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GENERAL INFORMATION

RAILWAYS

Author: Brian Hains

Date: December, 2016

General Information : Railways of 72 Dec, 2016

CONTENTS

1 PREFACE...........................................................................................................4

1.1 INTRODUCTION........................................................................................4

1.2 DISCLAIMER.............................................................................................4

2 RAILWAYS.........................................................................................................5

2.1 OVERVIEW................................................................................................5

2.2 GENERAL..................................................................................................5

2.3 COMPUTING SYNERGIES........................................................................5

3 PERMANENT WAY............................................................................................6

3.1 THE TRACK...............................................................................................63.1.1 Rail and Sleeper Types..............................................................................................63.1.2 Rail Gauge................................................................................................................... 8

3.2 POINTS......................................................................................................93.2.1 Point Types................................................................................................................. 93.2.2 Facing Point Lock.....................................................................................................103.2.3 Point Operation.........................................................................................................103.2.4 Point Compensator...................................................................................................113.2.5 Point Signals.............................................................................................................11

3.3 LINESIDE FEATURES.............................................................................123.3.1 General......................................................................................................................123.3.2 Travelling Post Office...............................................................................................13

3.4 WATER TROUGHS.................................................................................14

4 STRUCTURES.................................................................................................16

4.1 STATIONS...............................................................................................17

4.2 LEVEL CROSSINGS...............................................................................19

4.3 SIGNAL BOXES......................................................................................21

4.4 TRAIN ORDER STOP..............................................................................23

4.5 GROUND FRAME....................................................................................24

4.6 RAILWAY WORKSHOPS........................................................................26

4.7 ENGINE SHEDS......................................................................................28

4.8 RUNNING SHED FACILITIES (GENERAL)............................................304.8.1 Turntable...................................................................................................................314.8.2 Wye Track.................................................................................................................. 344.8.3 Inspection Pit............................................................................................................35


4.8.4 Oil Supply..................................................................................................................35

4.9 RUNNING SHED FACILITIES (STEAM).................................................364.9.1 Coaling Supply..........................................................................................................374.9.2 Water Supply.............................................................................................................394.9.3 Sand Supply..............................................................................................................414.9.4 Fire Iron Rack............................................................................................................424.9.5 Ash Pit.......................................................................................................................434.9.6 Wheel Drop................................................................................................................44

4.10 RUNNING SHED FACILITIES (DIESEL).................................................45

5 GENERAL........................................................................................................46

5.1 RULE BOOK............................................................................................465.1.1 Rule Book Purpose...................................................................................................465.1.2 Rule Book Content...................................................................................................465.1.3 Rule Book Understanding........................................................................................47

5.2 VEHICLE COMPONENTS.......................................................................485.2.1 Hand Brakes..............................................................................................................48

5.3 BUFFER BEAMS.....................................................................................495.3.1 Steam Locomotive Buffer Beam..............................................................................495.3.2 Diesel Locomotive Buffer Beam..............................................................................50

5.4 COUPLINGS............................................................................................515.4.1 Three Link Coupling.................................................................................................515.4.2 Continental Coupling...............................................................................................525.4.3 Screw Coupling.........................................................................................................535.4.4 Instanter Coupling....................................................................................................545.4.5 Buckeye Coupling....................................................................................................55

5.5 HOSES.....................................................................................................605.5.1 Brake Hoses..............................................................................................................605.5.2 Steam Heating Hoses...............................................................................................605.5.3 Auto Coaches............................................................................................................60

6 RAILWAY OPERATIONS................................................................................67

6.1 GENERAL................................................................................................67

6.2 SAMPLE RAILWAY STRUCTURE..........................................................67

6.3 RAILWAY HIERARCHY..........................................................................68

6.4 MAINTENANCE.......................................................................................696.4.1 Maintenance Objectives...........................................................................................696.4.2 Performance Of Maintenance..................................................................................696.4.3 Disassembly And Reassembly................................................................................70

7 GLOSSARY......................................................................................................71

7.1 PERMANENT WAY.................................................................................71

7.2 SIGNALLING...........................................................................................71

7.3 OPERATIONS..........................................................................................72


1 PREFACE

1.1 INTRODUCTION

Note that this document is a privately generated affair and is not affiliated with any given railway preservation scheme. The site is about “education”, which is general by nature, whereas “training” is specific and beyond its present remit.

Developed in the tradition of the Mutual Improvement Class (MIC), with its focus on locomotives, the content has been extended to include operational aspects of other railway activities.

