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Michael Hodgson

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  1. That signal does not appear to be the same as the first photo, although both have a stay wire from an additional post on the opposite side of the line, as the photo on Flickr appears to have a wooden arm, and the telegraph lines are absent. Concrete posts were favoured by the GNR/LNER, so I assume the photos are all on ex-GNR or M&GN territory. The preserved North Norfolk Railway has some somersaults, and the Nene Valley also used to have some, although neither would be double track where they have their distants. The GNR introduced somersaults following the Abbots Ripton accident whch caused slotted post signals to fall into disfavour and many companies to change from lower to upper quadrant signalling. Distants initially had a straight bar on both sides of the arm, and the face was red with a white bar, the same as stop signals. Early in the 20th Century, this was changed to yellow with a black bar, although the change would have taken place over time. Most companies adopted chevrons on distants, although the GNR seems to stuck with bars. Pressed steel arms were usually enamelled and did not normally need repainting. Wooden arms would need repainting from time to time, and possibly replacement due to rot. Practice at the time would be followed on repainting, but I think this would only apply to wooden arms. I believe that chevrons would be used on the back of an arm if the front had a chevron.
  2. Various companies used them, also details changed from time to itme GNR, & MG&GNJR https://old.signalbox.org/signals/gn.htm http://www.railsigns.uk/sect2page5.html TVR, Barry Rly http://www.railsigns.uk/sect2page3.html http://www.railsigns.uk/sect2page4.html Australia https://www.facebook.com/photo.php?fbid=872188554706571&set=a.567202195205210&type=3&_rdr
  3. Your best bet might be to look for a very rough "Spares or repair" loco just for that one part ! You'll need to have patience waiting for a suitable one to come up though
  4. You also have to give more consideration to the minimum radius of your curves with 3-link or screw couplings. Buffer locking is an issue when the radius befomes too tight (especially on propelling moves and/or reverse curves). Less of a problem with the large buffers of that particular loco than it would be if used between vehicles with the smaller buffers of the wagon. It definitely looks much more realistic than tension locks or similar widely used alternatives once it's all coupled up, although the hoses should also be connected. The downside remains the need for the Hand of God for coupling/uncoupling and the time it takes to do so. A question of preference.
  5. Wiring in parallel means that the bus wire feeding them (at the power supply end) carries the full current (the current drawn by each one multiplied by the number of LEDs), dropping by one LED's worth at each one as it gets nearer to the end of the chain.
  6. I've never seen or even heard of a set of S&DJR single line regs - or come that a set of their double line regs! Did they use the rules of one of their owning companies?
  7. Yes, but so did the previous version of it. And they didn't bother to demonstrate its new gimmick
  8. So when did 4472, Grand Central, and W1 run to Margate?
  9. The new GWSR platform appears to be about the same length as the two original platforms put together!
  10. Well, I tried watchng the video but gave up pretty quickly, I've seen more convincing party polictical broadcasts - and they don't waste as much time.
  11. Given that the train is about to return whence it came, there is another variation of this "semi-legitimate" practice. Block out properly for the incoming train, then offer the return working and obtain a token before the engine leaves its run-round loop. Clear signal from loop, complete the shunt and clear the signal for the departure. However this won't work if the section has controls on clearing starting signals more than once per acceptance. The 5-2/2-5 method is not possible with certain instruments (such as Tyers No 3 Tablets I believe), because the token once issued cannot be replaced in the instrument from which was obtained and had to be carried through the section (this limitation also caused problems whenever a train had to be cancelled). Note that the these bell codes were also used on double lines where they had a completely different meaning - in connection with working in the wrong direction, where authorised (which wasn't very many places). The LMS single line regulations were essentially similar, although they did draw a distinction between Blocking Back Outside (3-3) and Inside (2-4) Home Signal whereas BR practice on single lines only recognised "Blocking Back (3-3)" The LYR Regulations of 1891 had different approach to Blocking Back and the regulations did not include 3-3. If you required to foul the line for shunting, you sent Attention (1), and when this was acknowleged you turned the block to Train on Line, which was acknowledged by a further single beat. This had changed by 1919 however, and they then used special Shunting Tablets in some places, and in others Blocking Back Outside/Inside Home Signal The LNER (North Eastern Area, 1923) explicitly forbids Blocking Back when the staff is at the station where the shunting was required - presumably on the logic that there is nothing else in section if you've got the staff, and you can safely give it to the driver who is shunting. I suspect the use of flags varied from company to company and over time.
  12. I know I'm elderly, but I can still manage a knob 😀
  13. The railways always were a business. That's why they were built and we had the the railway mania in the 1840s. And George Hudson was never a beggar - the bosses always were rich, and many of them just got richer. The traditional railway became the modern railway when the GWR broad gauge was to converted to standard when the Regulation of Railways Act forced the companies to fit continuous brakes and block signalling when they merged into the Big Four after WW1 when they agreed (in the 1920s!!) to use colour light signals rather than semaphore when the railways were nationalised when the Modernisation Plan was published in 1954 when the Beeching Report was published in 1963 on sectorisation of BR on privatisation .....
  14. If I were fitting doors as new, I wouldn't use lever handles that the beasties can work, I'd use knobs that have to be turned
  15. He's just learned what the vet is about to do to him.
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