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Forres

British signalling of the past (UK, excepting Northern Ireland)

Forres

Unread postby Mike Stone » Fri Oct 27, 2017 5:53 pm

Has anyone a pre-1965 diagram for the Forres boxes please?
;
I believe there was an 04.20 Aviemore-Elgin that used the "third side" requiring staff to open the gates protecting the station approach road and then backed into the station to split, when on the face of it it could have backed in from the west.
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Re: Forres

Unread postby Corrour » Fri Oct 27, 2017 10:05 pm

Hi Mike,

Should be able to help. Send me a PE with your email.

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Re: Forres

Unread postby Benhar Jnc » Sat Oct 28, 2017 5:46 pm

Thinking of Forres as a triangular junction with a freight bi-pass, what were the signalling arrangements? Was it 3 signal boxes, with several level crossings or a more economical 'Highland' solution?

The final iteration, just before demolition appeared to be a very simple single line with a passing loop?
...... another trip working to the Dardanelles
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Re: Forres

Unread postby Mad Mac » Sat Oct 28, 2017 6:50 pm

Benhar Jnc wrote:The final iteration, just before demolition appeared to be a very simple single line with a passing loop?


If you’re talking about the recently removed arrangements, that’s what it was, with the loop inconveniently located outwith the station and too short to be of use for anything other than the passenger service. The “new” station is more or less where the original one was with two platforms and a rather longer loop.
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Re: Forres

Unread postby Mike Stone » Mon Oct 30, 2017 1:36 pm

Prior to this it was a triangular layout with platforms only on the north and west sides and the "third side" was shown in the appendix as a "no-block" single line and crossed the approach road, requiring a porter to open and close the gates. The odd thing is that, confirmed by train register entries, the 04.20 Aviemore-Elgin and Nairn apparently used the third side and set back into the north side to split, when on the face of it it would be much easier to have set back from the West junction. I thought perhaps it was because there was no fpl on the trailing points at that end, but have now established that there was. On reflection it may have been because the forward engine for the Nairn portion could be got off the shed more easily.
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