5BarVT

A printed paper overlay? Or would the pink show through? Paul.

Evening Clive,Only just got to looking in detail at your supplementary questions, but you have found the website that I was using to make my assertions. You are right, the top four lamps look like the signal aspect indications (though quite how they worked for the multi headed beast I'm not sure) and below that the three indicators for the route set. Note that the 'route' is illuminated even though the signal is red (inside, not to the driver) so that the signalman knows he has pulled the right points before clearing the signal. From the signalling plan, there are DF and DS for North and South lines: the indicators show DF DS and (annoyingly) 'D?'. I would love to know what the third indication was to know whether they were fitted left to right or right to left. Paul.

Oops! But I like it. ;-) Paul.

And like Eastleigh Yard, expect things to derail? !

From the days when an intercity could stop at Masboro’ and reversal at Nottingham only took 5 mins. Memories . . . Paul.

Thanks to Regularity for the drawings as that is exactly how Newcastle Central looked and worked (saved me a lot of effort). However, as Clive says, his tracks are arranged differently and don’t lend themselves to that approach. I like the idea of the swivel drive described by Clive, but the problem will be getting both blades to make up at the same time: some form of individual springing in the drive to each blade will be required. Have you seen St Enodoc’s approach to his double slips? But the opposite direction motion still needs to be overcome. Paul.

Black Foives through Tip'n and Dudloi?

With difficulty I guess, just like it is on the big railway because they move in opposite directions to each other. Going back to the L frames, both Deal St (Exchange) and Lime St as well as using one lever per signal for junction signals also used one lever per group of signals with a common destination. The examples I can see on the L frame web site for Deal St are all nice and simple as only one common destination exists. Lime St is more complicated (like your plan) as some platforms read to two destinations. I haven't yet got enough detail of the pull plates to sort out what is going on. Paul.

Carstairs Junction has a pair Down Loop and Down Main (Northbound) mounted off the footbridge. A search for Carstairs Station brings up a few photos where they appear in the background of shots.Paul.

West Coast north of Lancaster had a whole field of black sheep yesterday. Amused me as I was reading this thread at the time!Paul.

Another alternative (which is in my plan) is to follow Manna's idea on Edgeware GN and disguise a siding (or platform line) so that can be run through when you want but is normally a terminus. That means that when you feel like listening to something going round and round you have the option, but most of the tome it is all out and back. Paul.

If he's doing time, shouldn't it be added? Paul. P.S. Very much enjoying lurking and watching the photos.

Your version definitely looks most realistic. Like it. Paul.

I had a 70s long Blue one. Could give the wrong impression if worn over short shorts!Paul.

I think one man per side is probably right and my gut feel is that the levers would be arranged for each. Lime St, a bit later but still Westinghouse, had a very clever way of saving levers. I think I have details and I’m sure that others on here will have even if I don’t. Would you be interested in further info? Paul.

And so he should.Are your numbers notional, or actual allocation? From the depuction of the signals I am assuming a miniature lever frame and only one signalman (rather than one for each side)? Paul.

I haven't got round to going to Tweedbank yet. I don't quite have the same excuse as you as I could do out and back in less than a day. Paul.

'Bordering' on difficult to answer?

Even 'behind' can be used differently depending on circumstances: if out on the track and asked to stand behind a signal I would be looking at the back of it, however if I was talking about a train going behind a signal (to reverse being unstated) the driver would be looking at the front of it (having changed ends).I understand that one of the difficulties with 'in advance' is that track colleagues use it to mean looking into the toes of the points so that for a trailing set it is the same as the operating use but for a facing set it is the opposite. No wonder there is confusion! Paul.

That looks nice. Shades of the old Manchester Victoria.

A railway must be fenced off, but only at the outer boundary. Since privatisation, that has led to fences between NR and other depots that didn't exist under BR, so don't regard current practice as what would have been the case in the 70's. I don't think there would have been a fence, but I stand to be corrected.Paul.

WR had standard circuits for one pull (no track circuits), one train (tracked beyond starting signal), one train with track clear (tracked up to starting signal) all done at the receiving (non pegging) end. One acceptance (Welwyn control) was a 4 P.O. Relay box at the sending (pegging) end. All worked over a single line wire with earth return. I think the circuits are still available. Edit to add: all of the above is only to prevent signalmen from forgetting about trains and ending up with two in the block. If the whole block is visible, and it's only a model 'by instruction' is perfectly adequate. Paul.

Many thanks for the information on magnet strengths: an area where I had questions too. Also useful thoughts about the orientation of the poles (end vs top) - makes sense to me. Paul.

Looks like a 5 bar VT frame to me! Paul.

Looks good Andy. As others have also said, I think you will enjoy it. It reminds me a bit of a Thornton Fields Carriage Sidings with the buffers almost at right angles to the running lines, so even prototypical in its arrangement. Paul.