This document includes locomotive practice relevant to operations in North America, over and above that relevant to the UK.

Access to this document is contingent upon the reader’s acceptance of the following Disclaimer.

1.2 DISCLAIMER

Users of this document do so at their own risk. The document is provided "as is" without warranty of any kind, either expressed or implied. It is presented in good faith and does not claim to be error free. By reading it, you will have released and discharged the providers, owners and creators of this document from any and all liability which might arise. You should not assume that the information is error free or that it will be suitable for any particular purpose. The Author assumes no responsibility for errors or omissions in this document.

The content of this document is provided as a service to the railway preservation movement and is for information only. Whilst the Author makes every reasonable attempt to ensure the accuracy and completeness of such information the Author shall not be held responsible for any loss, however arising, from the use of, or reliance upon this information.

In no event shall the Author be liable for any special, incidental, direct, indirect, punitive or consequential damages of any kind, or any damages whatsoever, including, without limitation, those resulting from loss of use, data or profits, whether or not advised of the possibility of damage, and on any theory of liability, arising out of or in connection with the use or performance of this document. Any decisions based on information contained in the document are the sole responsibility of the reader.

The document may include technical or other inaccuracies, typographical errors, or missing information. The Author may make changes and corrections to the document at any time.


2 RAILWAYS

2.1 OVERVIEW

A railway is a transportation system where vehicles are constrained to run along parallel steel rails. Essential in the historical development of the industrial nations the railway freed dependency of travel on the natural waterways of the country in which they were built. Indeed, in many instances the railways were relatively short affairs linking a mine to a port, or joining rivers to each other (in North America, for example the rivers essentially travel from north to south, hence the railways ran from east to west).

The major revenue of any railways was primarily derived from freight operations, be it unit commodities such as coal, oil, steel, chemicals, or agricultural produce, but soon evolved to include manufactured goods, either singly or in bulk. Passenger revenue became important as people began to use railways for both business and leisure activity, with ever increasing weight of coaches being designed to provide better comfort in terms of protection from the weather, seating accommodation, toilet facilities, refreshment facilities and special purpose vehicles providing sleeping accommodation.

These demands on the railways, together with growing concerns over the speed and punctuality of transport, safety in operation for both goods and passengers, as well as the management problems in trying to coordinate the movement of several trains over what was essentially the same length of track, have resulted in a rich diversity of locomotives and rolling stock, with gradually evolved standards of operation to ensure that the given railway can operate as a profitable and viable business.

2.2 GENERAL

These sections give a very brief overview of railway content and operations as they largely relate to locomotives.

Permanent Way Buildings General

The following areas are the subject of the separate document “Traffic Operations : Signalling”:

Signalling Systems Train Management

2.3 COMPUTING SYNERGIES

Note that various synergies accrue between railways and computing since it is basically the same problem, namely traffic management over a limited network of interconnected pathways. Indeed, TCP/IP is essentially the Internet equivalent of the railway rule book, and RS232 is that for single line working (even the language is the same


3 PERMANENT WAY

This section contains some general definitions and descriptions relating to the railway line.

Track

Points

Lineside Features

Water Trough

3.1 THE TRACK

3.1.1 Rail and Sleeper Types

A railway is a transportation system where vehicles are constrained to run along parallel steel rails that are secured to a number of transverse wooden, steel or concrete sleepers. The means of securing the rails to the sleepers depends upon the type of rail being used. Various designs of rail have been used in the past, including Barlow rail (introduced in the very early days of the Great Western Railway, suffice to say it was not successful) which essentially incorporated both rail and sleeper in a single design, and bridge rail which was later used by the Great Western Railway for its own broad gauge (7’ ¼”) system and was secured to longitudinal sleepers, joined at intervals by transverse timbers.

Bull head rail was universal in the UK for many years, and was secured to the transverse sleepers by means of being seated in metal chairs, the chairs themselves being secured to the sleeper by means of two, three or four chair screws or chair bolts. The rails are kept tight in their chairs by means of tapered wooden keys or tapered metal springs.

Flat bottomed rail is seated on flat chairs and held in place either by metal springs secured through the chair to the transverse sleeper (UK) or by being spiked through the chair to the sleeper (US). In modern railways it is the flat bottomed rail that is the rail of choice.

Rails can come in different weights, with the heavier the rail the heavier the axle load it could support. Rails are typically 60 feet in length, and are bolted to each other by means of fishplates (so called from their original shape. Today that are rectangular in shape). They maintain a gap between the rail ends to allow for the anticipated degree of thermal expansion during times of hot weather. The movement of the wheels across the rail joints creates the characteristic “clickety clack” associated with rail journeys.

