Templot Club Archive 2007-2020
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posted: 31 Oct 2013 08:49 from: Jim Guthrie
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This picture appeared in a thread on the Caledonian Railway Association forum recently. It is of Brechin station and features a "peculiar" turnout on the centre release road of the station. It actually triggered OT discussion about it later on in the thread. http://www.crassoc.org.uk/forum/viewtopic.php?f=7&t=38#p199 BTW, you have to scroll the pictures on the forum to see all, or right click on the picture and choose "View Picture" to see the whole picture. I think I might try and incorporate something like this - as a talking/arguing point at an exhibition.  Jim. |
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| Last edited on 31 Oct 2013 08:51 by Jim Guthrie |
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posted: 31 Oct 2013 11:01 from: Martin Wynne
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Hi Jim, Thanks for posting that, it's a great picture: http://www.crassoc.org.uk/forum/download/file.php?id=109&sid=b3a578eab0c23aec07768b3f4fbc6e1b "Wide-to-gauge" traps are often used where they is limited clearance for the derailed vehicle between other tracks. The vehicle is stopped quickly and hopefully remains in line. Here is one at Birmingham Moor St (on the far right of the picture): http://warwickshirerailways.com/gwr/gwrms1710.htm In the above case, both switch rails must move in opposite directions for normal running, so they can't be linked with a conventional stretcher bar. It would be interesting to see a picture of the rodding arrangement. Is there a single lever or two? Are they always operated together or does the interlocking lock each one separately? Anyone? The one in the picture also has a facing-point lock, to add to the interest. The arrangement of combining a wide-to-gauge trap with a Y-turnout for a centre-road release is still used on London Underground lines. In this case the derailing effect is less damaging because the wheels can run on the timbers for some distance without the wheel backs jamming against the rails. See for example: http://www.scalefour.org/forum/download/file.php?id=4206 (thanks to Russ Elliott). regards, Martin. |
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posted: 31 Oct 2013 15:12 from: Ian Allen
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Jim, That is exactly what we are going to do in this implementation, the centre road on the left of the plan. Each blade will work with it's corresponding point forming a crossover, interlocked of course. Ian |
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| Attachment: attach_1672_2338_Bexhill_Station_Throat_New_2.5_v8.box 264 | |||
| Last edited on 31 Oct 2013 15:16 by Ian Allen |
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posted: 1 Nov 2013 22:46 from: grahamroberts click the date to link to this post click member name to view archived images |
Martin Wynne wroteIn the above case, both switch rails must move in opposite directions for normal running, so they can't be linked with a conventional stretcher bar. It would be interesting to see a picture of the rodding arrangement. Is there a single lever or two? Are they always operated together or does the interlocking lock each one separately? Anyone? The one in the picture also has a facing-point lock, to add to the interest.Hi Martin, The signalbox diagram seems to show each blade worked separately as the B end of a crossover (43/43 and 51/51), with economical facing point locks: 62_011740_170000000.png  Thanks to Robert Dey for the redrawn diagram. regards Graham |
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| Last edited on 1 Nov 2013 22:50 by grahamroberts |
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posted: 2 Nov 2013 08:49 from: Jim Guthrie
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grahamroberts wrote: The signalbox diagram seems to show each blade worked separately as the B end of a crossover (43/43 and 51/51), with economical facing point locks:Graham, Is that the diagram of Brechin station? I wouldn't mind a copy if it were - is it possible? Jim. |
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posted: 2 Nov 2013 09:57 from: John Palmer click the date to link to this post click member name to view archived images |
A lovely photograph and an interesting layout. In the signalling diagram, I am wondering whether there is a missing bolt symbol for a movement into the platform over 48 Points, for which I take 47 to be the applicable lockbar. Also, only one 'ECB' symbol appears on the diagram. Is this the acronym for 'Electrical Clearance Bar'? Two such items can be seen in the picture, presumably to ensure that 46 Points cannot be moved under a train. The absence of an engine release connection for the platform accessed via 48 Points suggests that this was used for departures only, but if that is so then why the need for 48 Points to be bolted? Or, for that matter, 51 Points? The absence of a lockbar in the Middle Road makes me wonder whether the Middle Road switch tongue worked by lever 51 was normally bolted open. Could this have been required to prevent a conflicting movement out of the Middle Road when another movement was to take place into the platform over 48 Points? Edited to add: the presence of signal 16 indicates that the platform accessed over 48 Points is used for arrivals, so that would account for the bolting of these and 51 points for the movement into the platform, but not the bolting of the Middle Road switch tongue. Further edited to enquire: How on earth do you bolt a switch tongue that is operated independently of its opposite number? Normally the lock plunger is inserted into the stretcher between a switch pair, and clearly that cannot here be the case. Furthermore, if one of the tongues at the exit from the Middle Road needs to be bolted, then why not the other? |
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| Last edited on 2 Nov 2013 10:18 by John Palmer |
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posted: 2 Nov 2013 20:06 from: grahamroberts click the date to link to this post click member name to view archived images |
I asked Robert Dey, who redrew the diagram from three sources of sketches of the final version of the Brechin diagram at closure... he checked and none of his source material shows an FPL on 48 (the loading bank siding, by the way, was not used for passenger departures - there was end loading from the passenger platform, as you can see in the photo). However a 1917 diagram shows an FPL - but that was before the layout was rationalised and relocked after Brechin North Junction was closed in February 1934. The only reason I can think of for the FPL on the "middle road" end of crossover 51 would be to facilitate combining a train from Forfar or Edzell with a departure from Brechin - or indeed simply reversing such a Forfar/Edzell arrival to run onwards to Bridge of Dun and the north, if platform 1 was full - without detraining passengers. As far as I know there were no regular workings of this sort and special workings would simply have involved a man to clip and padlock the points, so that's not a likely explanation. A good question then! |
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