Actually a “what if not”.)

How about this: http://www.rrpicturearchives.net/showPicture.aspx?id=2326789 401B is actually operating as a B-unit - the cab windows are plated over. I think the trailing Missouri Pacific units are SD50s. When the MKT got their first GP40s, they often ran them in GP40/F-unit/GP40 combinations. There are plenty of pictures of such combos in books, but I can’t find one online.

Apparently, our town is the fifth most common subject of searches on ‘houses for sale’ sites in Canada!

With ‘Get Me to the Church on Time’ on the stereo?

I once, somewhere along the south coast in England, got a lift in the reverse of that - a big US station wagon, converted to right hand drive, and fitted with a small British straight four. It also had two gearboxes, in line and with the second one ‘back to front’. The guy driving this had to be very busy with gear levers anywhere but on a long, straight unrestricted road.

Notice the track arrangement that would allow the train to make a sharper left (their direction) turn off the street: https://www.railpictures.net/photo/765819/

The search does depend on the terms used, but search for “white lines platform” in “All content” and “Content titles only” and you should get only 3 hits, all quite relevant.

OK - what you’ve modelled is correct for the prototype! I have to say I’m surprised, especially since the nearest poles on the left side of the cutting appear to have the push brace on the downslope side.

Did you try using the ‘Search’ feature? (Not being sarcastic, it’s a genuine question.) It can be very useful when looking for a specific subject, with a careful choice of search term(s).

Unless you have pictures showing the situation you’ve modelled with that pole, I’d suggest the spars are the wrong way round. The sloping spar is a ‘push brace’, so called because it leans against the vertical spar to stop the vertical moving the way gravity wants it to go. If you look at the prototype photo, the push braces (especially the nearer one) are stopping the poles going down the embankment.