(Modern rail, known as continuously welded rail (CWR), appears to break the laws of physics in that very long sections are welded together to avoid the wear and tear occasioned by mechanical shock experienced at the rail joints. In this case the rail is stretched to its average yearly length before it is laid, whereupon it is held in place by the ballast and sleepers. Such rail can, of course, expand both vertically and laterally. Gaps are still provided at the end of the long sections.)

The sleepers are placed on and within a bed of broken up rock fragments, known as ballast, to proved drainage and prevent the track from movement. The rails and sleepers are collectively known as the track, line or road. The ballast itself sits upon a made up formation of medium and coarse rock fragments, depending upon the nature of the subsurface, to again provide proper drainage.

The purpose of the sleepers are twofold, namely (1) to keep the rails the requisite distance apart, and (2) to spread the weight of the train evenly across the ballast. In the latter respect the sleepers are effectively “snow shoes” for the rails. Because of the additional pressure at rail joints caused by the impact of the wheels crossing the gap between the rails, the number of sleepers per unit length of track are greater at the rail ends.


The whole assembly of rail, sleepers, ballast and formation is collectively known as the permanent way. The lateral distance between the rails is known as the gauge, and is generally 4’ 8 ½”, for which reason is it known as the standard gauge. This distance of 4’ 8 ½” is usually referenced as the four foot. Adjacent lines can vary in their separation, with the distance between them generally known as the six foot. On either side of the running line extremity is a parallel ditch or space known as the cess.

Hence we have the following arrangement:

[The Permanent Way, Greenleaf & Tyers, 1947]

The end of a segment of open track is generally terminated by a set of buffer stops, or if such is not available by a sleeper chained across the rails and positioned with a red flag and red lamp (the latter lit at night).

In order to cope with the centrifugal force acting on a train as it rounds a curve, the outer rail of such a curve is usually placed at a higher elevation than the inner rail.

In North America the sleepers (known as “ties”) were narrower and more numerous. They were secured to the rails via thick nails hammered into rectangular holes in a chaired plate. Occasionally additional clips were used to prevent movement of the ties.


3.1.2 Rail Gauge

The inside distance between the rails is known as the rail gauge. Before railway systems became connected together it was not unusual for each rail system to have its own gauge, with anything from six feet down to two feet or so being used. Archaeology has shown that groove systems in rock were used in antiquity for moving wagons around, either manually by horse or mule, with the “track” width being determined by the rear end width of two horses alongside each other. The original gauge for the lines in North East England was set at 4’ 8”. However, it was soon discovered that significant wear and tear was taking place on the track, in consequence of which either the axles on the rail vehicles had to be shortened (with attendant rebuilding of said vehicles) or the rail gauge had to be increased.


For economic reasons the decision was taken to simply lift one side of the track and move it outwards by half an inch, which then cured the problem. hence The “standard gauge” became 4’ 8 ½” .

When Brunel came to design the Great Western Railway he went for “half as much again” of the original standard gauge, deriving a 7’ 0” gauge (if this was the actual reasoning or not, history does not record). One can only surmise that the extra ¼” came about due to wear and tear considerations as with the earlier standard gauge.

Gauges narrower that the standard gauge are termed narrow gauge, with those greater being termed broad gauge. Narrow gauge lines were cheaper to build and maintain, with no necessary compromise being made in the size and power of their locomotives or the comfort of their rolling stock.

3.2 POINTS

3.2.1 Point Types

To enable trains to pass from one line to another a set of points (also known as switches or turnouts) is used that incorporate a movable pair of rails, known as the tongue, as shown below. Other point parts are also named in the diagram.

Points are termed facing points where there is a choice of diverging route, and as trailing points when for two converging routes. (Direction of travel indicated by blue arrow below).


3.2.2 Facing Point Lock

Note that facing points may actually move under the vibration of a train passing over them at speed. Hence for passenger trains passing over such points it is a requirement that the points be locked, by means of a locking bar mechanism termed a facing point lock, before any signal can be cleared for passage over those points.

3.2.3 Point Operation

Points may either be operated in one of two manners, namely:

By hand, in which case they are termed hand operated points, using a simple sprung lever located next to the point. They typically have the top of the point lever painted white for better visibility in poor lighting conditions. These points are only used in shunting yards and must be crossed at low speed and with care, since they are not locked in position. When these points are changed it is imperative to check that the switch blades are firmly across to their correct position over before allowing a movement across them.

