The recently published Signal Box Register for Scotland states that the 1896 signalling installation at Stobcross East Junction was taken out of service in 1909, and replaced by a temporary box for three weeks until a new permanent box was opened.
I would like to know more about this if possible. I have been in touch with Derek Coe, and I understand that it is believed that the original source of the information in the Register was a set of Caledonian Railway Signalling Notices that were in Buchanan House but were lost or destroyed at privatisation.
Does anyone have any records or information about the events of 1909 at Stobcross?
Neil Dickson
Stobcross Signal Boxes
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Jim Summers
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Re: Stobcross Signal Boxes
I can't help much, Neil, though I hope others can.
All I can add is that the original high narrow box had 44 levers, according to the Register, whereas the accident report for Stobcross in 1951 states the box has 49 levers and is mechanical - no reference to the pioneering pneumatic system. The accident diagram shows the box pretty well where the narrow box was, maybe a little to the west perhaps. So I conclude that the dates you mention were when the first box was replaced with a bigger frame and (perhaps) track circuits to compensate for the poor view. It was the period of interest in track circuits.
Unfortunately, I have no other documents, but I imagine Forbes and Co. mined all these documents, so the Register will be factual, I am sure.
I do have a couple of photos of the area about 1964, but the photographer had his back to the box - some folk have no soul.
Jim S
All I can add is that the original high narrow box had 44 levers, according to the Register, whereas the accident report for Stobcross in 1951 states the box has 49 levers and is mechanical - no reference to the pioneering pneumatic system. The accident diagram shows the box pretty well where the narrow box was, maybe a little to the west perhaps. So I conclude that the dates you mention were when the first box was replaced with a bigger frame and (perhaps) track circuits to compensate for the poor view. It was the period of interest in track circuits.
Unfortunately, I have no other documents, but I imagine Forbes and Co. mined all these documents, so the Register will be factual, I am sure.
I do have a couple of photos of the area about 1964, but the photographer had his back to the box - some folk have no soul.
Jim S
Re: Stobcross Signal Boxes
While searching for related material, I’m sure I read recently about this, but can’t recall my source – I think it included a photo of the West box too? On the subject of Stevens signalling plans for Central LL, the original GCR design was changed to take account of increased traffic which Lanarkshire & Dunbartonshire was expected to generate through the Low Level, and I expect that was one of the reasons why Stobcross was altered too. The other may have been space.
On the same vein, I turned up this item on Stobcross - Extract from pages 440/441 of Engineer Oct 30 1896 (p10/11 of pdf document)
http://www.gracesguide.co.uk/images/0/04/Er18961030.pdf
"Another point of peculiar interest is the hydraulic signalling at Stobcross, an expedient adopted by the engineers to overcome the special difficulty caused by the limited area available for sidings, which are in consequence of great value. The space at command being too small for a cabin of requisite size, Mr. Forman designed a. small cabin, which, whilst occupying but little space, has an excellent view of the lines under control, whilst the actual levers are placed in a. cabin of requisite size, hidden away in a recess, no other site being available.
From the smaller cabin the signalman commands the levers in the larger one by means of a series of hydraulic pipes, with pressure from an accumulator ranging from 800 lb. to 1000 lb. per square inch. Every precaution has been taken against freezing in winter, glycerine being mixed with the water. The installation, which is the first of its kind in this country, works admirably, and was executed by the Glenfield Company, of Kilmarnock, in conjunction with Messrs Stevens and Sons, of London and Glasgow, signal contractors. The remainder of the signalling arrangements arc worked in the usual way, that is, by mechanical locking, but as an additional safeguard electric locking has. been introduced, so that the signalman in an) section is unable to allow a second train into the block section until the preceding train has cleared the section, the trains automatically putting the signal behind them at danger should the signalman neglect to do this. An electric generating station is situated at Stobcross, and furnishes current both for the mixed yard and goods station at that point. "
On the same vein, I turned up this item on Stobcross - Extract from pages 440/441 of Engineer Oct 30 1896 (p10/11 of pdf document)
http://www.gracesguide.co.uk/images/0/04/Er18961030.pdf
"Another point of peculiar interest is the hydraulic signalling at Stobcross, an expedient adopted by the engineers to overcome the special difficulty caused by the limited area available for sidings, which are in consequence of great value. The space at command being too small for a cabin of requisite size, Mr. Forman designed a. small cabin, which, whilst occupying but little space, has an excellent view of the lines under control, whilst the actual levers are placed in a. cabin of requisite size, hidden away in a recess, no other site being available.
