ColHut

Finally heard back fom Dapol. For reference 128 x 50. It will fit so good.

G'day, Can some kind soul tell me the dimensions of the c14 booking office please? I just need the floor plan dimensions excluding canopy. I have a small space and need to see if it will fit. regards

Thanks for that. I had been there and even book-marked your site, most interesting. I undestand some 4 wheelers survived post 1937 although which I do not know. The unbaffled tanks were especially unsatisfactory. regards

Indeed, very few large oil burners in the fleet then, The Queen Elizabeths and optionally the Revenge Class I think. More to the matter at hand, What size passenger trains called there? regards

Thanks All. Much clearer now. An interesting station with possibility of a train wrapped around the platform and sitting on the points for the branch although I do not know the length of passenger trins or the workings in 1917. regards

Looking at the facing connection to the branch at Stanley Junction, 1917, I am having trouble identifying what the numbers relate to. A copy of the diagram is on The Signal Box website. https://www.signalbox.org/diagrams.php?id=617 It looks like 33 and 34 are a facing point lock & bar, and the facing point itself, and 16 is a clearance bar? Or am I mising something obvious? Likewise 7,8 and 15. regards

Does anybody know if Independent Milk Supplies tank wagons were seen on 4 wheel chassis? regards

Re reading the excellent website on the Fairford line, I was struck by the ready access to to all parts of the station facilities and track from the platform and suurounds. True there was the basic platform fencing for immediate protection but otherwise the goods facilities seemed quite open. But closer inpection showed that the whole station area is gated and fenced from the road and so perhaps in terms of BOT requirements that was all that was required. It does appear as if the gates might have been routinely left open. Kelmscott is a good example. http://www.fairfordbranch.co.uk/Kelmscott.htm

Thanks all. I am assuming the line has been there since the 1850s or so originally, but perhaps up to 1900. So existing work by the time of the 30s. There is a nearby halt so perhaps more chance of a hut. The hut could also house a speaking instrument or key release instrument, but probably neither is necessary as a tablet will do to release the FPL. But I do like that hut at Warwick South so maybe I will just have to put one in anway! regards

G'day, I am trying to work out when the GWR would provide a hut or their groundframes. Perhaps not often or when downgrading a signal box? If there were criteria for when the huts were provided, or if there were and any standard types I would like very much to know. I am looking at the mid to late 30s. regards

Does anyone know at what line speed it was thought permissable to dispense with distant signals for a gated manned crossing on a public crossing? Thinking back to the 1930s. Trains will be running hourly on the single line branch at guess, if that. My 1928 BOT says: Fixed railway signals will not be required when, having regard to the traffic, gradients, &c., a sufficiently good view of the discs or lamps is obtainable by enginemen of approaching trains to enable them to stop short of the gates when they are across the railway. When, however, the view obtainable by enginemen is insufficient for this purpose, and it is considered necessary to give additional protection beyond that furnished by the gate discs or lamps, a fixed signal of the Distant signal type to be provided. The Distant signal may be either of the one-position unworkable type, when it is desired to give warning only of the proximity of the level crossing, or of the two-position worked type when information in respect of the actual etc. regards

Hmm I was thinking that too about the level crossing. Definitely a signal box special instruction to keep the signal off until they were ready to shunt back across the crossover. regards

Where my train does straddle the crossing and protecting signal, and comes to a stand, I take it I am supposed to lower the signal anyway under rule 68a(iii) and 68b? regards

Assuming I understand you correctly, there is a starter/advance starter 'East' of the tunnel on the up main to the right (#4) which is the section signal, and unless it is a very long train, no need to shunt into the forward section. On the ground this is about a further 140 yards along the track. Hope this helps. Regards

Dear Stationmaster, A variation on the above. Should a train arrive on the down main, and passing the signal box all is complete, the signalman still cannot send the 'train out of section' (TOS) to the box in rear as the train has not passed the clearing point. (There is no outer home here, still less one a 1/4 mile in rear of the Home signal). Before shunting the train across to the up main in preparation for a subsequent shunt into the yard, he does not have to 'block back' on the down main as he has not yet given the TOS. He must however 'block back' on the up main. Were there to have been an outer home a 1/4 mile back on the down main, might a less zealous signalman not send the 'train out of section' to the signal box in rear on the down main until the shunt was complete and just 'block back' on the up main? regards Edited as I had forgotten about the clearing point requirements for giving the TOS.

I look forward to your adaptation of the Evesham track plan to your layout area.

Thanks all very much. What a fount of knowledge RMWeb is! I have a situation at one point where the company siding becomes a private siding on the edge of railway property and where the railway access road is. Considering all of the above I have decided to put the road 'outside' the fence so to speak and have the crossing gated and normally closed across the siding, and be the dividing line between the private siding and the railway siding. This way: - the private siding is normally closed off as it should be when not in use - the public are protected from straying into railway property or getting squished by trains - the shunter can operate the farm-type gates as required due to the infrequent use. But I did like the idea of a man with a red flag. regards

Where a railway-owned station approach or access road crosses a siding , (as it might), what were the protection requirements? Were the gates normally shut against the railway and operated by the shunter? I am assuming the public obviously use the road to access station facilities. perhaps they have to herd cattle or sheep to a cattle dock or collect goods from the station. Were there just warning signs put up? I am assuming late 1930 GWR. regards

Thanks for that. I seem to have been confused about the need for both ends of the slip to be set in pairs. And always seem to get confused by the diagramatic representation of the slip. This saves another point lever and simplifies things which is a good thing. regards Hopefully final version:

Thanks Ray, your comment makes me realise I have missed off the other lever for the single slip! regards Edit: Looking at the combinations though a single lever (6) will suffice for both as they will be both closed (Crossing) or both open (slip). The former being the normal position. Likwise (7) is normally closed for straight through traffic and (13) normally open (to divert traffic). The operation of these three levers being independent to allow for the three main routes: 6N, 7N,13N yard isolated and main lines isolated 6N, 7R, 13R yard connected through crossing to up main point 7. 6R, 7R, 13N yard isolated and main lines connected through crossover formed by slip and point 7. regards

Thanks for that. I have drawn it too far forward (my digital editing was not to good). It will be placed further back on the model, and probably overhead on a bracket or similar. regards

Thankyou all very much. Here is plan 4 which reflects the above. regards

Thankyou, Assuming I put in a stop dignal as suggested where the banner repeater is, then the following sequence is possible. With the crossing gates shut and no trains accepted, and after receiving an acknowledgemnt of blocking back inside the home signal from the box in rear on the up main, the signalmen can set the way from the siding to the up main. The signalmen then pulls off the yellow shunt disc (12), and the signal protecting the crossing, allowing a train to back out (but running in the normal direction) across the down main and up the up main. Here it may come to rest across the signal and crossing. After a toot on the whistle or whatever, the signalman can, having obtained the line lear clear for the next block section on the down main, set the way and pull off the shunting signal (8) and the starter (14). The train can then be on its way forwards now throgh the crossover formed and head on its way. The signalmen can now restore the stop signal in rear of the crossing on the up main, reset the rest of his points and signals to their default position, give the train entering section and send his obstruction removed. With some allowance for brevity, does that sound right?

Thankyou. 7 and 8 are transposed. I will fix that and put the crossing levers at the end. If I replace the repeater with a running signal this will allow light engines out on the up line from the yard without closing the gates, which will usually be closed over the road. My concern is that longer trains will need to run past that point, which will require the clearing of the signal, and will probably end up straddling the signal (and the crossing). Straddling the signal does not seem right, but if this was not uncommon then that would be good to know. regards

See version 3. I have found more tippex so I have renumbered the levers.