TheSignalEngineer

I remember having one like that at the exit from a tunnel but it still has to go clear of the points, so you may have difficulties in sighting the main arm grom in the tunnel or the incline arm when close up with a train passing on the other line. The picture of it on the left looks quite good. The important thing is to see the main arm, but if slowing a train there is a problem then a repeater could be used.

@Andy_197011How far apart are these points?

Some northbound services had crew changes at the relief cabin at Landor Street, just by Saltley loco shed.

I did that trip on one of the trial runs. Steerage out with the buffet food, a couple of Belgian beers in Brussels and 1st class for the return IIRC. I think the 1st class back was probably best way round as the evening meal was was really quite nice especially with the liquid accompaniments.

Ask two signal engineers to populate it and you will get at least four options. Your effort was actually more or less my first sketch. My only addition was the possibility for needing a trap in the bay because of leaving an unattended parcels van stabled in there. Other options depend on the distance between the Branch and Loop points. Regarding signal numbering, running signals in one direction of running should be in a group together. The common layout would be Up signals one end, points and associated ground signals in the middle, Down signals at the other end. There are other arrangements but less often used.

Manchester to Crewe service started 1960 Liverpool to Crewe service started Jan 1962 Extension in stages to Stafford, Nuneaton, Rugby, Bletchley. First train into Euston 12 November 1965 Full Euston - Manchester/ Liverpool service April 1966 Birmingham area switched on Dec 1966 Birmingham - Euston full service March 1967

Signals don't have to be tall. This one which used to be at Langley Green Middle had a station canopy and footbridge obscuring the approach when it was first put in. The reason why the right hand doll is tall is that there used to be a lower distant arm for the East box. In the case of your signal if you must use it I would make two alterations. Firstly shorten the arm reading to the incline and secondly cut the main post off just below the angled strut in the same way as the picture above. Position the signal by the joint at the toe of the points with the right hand end of the bracket 6mm clear of the side throw of your longest wheelbase bogie vehicle, which would be the Hawksworth coach in the picture of the branch train you posted.

I think that the ganger would be 'encouraged' to do some vegetation management on the trees at the end of the sidings. You will have a signal in the rear of that one at one end of the tunnel or the other. The Block Regulations (and box local instructions if necessary) would define that a train could be accepted up to the outermost signal provided that the line is clear up to the second signal and no shunting is taking place in advance of the second signal. When the train reached the outermost home signal it could be cleared which tells the driver that the line is clear as far as the next signal but expect to find that at danger. The signalman would not clear a signal before the train arrives at it unless he had Line Clear from the box in advance. Once the train arrives at the outermost home signal then draws up to the signal protecting the crossover and comes to a stand the crossover and siding points can be operated for shunting. This would generally be enforced by the interlocking requiring the points in advance of the second home signal being locked normal by pulling the lever for the outermost signal.

BR had so politically astute management in the 1950s. If the electrification of WCML had started from Euston would it ever have got past Birmingham or even Rugby? As it was the project got though to London albeit with some cuts because that is where most of the votes are.

Just to make things feel like normal, I had today down for my visit but my favourite route across the hills is blocked by snow.

If I proposed putting a signal where you have it shown the Inspection Officer would be questioning what I had been smoking. When there isn't room to put a signal between the tunnel and the points there isn't going to be one, it will be in or on approach to the tunnel. If it isn't possible to see the signal then a banner repeater would be placed inside the tunnel or on the approach side to it. I can think of cases in real life where the points are close to the tunnel mouth and the signal is inside the tunnel although it would not be a full arm semaphore in that instance. In the case of points where the Facing Point Lock is mechanically held by a locking bar the signal would be about 60 feet from the points. If the FPL is held by a track circuit then the closest the signal could be is by the rail joint at the toe of the points although it would be most likely at least six feet further back and preferably 120 feet.

If I proposed putting a signal where you have it shown the Inspection Officer would be questioning what I had been smoking. When there isn't room to put a signal between the tunnel and the points there isn't going to be one, it will be in or on approach to the tunnel. If it isn't possible to see the signal then a banner repeater would be placed inside the tunnel or on the approach side to it. I can think of cases in real life where the points are close to the tunnel mouth and the signal is inside the tunnel although it would not be a full arm semaphore in that instance. In the case of points where the Facing Point Lock is mechanically held by a locking bar the signal would be about 60 feet from the points. If the FPL is held by a track circuit then the closest the signal could be is by the rail joint at the toe of the points although it would be most likely at least six feet further back and preferably 120 feet.

I wouldn't put model railway stuff in our conservatory permanently. Although it has coated glass the light on a sunny day will fade anything. The heat will distort plastic and the track will expand. Wooden baseboards will shrink and expand with changes in heat and humidity with possible distortion. I do use our conservatory for modelling work as the daytime light is very good for detailing work and if building boards and laying track it's big enough to set up a section and access it from all sides.

It just has a holding page at the moment https://www.mnabooks.com/

Most remaining pre-nationalisation design coaches were withdrawn from revenue service by the end of steam, although a few soldiered on in special roles. Robert Carroll's "BR Loco-hauled Coaching Stock 1948-97" page on groups.io has a list of coaching stock transferred and withdrawn in 1968. This lists a large number of LMS coaches as withdrawn that year. It also has a list of pre-nationalisation coaches which were repainted blue/grey. If not already a member you will need to join to access them.

I travelled behind a few on excursions from Birmingham to Great Malvern. Not many stops, on the run through Hagley and Blakedown to the Kidderminster stop the top speed would be around 60mph.

I think you probably are mistaken as trains from Wellington to Much Wenlock via Coalbrookdale were 3rd class only, so a Hawkseorth BTK. Enlarging the picture I can't see any 1st class markings.

Sorry not a very good picture. The B1 is in one of the stock trays out of reach at the moment but this is a similar idea I've tried on the 64xx to 74xx conversion I have been working on.

The 47xx were a small class built for a specific purpose. The trains worked by them required what was available in traffic except at weekends which led to them appearing on holiday reliefs. They were permitted via the Oxford route to Birmingham and the OWW, indeed the local restrictions for Worcester listed roads in Worcester shed and yard over which they were prohibited.

An announcement about an announcement. Trying to think of something to say?

The 47xx went on a few lines where Kings were not allowed, including as you say The Meat from Birkenhead to Acton. The biggest problem was getting them into yards because of the fixed wheelbase rather than weight.

Wot? No spindle stops these days?

A few questions. You say LMS but where and when? Depending on date, instructions changed and some were retrospective, others not. Manchester did things differently to Crewe who didn't always follow Derby / Euston and Scotland is another country. Branch passenger or freight? What is the bay used for, will anything be stabled there? Frequency of trains? Regarding the track layout you will need trap points at both ends of the Goods line. Others may be necessary depending on line usage and possibly gradients.

Possibly going to take them across to the offices in the Hump Yard? I remember hitching a lift a couple of times, once taking a box of batteries out to a motor worked Distant signal and the other to do a repair on a pole route in mid section by that means. Much easier than getting it into the back cab of a diesel although the Coventry parcels pilot with its low sided wagon attached was commandeered to take an AWS magnet and our tools to a signal out towards Canley.

From the BR Blue era onwards new signs were white with black lettering on grey posts. With the onset of PTEs, NSE and line branding various coloured logos and borders started to appear. A few old station nameboards survived mostly on far flung lines, the GWR style being quite common, and they were sometimes unofficially painted in big four company or BR regional colours rather than in accordance with the Corporate Identity Manual.