From the smaller cabin the signalman commands the levers in the larger one by means of a series of hydraulic pipes, with pressure from an accumulator ranging from 800 lb. to 1000 lb. per square inch. Every precaution has been taken against freezing in winter, glycerine being mixed with the water. The installation, which is the first of its kind in this country, works admirably, and was executed by the Glenfield Company, of Kilmarnock, in conjunction with Messrs Stevens and Sons, of London and Glasgow, signal contractors. The remainder of the signalling arrangements arc worked in the usual way, that is, by mechanical locking, but as an additional safeguard electric locking has. been introduced, so that the signalman in an) section is unable to allow a second train into the block section until the preceding train has cleared the section, the trains automatically putting the signal behind them at danger should the signalman neglect to do this. An electric generating station is situated at Stobcross, and furnishes current both for the mixed yard and goods station at that point. "
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Jim Summers
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Re: Stobcross Signal Boxes
That is certainly an intriguing and credible point about the increased traffic, Ian.
The Engineering quote was already in the draft of my book, though it doesn't say that the Caley was leaned on by the BoT to create the box with a view. I still have to check my evidence for that, but it has been my understanding from somewhere for a while.
Here is what Forbes Alexander had to say, also the accident drawing I referred to in an earlier post.
Jim S
The Engineering quote was already in the draft of my book, though it doesn't say that the Caley was leaned on by the BoT to create the box with a view. I still have to check my evidence for that, but it has been my understanding from somewhere for a while.
Here is what Forbes Alexander had to say, also the accident drawing I referred to in an earlier post.
Jim S
- Attachments
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- Stobcross box situation compressed.jpg (20.39 KiB) Viewed 20594 times
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- Stobcross by Forbes Alexander compressed.JPG (30.64 KiB) Viewed 20594 times
Re: Stobcross Signal Boxes
Retracing steps, the piece I mentioned in my previous post appears at p119 of O S Nock’s book ‘The Caledonian Railway’ : –
‘Another interesting piece of signalling that shows the ingenuity of the engineering department, was installed at Stobcross shortly after the opening of the Glasgow Central underground line. At the junction with the Lanarkshire & Dunbartonshire, where the line is mostly in tunnel, it was not possible to site the signal box to give the man a very good view of trains passing over the junction. After a little experience of working the traffic it was considered essential to move the signalman to a point of greater vantage, and this entailed the construction of a small cabin so narrow that an ordinary locking frame could not be accommodated. A system of remote control was introduced using a locking frame of miniature levers that actuated hydraulic valves. These valves controlled a pressure-water supply to hydraulic rams by which the full-sized levers were operated. It was the earliest instance of power being used in actuation of points and signals, and was carried out jointly by Stevens & Sons, and the Kilmarnock firm of Glenfield.'
Nock then goes on to describe the re-signalling of the High Level commissioned 1908, Stobross 'being the earliest instance' must therefore have been before 1908.
