TheSignalEngineer

definitely filmed at Mottram Yard. The road bridge in the pictures is the A626 from Dinting Vale to Marple. These is taken from the bridge https://pjbrailwayphotos.piwigo.com/picture?/31042 https://pjbrailwayphotos.piwigo.com/picture?/27917/category/316-mottram_old_photos

On loose coupled trains I was told always use the coupling on the wagon sitting lowest on the springs as it reduced the risk of accidental uncoupling during braking, you couple up not couple down. When it came to actually doing the job I often saw shunters and guards with the pole on the buffer body of a stationary wagon, brake on, link raised on hook waiting for the moment of impact when they would twist the pole and deftly drop the link onto the hook of the incoming wagon. Then it was lift the brake lever and move to the new end wagon before the next cut came down and repeat.

Back around 1990 I had a 'Top Secret' file cross my desk. It was regarding two proposals, one (from Inter City I think) for a high speed line from Rugby to the old GC line towards Ashenden Junction and on to Acton with connections from there to Euston and the West London for Boat Train 1 to the Channel Tunnel. The other was probably from the embryonic days of NSE to connect the WCML at Denbigh Hall to the GC near Calvert then using the high speed route towards London to connect with what ended up as Heathrow Express to enable fast direct services from Milton Keynes to Heathrow and West London. Needless to say the actions of the Government killed it stone dead.

An Interesting quirk in the RETB is that the single line section between Fort William Junction and Glenfinnan is split with a Token Exchange Point at Loch Eil Outward Bound station. This allows trains to access the yard at Fort William Junction or run down to Corpach Pulp Mill at Annat Pulp Mill GF. with a train in section between Loch Eil OB and Glenfinnan thus cutting a 30 minute occupancy for a Sprinter roughly into two equal halves.

The shunts at Mallaig are shown it Realtime Trains. Jacobite 2Y61 arrive 1230, Shunt 5Y62 1240 - 1306 Scotrail 1Y41 depart Arisaig 1319, Arrive Mallaig 1338, forms 1605 departure. Jacobiote 2Y62 Departs Mallaig 1410 , arrives Arisaig at 1436 Jacobite 2Y68 arrives Arisaig at 1437, departs at 1443 Jacobite 2Y68 arrives Mallaig at 1506, shunt 5Y68 1530-1556 Scotrail 1Y48 departs 1605. Departs Arisaig 1621 Jacobite 2Y69 departs 1700 arrives Arisaig 1726, depart 1729 Scotrail 1Y43 arrives Arisaig at 1727, departs at 1728 Scotrail 1Y43 arrives Mallaig at 1743, departs as 1Y58 at 1815. Connects with Up sleeper at Fort William.

Until you get your 843rd

Wandering back to the original topic (although I think that may be contrary to the spirit of RMweb) on 25th July WCRC ran a train 5Z37 scheduled to depart at 0833 from Tom Na Faire depot at Fort William to Steamtown Carnforth.

And I forgot to mention that it has to join up with the Inverness and Aberdeen portions at Waverley (in the correct order) before departing to Euston

From projects I worked on involving single lines, for a robust timetable we tried to work on a line occupancy of no more than 66%. On one project the client requested train service on a layout where if you applied the signalling rules correctly pushed it up to 85%. It was an absolute disaster to the extent that they subsequently paid for the passing loop we recommended at the initial planning stage. Not forgetting that a lot of the trains are combined with the Oban service between Glasgow and Crianlarich. Thanks for the graph. I got the crayons out last night and had a doodle with doing one back to Glasgow. Gets very interesting. The morning Jacobite run looks as if it is designed to feed off the Down sleeper, which itself has been crossed by the first Up Scotrail and the North Blyth Alcan between Crianlarich and Fort William. The last Up Scotrail train from Mallaig connects directly with the Up sleeper at Fort William. Like its morning counterpart it passes the Down Alcan and last Down Scotrail south of Fort William. A delay to the last Up from Mallaig can have a knock on effect right through to the morning peak at Euston Pathing really gets interesting when you start to throw in getting through places like Dumbarton where you have a train every 6-8 minutes on other services to pick a gap between.

Thanks, must get a look at that book.

Belonged to the Signal Box Construction Gang from Crewe. I suspect this one was replaced in 1961 by the Period 1 D1694 CK M3565M which became KDM395776 as modelled by Bachmann

Excellent, I've been looking for a picture of that. Nobody believed me when I said that an S&T gang on loan to us from Oswestry District turned up at Saltley in 1967 with a Birdcage Brake for their gang van. It looks like the same one. And is that an Iron Mink in BR Grey in the background?

Fortunately a few got to Wolverhampton Works for attention. It was common for Oxley or Stafford Road to use 'foreign' pannier tanks on local trip workings for a few days before returning to their home depot. A 15xx was even photographed on a passenger working at Worcester.

I occasionally buy job lots of assorted bits or sometimes single packets at a good price. These are used for when I get kit built models needing attention. As well as Ebay I scour the boxes of odd stuff at toy fairs and shows. Before Acurascale announced theirs got an ABS Banana Van with a bit of damage to the brake gear and on EM wheels for a few pounds. I already had the bits needed in my spares collection. I also often pick up slightly damaged kit built wagons for a couple of pounds and repair or make them into something else. Last time out I got a SR long wheelbase mineral/loco coal wagon, an LNER 12T van and an LMS fish van with scratch built body for £5 the lot. The wheels were worth more than that.

Built using materials from Hall Green, where I used to catch the train for many years. This was during the last day of operation in its previous life in August 1984.

On the Down sleeper I certainly remember feeling the curve at Penrith one night. Much better in the days when they had seated stock. When the Birmingham ones had a Mk1 BFK it was usually only occupied by BR staff. Much more comfortable than a sleeper berth.

Unfortunately never done that but an isolation experience of mine was camping on the Old Military Road between Bridge of Orchy and Glencoe during a blizzard in early April many years ago. We were three miles away across difficult terrain from the nearest road and about four miles walk from the nearest inhabited building. Just a small torch and a tea light lantern to put up the tent and cook but it's surprising how you get used to it when it's so dark. As for feeling and hearing where you are, one night I fell asleep before the train left Glasgow and woke up as we went over the junctions at Soho, just in time to get off at New Street.

A 'Life on Mars' moment. Hope that's not Gene Hunt playing Boris.

Straying off topic, I remember when John Adams and Patrick Whitehouse were making the Railway Roundabout films they made a camera bracket which could be fixed to a cab side or carriage door droplight so they could film without leaning out.

I have cycled for over 60 years and driven for 35, and was associated with the railway industry for nearly 50. The lack of awareness of surroundings and danger nowadays never ceases to amaze me, similarly the seeming detatchment from the reality of being on the road that I see from the drivers of hermetically sealed Chelsea Tractors.

An old school friend of mine suffered a fatal head injury window hanging on a spotting trip. It was believed that he came into contact with a signal box corner post between Bristol and Gloucester.

Weather not looking good for the cricket. Fortunately we went on Friday and saw a full day. Sam's match yesterday was cancelled as was the junior game this morning. They have a rearranged one this afternoon but not much prospect of that either.

Probably bit of both. It does seem to have gone a bit flat.

Is it like a Ghost set in Westpac Mk1? Mike T may know the answer to that.

Looks like a Period 2 coach, two window style