Grovenor

Here are a couple of pics taken in Nairobi in 1970. I'll look out some more later. Loco 5910 "Mount Hanang" arriving in Nairobi with a freight from Mombasa. http://www.norgrove.me.uk/glimages/G5910-1.jpg http://www.norgrove.me.uk/glimages/G5910-2.jpg

Modern power supply units for DC normally have a regulated supply that keeps the voltage almost constant up to the rated current then will quickly drop off when the overcurrent protection kicks in. Laptop supplies are usually over 12V, often 18V or 19V. Generally you would be better of getting a 12V supply from a specialist such as CPC. If the testing you are doing is of locos then a supply rated at 1 Amp should be adequate. Such as are on offer here, https://cpc.farnell.com/search?st=12v power supply&gs=true

Ray, I think you are adding confusion here, Bluestag has clearly described his switches, (they sound like typical telephone switchboard items) and that they comprise a stack of SPDT contacts. Whilst these types of switches did occasionally have make before break contact sets it doesn't matter if they are being used as SPST to operate servo drivers such as Megapoints.

And there are a number of sellers of suitable servo mounts for this application, Wizard models/MSE for one and Dingo mounts for another.

The League has not dissappeared, just changed its name slightly. See https://www.lrta.org/about-lrta/history/

Just had some gruesome pictures on the evening news. Must be the worst rail accident of the last few years, both for fatalities and injuries, they were putting injuries at over 1000, and apparently a 3 hour drive to hospital.

The word normally is clearly used with two meanings in that one diagram note, hence Paul suggesting that one of them could be 'usually'. Usually is a bit vague and we don't really have another word to replace normally in this scenario. The ambiguily would have been avoided if the fpl levers had been arranged the opposite way so that they were left normal when the GF was locked up. I can't see any reason why it was not done that way. Only the slot lever needs to be left in Reverse to maintain the convention that a signal or slot lever is normal when the signal or slot is on. My "very unlikely circumstance." is just referring to the probability of the drive for the Wenford end of crossover 7 being out of adjustment and the points thus standing open at the very time when the trap is needed for a runaway. It may well have been the gradient that drove the decision to have a bolt. The drawings offered don't actually show whether the fpl also had a lock bar, since the points would never be locked when in use as facing points there would be no need for a bar except for the theory advanced by Becasse. Bars are not usual for a GF as the operator is on the spot and expected to see that the train is clear. For the Main box here it appears that there is track circuit locking rather than bars. Is there any evidence that a bar was provided for fpl 8?

No mention of layouts at all there, I would not be happy paying $45 for a couple of lines of secondhand stalls either.

Still a bit like overkill, it would work just fine without FPL 8, crossover 7 would still be held normal by 6. So still covering for a very unlikely circumstance. None of the other 5 traps being locked in this way.

Did you miss the description?

Which is, of course the very reason we have timed approach release on diverging routes, to ensure that speed is reduced. The obvious loophol;e that then occurs when the signal is so far back that the train can easily accelerate to an unsafe speed between signal and turnout has been known since the 1960s at least and can be avoided at the design stagewith a bit of effort, so those who agreed on the relaxation of design standards that the SM references should take some of the responsibility for allowing a reduction in the safety provided by the design. Of course there are now mitigations possible that were not available earlier through use of TPWs, and evehtually ETCS, as Phil mentioned.

Note that the upper left siding should also have a trap point to protect the running line. As Mike says, its the left hand blades on a slip that control the divergence to the right. (And the right hand frog polarity).

Jim, The SM just put it correctly, it is always the first stop signal that must be expected at stop, and this is enforced by Rule 39a and its successors. There can be a different situation if leaving manual block and entering track circuit block where a distant, or its equivalent, may show a double yellow.

Plenty such photos and drone flights in this thread, just try looking back a few pages. 🙂

If its a scale version to 1:120 then you need wheels to 1:120, 3mm society wheels will be to big. One hopes Hornby or Peco will sell wheels seperately in due course.

However I don't think there is any reason for moving with the body up that requires movement any faster than 1st gear so a warning or locking system based on gear or speed as has been suggested should be trivial to implement.

Where have you got this info from? I have not seen any statement that suggests that the car crashed through the gates.

Perhaps this one? https://www.google.co.uk/maps/@54.2571625,-0.7695783,3a,15y,304.35h,86.67t/data=!3m7!1e1!3m5!1sknF7D7lV6-MX1bbLtGG-5w!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DknF7D7lV6-MX1bbLtGG-5w%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D120.07836%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192

Tank engines are mentioned in the magazine, letter and reply, bottom of page 32.

Should you want to learn about current speed signalling, as opposed to an historical experiment, then it is essentially the North American standard and Google will find you all you want to know and more. Be warned, it takes a bit of effort to get your head around it, and there are a lot of minor variations used on different railroads that can make it tricky to work out what the asic system is.

Isn't there an equivalent in the Trix range that is already DC?

The DLR Train Captain, or whatever the current job title is, can be anywhere in a 3 car set so may not be seen in the front for significant periods. Door closing, which they must do, can be done from any doorway. When there is a need to drive manually then they do so from the front desk. Also if there is a report of tresspassers or there are staff trackside for some reason, usually on the sections adjacent to NR, then they may go to the front desk to be in a position to blow the horn or emergency brake. Doors can also be closed from the front desk using the platform mirrors.

Lovely sunny day and so much work still to be done, and so much plant on site and nothing happening. There seemed to be in the region of a 100 earthmovers parked up as well as lots of cranes etc. How much does all that cost just to sit there idle. The management needs to get a grip.

When that arrangement was introduced there was already many years experience with both types of signal so the likely effect was pretty obvious. 🙂

HS2 **cough**