‘Another interesting piece of signalling that shows the ingenuity of the engineering department, was installed at Stobcross shortly after the opening of the Glasgow Central underground line. At the junction with the Lanarkshire & Dunbartonshire, where the line is mostly in tunnel, it was not possible to site the signal box to give the man a very good view of trains passing over the junction. After a little experience of working the traffic it was considered essential to move the signalman to a point of greater vantage, and this entailed the construction of a small cabin so narrow that an ordinary locking frame could not be accommodated. A system of remote control was introduced using a locking frame of miniature levers that actuated hydraulic valves. These valves controlled a pressure-water supply to hydraulic rams by which the full-sized levers were operated. It was the earliest instance of power being used in actuation of points and signals, and was carried out jointly by Stevens & Sons, and the Kilmarnock firm of Glenfield.'
Nock then goes on to describe the re-signalling of the High Level commissioned 1908, Stobross 'being the earliest instance' must therefore have been before 1908.
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John Paton
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Re: Stobcross Signal Boxes
Gentlemen,
This does not assist Neil's original request, but I attach an interior photo of the box taken from the Siemens + General Electric 1959 brochure on the re-signalling of the line. I assume that most of you will already have this document.
John
This does not assist Neil's original request, but I attach an interior photo of the box taken from the Siemens + General Electric 1959 brochure on the re-signalling of the line. I assume that most of you will already have this document.
John
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- New Picture (8).jpg (197.71 KiB) Viewed 20548 times
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Jim Summers
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Re: Stobcross Signal Boxes
The photo supplied by John also appears in another of O.S. Nock's works, namely Plate 46 of "British Railway Signalling", published by Allen and Unwin in 1969, but he makes no reference there to the older box, as he is really illustrating the moves to panel displays and controls.
Jim S.
Jim S.
Re: Stobcross Signal Boxes
Tiniest of leads (beginning to think I'd imagined seeing a photo of the West box somewhere - must have been a link from a forum so doesn't show up in 'normal' searches) this is a 1998 post from a Google Group 'Stobcross and Glasgow Central' :-
The current, April 1998, issue of "Backtrack" magazine - the one with a
5PUL on the cover - has a feature on early power signalling installations.
Further to recent discussions of Stobcross and the Glasgow Central
railway, it has a picture - not, sadly, of our mysterious over-track
structure - but of an extremely unusual (not to mention cute) 1896 box in
the restricted site at Stobcross East, of full length and height but no
more than about 6' wide and looking exactly like one of Emmett's wilder
sketches. It had a miniature lever frame which used hydraulic pipework
to operate a full-sized lever frame in a more convenient situation.
The article also has good pictures of the main power box at Glasgow
Central, vintage 1908.
Perhaps someone can help with the magazine Article?
The current, April 1998, issue of "Backtrack" magazine - the one with a
5PUL on the cover - has a feature on early power signalling installations.
Further to recent discussions of Stobcross and the Glasgow Central
railway, it has a picture - not, sadly, of our mysterious over-track
structure - but of an extremely unusual (not to mention cute) 1896 box in
the restricted site at Stobcross East, of full length and height but no
more than about 6' wide and looking exactly like one of Emmett's wilder
sketches. It had a miniature lever frame which used hydraulic pipework
to operate a full-sized lever frame in a more convenient situation.
The article also has good pictures of the main power box at Glasgow
Central, vintage 1908.
Perhaps someone can help with the magazine Article?
Re: Stobcross Signal Boxes
I’m now quite confused following the posting of the photo of the East box here – it is the same one included in Nock’s book – but the operating floor of this box doesn’t look as if it is only 6 foot wide as the ‘hydraulic’ box was said to be (above) nor do the levers look ‘short’.
My understanding from what I’ve read is that originally an east and west box were built. Where were these located and what happened to the box structures? Was the ‘‘hydraulic’ box just a straight replacement of the west box, or did this replace both east and west boxes, and where were the operating floor part and its signalling satellite sited?
Lastly, was the ‘shortened levers frame’ actually a pneumatic frame, because the description ‘short levers’ suggests to me the type found on a ground frame unlike the ones in the photo (1956 signalling) which look fairly normal size to me. Did the pneumatic installation remain until replaced in 1956, and as the lever frame remained for operating points and FPLs, how was the early ‘space’ problem then overcome?