By a ground frame or signal box. To operate a point with a facing point lock the following sequence of operation is observed:

o Release the facing point lock o Move the points acrosso Return the facing point lock


3.2.4 Point Compensator

The setting of both the point blades and the locking mechanism are extremely precise, as they have to be in order to ensure safe operation. Temperature variations throughout the year can cause significant expansion or contraction of the point rodding that runs from the signal box to the point in question. In order to automatically compensate for such changes in rod length a point compensator, composed of a pair of bell cranks, is located in the middle of the point run. An example is given below where the yellow arrows show the direction of expansion. By following the arrows in sequence it can be seen that both rods move towards each other in this instance. For contraction the reverse would be true.

3.2.5 Point Signals

Some points are fitted with signals to indicate the direction of the turnout, such being directly operated by the point lever itself.


3.3 LINESIDE FEATURES

In addition to points and signals a number of other items feature by the lineside to fulfil a variety of purposes. Some examples of these features are shown below, and by no means exhaust the possibilities for each type.

3.3.1 General


3.3.2 Travelling Post Office

The travelling post office (TPO) was used to sort mail while the train was in motion, and was able to pick up and set down mail bags without stopping the train. (In North America these vehicles were known as RPOs). The arrangement on the ground was mirrored in a special TPO vehicle to perform the same operation. The mail bags were suspended from a catch on a moveable arm, set on a ground standard, from which they were collected by a net on the moving train, at which time other bags similarly suspended from the train were caught by the ground net.


3.4 WATER TROUGHS

Water troughs, also known as track panels, are long elongated troughs laid between the rails and filled with water from a nearby source. They are designed to allow a steam locomotive to replenish its water supply without stopping. Once used they refill automatically.

The mode of operation is for the Fireman to lower a scoop secured underneath the tender by means of a handle at the front of the tender, and then raise it again before the end of the trough has been reached. A close watch needs to be kept on the tender water gauge else the water may overflow and spray the leading coaches sprayed with water. Also the scoop should not be lowered too early else it may becomes damaged.


4 STRUCTURESThis section describes some of the structures to be found around the railway.

Stations

Level Crossings

Signal Boxes

Train Order Stops

Ground Frames

Railway Workshops

Engine Sheds (Maintenance Depots)


4.1 STATIONS

Passengers board trains and alight from them at designated locations known as stations (UK) or depots (USA). Such stations typically encompass an enclosed platform area where passengers can wait for their train, a ticket office for the purchase of tickets, timetables and to question railway staff, a number of retail outfits (shops, kiosks or whatever offering refreshments and perhaps some reading material for the journey), toilet facilities and perhaps a separate waiting room for female passengers.

Platforms in the UK are elevated to coach door level height, so that passengers may board and alight with ease (albeit that there can be a gap between the platform edge and coach, especially on curved platforms), whereas in other parts of the world the platform is at ground level, necessitating the use of steps for passenger access to and from the train.

Many stations also had some freight facility for the handling of goods between road and rail transportation. At either end of a station platform one might also find a water column for replenishing the water supply of a visiting steam locomotive. Some stations, at the end of a branch line or whatever, might also have a small locomotive servicing facility.

Little used stations, known as halts, were of very basic construction and sparse facility. Indeed, it was often the case that a train would only stop at a halt if specifically requested to do so.

Train movements in the station area is controlled by a suitably placed signalbox the control of a Signalman, with the station itself under the control of a Station Master.


4.2 LEVEL CROSSINGS

Known as “grade crossings” in North America, level crossings allow for the intersection of the railway with the general road transport highway. They appear in several forms, and may include:

No barriers at all Half barriers, that block half the road surface A pair of half barriers, such to block the whole road surface Full barriers, that block the whole road surface

The barriers themselves may be either in the form of a single bar, or may have a full skirt arrangement.

Crossings will typically have a sign warning of their placement, and in addition will typically have flashing red lights, and sometimes also be fitted with an audible warning.

Some crossings are fitted with a “Wigwag” signal, that has a lamp on a pendulum arm that swings to and fro when a train is approaching.


4.3 SIGNAL BOXES

The signal box is the location where the Signalman can operate the points and signals within his area of Station Limits. It has an upper floor, within which the Signalman performs his duties, and a lower floor that contains the interlocking room where the interlocking arrangements are located, as well as spare lamps, parts and so on.

