Pannier Tank

I used to pop down the station most weekends to see the 25's & 31's Stabled in the Field Sidings. Happy Days.

In the absence of any official Mortonhampstead specific Operating Instructions, it is my view (others are entitled to theirs of course) that due to the short distance (nn ft ?) between the two signals, the Ground Shunt Signal (Lever 10) and the Down-Home Signal (Lever 12) would have been treated as if they were co-located. It would have been operationally difficult to treat the Signals as not co-located. It would be particularly difficult for a mainly (if not entirely) loose-coupled goods train, having pulled forward from the Platform Road, having to stop with the rear of the train, in the rear of the Shunt Signal (10) but in advance of the Down-Home Signal (12) as has been suggested. During the above shunting move, the Guard would make sure the rear of the train was clear of the Facing Point (Lever 9) before raising both hands to inform the Driver to stop. Due to the momentum and inertia of the train, the likelihood is, that the whole of the train could come to a stand in the rear of Down-Home Signal (12). For operational purposes, the Down-Home Signal (Lever 12) and the Ground Shunt Disc Signal (Lever 10) would have been treated as if they were physically co-located and that the Down-Home Signal would be (for the want of a better description) a ‘marker point’ at which to ‘Marshall’ behind, therefore there would be no distinction between an hypothetical ‘Light Engine’ and the ‘Local Goods Train’ as regards access to the ‘Loop’ (they are both shunting moves, controlled by the Ground Shunt Signal). The driver in both scenarios would be authorised to proceed passed Signal 12 in the ‘on’ position, with the Signalman granting permission to proceed, by ‘setting the road’ and ‘pulling off Signal 10’. Treating the Signals as co-located would also remove the anomaly of a Light Engine standing in the rear of the Down-Home Signal and requiring access to the Loop having to seek the Signalman’s authorisation to proceed pass the Down-Home Signal (12) at Danger even though the Signalman as already given his permission by pulling off Shunt Signal (10) yet a Driver shunting the Goods Train with his engine and part (or all) of his train in the rear of Down-Home Signal (12) being able to pass the Home Signal whilst at danger. Can you imagine the conversation if the Driver of a Light Engine standing in the rear of Down-Home Signal (12) with the Road Set to the Loop and Signal 10 cleared, walks to the Signal Box to seek the signalman’s permission to proceed?

None taken Stewart. I think I was confusing Derby & Derby Lightweights, must be my age! The Derby Lightweights didn't last long as they were replaced by the Class 105 Craven Units.

You are right Stewart, I stand corrected. I'm getting them mixed up with the 79xxx Derby Lightweights which replaced the Derby Units.

My last bit of text is correcting Mike where he said a "30ft lock bar" I said The Lock Bar Length was quoted as being 50ft i.e not the 30ft Mike quoted.

Well, I only mentioned the Lock Bar because Mike mentioned it here. I quoted the dimensions to show that which brings us nicely onto to the subject of what is actually located between the Two Signals with regards the Point Lock Bar and what was the distance between the two signals?

There were a few Oxford to Cambridge / Cambridge to Oxford that crossed at Bletchley which stopped all other through traffic whilst this took place. I often used to watch the 15:50 to Oxford and the 15:53 to Cambridge which were the Derby Lightweights (Class 108) DMU's. Invariably they were on time, not like today, which run when they feel like it!.

The 30ft refers to the distance of the Controlling Signal in the rear of Lock Bar. The Lock Bar Length was quoted as being 50ft.

It does say "that the controlling signal, where possible was placed 30ft in the rear of the lock bar." In your opinion, what do you think the figure should be?

You are of course quite correct; I've changed the wording in my original message.

What is the Voltage across C1 ?

The Ground Shunt Disc (Lever 10) was released by the Point (Lever 9) being Reversed. Lever 9 Reversed then Locked the FPL (Lever 11) Normal. The GWSG - GWR Signalling Practice (P177) suggests that by the turn of the century the standard length for a Lock Bar was 50ft. It also suggests that the controlling signal, where possible was placed 30ft in the rear of the lock bar. This was to ensure that any train standing at the signal did not have any wheels on the Lock Bar preventing operation of the Facing point. Looking at pictures of the Down Home Signal (Lever 12) and the Ground Disc Shunt Signal (Lever 10) and using the Track Gauge and height of the signal as a guide, I would judge this distance to be a lot less than 83ft.

I think you are right in that the former Double Track Oxford Line had wires round the side of the former Carriage Shed to the first Signal on the Branchline. I can't recall if the old Platform 2 (a) had Wires installed or not; it was a Bay Platform by then. The North End of Platform 2 (b) did have wires as it was used to stable Electric Loco's.

Phil, Thank you for sharing the link, I'd not seen the Snow Scene before, make a nice Christmas Card!

Progressing nicely. I like your pragmatic solution for the 'Back Light' and the Stained Wood Planking looks the part. It's also nice to read your explanation with each Photograph.

Known locally as the "Middle Long" Siding.

Ray, Have you seen this document:- http://www.signallingnotices.org.uk/scans/2191/text.pdf ?? It's dated July 1964, so Tring was probably replaced, as Mike says, when Watford and Bletchley PSB's came on line.

Andy Y said he would take a look at moving the relevant posts to this thread on Monday.

So using my earlier example of a Light Engine arriving at Moretonhampstead Down Home Signal set 'to on'; would it be correct to say that if the Ground Disc was cleared that the Engine could proceed past the Home Signal into the Loop?

Horr

I've asked Andy Y to move it to my Moretonhampstead Signalling thread. https://www.rmweb.co.uk/community/index.php?/topic/150296-moretonhampstead-signalling/

Hello Steve, Thank you for sharing further images, I'll be saving them to my Moretonhampstead library. It was nice to see some of your Bench Equipment and the description of the Self Centring 4 Jaw Chuck. Looking forward to the next phase!

Take a look at John Brighton's Website https://steamlinesheffield.wordpress.com/page/1/ and scroll down towards the bottom you'll see Blocks & Bells where he shows his Home Built Block Instruments. I think there was an article in Scalefour News and / or MRJ.

How would a Light Engine from Newton Abbott arriving at the Down Home Signal and needing access to the Loop be dealt with?

Hello Steve, Following this thread with interest! Nice to see the individual components before assembly commences.