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posted: 13 Aug 2020 09:34 from: ikcdab
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This picture is posted on fb http://www.facebook.com/groups/1128119553992857/permalink/1788884481249691/ You will see catch points with check rail and a stop block on the internal switch rail. It's at the exit from a goods loop. Is this to prevent a runaway actually leaving the rails and just being brought to a "gentle" stop? |
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posted: 13 Aug 2020 10:46 from: Paul Boyd
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Unfortunately we can’t see the picture as it’s a private group. You’d be better to get permission from the photographer to post it here. Cheers, Paul |
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posted: 13 Aug 2020 11:21 from: ikcdab
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Paul Boyd wrote: Unfortunately we can’t see the picture as it’s a private group. You’d be better to get permission from the photographer to post it here.Heres a screenshot of the relevent bit...1588_130618_270000000.jpg |
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posted: 13 Aug 2020 11:38 from: Martin Wynne
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Hi Ian, The turnout rail is ramped up to carry the wheel over the top of the running rail. The check rail ensures that it is pulled fully over it. Your photo shows GWR Type E catch points. The turnout rail chairs are raised with timber packings and terminate with a block of oak, 1.1/2" above the running rail. Here is a similar set of FB catch points at Castle Cary: Castle_Cary_catch_points_-_02.jpg Wikimedia Creative Commons You can see the two-level baseplates under the rising turnout rail. In this case the check rail is extended beyond the end of the running rail. There is a whole chapter on GWR Catch Points in David Smith's GWR track book. Photo also shows the interwoven timbering and a skewed long timber on the turnout exit. Also modern Pandrol clips on the siding, but older spike fixings still on the running line cheers, Martin. |
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posted: 13 Aug 2020 11:55 from: ikcdab
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Martin Wynne wrote: Hi Ian,Martin, every day is a school day. I was only at castle cary last weekend and didn't notice this catch in that detail. Prob cos its now very overgrown.I wonder why this type of catch was used in these positions. prob to make sure the trapped vehicle is well and truly clear of the adjacent running line. Ian |
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Last edited on 13 Aug 2020 11:55 by ikcdab |
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posted: 13 Aug 2020 12:34 from: Martin Wynne
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ikcdab wrote:I wonder why this type of catch was used in these positions. prob to make sure the trapped vehicle is well and truly clear of the adjacent running line.Hi Ian, The advantage of providing a full turnout and/or spur as trap points is that the derailed vehicle may damage itself, but won't damage the track. That's important if it is in a running line such as a goods loop, so that the line can be quickly returned to traffic with still functional catch points. But a full V-crossing in a running line is subject to wear and requires regular maintenance. The lift-over type of crossing is much less expensive, and ideally never requires any significant maintenance at all. According to David Smith in his GWR track book, these GWR Type E catch points were "commonly used at the outlets from goods loops specially installed during the Second World War on double-track main lines where increased line capacity was required". cheers, Martin. |
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posted: 13 Aug 2020 13:02 from: ikcdab
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Martin Wynne wrote: ikcdab wrote:Ah that makes sense. The goods loops at castle cary were put in 1942 but no catch was required then as there was a headshunt. The layout was altered in 1968 but most significantly in 1983 when the box was abolished and the third platform built. The catch points you pictured can be no older than11983.IanI wonder why this type of catch was used in these positions. prob to make sure the trapped vehicle is well and truly clear of the adjacent running line.Hi Ian, |
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