Templot Club Archive 2007-2020
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posted: 27 Feb 2010 21:43 from: Martin Wynne
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Graham Roberts kindly sent this link to some excellent pictures of pre-grouping track details. They are from the John J Smith collection marketed by the Bluebell Railway Museum: http://www.bluebell-railway-museum.co.uk/archive/photos/jjs/g-negs.htm Here is a selection of links from that page (the reference to a "Swing Nose Crossover" should of course be "Switch Diamond"): 083-083 Trap Points and Signal, unknown location 084-084 Catch Points, Automatic Protecting South Croydon Junction from Down Oxted Line 085-085 Trap Points on Interlaced Track, Single Line 086-086 Diamond Double Slip, Polegate East, Set from Eastbourne 087-087 Similar to 86, Distant 088-088 Closeup of Swing Nose Crossover 089-089 Swing Nose Crossover, Windmill Bridge Junction set Up Line to London Bridge 090-090 Norwood Fork Junction Down Local facing points and locking bar, set for West Croydon or Selhurst direction, straight ahead route is to East Croydon. Main lines at lower level on left 091-091 Points, Fouling Bar and part of North Signalbox, Victoria 092-092 Steam Loco at Victoria and EFB Sign 093-093 Impedance Bonds in Tunnel 094-094 Track Circuit to Rail Connection 095-095 Tunnel Mouth and interlaced Track and temporary Narrow Gauge Line 096-096 Same as GN095 but with just interlaced standard gauge track 097-097 Tunnel Mouth, double track Many thanks Graham. regards, Martin. |
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posted: 27 Feb 2010 22:30 from: John Lewis
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What is the point of the lump of wood at the end of the catch point switch rail here, please: 084-084 Catch Points, Automatic Protecting South Croydon Junction from Down Oxted Line It is interesting to see the footbridge of Selsdon Road station in the distance. 085-085 Trap Points on Interlaced Track, Single Line. Could this be near Mitcham on the W. Croydon - Wimbledon line? It is now part of Tramlink and still has interlaced track. 090-090 Norwood Fork Junction. Note the OHL for the LBSCR type electric trains. All fascinating! John |
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posted: 28 Feb 2010 10:43 from: Paul Boyd
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I'm puzzled by this one: 085-085 Trap Points on Interlaced Track, Single Line If this is on a gradient, surely runaways need to be protected in both direction - why not put the trap point after the interlaced tracks merge into single line? Is it related to... 095-095 Tunnel Mouth and interlaced Track and temporary Narrow Gauge Line ...by any chance? |
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posted: 28 Feb 2010 11:02 from: Martin Wynne
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Paul Boyd wrote: I'm puzzled by this one:Hi Paul, Catch points are provided on up gradients to prevent wagons running away backwards if a coupling breaks. If couplings break going down-hill (unlikely when slack), the wagons can't go anywhere with the rest of the train in front of them. These catch points are sprung to the open position and closed by the action of up-going wheels passing over them. To allow trains to run down the gradient, a separate set of gauntletted rails is provided, by-passing the catch points. In either case, the next signalman will be alerted to the broken train and still-occupied section by the lack of a tail lamp. regards, Martin. |
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posted: 2 Mar 2010 19:16 from: Paul Boyd
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Hi Martin I've just sketched this out and it makes sense now - what an unusual formation though. Isn't it? Cheers |
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posted: 2 Mar 2010 22:20 from: allanferguson
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Martin Wynne wrote:
I'm also slightly puzzled by this. With the gauntleted track there will be a need for at least one worked switch. Surely it would have been cheaper to simply work the catch points and save the expense of all the extra track. Tho' there's usually some inscrutable reason for even the oddest features of the pre - grouping railway! Allan Ferguson |
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posted: 2 Mar 2010 22:41 from: Martin Wynne
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allanferguson wrote:I'm also slightly puzzled by this. With the gauntleted track there will be a need for at least one worked switch. Surely it would have been cheaper to simply work the catch points and save the expense of all the extra track.Hi Allan, A lot of these apparently odd track arrangements can be explained by the 350-yard limit on the length of a rodding run. This arrangement was almost certainly cheaper than building and staffing an additional signal box. regards, Martin. |
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posted: 2 Mar 2010 23:09 from: John Lewis
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Martin wrote: > A lot of these apparently odd track arrangements can be explained by the 350-yard limit on the length of a rodding run. This arrangement was almost certainly cheaper than building and staffing an additional signal box. If it was a low speed railway, possibly freight only, could the switches at both ends be sprung, tramway style? |
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posted: 2 Mar 2010 23:14 from: Martin Wynne
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John Lewis wrote: If it was a low speed railway, possibly freight only, could the switches at both ends be sprung, tramway style?Hi John, The lower one might be. If the top one was sprung, a wagon breaking away beyond it would be diverted clear of the catch points. regards, Martin. |
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posted: 2 Mar 2010 23:15 from: allanferguson
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John Lewis wrote: If it was a low speed railway, possibly freight only, could the switches at both ends be sprung, tramway style? A spring point at the uphill end would do the business for "proper" trains, but it would also divert runaways past the catch points. The downhill end could have points sprung towards the catch point road. Allan Ferguson |
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