St. Simon

Hi, Look forward to bringing Collingwood along! Simon

Not to mention missing the whole connection with ETCS... Should also mention that the drone shots are possibly illegal (no drones to be flown above or within 50m of a live railway without permission from NR and he doesn't say whether he has permission, but I highly doubt it), but then they are quite a few YouTube channels that are also possibly breaking the law in regardless to this. Simon

So, not quite as ready for production as their post implied… 🤦‍♂️🤦‍♂️ Simon

Hi, The official date I heard was beginning of November…interpret that how you wish 😉 Simon

Yes, but generally, models manufactures use the term decorated sample with the consumer to show a product with all it's decoration, not just a paint sample, I can't think of many manufactures that show just a painted sample (other than after the fully decorated ones to confirm a colour has been corrected). Internally within a company the term 'decorated sample' maybe used for a number of samples within the decoration process, but the convention seems to be that the 'public' 'decorated sample' is one that has full decoration. I would say this is a painted sample, rather than a decorated sample, at least in publicity terms. Plus the post indicates that the only thing needs changing before full production is the colour, doesn't say anything about a second sample to confirm lettering / numbering. Simon

Hi, How can this be a decorated sample with no coach numbering, lettering or BR Emblems? It still looks like an engineering prototype that just happens to be have been produced in a shade of green vaguely near to Southern green? At best it is a paint sample... Simon

Hi Mike, From Issue 4 of S5 (in force December 2013, so I was wrong on the dates, but I think the first consultation was from 2010) only allows a driver to pass a signal at danger under their own authority from a Intermediate Block Home Signal, not Automatic or Semi-Automatic. This is still the case in Issue 12.1, the current (as of now), issue. It’s not the protecting of a possession that is the problem, I think I’ve led you down the wrong path, it’s been the inconsistency in the setting / cancelling of routes between the two types. The problems of this have manifested themselves when signallers have been protecting UWCs or Line Blocks** A CI is purely for ensuring a consistent method of route setting Simon **I might be wrong with line blocks / possessions, I’m trying to remember the brief I was given.

Hi Mike, The rule book changes in 2010 to remove the distinction between controlled and auto signals in terms of passing them at danger, so since 2010 there has really been no difference in train operation between an auto and a controlled, a driver always has to get authority to pass any signal at danger from the signaller. The change to CI signals has been in response to several instances where signals have made mistakes over the use of Autos in protecting possessions, UWCs etc due to many different ways that control of an auto has been implemented over the years (dependent on region, supplier, scenario or designer). So to make things consistent for the signaller, the CI Signals have been introduced so that on new works anywhere in the country, you will always, regardless of the signal type / use, set and cancel routes in the same way. Simon

CL5837.... Will have to be spun round when it's lifted into position to face towards Liskeard. You have a little while yet before the Semaphores go. Simon

Controlled Intermediate Signals Controlled Intermediate Signals, like OTAT controls in a previous post, are a very recent addition to UK signalling principles. They replace the ‘Traditional’ Automatic Signal, although a Controlled Intermediate Signal (CIS) is fundamentally an automatic signal, in that it one has a single route with no moveable infrastructure within that route or overlap and no other conflict points. This is an extract from my Blog, see the rest of the post here... Simon

Thank you, although the first pictures are from Mike Wild / Hornby Magazine. 😀 My blog has a whole series of posts on the working of the interlocking, and there will soon be a video on the Level Crossing! Simon

Hi, I’ve now uploaded the photos I took last weekend on my blog, they aren’t as good as Jamie’s, but I hope they are okay: http://modelrailwaysignalling.blog/collingwood-picture-gallery/ I’ve also got some video, which I’ll post sometime next week: http://modelrailwaysignalling.blog/collingwood-video-gallery/ Simon

Hi, Nice photos, but I’m interested in the blue and white sign underneath the car stop marker… I designed the Automatic Selective Door Opening Balises at Par to stop the need for Manual release! I assume that they are there still? They could have been removed temporarily as part of resig. EDIT: They are there, you can see them in the photos. I feel an email to GWR coming on… Simon

