Pannier Tank

I see the "Top Tip" is shown but not the "Chord Line" (except a point leading to it off the Oxford Branch). It clearly shows the "Three Bridges" not the WCML / Oxford Branch / Flyover that were often referred to has being the Three Bridges!

Hello Dave, Have you seen https://www.rmweb.co.uk/community/index.php?/topic/153901-any-ham-radio-license-holders-out-there/ Stay Safe, 73 GD DX de David G4NVB

G4NVB

QRZ?

The photo first appeared in December 2019 https://www.rmweb.co.uk/community/index.php?/topic/150159-Hornby-2020-range-announcements/&do=findComment&comment=3782124

That would have been in the "Cleavers Builders Merchants" era which occupied the site before TR.

All xfer from Barry IIRC All except 82031 which went to 83D Laira (From Barry) and then to 83A Newton Abbott. 82033, 82034, 82038 went New to 83A Newton Abbott.

83A Newton Abbott had an allocation of 82xxx's between Jan 55 to Oct 56 some of which worked the Moretonhampstead Branch Line. 82001,82002,82004,82005,82006, 82009, 82031,82032,82033,82034,82038

According to https://en.wikipedia.org/wiki/LMS_Ivatt_Class_2_2-6-2T 41320 to 41329 were also PP fitted.

I agree, the North & South Junction Names came about with the installation of the new junction North of Denbigh Bridge.

Denbugh? Weren't the North & South Junctions introduced in the Milton Keynes era? I think Mikes trips pre date that? The Start of the Flyover is at the Denbigh South Junction, the North Junction is North of H8 Standing Way. http://bailey.persona-pi.com/Public-Inquiries/east-west-rail/docs-during-inquiry/op/obj-212-3.pdf

Denbigh Hall Jcn

A brave, but pragmatic solution in reducing the width of the Gearbox, well done!

Hi Phil, In the other thread I said I recently built 3 of CAMIO SVOs but I did the mod of replacing the 16 MHz Resonator with a 16 MHz Crystal and 2 Caps. The mod kit is available from http://rmeuk.com/buycbuspcbs.html at bottom of page. The reason for the modification was to overcome some issues with the 16 MHz Resonator that affected some CANMIO's but not all. As a precaution I built the 3 CANMIO's using the 16 MHz Crystal.

I recently built 3 of CAMIO SVOs but I did the mod of replacing the 16 MHz Resonator with a 16 MHz Crystal and 2 Caps. The mod kit is available from http://rmeuk.com/buycbuspcbs.html at bottom of page.

Not a lot; the sons working from home and is using the Railway Room as his Office!

I think that's going to be a double "No"

To keep things related to the message in the same place, I have added further information with regards to "Light Engine movements" at the end of this message:- https://www.rmweb.co.uk/community/index.php?/topic/150296-moretonhampstead-signalling/&do=findComment&comment=3904043

Most of the images I have of my period of interest (1950's) show the 14xx on the Mortonhampstead end.

(a) Hence it is my view (others are entitled to theirs of course) that the pragmatic solution would have been to treat the two signals as being co-located and and the Signalman giving permission to proceed by setting the road and pulling the Shunt Signal 'off'. (b) which is what I am saying in (a) Although the discussion began by using an hypothetical "Light Engine" movement there was a Light Engine movement introduced when Moretohampstead Shed Closed in 1947. The First and Last Train of the Day was a Light Engine movement, to/from Newton Abbott. The Auto Trailer was left on the Engine Shed Road to prevent a "run-away". I have seen a photograph of the Auto Trailer on shed. During 1947 concern grew over the condition of the roof of Moretonhampstead’s Engine Shed, such that the Engine no longer stabled there overnight. The Auto Trailer was left on the Engine Shed Road and the Light Engine returned to Newton Abbott where it was serviced and stabled overnight. Moretonhampstead Engine Shed eventually closed in November 1947. According to the Summer 1955 Timetable, a Light Engine Departed Newton Abbott at 06:45 arriving at Moretonhampstead at 07:15 to work the first Up Auto Train of the day. In the evening having worked the last Down Auto Train the Light Engine Left Moretonhampstead at 21:00 and arriving at Newton Abbott at 21:35 The Light engine movements continued until 1956, when the whole train returned ECS to Newton Abbot and stabled overnight, returning in the morning ECS to Moretonhampstead to work the first up Auto Train of the day.

Have you checked the Output of your Power Supply?

Mike, thank you very much for your valued reply. You may recall that this latest discussion started with the following question being asked and my subsequent reply.:- Happy Hippo said “As a matter of interest, I am presuming that a loco stopped at the down home but wanting to access the loop, would require both the down home and the loop disc to both be cleared before proceeding.” I don’t have any issues with the Shunting operation of the Goods Train, it’s how the “Light Engine” is dealt with when standing at the Down-Home Signal requiring access to the Loop that I have issues. I can understand that the regulations would require the Facing Point to be Set for the Platform Road and the FPL is to be engaged before accepting the Light Engine. Would the Regulations also require that the Down-Home Signal to be lowered as well? It has been suggested that the Driver of the Light Engine standing at the Home-Signal would require permission from the Signalman to pass the Down-Home Signal set to Danger. If the concern is that the Driver is passing the Down-Home Signal at Danger, my view is that the Signalman would give his permission by setting the road and pulling the Shunt Signal ‘off’. This controlled move is completely different to an uncontrolled move by the Driver passing the Signal set to Danger without any road being set.

08 704 looks like she was recently out-shopped from Swindon Works having just been dual-braked; I would say early 1984.

Platform's 1 & 2 were the Oxford Branch Platforms. Platform 1 was removed and Platform 2 converted to North & South Bays during the reconstruction circa 1963 / 64. The photograph shows the South End Bay. Which was used for loading Royal Mail Vans that would be attached to the Down night Mail after the Oxford trains stopped running.

I seem to recall that when the Oxford to Bletchley and Bedford to Cambridge sections were closed that the Bletchley to Bedford section became a Conductor Guard Working and that all stations became un-staffed Halts.