Wow l am most impressed by your presentation Sir you know your subject and explain Beautifully. It's a superb layout plan. Thank you so much for all your advice and help. Best wishes Richard Crompton Cantertbury Kent
Hi Larry. Brilliant video. Thank you for including a UK version of your track plan. I would like to commend you on your research. Great comments by the other viewers.
Hi Larry I am building a short line layout so your video was had a lot of good information and ideas. Great Torrington Station was a terminus prior to 1925,however there was a narrow gauge line which interchanged with the standard gauge line.This line connected Peters Marland clay mine and brick works to Gt Torrington and was built as a private railway this would make a great addition to the layout.The gauge was 3 feet and they used a carriage to convey the workers to and fro to work . 👍🇬🇧
Christow on the Teign Valley line had a similar arrangement with a quarry. A standard gage spur ran from the station a short distance and met a narrow gage line that ran up to the quarry face. You’re right that this could make a nice added feature.
I knew there still had to be a few out there. I bet there are some in Canada too. Anywhere rural where the timber industry is big would be a possible location where a railroad could still make some money hauling logs.
Escanaba area of the UP is awesome. I deer hunt property surrounded by the Hiawatha Nat forest within 45 mins of Esche. Lots of logging history and have some found old logging relics of times gone by. I use to walk a mile in off an old logging grade. Pretty neat area.
What a grand Video Larry, thank you. I live about 10 Miles from Torrington and sadly the Line has been closed and lifted, it’s now a Footpath/Cycle Way called the Tarka Trail named after an Otter in a Book by Henry Williamson. They once transported Ball Clay from the Pits near Meeth to the local Port at Bideford using special Wagons. There is a Book by John Nicholas called ‘Lines to Torrington’, as well as Videos of the Branch. I worked on the P. Way at Okehampton an knew some the Gang who worked on the Torrington Line before it closed. Look after yourself and keep Safe. Sorry I wrote this before seeing some of the Comments by your other Subscribers.
Peter, thanks for the message. How is progress coming on developing the old Torrington line as a heritage railway? Last I checked they had permission to lay 300’ of track.
@@TheDCCGuy I apologize for not having replied sooner Larry. I must confess that I am not sure but I believe that they have laid the Track. We often shop in Torrington and the next Time we are there I’ll nip into the Station and have a look, Covid-19 Precautions permitting. There is a Video on UA-cam called ‘Lines to Torrington’ and is well worth watching. Keep Safe
Larry, Torrington is a very interesting station to model because from 1925 to 1965 it was a double ended terminus. The line to the West (geographically South) was the North Devon and Cornwall Junction Light Railway and passengers had to change trains at Torrington to use it. There used to be a turntable in front of the engine shed to turn the engines of trains to and from the East; Westbound trains were usually pulled by tank engines. (See 'Lines to Torrington' by John Nicholas and George Reeve or 'Branch Lines to Torrington' by Vic Mitchell and Keith Smith) The West end of the station had both the platform lines coming together at a single switch. This would be a much more common arrangement than the one you have with a crossover and the platform extending beyond it.
Thanks Mark, excellent information. I found a small amount online about the milk operations but what you point out about the track arrangements is new to me. I assumed that tracks did extend at one time as photos show an elevated bridge just past the end of the tracks but so far I have not turned up any track plans for that era. I actually based the mainline run through arrangement on the original plan for Buckfastleigh and then overlaid the goods yard at Torrington. Buckfastleigh had the goods shed next to the station and I wanted it across the tracks much like at Princetown. There is so much info on the GWR and it seems so little on the Southern lines, especially west of Exeter. I was initially interested in the Southern but due to the lack of info as well as limited availability of locos and coaches focused on the GWR for which there are tons of each.
There are similar books that cover the other railway companies including the changes that came about in the BR era. If you get interested in a specific company there are societies that you can join and get access to much more detailed publications. The NER in the UK also used elevated coal drops at many stations. Depending on the location the approach track could be at the same levels as the other tracks (such as found on the south side of Castleton Moor station on the Esk Valley line) or could be at the end of a short incline (such as at Redcar Central station).
That would certainly be an interesting addition to a layout. Any idea as to why the GWR has been so popular for many years in the UK? Maybe because the western region (Somerset, Devon, Cornwall) was a popular tourist/vacation area and thus created nostalgic memories for many modelers? It certainly got my attention when I was deciding on a prototype to model.
@@TheDCCGuy lots of people holiday in the south west and many locations down there are suitable for a layout in a small space. There are also lots of small layouts set in Scotland which was the last location where mixed passenger and freight trains operated. Personally I prefer the ex-North Eastern Railway (NER) territory for modelling.
In the UK there would be a barrow crossing. This would be for staff only. Mainly for moving trunks and or parcels on a barrow (a 2 or 4 wheeled device for moving parcels or goods.) In the UK the gas holder was called a gasometer. You don't see them any more. When I was young, every town or city had one or more of these. Depending on the number or residents there.