My understanding from what I’ve read is that originally an east and west box were built. Where were these located and what happened to the box structures? Was the ‘‘hydraulic’ box just a straight replacement of the west box, or did this replace both east and west boxes, and where were the operating floor part and its signalling satellite sited?
Lastly, was the ‘shortened levers frame’ actually a pneumatic frame, because the description ‘short levers’ suggests to me the type found on a ground frame unlike the ones in the photo (1956 signalling) which look fairly normal size to me. Did the pneumatic installation remain until replaced in 1956, and as the lever frame remained for operating points and FPLs, how was the early ‘space’ problem then overcome?
Last edited by IBrown on Sun Apr 14, 2013 9:48 am, edited 1 time in total.
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Jim Summers
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Re: Stobcross Signal Boxes
I am hesitant to be dogmatic about Stobcross, but until someone corrects me (please do), my understanding (supposition) is that the hydraulic frame lasted until 1909, when a new box took over.
Somehow there was more space for it further west, probably facilitated by a revised track layout in the yard, which permitted a conventional box there; I am also assuming that track circuiting was respectable enough by then to cover up for any poorer sighting which might have arisen from a slightly different location compared with the narrow box.
There was a new frame in that box from 1929 and its levers are probably the same levers in the photo in the OS Nock book, as he says they were retained for point operation when the panel was introduced with thumb switches for the signals.
Quoting the 1939 accident report:
"The two signal boxes in rear of Stobcross as the trains concerned were running are Partick Central No. 1, about 1,300 yards in rear of the junction
on the line from Balloch, and Kelvinbridge, about 1450 yards from the junction on the line from Possil. Stobcross signal box is 286 yards east of the junction,
which cannot be seen from the box and is in consequence track circuited.
"Stobcross signal box contains a mechanical hame of 49 working levers and, in addition to signalling the running lines, controls the connections of the
important goods yard on the south or down side of the line. Owing to lack of room a long goods train leaving the yard for the down direction has to reverse
out on to the down line through the connection at the east end. This somewhat awkward movement was carried out a few minutes before the accident.
"The running lines are signalled on the lock and block system, with Tyer's instruments."
I wish I was not surmising this, but there is still more to be learned on this complicated but historical place.
Jim S
Somehow there was more space for it further west, probably facilitated by a revised track layout in the yard, which permitted a conventional box there; I am also assuming that track circuiting was respectable enough by then to cover up for any poorer sighting which might have arisen from a slightly different location compared with the narrow box.
There was a new frame in that box from 1929 and its levers are probably the same levers in the photo in the OS Nock book, as he says they were retained for point operation when the panel was introduced with thumb switches for the signals.
Quoting the 1939 accident report:
"The two signal boxes in rear of Stobcross as the trains concerned were running are Partick Central No. 1, about 1,300 yards in rear of the junction
on the line from Balloch, and Kelvinbridge, about 1450 yards from the junction on the line from Possil. Stobcross signal box is 286 yards east of the junction,
which cannot be seen from the box and is in consequence track circuited.
"Stobcross signal box contains a mechanical hame of 49 working levers and, in addition to signalling the running lines, controls the connections of the
important goods yard on the south or down side of the line. Owing to lack of room a long goods train leaving the yard for the down direction has to reverse
out on to the down line through the connection at the east end. This somewhat awkward movement was carried out a few minutes before the accident.
"The running lines are signalled on the lock and block system, with Tyer's instruments."
I wish I was not surmising this, but there is still more to be learned on this complicated but historical place.
Jim S
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John Paton
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Re: Stobcross Signal Boxes
I have just remembered that I have this undated photo (see attachment). I was lent the print years ago by Duncan Burton who allowed me to copy it. I understood that it was from an NRM negative.
Those more knowledgeable than me about this matter may wish to comment on whether this is the same box as that featured in the 1959 brochure : it certainly looks narrower.
