... each direction, does the opposite direction have it's transition at the other end and how do you make the tracks the correct distance apart? posted: 13 May 2019 14:40 from: Martin Wynne Godfrey Earnshaw wrote: I believe I understand the reason for transition curves, to ease a train into a curve, usually for passenger comfort: Q1) Should a transition curve occur on the exit of a curve also Hi Godfrey, The main reason for using a transition curve on the prototype is to provide a length of cant gradient along which the rails can rise and fall. Curved track needs to be canted (super-elevated) for safe high-speed running. That means the outer rail is higher than the inner rail. Straight track needs to have the rails level. Clearly you can't join straight level track to canted curved track with a sudden jump in the rail level. A transition curve is introduced between them along which the radius is gradually reduced and the rails can gradually rise or fall. Typically in going from straight to a curve ...

... ? Howard posted: 26 Jan 2009 18:22 from: lippydavies Yes some recently removed from Conisborough where one sided. Lee posted: 28 Jan 2009 11:43 from: Martin Wynne Howard wrote: Did some catch points only have blades on one side? Hi Howard, With a single blade it is called a "catch point". With two blades it is a "set of catch points". A trailing single blade catch point is most often found used as a "runaway catch point" in a rising gradient on double-track running lines. It is sprung in the open position and closes by the action of the wheels. After each wheel has passed, it springs open again. This means that if a coupling fails on unfitted vehicles, they will be derailed to prevent them running away back down the gradient. Obviously it is always on the cess side of the double track, i.e. for left-hand running it is always a right-hand switch. Such sprung points can't be used on a single-track ...

... to make sure the spacing between tracks is right and coaches won't hit each other? My friend though there was some tool in the past but we cannot find anything. 2) can anyone say for an ex-Midland route what the correct spacing for two and four track layouts is? Also is the spacing different in shunting yards? What gap do people leave for semaphore signals etc. 3) part of his layout will be a double track going under another pair of tracks. I don't think there is anyway to show gradients so is it just a case of letting the lines crossover each other? Is there any suggested or preferred way of doing this or doesn't it matter? 4) I see from another topic on here that baseboards can be shown, how can curved boards be shown? Also we will cut out the trackbed from plywood when we've got it sorted. Is tee away to show an outline of the extent of the 'live railway' ie a foot either size of the sleeper ends, so that we cut the ply right? ...

... as you can use them as current feeds. DCC? (Non controversial mode engaged?). I find it difficult to believe that anyone would start a layout now that was not DCC. Regards Brian Lewis Err, yes n no Brian. I actually build stuff in 16mm:1ft 1:19 scale narrow gauge most of the time and it is all either radio controlled using conventional R/C equipment using up to six channels or it's a case of letting the thing go after some pre-judgement about speed and gradients and setting the regulator carefully. I have 2 diesels and 2 live steam locos operational at present and a large rack tank under construction. Completely avoids the problem of track circuits. Signalling really has to be adhered to and gradients seriously impede load and speed. The one thing that we do have in common is the buildup of muck on the rails which in my case is a mixture of fine dust, steam oil, leaves and bird muck! Takes some shifting if left for too long. And blackbirds are a real ...

... This uses gravity as a protection against vehicles running away, in addition to any trap/catch points. In open country the running lines are usually individually canted, especially where tracks pass through overbridge arches or other limited clearances. Unless they are widely separated this obviously makes it difficult to have a normal crossover between them. For areas of such connections, the cant will either be reduced to flat (with a corresponding speed limit) -- this is the most likely arrangement through stations where most trains will be stopping. Or gradients will be introduced to raise the outer (or lower the inner) track, so that the superelevation is in a single plane across all tracks. This means there is likely to be an adverse cant when negotiating crossover roads, and such movements will have a severe speed restriction. There will then be a gradient down into the goods loop, which should properly be spaced at least 10ft way from the adjacent running line (15ft-2in centres). In the case of running line junctions, special two-level chairs ...

