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Cornish Branches - Falmouth to Truro - Prototype Information. - The Prototype. - Your Model Railway Club
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 Posted: Sat Dec 20th, 2008 11:25 pm
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owen69
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it all brought back memories for me,i docked in falmouth a few times,
and yes it a climb up from the docks.

:doublethumb:thumbs:thumbs:lol::lol::lol::cool:

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 Posted: Sun Dec 21st, 2008 12:39 am
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MikeC
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Great stuff, Chris. Thankyou.

Mike

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 Posted: Sun Dec 21st, 2008 12:48 am
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Gwent Rail
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One of my favorite prototype threads, Chris. Enough detail to last for years of modelling. Thanks for the time and effort, well done.

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 Posted: Sun Dec 21st, 2008 05:25 am
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Gwiwer
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More thanks from here as well, Chris. Excellent reference material there.

Some personal memories in there as well as I well remember the Cornish branches being worked by lined green dmu stock with the white cab roof. I believe that was fairly standard on those vehicles as introduced nationwide but later was associated with Buxton and Stratford depots as a special modification.

Like yourself I never managed to get any pictures of the through Falmouth - Paddington train. I believe this worked only in the up direction in later years being formed of ECS run down the branch from Truro for a morning departure from Falmouth to London. If the branch had remained as a main line and FGW had kept the Adelante sets what chance of London - Cornwall trains now being formed of a pair of those splitting at Truro for points west and south west?

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 Posted: Sun Dec 21st, 2008 06:27 am
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Christrerise
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Often wonder how it would have been if Falmouth had remained the main terminal.  There would probably still be through trains on both routes and as you say Rick Truro could have been busy splitting and joining servuces.

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 Posted: Sun Dec 21st, 2008 08:16 am
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henryparrot
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Chris

Has Beach Halt been replaced now then or is it still in use? i can remember seiing pictures of it it was a wooden construction.

cheers Brian

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 Posted: Sun Dec 21st, 2008 11:39 am
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Christrerise
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Brian,

If you are talking about Falmouth Town (formerly The Dell) it is still in use, but all concrete!

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 Posted: Mon Dec 22nd, 2008 07:47 pm
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georgejacksongenius
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Very interesting thread,Chris.
 
Cheers,John.B.

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 Posted: Wed May 20th, 2009 07:40 pm
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Christrerise
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Just to update this, since this Monday gone (18th) the Falmouth Branch has been half-hourly, a massive improvement.

Work at Penryn has been completed.  A reminder of the last visit: -



The signals have now been installed and the platform split in two: -



The central part of the platform near the points. This is now fenced off to give two seperate platforms, albeit on the same line.



The view towards Truro with the signals in place



Finally the axle counters.  Track circuits are gradually being replaced with axle counters as they are more reliable and cheaper to operate (it says here!)


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 Posted: Wed May 20th, 2009 11:19 pm
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Petermac
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Christrerise wrote:

Finally the axle counters......................................................


The what !!!   :shock::shock::shock::shock::shock::shock::shock:  Tell me more please.



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 Posted: Thu May 21st, 2009 07:04 am
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Christrerise
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The track circuits are used to detect the presence of the train and to operate the signals and show the signaller where the train is etc.

In some cases they prove unreliable, for instance where there is lots of water or damp conditions, and are prone to failure.  For these circumstances axle counters were devised and these work by counting the number of axles at the start of the section and then counting them out again at the end of the section.  Obviously if the number does not agree then part of the train must have been left behind!

The sea wall at Dawlish is a good example of where axle counters are used as are the tunnels on the Thameslink route.

The older design looks like the one below: -



They are also commonly used at level crossings to strike in and strike out to activate the crossing sequence and reopen the road when the train has passed.

The Penryn ones are a newer version that are finding favour instead of track circuits in many more places.  Most of the West Coast Main Line has them now for instance.

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 Posted: Thu May 21st, 2009 07:18 am
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Petermac
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That's very interesting Chris - and a very clever idea. It had not occurred to me that knowing EXACTLY where a train is would be important but, as you say, on crossings it can operate the gates etc.  To me, these are just things that "happen" on railways without actually thinking about "how".     Thanks. :thumbs



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 Posted: Thu May 21st, 2009 08:15 am
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MaxSouthOz
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Thanks Chris (and Peter).  I imagined that axle counters were rivet counters on steroids . . .



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 Posted: Thu May 21st, 2009 08:33 am
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Petermac
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MaxSouthOz wrote: Thanks Chris (and Peter).  I imagined that axle counters were rivet counters on steroids . . .

:mutley:mutley:mutley:mutley:mutley:mutley



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 Posted: Thu May 21st, 2009 01:03 pm
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Christrerise
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:mutley:mutley

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 Posted: Sat May 23rd, 2009 07:27 am
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Gwiwer
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The older treadle type axle counters could (and sometimes were) "operated" by a certain section of society who seem to take delight in such things.

As they only required the depression of the treadle by a wheel to activate a level crossing sequence then it was not unknown for some oik to nip up the track and push the thing down a few times then casually stroll back to watch the activity at the crossing. Or lack of it. Motorists fuming as they were delayed for many minutes and no train passing.

Eventually the fail-safe system would alert someone to the fact that a "train" had entered the section but not left it and action was required. A man in a van would be despatched .........

I believe the new type of axle counter cannot be so activated.

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 Posted: Sat May 23rd, 2009 08:57 pm
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phill
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Thanks Chris and Rick. Boy what a forum, you learn everything on here, thanks guys.

Phill

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 Posted: Sun May 24th, 2009 03:28 pm
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Christrerise
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Think that may be a bit of an urban myth Rick, as the strike in has two sets on each rail.  It is only the strike out that has just the single one.  There are also two sets of strike in on double track routes as the crossing has to be able to be open for 5 seconds between trains in each direction.  Therefore the strike ins are 5 seconds apart on the approach and as long as the first of these has not been activated when the previous train strikes out then the crossing will re-open.

I have simplified much of this of course to keep thing simple!

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