John
Those more knowledgeable than me about this matter may wish to comment on whether this is the same box as that featured in the 1959 brochure : it certainly looks narrower.
John
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- Stobcross signal box compressed.jpg (167.81 KiB) Viewed 20481 times
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John Paton
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Re: Stobcross Signal Boxes
I now attach a zoomed-in extract from an aerial photo dated 1950 in which the box can be seen. Although it is hard to be sure, this looks like a bigger box than the last photo I uploaded, and appears to have a chimney on its roof.
Comments?
Apologies for not getting my thoughts and photos together in one post!
John
Comments?
Apologies for not getting my thoughts and photos together in one post!
John
- Attachments
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- Stobcross aerial zoom.jpg (71.46 KiB) Viewed 20481 times
Re: Stobcross Signal Boxes
Thank you Jim, Ian and John. I am most grateful for all the information you have supplied, and I apologise for the delay in replying.
Jim: you are correct in saying that the BoT pressured the Caledonian to replace the original 1896 Stobcross East installation. The inspector who carried out the inspection prior to the opening of the line recommended that a conventional signal box should be built with a proper view of the line. (There is a copy of the summary of the report in the Forbes Alexander collection at Bo'ness.)
It is interesting that in 1909 a satisfactory location was found for a conventional signalbox (which I also believe was slightly to the west of the elevated narrow 1896 hydraulic box), when no such location could be identified in 1896 (which led to the unique hydraulic installation).
I am grateful to John for the external photograph of the 1896 box. Here is an internal photograph of the box that is to be found in Two Centuries of Railway Signalling by Geoffrey Kitchenside and Alan Williams.
Neil Dickson
Jim: you are correct in saying that the BoT pressured the Caledonian to replace the original 1896 Stobcross East installation. The inspector who carried out the inspection prior to the opening of the line recommended that a conventional signal box should be built with a proper view of the line. (There is a copy of the summary of the report in the Forbes Alexander collection at Bo'ness.)
It is interesting that in 1909 a satisfactory location was found for a conventional signalbox (which I also believe was slightly to the west of the elevated narrow 1896 hydraulic box), when no such location could be identified in 1896 (which led to the unique hydraulic installation).
I am grateful to John for the external photograph of the 1896 box. Here is an internal photograph of the box that is to be found in Two Centuries of Railway Signalling by Geoffrey Kitchenside and Alan Williams.
- Stobcross2.jpg (91.68 KiB) Viewed 20471 times
Re: Stobcross Signal Boxes
Here is some further information in reply to Ian's post in which he says he is confused - not surprising because Stobcross is a very complex location that seems to fascinate and confuse a number of us.
The original 1896 signalling arrangements at Stobcross were as follows. There were three signalboxes. To the east of the station were the two boxes at Stobcross East: a normal size box to the north of the main lines, which was normally not manned and instead worked remotely by hydraulic power from the narrow elevated box that was directly opposite it on the south side of the main lines. These boxes controlled the junctions to and from the goods depots and the docks. On the westbound station platform was Stobcross West box. It controlled the junction between the Glasgow Central Railway route to Kelvinbridge and the Lanarkshire and Dumbartonshire Railway route to Partick.
In 1909 the two Stobcross East boxes were closed and replaced by a new Stobcross East box on the south side of the main lines slightly to the west of the narrow elevated box. Stobcross West box continued.
In 1929 Stobcross West was closed and control of its area was transferred to Stobcross East (which had a new frame installed and was renamed Stobcross Junction). The 1956 resignalling scheme introduced colour light signalling. Stobcross Junction was retained with the signals controlled from a panel and the points controlled from the frame.
I hope this helps.