Yes, I have not added all the small details like that as well as the ground throws in the goods yard, exact positions of water cranes, etc. I might even install one of the Hornby elevated walkways for more interest. Gasometers were also very common in the US towns up until mid-century when natural gas largely replaced what was called town gas or coal gas.
One comment on the UK version of the track plan (since you did ask for comments) is that the mainline is typically should be through the normal route of all the turnouts. You have all through trains using one of the cross-overs. Mark in Melbourne
Thanks guys. That part of the plan is based on the original track plan for Buckfastleigh on the Ashburton branch. I used it to start and then used Torrington for the goods yard arrangement. Looking at most others I see your point. Let me give flipping the orientation a try and see if I like the traffic flow that way.
OK, I ran the mainline straight through along the main station platform and reversed the crossover on the left end. This is the current track arrangement at Buckfastleigh although it now is a terminus instead of a through station. The tracks at Trusham on the Teign Valley line were also arranged as I originally had them. I may have to flip a coin to decide which to actually build.
It may not be typical but it is prototypical. Many stations used as the passing point for 2 trains would require the exit points to be reversed before trains can proceed.
Nice vid. Your track plan has what I think is necessary for interesting operations: - multiple leading and trailing industries - at least one switch back - a run around But the ends of the run around seem so close to the edges as to limit the switching consist for those not wanting to extend trackage. What do you think?
I agree that moving the crossovers inward would give more room for moving cars but it would require shortening the yard tracks. You also need to be careful moving them as they then impact on the placement of turnouts over the module joints and those cross pieces.
Would it be a head shunt at the west end of the loop track? I thought a head shunt was associated with a goods or other type yard area and associated points.
@@TheDCCGuy it all depends on length and intended use. Short spurs off the end of a loop would murd often than not be over run protection, but may also function as a head shunt.
Wow l am most impressed by your presentation Sir you know your subject and explain Beautifully. It's a superb layout plan. Thank you so much for all your advice and help. Best wishes Richard Crompton Cantertbury Kent
Really nice effort in sharing options both sides of the Atlantic. Thank you for your enthusiasm and effort.
On the US version, I like the idea of keeping the livestock corral as far away from the station as possible. Preferably downwind.
Hi Larry. Brilliant video. Thank you for including a UK version of your track plan. I would like to commend you on your research. Great comments by the other viewers.
Larry, love how you share your knowledge on railways and how this small track plan has operational potential in both US and UK liveries.
Hi Larry. Growing up studying US railroading history. Now I'm interested in modeling a N scale UK line. Thank you very very much for this information.
Hi Larry I am building a short line layout so your video was had a lot of good information and ideas.
Great Torrington Station was a terminus prior to 1925,however there was a narrow gauge line which interchanged with the standard gauge line.This line connected Peters Marland clay mine and brick works to Gt Torrington and was built as a private railway this would make a great addition to the layout.The gauge was 3 feet and they used a carriage to convey the workers to and fro to work .
👍🇬🇧
Christow on the Teign Valley line had a similar arrangement with a quarry. A standard gage spur ran from the station a short distance and met a narrow gage line that ran up to the quarry face. You’re right that this could make a nice added feature.
Another great video Larry keep them coming
The Escanaba and Lake Superior railroad still hauls pulpwood in the up of Michigan and this is a nice little switching layout
I knew there still had to be a few out there. I bet there are some in Canada too. Anywhere rural where the timber industry is big would be a possible location where a railroad could still make some money hauling logs.
Escanaba area of the UP is awesome. I deer hunt property surrounded by the Hiawatha Nat forest within 45 mins of Esche. Lots of logging history and have some found old logging relics of times gone by. I use to walk a mile in off an old logging grade. Pretty neat area.
That’s a brilliant video, and great insights, as I’m actually planning my own 8’x2’ layout at the moment! Thank you!
What a grand Video Larry, thank you. I live about 10 Miles from Torrington and sadly the Line has been closed and lifted, it’s now a Footpath/Cycle Way called the Tarka Trail named after an Otter in a Book by Henry Williamson. They once transported Ball Clay from the Pits near Meeth to the local Port at Bideford using special Wagons. There is a Book by John Nicholas called ‘Lines to Torrington’, as well as Videos of the Branch. I worked on the P. Way at Okehampton an knew some the Gang who worked on the Torrington Line before it closed. Look after yourself and keep Safe. Sorry I wrote this before seeing some of the Comments by your other Subscribers.
Peter, thanks for the message. How is progress coming on developing the old Torrington line as a heritage railway? Last I checked they had permission to lay 300’ of track.