There is typically a large panoramic window in the upper room to allow the Signalman to view the passing trains and ensure that each train has a red tail lamp on display on the rearmost vehicle. There will also be a small verandah and/or window that can open, for the Signalman to show the necessary flags and lamps to a passing train. All such signals must be given from outside of the box.

(Note the token being handed to the Driver)


In North America a signal box is known as “Interlocking Tower”.


4.4 TRAIN ORDER STOP

In North America, due to the large distances involved, it was often necessary to have a “signal box” that doubled up as the station itself. These “Train Order Stops” would be used to give information, usually in the form of written documents (knows as flimsies)” to the Driver (Engineer) of the approaching train. Such flimsies would typically be handed over by means of a hoop, such that the Driver could pick up the information without stopping. A similar set of instructions would be given to the Guard (Conductor).


4.5 GROUND FRAME

These are located at or near ground level whose use include the control of shunting movements inside a yard area, or access to intermediate sidings within a block section. They are fitted with telephone for communication with the signalbox. Their style can vary, but their inclusion as a “building” is probably a little far fetched!

Protection is provided by the use of an Annett’s Key, which is normally kept in the signalbox or in the token pouch where single line working is in effect. For ground frames in a block section the following procedure should be observed:

The key is first used to lock the advanced starter in the on position. Then the Guard must obtain this key from the Signalman, signing for it in the register, and then proceed to the ground frame to unlock it, keeping the key in the frame until the shunting movements have been completed. Note that it is not possible to remove the key while the points are in the reverse position, since to allow otherwise would create the risk of mistakenly leaving the points in the reverse position and the Guard returning with it to the signalbox whereupon the Signalman could then release the advanced starter.

When the points have been returned to the normal position the ground frame is then locked, the key removed, and the Guard then returns to the signalbox and gives the key back to the Signalman, and signs the register to that effect.


4.6 RAILWAY WORKSHOPS

The locomotives and rolling stock were designed, manufactured and sometimes upgraded or rebuilt, in purpose built workshops. It was here that heavy repairs would be conducted (usually determined by mileage since the last works visit), locomotives tested, painted and, finally, where they met their doom at the hand of the cutter’s torch.

In the UK it was the practice for individual railway companies to build their own locomotives, whereas in North America it was the general pattern to purchase locomotives from one of a few specialist companies. Locomotive works typically had the following facilities:

Shop Purpose

Pattern To make and store the wooden patterns from which the metal parts would be cast.

Iron Foundry For casting new components.Brass Foundry For casting new components.Forge For shaping new components.Boiler For boiler assembly and repair.Millwright Maintenance or construction of machineryMachine For finishing off components ready for fitting.Fitting Assembly of larger components. Wheel For turning the wheels, fitting of tyres.Erecting For assembling the final locomotive.Paint For painting the final locomotive.Weigh Bridge For balancing the wheels, setting of springs.

In support of the above would be the usual administrative offices, drawing office, boiler house and so on.

Facility would also be provided for the testing of locomotives prior to their leaving the works, as well as reception sidings for locomotives entering the works and disposal sidings for those leaving it. One also has to mention the scrapping lanes where locomotives would be dismantled and scrapped with their parts being either recycled or melted down to form washing machines, automobiles or other essential items such as paper clips and safety pins (!)


Support pillars from the world famous “A” shop of Swindon works, prior to its final demolition.

ex-GWR Class “County” : No. 1010 County of CaernarvonAt Swindon Works for scrapping. Connecting rod already sliced through to ease locomotive movement.

The Author’s namesake!ex-SR Class “King Arthur” : No. 30782 Sir Brianat Eastleigh Works on the scrap line.


4.7 ENGINE SHEDS

Locomotives need servicing, repairs and a place to stay when not in use. Such locations are termed running sheds, engine sheds or motive power depots. This section contains items that refer to the general capabilities of these locations.

The layout of a running shed is as much determined by local geography as by the traffic requirements of the facility. Indeed, the physicals limitations of some sheds had a knock on effect on their subsequent locomotives in that the size of the turntable placed a maximum size upon the combined length of locomotive and tender.

For small distances of up to 25 miles or so it could be the practice that large locomotives simply ran in reverse if the turntable at the far end of the line was too small for them. Running tender first was generally uncomfortable for the crew in that coal dust would invariably be blown back into the cab, in addition to which there was little or no protection from the elements when running in reverse. Where space permitted and the number of extra large locomotives was relatively small, then a wye-track could be used for tuning them.

