Fay Singpoint

Its final appearance will be at our Winter Steam Gala which has been moved forward to the 3rd/4th Feb 2018. This is because the boiler ticket expires the following week.

https://www.churnet-valley-railway.co.uk/news/gueststeam

We have a cluster head in our stores. Just trying to find an excuse to install it somewhere on the railway. 

Emma

 

Are these signals on the Widened Lines, or the Met?

 

Or were the two "signalled in common", using the same kit?

 

Kevin

Emma,

 

Thank you very much, that is a very useful photograph - just what I needed. Now to lay plans to get some appropriate signal heads made by rapid prototyping / 3D printing means to fit 3mm LEDs.

 

 

Kevin,

 

To answer your questions look at www.harsig.org/Metropolitan.htm - particularly the 1926 / 1956 Widened Lines .pdf file. You will see that all the Met and Widened lines signalling was done from one 44 lever signal box - Box F - and that similar arrangements prevailed at Aldersgate / Barbican and the other stations. 

 

This is getting ever more interesting. I hope I can do it all justice.

 

Regards

Chris H

The 1926 scheme covered both lines with the same signal type. The photo here on my layout thread shows the Circle lines.

http://www.rmweb.co.uk/community/index.php?/topic/29574-moorgate-the-widened-lines/

These are the starting signals from Platform 4 (Met Railway)

The train stops were electrically worked and all points were mechanically worked with Economical Facing Point Locks provided where required.

Kings Cross - Moorgate was resignalled in 1926 so this probably fits your 1925 to 1930 time period. The 2 aspect colour light signals were the short range type with 6" diameter lenses. In the outdoor sections (such as Moorgate) long hoods were provided.

The photo below shows the starting signal from platform 5 at Moorgate. Going from top to bottom we have a 2 aspect red/green signal head (F21) a 2 aspect yellow/green signal head (RSS1b) with a 2 aspect red/green signal head at the bottom (F22). With the signal at stop we get a red in the top head, the middle head is black (no aspect) and a red in the bottom head. With a move signalled out of platform 5 toward the Down Widened Line we get a green in the top and head and either a yellow or green in the middle head depending on what the next signal (SS1) is showing (either red or green). The bottom head (F22) shows a green when a move is signalled out of Platform 5 and in to the loco spur (the buffer stops at the base of the water tower).

For my layout I brought a number of Eckon 4mm colour light signals with the intention of experimenting to produce something resembling a short range signal in 7mm.

Hope this helps???

I'll second the statement about the "Metrovick Hernia"........... I have six 4 aspect MV signals in my stores which are made up from separate Red/Yellow and Green/Yellow 2 aspect heads which are unbelievably heavy for what they are.

https://twitter.com/search?q=%23Thetford&src=hash

I think Fay is confusing the Earth Wire with the Return Conductor. They serve very different purposes.

 No I'm not...

The Auto Transformer system has an auxiliary feeder. There's no earth wire although a screening conductor is installed in the cable route.

Earth wire ??????

I thought GWML was using the Auto-Transformer system?

 

Also what about platform sharing without mid platform signals which is used extensively across the network using call on signals to allow a second train into the occupied platform. This is due to go in on the 100% new build platform at Redhill.

There's no platform sharing being designed for Redhill "so no mid-platform signals or marker boards".  Permissive working is provided for joining/splitting trains only

Off to bed as it's a silly o clock start in the morning..... Nothing to do with Stonehenge but it's my 1st firing turn tomorrow after passing my test a few weeks back 

How about posting what make they are, it's a mistake to think a BR colour light signal is just that.

 

All are made to BR spec's but by the signalling contractor given the contract.

 

Although you already have the outer diameter of the upper part of the post from the signal head mounting.

 

It's worth measuring the mounting before deciding on a post diameter.

Incorrect I'm afraid..        A BR specification is what it says it is irrespective of who the manufacturer/contractor is.

