Rob Manchester
Member
- Location
- Up North
Hello,
I have been reading David Smith's GWR track book, specifically the section on catch points and to be honest there is so much information punctuated by words like usually or sometimes that I am at a bit of a loss to understand what constituted a standard GWR catch point. I am refering to the ones used in areas such as stations, good yards or refuge/goods loops.
I think I can understand the reason why single tongue types were perfectly suited to low speed areas to keep errant vehicles away from main running lines. There are several good photos ( Brent goods yard for example ) showing examples and several references to quantities of stretcher bars and the use of sole plates ( or not ). Where two sidings bore down towards the main line there seems to be cases where the catch points were installed in each discrete siding and others where the catch points were placed in the lead of the turnout that joined them. Does this depend purely on the layout of track at the site and space available ?
As to the use of flexible or old style switches I gather that this would have followed the practice in use at the time of relaying. I am mainly interested in two time periods - 1910 to 1923 ( so I can have 4/6 wheel coaches in several liveries for a layout 'based' somewhere near Llanfyllin ) and late 1950's BR(W) days as I like the Cambrian lines/Ivatt 2-6-0 locos. What is a simple rule to follow for each of these time periods ??
I must confess to only ever laying two catch points ( that weren't on the Templot plan ) and neither was on a layout that followed any prototype I can imagine getting in a mess trying to insert them into the lead of a turnout in Templot .....
Thanks in anticipation.
Rob
I have been reading David Smith's GWR track book, specifically the section on catch points and to be honest there is so much information punctuated by words like usually or sometimes that I am at a bit of a loss to understand what constituted a standard GWR catch point. I am refering to the ones used in areas such as stations, good yards or refuge/goods loops.
I think I can understand the reason why single tongue types were perfectly suited to low speed areas to keep errant vehicles away from main running lines. There are several good photos ( Brent goods yard for example ) showing examples and several references to quantities of stretcher bars and the use of sole plates ( or not ). Where two sidings bore down towards the main line there seems to be cases where the catch points were installed in each discrete siding and others where the catch points were placed in the lead of the turnout that joined them. Does this depend purely on the layout of track at the site and space available ?
As to the use of flexible or old style switches I gather that this would have followed the practice in use at the time of relaying. I am mainly interested in two time periods - 1910 to 1923 ( so I can have 4/6 wheel coaches in several liveries for a layout 'based' somewhere near Llanfyllin ) and late 1950's BR(W) days as I like the Cambrian lines/Ivatt 2-6-0 locos. What is a simple rule to follow for each of these time periods ??
I must confess to only ever laying two catch points ( that weren't on the Templot plan ) and neither was on a layout that followed any prototype I can imagine getting in a mess trying to insert them into the lead of a turnout in Templot .....
Thanks in anticipation.
Rob
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