A major traffic requirement was to service the locomotives as soon as possible as they came in off their duty, which included replenishing fuel, water and sand as well as ash removal. They would then be turned and put into a road of the shed where they could be readily inspected and subsequently accessed for their next duty. The latter requirement meant that a roundhouse layout would be used whenever possible since the alternative of a straight road shed compromised the ease by which locomotives could be retrieved for duty.

The locomotive themselves would be placed on tracks inside a purpose built building that could be of either a straight track design (a straight running shed) or have them arranged in a radial manner around a central turntable (a roundhouse). In the UK the roundhouse was of a complete construction that covered the turntable itself, whereas in North America the turntable area was left open, with only the locomotive stalls being under cover. It mattered littlie in the UK whether the locomotive entered its roundhouse stall smokebox first or tender first, but in the US it was invariable smokebox first. Special smoke hoods were installed in the covered areas to gather the smoke and allow it to exhaust to atmosphere – even so, the inside of an engine shed was always very smoky and with minimal lighting provided it could also be quite dark.

In addition there would be sundry other reception tracks for handling incoming locomotives, storing locomotives that were currently surplus to operating requirements or waiting some decision as to the repairs, and other tracks for outgoing locomotives. It may be seen that the layout of the shed area was crucial in establishing the efficiency by which locomotives could be serviced.

Larger sheds might also have a repair shop where larger running repairs could be undertaken (such as the fitting of piston rings, adjustments to the valve gear and so on.)


Running sheds typically supply the services identified below. Note that not all of these would necessarily be visible from the track side, but are included here together for the sake of completeness.


4.8 RUNNING SHED FACILITIES (GENERAL)

Item DescriptionOffices For the Shed Master, Running Shed Foreman and other supervisory staff.

There would also be some (usually very basic) accommodation for the footplate crews themselves. There would also be notice boards to inform crews of their duties, the publication of any special notices and other items of interest, and a booking on / booking off point for the crews.

Washing and mess room faculties

For the footplate crews to clean up at the end of their shift, as well as to have some refreshments on site (often just a kettle and a few mugs!).

Refuelling facility Fuel appropriate to the motive power engaged.Water supply Such appropriate to the motive power engaged.Sand supply A heated store of sand that enabled dry sand to be withdrawn for the

locomotive sand boxes.Oil store For supplying steam oil and engine oil for the locomotives, as well as hard

and soft grease.Lamp store For keeping the necessary range of headlamps, indicator discs and so on.Tool store To enable basic servicing and minor repairs, necessary to keep locomotives

in an operational condition.Inspection pits For servicing and inspecting underneath locomotives.Turntable To allow locomotives to be turned around at the end of their shift. Turntables

were rotated either by hand or by some powered device, such as the vacuum from the locomotive (UK) or by an electric motor (US). If the shed was not large enough to have a turntable, or if the locomotives themselves were too large to fit on one, then a wye track had to be provided for turning them around.


4.8.1 Turntable

The turntable enables locomotives to be turned round through 180 degrees, so that the locomotive may be able to travel smokebox first. Turntables are also used, as shown in the roundhouse photograph, to economise on space and provide greater operational flexibility for the stabling of locomotives with several short lengths of track radiating from the edge of the table. UK practice had no hard and fast rules about whether or not the locomotive entered the roundhouse smokebox first or tender first, given that the whole roundhouse was under cover. In North America, however, where the turntable itself was out in the open, it was usual practice for the locomotive to enter the roundhouse with its smokebox leading.

Turntables may be powered manually (as shown below), by vacuum connection from the locomotive (some UK practice at the larger engine sheds), or by electric motor (typical North American practice).

The locking handle is used to secure the turntable in the properly aligned position so that a locomotive may move on or off the table without coming off the rails. The example shown below is manually operated, with those tables operated by electric motor having an electrically driven locking mechanism.

Tables for manual turning typically have two operating handles on a common axle located on the operating pedestal. In such situation it is normal to have two people operating the two handles, in consequence of which it is advisable to have no loose clothing present, else it may get caught up with the handle and thereby occasion a minor injury to the party trying to disentangle himself from his handle while the other party continues to turn the other handle.

To operate a turntable the following sequence of events should be observed:

Unlock the table by disengaging the locking apparatus.

Engage the appropriate gear if more than one is available.

Engage the drive mechanism by use of the gear engagement lever.

Rotate the table to the appropriate point using the braking mechanism, as required, to facilitate positioning of the table.

Engage the locking device and ensure, by inspection, that it has properly engaged. Even if warning lights are available to confirm correct alignment and locking, it is still advisable to perform a manual check.

