TheSignalEngineer

Even more so with Bitza DMUs at Tyseley, where it was often possible to find three different styles in the same coach.

Quite common, had to keep the Guard warm somehow.

64XX same loco, different dates or different locos? The nearest allocation was Banbury. It had 6429 from 6/69 to 10/61, 6403 from 1/60 to 10/62 and 6421 from 7/60 to 10/61. Post #276 above shows 6429 at Aylesbury South, apparently in early emblem plain black hauling Thrush (probably) in what looks like plain carmine livery.

Borrowed two pairs of those battery conversions from Hornsey to haul a materials train from Kentish Town to Barbican. Just about made it up the bank into Farringdon platform with a train of six OBAs of signalling equipment.

I think Purley Oaks also has a substation or something similar.

After a lot of thought I have come down with Norton Bridge. The photographer is at the south end of the platform. The signal was NB12 on the Up Slow. The line to the right of the camera is the recess line, which is the platform line coming off the Down Fast going towards the Stoke line. It was also used to get from the Stoke line to the Up Slow. The trap/run off (sand drag?) at the south end of the line is to the extreme left of the picture. The line going across at the left is the Up Fast.

Regarding signal overlaps on MAS schemes, when I started in 1966 the lengths irrespective of speed were 200 yds for 4-aspect, 300 yds for 3-aspect and 440 yds for 2-aspect with separate 2-aspect distant signals. There were rules for increasing or decreasing lengths where the gradient was steeper than 1 in 260. At a later date the standard was changed to 200 yds at all red signals in MAS areas, with reduction for speeds of up to 60mph. These varied from 50 yds at 15mph to 150 yds at 60mph. Gloucester PSB was designed at the time when the standard length for the Home signal at Norton Junction would have been 300 yards as quoted above by Mike. Unless the standage length had been critical, e.g. due to a desire to run very long freights via Worcester, there would have been no justification to move the signal closer to the junction when the requirement on distance was reduced to 200 yards.

Picking out the shadows on Google Earth it would appear that Norton Junction's Home signal coming from Cheltenham is well over 200 yards from the junction, possibly 200 yards from where a double junction would be located. The home signal from Evesham is about 600 yards away fron the signal box. In this situation it would be permissible for a train to approach one of the signals when a train was crossing the junction. Because of compression of the layout to get things to fit the signals within the scenic area, it would be necessary to hold a train at one signal before a train could proceed from the other if the operation was to look right.

At the time when Gloucester PSB was built, if the protecting signal was at least 200 yards from the fouling point of the junction a train from Cheltenham could have a free run up to the signal. If the overlap was less than 200 yards the berth track of the signal would lock the junction points until it had been occupied for a time before the route from Evesham could be used. Back to the days of when the signalman had to think about what was the best order to do things.

It would be OK for one train to come up to the Home signal and be at a stand then to let a train across in front of it, but not to have two moving trains approaching the signals protecting the junction at the same time unless there is a full overlap clear to the fouling point. That would put an extra 8.5 feet onto the layout length.

There you are Stu, the mythical cottages do exist on the far side of the canal bridge.

I had a message from them to say they were expected by Monday 9th November

The GC line went off to the right around where the back end of the Freightliner is. Banbury junction SB was on the left by the trees. If you enlarge the picture a red signal is visible. That is where the Down Goods Loop finished about 200 yards past the box. Prior to 1969 it used to continue through Banbury Ironstone to Cropredy.

On this occasion FS has probably had its best going-over since it had a General repair at Doncaster in 1962

There is running in planned on the East Lancs plus some trips on the NYMR and a test via Ais Gill and Shap I believe, so if there is anything wrong it should show up in these.

Variety here at Llanymynech, Montgomeryshire on the S&MLR. Some ex works, including a slope and a 21T beyond the cabin. With and without top doors, with and without bottom doors, and three different wooden-bodied minerals to add even more variety. https://flic.kr/p/AnT5uH

Nice signals. Don't forget to get the blinders aligned correctly. This signal at Kingsbury Branch Sidings was still in Midland condition when it was taken out around 1976. Photo copyright C E Steele 2015

Yes, I've done a blow-up and the door lights look like a Mk1.

Interesting shot of 26047 with a Porthole Brake leading and a Southern green third coach. Is that one of the Bulleids transferred north in exchange for the Mk1s used in the Bournmouth EMU conversions?

Not parcels but one of your posts last year showed Interfrigo vans at Huskisson.

Kings Sutton. Taken from farm bridge about 200 yards south of the station.

The CLC at Stockport was an example where the main line went under Georges Road coal yard. Plenty of pictures on the Cheshire Lines through Stockport thread.