On the heritage railway I am involved with we are developing a scheme which will use signal heads made by GRS, ML and Westinghouse. The GRS heads are some 60 years old whereas the Westinghouse and ML heads are about 30 years old. All three types are capable of being mounted on a BRS-SM-55 straight signal post. 

Yes they are a pair of impedance bonds and from what I can see they appear to be the oil filled type. These extend some 12" below sleeper level as the coil sits in an oil bath for cooling purposes. The connections from each bond to the running rails carry both track circuit current and traction return current, with the connections between the two bonds carrying traction return current only. To left of each bond you can see what looks like a Gauge 1 p'way hut, this is the connection box between the bond and the track circuit  location which is hiding in the bushes on the left hand side cess.

I think the theory lesson on the resonated impedance bond can wait to another day.

 

Although I can't see the logic with not providing a West end access/exit to the IEP depot, the only access is via a reversal (for Bristol) in Parkway.

 

Great Western

The West End (Patchway) connection comes later as part of the Parkway area capacity upgrade works. 

Indeed, that's quite a lot of cash for less than a kilometre and a half of railway! Just under 41.7 grand per metre!

 

C6T.

It's all on an elevated formation along with 3 new river bridges.

http://www.youtube.com/watch?v=G1guQjr9_fw

The last of the really silly o clock starts at Cheddleton MPD. The weather forecast looks nice for a day on N7 No 69621.

Cheddleton MPD at 6:15 this morning with the yard and pit lighting being put to good use as N7 69621 is prepped for the day duties which started at 8:00am with some footplate experience courses before the passenger services.

My alarm went off at 3:30am for booking on at 5:00am 

The last of the really silly o clock starts at Cheddleton MPD. The weather forecast looks nice for a day on N7 No 69621.

It's a really silly o clock start this morning for another cleaning turn at Cheddleton MPD.

But it's worth it as today is my last turn on the Lambton Tank (No29) which goes back to the NYMR tomorrow.

Looks a bit wet outside and it's a silly o clock start for another cleaning turn. The plus side is at least it will be a bit cooler today on the footplate.  

Hi Jonte

 

I think the Midland Railway, and the Great Northern did. Have a look at old time tables for Moorgate up to 1977. It was train in, loco on country end, train out, loco to siding, train in .......till only one loco was left to travel home light engine.

Hi,

This was further complicated by the fact that permissive working was not provided off the Widened Lines in to either platform 5 or 6. Therefore the first moves at the start of service were individual light engines in to the empty platforms and then in to the sidings to wait the first passenger train. 

A rainy start here in North West Staffs border country. Ready to head off to the Doncaster show....

Why was the RETB abolished on the East Suffolk? It was adopted during the 1980s to reduce the costs of re-signalling that stretch and enabled it to remain open.

The licences for the radio frequencies have expired or are due to expire along with the issue of component obsolescence. The re-signalling took advantage of the developments in axle counter technology and fibre optic transmission systems along with the investment in the Network Rail telecoms infrastructure to make it a cost effective scheme.

 

I assume that after the first scene we are on the Bluebell.

 

I'm guessing this is Horsted Keynes (as the presumably fictional "Duncan Park") with the London Brighton & South Coast Railway Class E4 0-6-2T 473, "Birch Grove" pulling into the station.

 

Can anyone confirm this for me?

Correct..

They are walking along the Up line in the Down direction, the Up line being specially blocked to traffic for the patrol walk through the tunnel. The Down line itself is technically live, IIRC, but we have a Site Warden present, to prevent anyone straying further than the four foot of the line we are walking along.

And here is the same method of protection. I am walking on the blocked line with my back to traffic and with a site warden behind me to make sure I keep out of the 6'.

A 185 approaches on the open line.

So what is happening on the Hertford loop?

Why only between Hertford and Langley Junctions?

It's an ERTMS test site called the Hertford North Integration Facility. A little more info here http://www.imeche.org/Libraries/Events/ERTMS_-_story_of_a_success.sflb.ashx