Signal the locomotive to stop a few feet from the edge of the table, and then signal it on to the table very slowly and then signal it to stop so that the weight of the locomotive is evenly distributed over the length of the turntable track. Some larger turntables, as those in North America, have a central arch by which the Driver may judge his position.

Once the locomotive has been brought to a halt the lock may be disengaged and the table rotated to its desired position.

Once in the desired position the table should be locked and inspected as above, upon which the locomotive may be signalled off.

It is usual practice to then return the table to its original position, which is normally in line with the approach road.

The locking device should be engaged all the time that the table is not in use, although the gear or drive mechanism may be disengaged in order to reduce wear and tear.


4.8.2 Wye Track

A Wye track is used to turn locomotives where a turntable operation is not possible. The name derives from the similarity in shape to the letter “Y”.

By following the example below it can be seen that a locomotive, starting at position A, can move forward to position B, after which it then reverses to position C. Now moving forward back to position A it can be seen that the locomotive has reversed its direction.


4.8.3 Inspection Pit

Inspection pits inside the shed building are normally kept clear of debris to allow for the efficient examination of locomotives, the carrying out of routine maintenance and running repairs.

Pits outside of the building may also serve other purposes, such as the one shown below which appears to have received ash from the shoebox of some given steam locomotive. Pits further away from the shed may also be used for collecting ash from the ashpans of lsteam ocomotives undergoing preparation or disposal duties.

4.8.4 Oil Supply

Replenishing an oil can from the oil store is a comparatively simple task, given that the right oil is put into the right can. It is often the case that oil cans are colour coded to avoid confusion, green being used for general lubricating oil and red for steam oil. Special oils, such as for air pumps or specific diesel locomotive requirements, should be held in specially labelled cans.

There are basically two forms of oil drum, namely the large ones that lie on their side and feed the oil cans by gravity, and the smaller upright ones that require use of an associated hand pump. Whichever one is us it is essential to keep the oil and associated feed apparatus clean and to mop up any spills, including any that result from overfilling the can.

Upright drums : Take the feed pipe out of its home location and insert into the oil can. Pump the handle until the can is almost full, then replace the feed pipe back into its home location.

Horizontal drums : Position the oil can and open the tap. Ensure that no air lock is present in the drum by slightly opening the main filler cap. When the can is almost full close off the tap and then tighten the main filler cap to is former position. Note that there can be a time delay between closing the tap and stopping the oil flow, in which event one must anticipate when the oil will stop flowing in order to avoid overfilling the oil can and have oil spilling over its sides.


4.9 RUNNING SHED FACILITIES (STEAM)

Item DescriptionRefuelling facility Small sheds would have a stack of coal at ground level that would have to be

manhandled in some manner into the tenders or bunkers, with large sheds having a coaling tower or coaling plant (the difference being the manner in which coal was raised to above tender height for unloading directly into the tender). Oil tanks would be supplied for oil burning locomotives.

Water tower and water columns

To replenish the water level in the tanks or tenders.

Sand supply A heated store of sand that enabled dry sand to be withdrawn for the locomotive sand boxes.

Wood store For lighting up locomotives from cold.Tool store To enable basic servicing and minor repairs (boiler washouts, replacing

broken springs, tightening up steam glands and so on.) Includes sundry items such as rags, cotton waste, gauge glasses and the myriad bits and pieces necessary to keep locomotives in an operational condition.

Fire Iron Rack A rack of the basic fire handling tools, such as a dart, pricker, fire dropping shovels and so on.

Turntable Most steam locomotives were basically designed to run in one direction only, although reverse running could always be performed when necessary.

Ash pits For the collection of ash from the firebox and smokebox of a locomotive.

Wheel DropSome larger sheds have a wheel drop facility for enabling wheels to be taken out of the frame, serviced and then replaced. Such may also be used to assist spring replacement.


4.9.1 Coaling Supply

The coaling plant shown below operates in the following manner:

Coal wagons are pushed up the incline on the left to the coaling tower,

The coal is then offloaded into smaller wagons that run on narrow gauge rails on the floor of the room at the top of the tower.

The smaller wagons are then moved to the coaling point whereupon they are tipped over so that the coal falls into the tender or bunker of the locomotive below. Note that the smaller wagons are so secured that they do not follow the coal into that tender or bunker(!)


Note that the above tower has been moved to a park, hence the absence of track under the arch!


4.9.2 Water Supply

Note that water columns may also be present on station platforms, in order to avoid a visit to the engine shed, or a change of locomotive, when on active train service.