Neil Dickson
The original 1896 signalling arrangements at Stobcross were as follows. There were three signalboxes. To the east of the station were the two boxes at Stobcross East: a normal size box to the north of the main lines, which was normally not manned and instead worked remotely by hydraulic power from the narrow elevated box that was directly opposite it on the south side of the main lines. These boxes controlled the junctions to and from the goods depots and the docks. On the westbound station platform was Stobcross West box. It controlled the junction between the Glasgow Central Railway route to Kelvinbridge and the Lanarkshire and Dumbartonshire Railway route to Partick.
In 1909 the two Stobcross East boxes were closed and replaced by a new Stobcross East box on the south side of the main lines slightly to the west of the narrow elevated box. Stobcross West box continued.
In 1929 Stobcross West was closed and control of its area was transferred to Stobcross East (which had a new frame installed and was renamed Stobcross Junction). The 1956 resignalling scheme introduced colour light signalling. Stobcross Junction was retained with the signals controlled from a panel and the points controlled from the frame.
I hope this helps.
Neil Dickson
Re: Stobcross Signal Boxes
Thank you all very much for your information. I hadn’t realised there was as much to Stobcross as you have revealed, and from that I now realise that it wouldn’t have been a straightforward place to work, both on the main lines and in the yard.
If I read the evidence in the photos correctly of the hydraulic box and the one which was closed in 1964 (photo on page 1 of Urban Glasgow, scroll down page for 3 photos of the box after closure): http://urbanglasgow.co.uk/ftopic3419-0.php
the extra room was found through track rationalisation at the east end. The Hydraulic box sat on the river side of the yard Up and Down arrival & departure roads. The later box sits on the main line side of what appears to be the remains of a main line double to single connection that runs on the river side of that box.
Was a signalling system put in between Stobcross East (Cal) and Stobcross NB when GCR / L&D obviated Caley’s need for running powers over NB from Cowlairs?
If I read the evidence in the photos correctly of the hydraulic box and the one which was closed in 1964 (photo on page 1 of Urban Glasgow, scroll down page for 3 photos of the box after closure): http://urbanglasgow.co.uk/ftopic3419-0.php
the extra room was found through track rationalisation at the east end. The Hydraulic box sat on the river side of the yard Up and Down arrival & departure roads. The later box sits on the main line side of what appears to be the remains of a main line double to single connection that runs on the river side of that box.
Was a signalling system put in between Stobcross East (Cal) and Stobcross NB when GCR / L&D obviated Caley’s need for running powers over NB from Cowlairs?
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Jim Summers
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Re: Stobcross Signal Boxes
In regard to Ian's question at the end, the Appendix seems to imply that there was Yard Working under identified Train Regulators.
How I wish those explorers had photographed what was left of the site of the remotely controlled original box.
Jim S
How I wish those explorers had photographed what was left of the site of the remotely controlled original box.
Jim S
Re: Stobcross Signal Boxes
Like Ian, I have been looking very carefully at the photographs. I wonder whether in 1909 the goods arrival and departure lines were slewed further away from the main lines to create sufficient space to build the new box.
There are two very large scale plans of the area in the National Records of Scotland (RHP88033 and RHP120890) showing the layout before and after 1909, from which it should be possible to work out what happened. Unfortunately the notes I took when I looked at these plans are inadequate. So I will have to go back sometime and look at them again.
Neil Dickson
There are two very large scale plans of the area in the National Records of Scotland (RHP88033 and RHP120890) showing the layout before and after 1909, from which it should be possible to work out what happened. Unfortunately the notes I took when I looked at these plans are inadequate. So I will have to go back sometime and look at them again.
Neil Dickson
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Alistair Maclean
- Posts: 67
- Joined: Tue Nov 06, 2012 12:24 pm
Re: Stobcross Signal Boxes
It seems like there is a good article hiding amongst all these comments - would anyone like to draw this together and produce an article? - unless Jim Summers wants to hold this for his book! Any more photos? The CRA collection has a 0 return. I particularly like the photo with the spiral staircase - was this removed from a Glasgow caur?
