TheSignalEngineer

Just been working through the deep recesses of my brain to think where Castle St was. A little bit of it is still there at the side of M&S. It used to link High St to Moor St more or less opposite the station. About 40 years ago I used to sprint down it to catch my train home.

What is the purpose of the "Loop" between the headshunt and the lower goods siding?

60114 did manage to appear on a service train in the 1960s. It was being repatriated after those ex-GWR men at Worcester managed to break it whilst playing on shed after it had worked in on a special.

There would still have been the odd blood and custard about when the first ac electrics started service

That's why I usually give up on threads like this after the first page, and only call in again if they get past page 7 to find out how far the comments have veered from the topic.

Quite a lot of the power stations in the West Midlands were not able to deal with large bodied wagons. The only one I can remember was Hams Hall which had 24.5T wagons from some East Midlands pits. Most of the other traffic seemed to be 16T minerals, but there were also some 21T Tipplers which I think worked into Nechells via the Tame & Rea Sidings at Washwood Heath

I remember back around 1961 the WCML at Rugby being thrown into chaos at Rugby station one busy summer Saturday by an escaped piglet running to and fro across the Down lines.

One I was looking at recently has suddenly shot up from £59 to £95. I checked through my purchases of new items from other places over the past year or so and found that all of the ones that Hattons have just listed were purchased cheaper at other box shifters, model shops and a local toy shop. Only the Black Motor is offered at less than when I bought it, and that was at the time of first release.

1970s rebuild.

When your DMU needs more capacity just put a Collett SK on the back http://www.warwickshirerailways.com/gwr/gwrbsh1163.htm

Some of my pictures at New Street around 1962 and 1963 still appear to show black lamps.

The signal at Levisham. Not the same as the one in the OP but the same principle. Photo C E Steele 2014. When the signal rotates the green side shows towards the driver. The rear of the lamp case is painted white.

There is a similar signal in use outside the signalbox at Levisham on the North York Moors. Will see if I can find my pictures of it.

Furthest I have seen was Evesham Road Crossing on a road learner when the South Curve was put in.

The polarity of the CDU could be the problem. The relays will work on AC but need the correct polarity on DC because the diodes will block the flow.

Can you post a circuit diagram please. It will help to decide what is going on.

Not your diagram but the Birmingham sets which had D87 and E124 close coupled pairs had conventional jumpers on the brake end shown in one of Paul Bartlett's pictures whilst on Warwickshire Railways there is a picture of the close coupled end where the conventional jumper positions are plated over and there are two cables coming out between the underframe and body. I think these were effectively hard-wired during fixing of the rigid coupling as there would be no need to disconnect in everyday service. Edit Beaten to it by Coachmann

https://www.s-r-s.org.uk/html/lmsr/M646.gif At the time when the OWW Bill was going through Parliament the L&B tried to put up a spoiler scheme from Tring via Aylesbury and Banbury to Worcester and Wolverhampton. Another interesting neverwazza layout could be made out of that one.

Before I settled on a Black Country location for my layout I looked at using the GC proposal to take over the SMJ, with the section from Woodford Halse to Stratford Old Town being doubled and then heading off on an independent line to join the original North Warwickshire proposal of an independent line to Birmingham. This was scuppered by the GWR bailing out the North Warwickshire line and getting the route changed to link with the existing GWR lines at Bearley and Tyseley. The SMJ would continue as a single line to Broom Junction. My interest in the area partly came from working in the Fenny Compton and Stratford areas. My Grandfather worked on the alterations to put in the South curve from the SMJ to the Barnt Green - Redditch - Ashchurch line at Broom Junction in 1942. I later found that his Grandfather was born at Combrook, near to Kineton.

The SMJ is probably the nearest you would get to Birmingham. It was used by heavy stuff and once eyed by the GC as a possible route from Marylebone to Birmingham Moor Street.

Ours is still running after about 30 years. Excellent machines.

A possible scenario is that the originally double track branch was rationalised to single track during modernisation c1980s. Leave the point in the stabling siding on the station side of the bridge as a trap and take up the track from it going under the bridge. Add a bit of gunge/ballast in the holes where the sleepers were.

I've had a look through my old Snow Hill photos for liveries 1964-67 and all 116s, and a 122, appear to be in lined green with SYP at that time. The only exception I noticed was a Met Cam at Leamington with the front coach in Blue SYP / red buffer beam and the rest of the set in lined dark green

If the track is not down I would have a rethink. Is that a three-way at 1/2? The station throat is very restrictive and the Inspectorate would also probably throw a wobbly if you went to them with that plan. You also need trapping protection for the running line coming from the sidings. That being said points 4 to 12 could all be on hand levers.

Sounds a bit like our local double glazing company, the owner of which had at least two dormant companies with similar names to the operational one. That would go into administration a few days after anything of value had been 'sold' to one others which was then revived.