TheSignalEngineer

Would be very rare as most were BTK and usually ran in 12 coach sets on WCML with a BFK at the other end.

I've had numerous problems with RTR back-to-backs, so much so that even new from the manufacturers I check them before running. The other main problem I have had with Honby coaches is with the coupling mechanism. I've lost count of the number I've had sticking in one direction and derailing the adjacent coach through points.

The kit stash strikes again!!! Looking through a book recently spotted a picture of a Banbury - Bilston ore working in 1960 with the first wagon being the LNER Iron Ore verson of this. Part of my layout will have an iron ore train to the Black Country running through it. Last week I built the Slaters kit. Doh!

We used to get the same at Stafford in the early days of the WCML electrification. Northbound trains from Birmingham to Liverpool were often sent Slow line to Crewe as that suited the platforming arrangements and junctions at Stafford and Crewe. One Sunday night I was on a late running Euston - Birmingham - Liverpool. At Stafford we pulled up alongside a Euston - Liverpool via TV. There was a quick exchange of words between the drivers as both signals were Off, us P5 to Slow and the other P3 to Fast. They syncronised the departures, both having the same 12-coach load of mixed Mk1 and Mk2 stock. We got away slightly faster as we had a straight alignment and the other had to negotiate a crossover and by Norton Bridge we were only the train length behind despite the Fast being 100mph and the Slow 75mph in those days. After the Fast line speed restriction there at that time I watched the tail lamp raidly disappear into the darkness.

Back in the early 1960s I knew a Saltley fireman who had worked the Carlisle fitted over the S&C on occasions. His account was much in line with Terry Essery, to the extent that after working it with a non-stoker 9F he was barely able to get off the loco.

The same sort of comparison was true amongst the 2nd gen DMUs. For journeys less than about 15 miles between stops a 150 could outrun a 158 despite the difference in top speed.

When I had a big mortgage and two small children I struggled to afford locos so my Jouef Type 4 had different numbers on each side.

I could provide quite a wishlist if I put my mind to it. You're too late for my old chestnut of LMS Vestibule coaches, I've built six and they could be a spin off from the Hornby Coronation Scot work. First, shrink that nice O gauge auto coach to 4mm scale. Then, how about the proposed 14T tank in Midland Tar Distillers livery? I need some Iron Ore hoppers of any BR or LMS / LNER / ex-PO steel types. The Bachmann (ex Mainline) ones are a stretched body to fit 10' WB underframe and I don't think it really fits any diagram. Follow up with a proper LMS 12T van on a proper underframe, there were thousands of them. While you are about that one an LMS 9' WB Banana Van, and put you BR one on the right chassis, correcting the Hornby Dublo raised section for the number as well. Oh, and before I forget, I am still waiting to pension off my Triang Hornby Conflat L.

Has it got a fire iron rack yet?

I've been running a Skoda Octavia Estate for 10 years now. I can get road bikes in without taking anything off. Our mountain bikes go in with the front wheel out. For camping trips taking out both wheels I can get in both bikes, a large tent and all of the camping gear plus several days of food supplies. After my parents died I moved two china cabinets to our house in it. Previously I had a Picasso which I think was slightly wider inside and the back seats folded down better.

The door droplights don't look right to me. Also, where are the dynamos and battery boxes on the brake coaches?

During my railway career, about 43 years ago, I had a 'top secret' report cross my desk which proposed reopening the GC from Aylesbury to Rugby with a connection to the Birmingham and Trent Valley lines north of there. The problem with it was that it largely ignored the main congestion at the time which was, and probably still is, Euston to Watford Jn and Coventry to New Street.

It's a pity the spring box isn't designed in the shape of an FPL as it is in exactly the right position. I am planning the rodding runs for my layout which has about 10 points which can be used by a passenger train in the facing direction. I intend to use the easy way out and put a ramp over them. If I do leave any without a ramp I am going to try painting the centre part of the spring box in the shape of an FPL and put the rod straight up to it.