@@TheDCCGuy I apologize for not having replied sooner Larry. I must confess that I am not sure but I believe that they have laid the Track. We often shop in Torrington and the next Time we are there I’ll nip into the Station and have a look, Covid-19 Precautions permitting. There is a Video on UA-cam called ‘Lines to Torrington’ and is well worth watching. Keep Safe
Larry, Torrington is a very interesting station to model because from 1925 to 1965 it was a double ended terminus. The line to the West (geographically South) was the North Devon and Cornwall Junction Light Railway and passengers had to change trains at Torrington to use it. There used to be a turntable in front of the engine shed to turn the engines of trains to and from the East; Westbound trains were usually pulled by tank engines. (See 'Lines to Torrington' by John Nicholas and George Reeve or 'Branch Lines to Torrington' by Vic Mitchell and Keith Smith)
The West end of the station had both the platform lines coming together at a single switch. This would be a much more common arrangement than the one you have with a crossover and the platform extending beyond it.
Thanks Mark, excellent information. I found a small amount online about the milk operations but what you point out about the track arrangements is new to me. I assumed that tracks did extend at one time as photos show an elevated bridge just past the end of the tracks but so far I have not turned up any track plans for that era. I actually based the mainline run through arrangement on the original plan for Buckfastleigh and then overlaid the goods yard at Torrington. Buckfastleigh had the goods shed next to the station and I wanted it across the tracks much like at Princetown. There is so much info on the GWR and it seems so little on the Southern lines, especially west of Exeter. I was initially interested in the Southern but due to the lack of info as well as limited availability of locos and coaches focused on the GWR for which there are tons of each.
There are similar books that cover the other railway companies including the changes that came about in the BR era. If you get interested in a specific company there are societies that you can join and get access to much more detailed publications.
The NER in the UK also used elevated coal drops at many stations. Depending on the location the approach track could be at the same levels as the other tracks (such as found on the south side of Castleton Moor station on the Esk Valley line) or could be at the end of a short incline (such as at Redcar Central station).
That would certainly be an interesting addition to a layout. Any idea as to why the GWR has been so popular for many years in the UK? Maybe because the western region (Somerset, Devon, Cornwall) was a popular tourist/vacation area and thus created nostalgic memories for many modelers? It certainly got my attention when I was deciding on a prototype to model.
@@TheDCCGuy lots of people holiday in the south west and many locations down there are suitable for a layout in a small space. There are also lots of small layouts set in Scotland which was the last location where mixed passenger and freight trains operated. Personally I prefer the ex-North Eastern Railway (NER) territory for modelling.
In the UK there would be a barrow crossing. This would be for staff only. Mainly for moving trunks and or parcels on a barrow (a 2 or 4 wheeled device for moving parcels or goods.) In the UK the gas holder was called a gasometer. You don't see them any more. When I was young, every town or city had one or more of these. Depending on the number or residents there.
Yes, I have not added all the small details like that as well as the ground throws in the goods yard, exact positions of water cranes, etc. I might even install one of the Hornby elevated walkways for more interest. Gasometers were also very common in the US towns up until mid-century when natural gas largely replaced what was called town gas or coal gas.
No, both are acceptable in the UK.
No actually gas holder is the term the industry uses in the U.K.
One comment on the UK version of the track plan (since you did ask for comments) is that the mainline is typically should be through the normal route of all the turnouts. You have all through trains using one of the cross-overs.
Mark in Melbourne
I noticed that as well.
Thanks guys. That part of the plan is based on the original track plan for Buckfastleigh on the Ashburton branch. I used it to start and then used Torrington for the goods yard arrangement. Looking at most others I see your point. Let me give flipping the orientation a try and see if I like the traffic flow that way.
OK, I ran the mainline straight through along the main station platform and reversed the crossover on the left end. This is the current track arrangement at Buckfastleigh although it now is a terminus instead of a through station. The tracks at Trusham on the Teign Valley line were also arranged as I originally had them. I may have to flip a coin to decide which to actually build.
It may not be typical but it is prototypical. Many stations used as the passing point for 2 trains would require the exit points to be reversed before trains can proceed.
Nice vid.
Your track plan has what I think is necessary for interesting operations:
- multiple leading and trailing industries
- at least one switch back
- a run around
But the ends of the run around seem so close to the edges as to limit the switching consist for those not wanting to extend trackage.
What do you think?
I agree that moving the crossovers inward would give more room for moving cars but it would require shortening the yard tracks. You also need to be careful moving them as they then impact on the placement of turnouts over the module joints and those cross pieces.
Those short stub tracks are called "Head Shunt" tracks.
Would it be a head shunt at the west end of the loop track? I thought a head shunt was associated with a goods or other type yard area and associated points.
@@TheDCCGuy it all depends on length and intended use. Short spurs off the end of a loop would murd often than not be over run protection, but may also function as a head shunt.
ZZZZzzzz....
What are you trying to say? Time for a nap?