GNSRAMemsec

I would indeed like a copy of this please.

Thank you,

Graham Maxtone

I'm late coming in to this topic but have done some digging to see if I can help here.

I cannot source any photos just now but can give you the following information that might be helpful :

My source is the Signalbox Register Vol 6 Scotland published by the Signalling Record Society

Killin West was a 22 lever 'box and brick built.

It's style is described as N1 - Killin West was also described as N1. Further examples of N1s are Callander East & West and Throsk. In the absence of further information I would personally use Throsk as the style you need for your project...

Best wishes,

Graham.

I have a CD produced by Stavely Makepiece Associates entitled 'Diesels in The Highlands' which I bought last year. Mostly 26s with a 40, 47 and a Swindon DMU(!) thrown in for good measure. It won't be the same going by the cover you have posted. There was also cassettes produced by Alan Vitty many years ago which featured all the Sulzers at work - a lot on the West Highland as Alan used to base himself in Crianlarich during his holidays.

That's definitely in the Pass of Brander and those are the Stone Signals/Rock Fall Indicators which are still there today albeit without finials (sacrilege) . I agree with Graham, how that sequence ended up in there I don't know although do remember Glen Douglas and Caley 123 went to Oban double headed.

To haul wagons past the intended receiving station and then take them back again would be very unlikely, especially as has already been mentioned, on longer lines such as the WH and C&O. In my own experience at A&T the northbound would arrive, couple off the engine, go round about and catch the tail end of the rake (which if marshalled correctly, should be for A&T), move back to the Glen Douglas single line then be handsignalled through the facing road into the up loop, then into the head shunt before shunting back into the yard - this may have had to be done in more than one 'bite' off the up loop depending on how many wagons were to be detached. When finished the engine went via the up loop to the Ardlui end then shoved back onto the train and away north. If a brakevan were involved it would of course had to be coupled up to the back of the train again first. I've also seen a simpler method where the northbound ARRIVED in the UP loop via the facing road then carried out shunting from there.

Thank you both for replies so far. I recall the magazine article although that and the link to the very nice Anbrico website do not have any photographic evidence. I have an motorised AC Cars made in tinplate which looks and goes very well, I also had, but have since sold, an unmade kit which was in whitemetal. If it's done in tinplate I'm sure any Wickhams 'bus will look well.

Thanks again.

Has anyone ever seen or has anyone been aware of this Anbrico kit or was it just an aspiration?

Is there any news of a publication date for this eagerly awaited book?

Thanks

Graham

Apologies! What I was trying to say is that Auctermuchty to Ladybank closed in 1957. The branch remained open for freight between Mawcarse and Auchtermuchty until October 1964. The fact that the branch is shown as "To Ladybank" as opposed to "To Auchtermuchty" suggests that the map pre-dates the closure of the Auchtermuchty - Ladybank section.

Thanks very much 65288_62C you have answered my underlying question about the section from Muchty to Ladybank!

Great forum this.

This would appear to confirm that there were two sidings at the north end of Glenfarg down side yard. It also shows the revised access from the yard to the down line. The branch from Mawcarse is showing as going to Ladybank. This closed in January 1957 so helps to date the map.

I have a distant memory of a footplate run between Auchtermuchty and Strathmiglo on a Saturday morning goods around 1964. I'm not sure if the line was open between Ladybank and 'Muchty at that time though but it certainly was towards Mawcarse. I'll need to check my records to confirm dates.