Alistair
Alistair
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Jim Summers
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Re: Stobcross Signal Boxes
Alastair asked if I wanted the Stobcross material saved for the signalling book.
Yes and no.
I had always wanted to mention in the book the pioneering nature of the Stobcross installation, and I have had the external photo of the narrow box for a while. I am still hoping to get a legitimate copy of the NRM one of the interior (which has some mysteries to solve). It seems to me that this box cannot be ignored in a history of Caley signalling, and I also have to mention lock and block on the line.
However, all the history of the various boxes in the Stobcross area and how they managed to get a bigger box in etc., is quite a different subject, which I would have thought would be appropriate and fascinating for the readers of The True Line.
Some folk may remember I once did a talk on "Dark Doings on the Low Level", which concentrated on the deplorable accident record on the route, and Stobcross figured largely in those. So I do have some information for anyone wanting to write an article on "Stobcross Uncovered".
Jim S
Yes and no.
I had always wanted to mention in the book the pioneering nature of the Stobcross installation, and I have had the external photo of the narrow box for a while. I am still hoping to get a legitimate copy of the NRM one of the interior (which has some mysteries to solve). It seems to me that this box cannot be ignored in a history of Caley signalling, and I also have to mention lock and block on the line.
However, all the history of the various boxes in the Stobcross area and how they managed to get a bigger box in etc., is quite a different subject, which I would have thought would be appropriate and fascinating for the readers of The True Line.
Some folk may remember I once did a talk on "Dark Doings on the Low Level", which concentrated on the deplorable accident record on the route, and Stobcross figured largely in those. So I do have some information for anyone wanting to write an article on "Stobcross Uncovered".
Jim S
Re: Stobcross Signal Boxes
Following on from Alistair's suggestion, I think Jim Summers and I should get together because I would be interested in putting together a piece for the True Line that does not interfere with Jim's book.
Neil Dickson
Neil Dickson
Re: Stobcross Signal Boxes
A copy of the Backtrack article was requested earlier and is now to hand and attached
work is in hand to acquire the follow-up article.
jim mac
jim mac
Re: Stobcross Signal Boxes
Thank you, Jim Mac. I look forward to part 2. Part 1 contains something very useful about the Stobcross photos, namely the NRM catalogue numbers. Some months ago, having seen the interior photo, I asked the NRM if they had any other photos of Stobcross signalboxes, and they said they had not identified any. So there seems to be a problem with their catalogue.
Neil Dickson
Neil Dickson
Re: Stobcross Signal Boxes
Neil
You should be aware that the CRA (and friends) are currently working their way through all the Scottish images held by the NRM. We are digitally photographing the original plates and negatives and the project is to produce a definative illustrated catalogue. To date we have worked our way through the AB Macleod collection, have processed most of the RD Stephen collection and about two thirds of the St Rollox collection. This work is likely to continue for a considerable period and will be reported in TTL at some stage.
jim mac
You should be aware that the CRA (and friends) are currently working their way through all the Scottish images held by the NRM. We are digitally photographing the original plates and negatives and the project is to produce a definative illustrated catalogue. To date we have worked our way through the AB Macleod collection, have processed most of the RD Stephen collection and about two thirds of the St Rollox collection. This work is likely to continue for a considerable period and will be reported in TTL at some stage.
jim mac
Re: Stobcross Signal Boxes
Thank you, Jim Mac. I was not aware of the work on the NRM collection until your post, and also reading the AGM Minutes today. I will continue my research on Stobcross, and talk to Jim Summers, with a view to writing a piece for TTL. Hopefully by the time it will take to do that, work on the St Rollox collection will be complete and digital images of the Stobcross East photos will be officially available.
Neil Dickson
Neil Dickson
Re: Stobcross Signal Boxes
I had a look at Part2 of the BackTrack article during our weekly visit to the NRM, but did not copy it as the material covered was much too modern for those with a Caledonian Railway interest.
jim mac
jim mac