... To select a new group for saving, a quick way is to use the marker colour -- group> create smaller group> group by marker colour... menu item. In addition, Templot has template tagging functions -- you can add tags to all the members of a group and then quickly reform that group later as needed. group> add prefix tag to names... menu item. Templates can have multiple tags so that they can be in several groups. For example you might want the linking gradient tracks from the terminus group to the running loops group to be in both groups, so that they are always on the screen when you are working with either group separately. Or they could be in their own separate group, and added in conjunction with the others as needed. Once you get the idea it is all very flexible and convenient. But the Windows Document Model it ain't. regards, Martin. posted: 13 Dec 2015 10:39 from: Gordon S Thanks as always, Martin, for such a ...

... :12 from: Rob Manchester Hi Richard,...Old Trafford, Stretford, Dane Road...Altrincham How much space have you got? Plan is looking great, look forward to hearing of your progress. Rob posted: 23 Aug 2019 10:40 from: richard_t Well yes. I've been watching too many tours of US layouts, some of which are multi-level, so.... The circle on the upper left could be a helix (min. radius 1250mm, 1 in 52 gradient with 150mm between tracks), and then on the lower level I could have Ashley/Mobberley/Knutsford/Plumley* under Cornbrook, a scenic break, and something near to Chester Northgate (which also stayed open in my world), under Central. Leaving space for a workbench under Oxford Road.* One of the stations at least, between Northwich and junctions nearly Timperley so I could have some passing freight traffic. The room hopefully will be 14m by 7m ignoring the porch, and the utility area for the ...

... asking for trouble? My latest project (see Share& Show) has a number of transition curves. I was thinking of moving the entry to the turntable/engine shed further round to the right but this would mean that the turnout was in a transition curve. Hi Scott, There is no problem on a model, provided you build it flat. The problems relate to the prototype, where transition curves are normally canted (superelevated). The main purpose of the transition zone is to provide a space for the cant gradient, in which the outer rail gradually rises above the level of the inner rail. That means there is a twist in the track along the transition zone, which would cause problems with moving switch blades. For this reason it is almost unknown for a turnout to be inserted in a prototype transition. If your entry to a shed is not canted, no such problems apply. On the prototype it would be very unusual to employ a mathematical transition for the entry to a shed. We use model transitions in such locations ...

... and seperate shared exit on the goods lines. The engine shed area exit is controlled by a ground signal operated from the Station Signal Box. All other turnouts in this area are then switched by ground levers. This layout could always have something, with a purpose, happening and be fun to operate for 1-4 operators. It shall be DCC with the option for computer control. Signalling I have attempted to put together a signalling plan. I found that I would need to construct a gantry across the station throat. Gradients The station area will be level. The main line will fall 1:20 leading to a looped fiddle yard and the branch line will rise 1:20 leading industry and a small branch line station. Period and Region 1950-1967. LMS/Southern Known Shortcomings in Track Plan Timber shoving and check rails to be carried out. My request to you Could you please comment on the plans? I have found, through past experience, that unless I consider all these aspects of planning first, I would end up ...

... main radius is at or around 36" radius but drops to about 19" in one or two places with crossovers between two concentric curved tracks. The crossing angle is 1:9. There are three stations- the lower station a ground zero in the top right area, the mid level station with its yard at the bottom and the high level station with its sidings at top left. The hatched area in the centre is hidden and there are hidden sidings there which completely circle the inner side of the baseboards. The gradients will be about 1 in 50 and upwards and the style will be North American. The track standards are FS160 which is 2mm Association standards at 9mm gauge. Jim. Attachment: attach_429_649_circle_layout_08_11 _28_1121_25.bgs 302 Last edited on 1 Dec 2008 19:18 by Jim Guthrie Parts of Templot Club may not function unless you enable JavaScript (also called Active Scripting) in your browser. Templot Club> Forums> Share and show> Roundy-roundy about Templot Club Templot Companion- User Guide- A-Z Index Templot Explained for beginners ...