Hi, It would be better if talk about TPE's Nova 3 sets is kept here: https://www.rmweb.co.uk/topic/111415-tpe-new-trains/#comment-2314793 This thread is about a different 68 + MK5 proposal from years ago. Simon

Hi, Of course, the Gotthard tunnel has a huge amount of technology on the approaches scanning all trains that are heading towards it, so the assumption (based on, presumably, a huge amount of testing and validation) would be that any indications of a problem that may manifest itself in the tunnel will be caught by the scanners on approach and the train will be stopped prior to the tunnel. Presumably in this case, an indications were too small to be detected or the fault was sudden. Possibly it was foolish to say that a incident would never happen, but presumably the amount of testing they had done and the evidence they had would lead you to believe that. I think the door is a longitudinal one separating the two bores, and is only opened when they want to cross trains between the bores. Simon

Hi, I've also seen these: A(d)PCO = Automatic Dynamic Power Change-Over A(s)PCO = Automatic Static Power Change-Over M(d)PCO = Manual Dynamic Power Change-Over M(s)PCO = Manual Static Power Change-Over I just use APCO & MPCO! Simon

Hi, As an interlude prior to the ‘when is mine going to be dispatched’ posts, I’m pleased to see that the latest piece on the Accurascale website describes 97301 being fitted with E.T.C.S. instead of normally being described as ERTMS! Simon P.S. When is mine going to be dispatched? 🤣

Whoops, ordered a refurbished decoder before I saw your reply, oh well, I'm not too bothered by it! Looking forward to getting the loco now! Simon

Hi Jo, The reason for the manual change-over on Western is that the APCO system can't cope with every single scenario of power change-over on Western (particularly around the Bristol area, where there some very complex operations in terms of change-over), and GWR preferred that it was either all auto or all manual. But as a safety point of view, the very last ditch pantograph lowering is done automatically as a back up to driver error. Simon

Hi, I think 'Grovenor' was referencing the Cardiff West situation talked about further up the thread. Although I must point out that non of the Power Change-Over locations on the Western are fully automatic, the driver is responsible for conducting the change-over (well, pushing the initiation button) as per the lineside signage. However, the end of OLE protection balises will initiate the power change-over immediately automatically if the driver doesn't In the case of Newbury these balises are positioned the maximum pan lowering time at linespeed from the end of OLE on approach to Newbury Station, but the Power Change-Over site is actually on the Reading side of Newbury Racecourse Station, with the 'Abort' sign being positioned braking distance from the end of OLE. So the train should already be braking to a stand as it passes over the end of OLE protection balises, so shouldn't reach any structure capable of removing the pantograph with the Pantograph raised. If you want to know a little more see here: Power Change-Over & High Speed Coasting Signage – Model Railway Signalling.blog Yes, there are fitted with quite an intelligent ADD (i.e it can detect more than just over-height, such as high wide speeds), although I don't know about the distance between end of OLE and the Bridge (haven't got access to the Scheme Plan at the moment). Simon

Hi, Just to confirm, from my sources, the end of OLE protection Balises worked correctly. Simon

Hi, I assume that the refurbished 37 sound decoder would be suitable for the Class 97? Simon

Hi, Hmmmmmmm, I’ll ask around tomorrow! Simon

Hi, There are Balises for end of OLE protection for the limit of OLE at Newbury on the approach to Newbury, but the (manual) Power Change-Over area is on the approach to Newbury Racecourse station with the 'Stop Immediately if Pantograph not lowered' sign on immediate approach to the junction at Newbury Racecourse. I’m guessing something has happened there? Simon

Hi, We just has a very nice weekend playing trains, testing things and having @SouthernRegionSteam over to photograph and video the layout for BRM. I will put my efforts in a gallery on my blog during next week, but here is a initial tease: Luckily I had access to the same meeting room on the office, but unfortunately this’ll be the last time I can use it as we are moving offices in September and there’s no meeting rooms! Simon