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Layout design: double through track and single branch terminus


Daveglew
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Hi all,

Wonder if you can help this modelling newbie with a design please.I am planning an N Gauge layout using the classic design attached. The two main line tracks will disappear at each end to a loop fiddle yard. However to add additional scenic and operational interest I would like to add a single line branch terminus leading off to its own hidden storage. Could someone please advise where this should join the plan please as I am keen to keep things as "genuine" as possible.post-33010-0-39103000-1512421621.png

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Most branches were arranged so that trains could not run directly onto the branch from the main line.

 

So the most obvious place for the bay platform is bottom right with a trailing crossover from the main line to the branch. Depending on era of the layout, you may or may not need a loop for a locomotive to run round the branch passenger train.

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Most branches were arranged so that trains could not run directly onto the branch from the main line.

 

So the most obvious place for the bay platform is bottom right with a trailing crossover from the main line to the branch. Depending on era of the layout, you may or may not need a loop for a locomotive to run round the branch passenger train.

 

That seems a little bit too sweeping a statement to me, and implies all passenger trains from the branch would terminate at the junction.  I would have thought a point at one end or the other of the top platform road, or turning either the leftmost or rightmost point into a double slip would all be OK, and have the bonus of involving the minimum of change to the original plan (although I might try to fit in a bay platform too if greater change is acceptable).  But my thoughts do come without the specialist knowledge of many others on here ........

 

Cheers

 

Chris

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Most branches were arranged so that trains could not run directly onto the branch from the main line.

 

So the most obvious place for the bay platform is bottom right with a trailing crossover from the main line to the branch. Depending on era of the layout, you may or may not need a loop for a locomotive to run round the branch passenger train.

It was not as straightforward as that. Topography determined where branches departed from the "Junction Station."   In my neck of the woods, Cotswolds, half way along  the back loop platform was quite common with direct access from branch to main line but not vice versa (Faringdon Branch not sure of Junction Station and Shipton on Stour branch at Moreton in Marsh) ,

A branch platform with a run round loop curving away sharpy away from the main line so  the platform curves almost 90 degrees with access from branch to main but requiring reversal through a trailing crossover was a feature of the (Cirencester Branch at Kemble)  and access only from a dead end bay accessed by trailing connection with no direct access to main line (Tetbury branch at Kemble). 

The Single track to Kingham diverged from the double track line to Andover at Andoversford  after the pllatforms but no trains terminated here, most terminated at the two through platform plus short dead end bay Cheltenham Lansdown.

The famous Dart Valley line to Ashburton had access to and from main lines the other side of the river Dart bridge from Totnes two platform station where trains terminated but which had no dedicated branch platform.  The Moretonhampstead Branch similarly diverged at Newton Abbott but had a dedicated platform which could not be accessed without leaving the station.  Liskeard had a right angle branch platform for the Looe branch and a curved connection (Trailing I think) from the main line, the line went north, turned 180 degrees, went under the main line, turned a further 90 degrees and reversed  or continued to turn another 45 degrees to pass back under the main line in much the same direction it left the station but about 100 feet lower.

  Maiden Newton had a dead end bay with no run round and employed gravity shunting with a dedicated gravity shunting siding while Yelverton (?) where the Princetown branch diverged except that also had direct access to the main line but facing away from Plymouth where most traffic came from and employed gravity shunting using the branch and a short siding originally leading to a turntable.

The common factor being there is no common factor and all the above were GWR, 

The lines had to fit the land, oop north the MR Buxton line had a junction in open country with no platforms and a large station at Millers dale involving 5 platforms two parallel viaducts to terminate trains as Viaducts are a cost effective way to provide extra tracks in hilly territory.

Ideally there should be a way to get freights directly off the branch and on to the main, if not vice versa.  Your station already has two crossovers to run round trains and is not unlike Dulverton terminus for the Exe Valley branch in Devon except that was on a single track from which the branch diverged at Morebath Junction, again one with no platforms. 

Terminating branch trains at a through station without actually modelling the branch can add to the operating experience, the one thing you lose is the potential for two trains departing at the same time in the same direction but unless you have two operators this is a bit irrelevant. 

Edited by DavidCBroad
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It really comes down to prototype and era. Finding actual junction stations from the area and era you intend to represent will help. In general terms, one of these options wouldn't be unreasonable.

 

post-6959-0-60515100-1512533998_thumb.png

 

Here are some actual (but simplified) arrangements which might give some inspiration. Apologies for being a bit GWR-centric. :)

 

post-6959-0-89832100-1512537229_thumb.png

 

Cheers

David

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That seems a little bit too sweeping a statement to me, and implies all passenger trains from the branch would terminate at the junction.  I would have thought a point at one end or the other of the top platform road, or turning either the leftmost or rightmost point into a double slip would all be OK, and have the bonus of involving the minimum of change to the original plan (although I might try to fit in a bay platform too if greater change is acceptable).  But my thoughts do come without the specialist knowledge of many others on here ........

 

Cheers

 

Chris

 

Perhaps I should have bolded and italicised the word "most".