I was at New Street when 60114 returned north after failing at Worcester. IIRC it worked a Newcastle relief. 60088 was a hot topic at school. One of our spotting group used to travel in from Erdington so several people headed off to Aston after school to see if it was still there. I didn't bother as it was the first A3 I had seen when passing Holbeck a couple of years earlier. Due to the bad weather starting in the north around Christmas 1962 and rapidly worsening into the New Year loco diagrams rapidly fell apart on the NE-SW services. I remember a V2 heading out of New Street towards Bristol just after Christmas. Moving on to 1966 I was working on the Derby line and remember several Eastern locos coming into Washwood Heath.

Getting the priorities right I see. I like small exhibitions where it is easy to chat with the layout owners. Romiley Methiodists have a charity exhibition in September that I have visited several times. This year, due to venue visitor number restrictios, instead of their usual large-ish show at Chapel-en-le-Frith New Mills have had a couple of small events. My usual visit in late October is Hazel Grove. This year they aren't having their show at the usual place but a small one day show at Hazel Grove Methodist Church Hall on Saturday 29th October with about nine layouts from the club or members including some work in progress, three local traders and a couple of demonstrations. Should be worth a couple of hours of my time. http://hgdmrs.org.uk/hazel-grove-district-model-railway-society/open-day-2/

The brass etch ones look symetrical on website pictures. I had some whitemetal ones, I cant remember the make, that were slightly distorted.

At the moment I'm having more problems due to lack of trains and congestion due to roadworks, otherwise I am going to as many as I can get to.

Good spot Phil. I think they should be the same length, it's probably too much glue on one end or they weren't quite central to the wheels so I bent one out and the other in. The difference doesn't show when running but I will check when I get a chance later.

This was my Dublo based rebuild

I filled the hole in the floor then built the Red Panda underframe straight onto the body. Unfortunately no picture available at moment but I have restored the finished photos in my Chop Shop thread. Eric

Correct. The only HABD on the S&C is at Gargrave on the Up line. Coincidentally I just plugged in an old backup drive looking for some info I wanted to post about banana vans and noticed it contained a report I wrote several years ago in connection with various proposed signalling schemes. It concluded that purely using the NR risk assessment the S&C line didn't reach the score to qualify for fitment of HABD. However due to the proliferation of viaducts and tunnels together with the inaccessible nature of the line for recoveries I recommended that their provision should be considered.

The CWN for summer 1962 has all of the Bulleid L sets working on Waterloo WoE. K sets were 3 coach Mk1s. 537-551 on the Ramsgate workings, the remainder on the Weymouth run.

Slued the track about a foot then ripped the cess rail from the pandrols.

Line speeds in 1960 were 20 on the curve at Castleton then 75 to Bury except 30 through Heywood station and 10 round the connecting line into Bolton Street. Bury to Rawtenstall was 60 except local restrictions at Stubbins, Ewood Bridge and Rawtenstall. Severe speed restrictions would be required at some existing crossings due to sighting as I previously mentioned, or considerable improvements would be required. Heywood is currently AOCL, but the proximity of the station and alignment would preclude any speed increase there. To get Stage 1 of the Robin Hood line up and running we used ABCL crossings in the Hucknall/Linby area. This means that speeds there are as low as 35mph for Sprinters in some areas due to sighting of the crossings. Other sections of the line are generally between 60mph and 75mph for Sprinters. For other trains there is a blanket speed of 20mph from Bestwood Park to Kirkby Lane End, about 6.5 miles.

Being a driver on country roads and a cyclist I despair these days at the attitude of drivers. I have been deliberately driven at when cycling and as far as passing parked cars is concerned it just seems to be drive as fast as you can up the wrong side of the road unless you are confronted by an HGV. In our area double white lines on blind bends are treated as a decoration Rant over, back to crossings. I remember there being a change to the Road Signs regs, possibly the 2002 edition, which mandated that the standard wigwag was the only one to be used for new works or alterations at crossings. I don't think it was retrospective. It ignored the fact that there are places where they won't fit and there was a supplementary drawing for narrow profile boards which I believe can still be installed with special authorisation. Prior to that there had been the vertical boards with the amber between the reds, I think there is still at least one crossing in Wales with those.