Kelly's Workbench & Ramblings Blog

No confusion on your part. All I've done is essentially lost the trailing connection out of the sidings on the up. Your down-up trailing crossover was simply off stage. Plan is based on Crabtree Sidings (near Belvedere)- though no level crossing and Littlebrook which was the exchange point for Dartford Power Station (with a modification in the branch direction). A SR ARP type box is envisaged in the region of 20-25 levers. SR rail post signals are envisaged although some LSWR examples might also appear. My thoughts for era are for 1966/67 as this allows Warships on Waterloo-Exeter trains as well as the last vestiges of steam. 1953/54 is also attractive as it allows for a wide variety of kettles but also 10000/1, 10201-3 on some of the Exeter services.

Both eras appeal for different reasons.

 

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No confusion on your part. All I've done is essentially lost the trailing connection out of the sidings on the up. Your down-up trailing crossover was simply off stage. Plan is based on Crabtree Sidings (near Belvedere)- though no level crossing and Littlebrook which was the exchange point for Dartford Power Station (with a modification in the branch direction). A SR ARP type box is envisaged in the region of 20-25 levers. SR rail post signals are envisaged although some LSWR examples might also appear. My thoughts for era are for 1966/67 as this allows Warships on Waterloo-Exeter trains as well as the last vestiges of steam. 1953/54 is also attractive as it allows for a wide variety of kettles but also 10000/1, 10201-3 on some of the Exeter services.

 

 

I know Belvedere well. Same for Dartford Power Station... went on a tour of it as a kid once.

 

Both eras appeal for differing reasons.

 

'66/'67 for Warships (gotta have D827 'Kelly'!!).

 

'53/'54 for the early diesels and the Bullied pacifics, and maybe a stretch of reality Leader...

 

Kelly

Kelly,

 

One niggle about your trackplan. Whilst the South Western wasn't phobic about facing points on running lines, they were unusual leading into dead end sidings. A more likely design would be a single slip opposite the signal box and a trailing point opposite the distant signal. Oh and a second niggle, the distant signals are far too close to the home signals, I think they should be ¼ mile away.

 

Bill

Kelly,

 

One niggle about your trackplan. Whilst the South Western wasn't phobic about facing points on running lines, they were unusual leading into dead end sidings. A more likely design would be a single slip opposite the signal box and a trailing point opposite the distant signal. Oh and a second niggle, the distant signals are far too close to the home signals, I think they should be ¼ mile away.

 

Bill

 

 

Bill,

 

Nat came up with a few alternatives that featured the points non-facing, but I was thinking it'd be more likely for traffic to come from salisbury for the military traffic. I'll have a word with her as she did that trackplan based upon a South Eastern area (Crabtree iirc).

 

As for second niggle, nowt to do with me, signalling was Natalie's input, I'll nag her about it though!

 

Thanks for the comments, it is still a planning stage thing, these sort of things have to be considered and ironed out

 

Kelly

 

 

Green Lanes Crossing (just outside Portsmouth) had a facing connection running straight into the two exchange sidings/loop over the ungated level crossing over Rat Lane (the same road passing the north end of Hilsea Halt platforms) leading straight into Hilsea Armaments Depot. Lockerley (on Salisbury- Romsey-Eastleigh route) had 2 dead end arrival sidings on the up side (facing Dean Hill) installed in 1943 in connection with the provision of an American supply depot as did Milford Junction for Milford Goods in Salisbury. The connection into the supply depot at Lockerley trailed of these two sidings. The access route in the depot also had a faciing connection straight off the down into the depot. it is possible that there were more exchange sidings within the security gate but I don't have the relevant Pryer track layout drawings for this line- but do have a signalling plan. It is possible- but not likely in view of its military status- that the internal layout of the supply depot shows up on large scale OS Maps of the time. Now to take a look at Old Maps.

 

I do take your point on board however and think it is a fair one but will take a look at the hundreds of SWD signalling plans that I have (trying to see what happened during the WW2 period where possible) and see what I can find. The above plan is based on Littlebrook and Crabtree Crossing which admittedly are both on the SED.

 

I have a further plan (version 6 Kelly if you can upload it- I don't seem able to) which shows the mainline layout based as Chilmark was- with a trailing connection- not seen any with single slips as you describe (the nearest was a straight set back from the up line, over the down with no connection- straight into the tunnel and into Woolwich Dockyard)- the method would be a simple trailing connection and trailing crossover road such as Dinton and Deans Hill. The one alteration that has already been made to the plan is the removal on the LoS board on the up at the Saisbury end- it seems that any up train would have set back over the crossover road.

 

Another option would be to have a connection out of the sidings onto the up for departing trains- that could either be a ground frame- more likely as this is how Dinton controlled the far end of the up goods loop that served RAF Baverstock- a less likely option is to put another box there which would impact on the signals shown by that needing at least its distant mounted on our box's up home signal (and removal of up starter).

 

It is not a scale plan- the distants were shown for clarity only.

Added layout plan no. 6 to the post as per natalie's request.

Guys,

 

I like this plan.

 

A couple of options with the signal diagram, although there is nothing wrong with version 6.

 

The Southern Region may have had only one ground disk permitting reversal on the Up line to either the Down line or into the Sidings. It depends how close the points were.

 

The second is that the West Country main line could be very busy. Your plan will not permit the signalman to accept another train on the Up line whilst there is shunting into the Exchange sidings (it's the ¼ mile rule). So there could be an outer home signal back in the Salisbury direction, so the signalman could accept a train to that signal whilst shunting was going on. Probably no impact on your modelled area other than another signal wire leading off stage. There would be less shunting across to the Down line so they probably wouldn't have bothered with an outer home in that direction.

 

By the way, have you considered the architecture of your signal box? The LSWR might have provided a block post with perhaps six levers, so the box would have been replaced when the sidings were installed. You could consider a brick building with flat concrete roof.

 

Bill

 

Bill