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As at Dainton Bank in Devon. On the down, after the 2-aspect R/G signal near the former site of Aller Junction, about half a mile before the steep gradient begins in earnest, the next stop signal is at the portal of Dainton Tunnel, at the brow of the hill. When HSTs were allowed to run beyond...

Supportive of a new station, but platform loops encompassing only a single station are of imited utility as they impose long dwells for the stoppers when being overtaken by expresses. Something substantial needs doing at Newton Abbot. The current three platform layout is not conducive to making...

I propose additional bidirectional signalling capability along the seawall and neighbouring estuary sections, with associated new crossovers. The capability to run down trains on the up line between Dawlish Warren and Teignmouth has become a useful method for permitting expresses to overtake...

Yes it is still in use, but no lever frame or semaphores remain. Arundel has a Westinghouse M5 NX panel controlling the local pink book freewired relay interlocking and a remote interlocking covering the complex of junctions around Ford. All commissioned in 1979. Source: British Power Signalling...

Three maps tell a story. When the bridge to Charing Cross had 4 tracks, there was a small turntable at another site nearby just before the bridge on the south bank. https://maps.nls.uk/view/103313045#zoom=5.6&lat=8540&lon=5633&layers=BT When the bridge was widened to 7 tracks, that had to be...

That might be combined with limited-stop Birmingham outer suburbans to produce something very similar to today's Chiltern long distance. The route serves a number of markets. A bloomin great HS2 parkway just to the north of the Chilterns could abstract heavily from the Bicester/Banbury area, so...

I believe the strategy following the loss of the Nozomi to the Chuo is to increase skip-stop services to serve more local stations on various stopping patterns with faster journey times at reasonable frequency. That will allow routine en route overtaking of Kodama trains to be largely...

Points are particularly susceptible to loss of finely adjusted electrical detection when switch and stock rails move relative to each other due to heat expansion and contraction. Junctions incorporating switched diamond crossings are the most vulnerable to this and were among the first sites I...

Central station is under 300m from the Minster as the crow flies. Most of the town centre is within a few minutes' walk. I can't see the point unless a new line was projected across the town centre to somewhere in the east.

It's not an enclosed space, but perhaps the roof needn't be entirely glazed. It could admit more light than the old street-facing canopy that presumably must now all come down. Special glass or applied films can be used to limit solar heat gain.

At BR in the 1980s-90s, staff who needed to travel regularly often had a personal duty pass, valid for any work-related journey, apart from travel to work at normal home station. I recall admin offices also had anonymous 'bearer' passes available which an employee could book out for an...

Sands Road crossing at Paignton is also one way. There's no practical way you could limit pedestrian flow to one way, and they're less likely to break through the gate. East (beach) side. West side

At the end, it shows how busy Torbay Road level crossing is currently, with pedestrians as usual in the summer, but also with motor vehicles due to all the town centre gyratory traffic being diverted via the seafront around the demolition site.

In a local Facebook group, someone posted an interior photo of a railway telecoms cable cabinet on the platform in the vicinity of the fire. The damage was considerable, with terminal blocks and cable insulation melted and misshapen, and much smoke blackening. Phones and some data comms may...

The nose at one or both ends of a 10-car IET could be past the signal in the 255m of #2 but the wheelbase would likely be within the platform track circuits so signalling could permit a reversal and the crossings should reopen after the train passes. Problems: 1. It would require very accurate...

Platform #2 distance between signals measures 255m on Google Earth, while for #1 it is 261m. The platforms themselves, from north signal to top of south ramp, measure 237m for #1 and 203m for #2

10x25m theoretically fits in the ~250m standage available between signals in both platform roads, but platform 2 is about 30m shorter than the standage. I understand individual passenger doors cannot be disabled easily on Voyager stock so the entire second unit must be out of use. A 9-car IET...

Here's my 'Ultimate Paignton' scheme, providing 10-car IET standage in both platforms, signalled moves to and from reversing sidings and Dartmouth Steam Railway, automation of Sands Road level crossing, and extension of local services to Goodrington, which gets them out of the capacity...

That the booking hall was once a goods shed doesn't make it poor intrinsically, though the interior layout and decor are dated. The 'goods shed' is in exactly the right spot for access across the road to the bus station and was going spare. Note retention of the goods shed building with a new...

It's a quicker move, not requiring crew to get down to operate the manual level crossing at Sands Road and check handpoints. The north shunt is thus also more likely to be used in emergency if a local service with a short turnround had to terminate in #1 exceptionally because booked #2 was...