 

And, yes, it does indeed imply that the branch train terminates at the junction station. Consultation of timetables will show you that is indeed the usual way even in the many cases (some cited above) where it would have been far more convenient to passengers if there had been through trains. I would suggest that the history of  the Bridport branch could have been very different if people had been able to travel directly from Bridport to Dorchester, their most likely destination. But the reality of the steam age railway is that it was optimised for freight operation with the passengers coming a poor second in most locations.

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Perhaps I should have bolded and italicised the word "most".

 

And, yes, it does indeed imply that the branch train terminates at the junction station. Consultation of timetables will show you that is indeed the usual way even in the many cases (some cited above) where it would have been far more convenient to passengers if there had been through trains. I would suggest that the history of  the Bridport branch could have been very different if people had been able to travel directly from Bridport to Dorchester, their most likely destination. But the reality of the steam age railway is that it was optimised for freight operation with the passengers coming a poor second in most locations.

 

In fact there was a facing connection off the branch at Maiden Newton into the Down Main line - thus passenger trains could indeed travel direct from Bridport to Dorchester at one time although it never seems to have been used for ordinary services (but it was not possible to run off the Up Main onto the branch).

 

Depending to some extent what one calls a branch line there were in fact quite a few on the GWR (proper) where it was possible to run directly not only off the branch onto a main running line but also possible t do so directly from a passing running line onto the branch -

 

Brentford branch - not possible in either direction without reversal

Uxbridge Vine Street - possible in both directions (at West Drayton)

Staines - possible in both directions  (at West Drayton)

Windsor - possible in both directions (at Slough)

High Wycombe - possible in both direction (at Maidehead, but the branch was used as a through route)

Henley-On-Thames - possible in both directions (at Twyford)

Wallingford - possible only for trains leaving the branch (at Cholsey & Moulsford)

Abingdon - possible only for trains leaving the branch (at Radley)

Woodstock - possible for trains in both directions (at Kidlington)

Lambourn - possible only for trains leaving the branch (at Newbury)

Marlborough - possible in both directions (at Savernake)

Uxbridge High Street - possible in both direction at Denham East signalbox - there was no station at the junction so trains had to run through.

Aylesbury (GWR branchline) - possible in both directions (at Princes Risborough)

Watlington - possible in both directions (at Princes Risborough)

Faringdon - possible only for trains leaving the branch (at Uffington)

Highworth - possible in both directions at Highworth Branch Jcn signalbox - there was no station at the junction so trains had to run through.

Cirencester - possible only for trains from the branch (at Kemble).

Tetbury - only possible for trains from the branch with reversal (at Kemble).

Malmesbury - possible for trains in both directions (at the new 1933 junction at Little Somerford).

 

I think that will do for now.   Incidentally just because the movements were possible doesn't necessarily mean they were used but at a number of the above junctions they were definitely used and in some cases in earlier years frequently used by passenger trains.

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In fact there was a facing connection off the branch at Maiden Newton into the Down Main line - thus passenger trains could indeed travel direct from Bridport to Dorchester at one time although it never seems to have been used for ordinary services (but it was not possible to run off the Up Main onto the branch).

 

Depending to some extent what one calls a branch line there were in fact quite a few on the GWR (proper) where it was possible to run directly not only off the branch onto a main running line but also possible t do so directly from a passing running line onto the branch -

 

Brentford branch - not possible in either direction without reversal

Uxbridge Vine Street - possible in both directions (at West Drayton)

Staines - possible in both directions  (at West Drayton)

Windsor - possible in both directions (at Slough)

High Wycombe - possible in both direction (at Maidehead, but the branch was used as a through route)

Henley-On-Thames - possible in both directions (at Twyford)

Wallingford - possible only for trains leaving the branch (at Cholsey & Moulsford)

Abingdon - possible only for trains leaving the branch (at Radley)

Woodstock - possible for trains in both directions (at Kidlington)

Lambourn - possible only for trains leaving the branch (at Newbury)

Marlborough - possible in both directions (at Savernake)

Uxbridge High Street - possible in both direction at Denham East signalbox - there was no station at the junction so trains had to run through.

Aylesbury (GWR branchline) - possible in both directions (at Princes Risborough)

Watlington - possible in both directions (at Princes Risborough)

Faringdon - possible only for trains leaving the branch (at Uffington)

Highworth - possible in both directions at Highworth Branch Jcn signalbox - there was no station at the junction so trains had to run through.

Cirencester - possible only for trains from the branch (at Kemble).

Tetbury - only possible for trains from the branch with reversal (at Kemble).

Malmesbury - possible for trains in both directions (at the new 1933 junction at Little Somerford).

 

I think that will do for now.   Incidentally just because the movements were possible doesn't necessarily mean they were used but at a number of the above junctions they were definitely used and in some cases in earlier years frequently used by passenger trains.

 

I thought that I should keep my original post brief.

 

But I think Mike's post illustrates my point well. Other, perhaps, than suburban locations and double-track branches, most branches do not have a direct connection from the main line to the branch. The exceptions seem to be more recent 20c cases.

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