Some water columns are fitted with an integrated water tank.


4.9.3 Sand Supply

Sanding facilities vary from specially designed sanding towers to the use of manual labour with a bucket.

It is very important to ensure that no sand enters the motion during the sanding process, else undue wear and tear can occur on those moving parts. Any spoiled sand that does land on the motion must be swept away as soon as possible.

Note that the delivery pipe is designed to supply sand to locomotives that have their sand boxes located on top of their boiler, such being standard practice in North America. Having the sand stored on top of the boiler helped to keep the sand dry, due to the heat from said boiler.


4.9.4 Fire Iron Rack

The tools shown below serve the following functions for a steam locomotive:

Tool Function

Ash Rake For pulling or pushing ash out of the ashpan during preparation or disposal duties.

Dart For breaking up clinker from the firebed.Fire Dropping Shovel

For removing the remains of the fire from the firebed at the end of the working day, if no other means are so available.

Pricker For lifting clinker from off the firebed, and also for livening up or cleaning the fire when required.

A variety of prickers are available, with one bent in shape for digging out clinker from under the firehole door, another with a sharp end for running between the fire bars, and another with a angle at the end for lifting the clinker off the fire bars.

Note that a collection of these tools should also be carried on the locomotive itself for attention to the locomotive during the working day.


4.9.5 Ash Pit

A pit in the running shed for receiving ash dumped from the ashpan of a steam locomotive. The pit may also be used for inspection and repairs, once the ash has been removed.

Some pits are fitted with miniature trucks, or even a conveyor belt, for the removal of ash but most preservation sheds rely on manual labour to shovel the ash up into a wheel barrow for subsequent disposal. The ash may be used to make walkways within the shed area, albeit that such passes often contain rusty nails derived from the wood used in lighting up the steam locomotives.


4.9.6 Wheel Drop

The plates flanking the pit have been drawn back in order to allow the wheel assembly to be lowered into place.

The frames have now been positioned over the pit, and the wheel assembly slowly lifting up.


The axle box is now mated with its horn block prior to completing the lifting up process of the wheel assembly. This part of the operation is critical as the axle box must not become stuck in the horn block. Adjustments to the position of the box and / or wheel may be made by using a crow bar on the wheel and / or large G-clamps secured to the frame. The clearance in such an operation may be no more than 1/16 th of an inch.

4.10 RUNNING SHED FACILITIES (DIESEL)

To be supplied.


5 GENERALThis section contains items of general interest.

Rule Book Vehicle Components Glossary

5.1 RULE BOOK

5.1.1 Rule Book Purpose

Every railway has its own Rule Book which defines the method of communication between different railwaymen as well as laying down such rules as the Company sees fit. It is usually augmented by a General Appendix, the Working Timetable and any Special Notices that may be current at the time.

Observance of the Rule Book is a prerequisite for all operating staff, and it is normal practice for such staff to have a copy of the Rule Book with them when they are on duty. In any and all cases where there is a conflict or disagreement between the content of the railway Rule Book and the content of this website, then that of the railway Rule Book takes precedence.

It should always be remembered that the primary concern of every railway worker is that of safety, whether of the public, other railway staff or himself.

5.1.2 Rule Book Content

Content of the Rule Book will vary according to the railway concerned, but typically addresses the following issues:

General discipline of staff Duties of operating staff Definition and rules relating to Fixed Signals Definition and rules relating to Handsignals Definition of headlamp codes Working of trains, including whistle codes and single line working Shunting operations Protection of train due to failure, obstruction or other causes Working on or about the line General matters relating to speed restrictions

Embedded within these sections are such items as the distances to be used in protecting the train, the form of signals to be displayed (flag held steady, flag waved from side to side) and instructions relating to the coupling / uncoupling of vehicles, use of the brake and the double heading of locomotives.


5.1.3 Rule Book Understanding

Many people have a problem with understanding the contents of a Rule Book. This is largely because a Rule Book is simply that, a set of “do’s” and “don’ts”, both qualified by various “but ... if ...then” scenarios. It is not an instruction manual.

To understand the reasoning behind a given Rule this Author recommends the same basic approach adopted elsewhere on this website, namely:

a) What is the problem to which the given Rule is supposed to be a solution?

b) What are the constraints on such a solution?

c) How does the given Rule satisfy (a) and (b) above?

By such analysis many of the Rules, including their various qualifications, become largely a matter of common sense.


5.2 VEHICLE COMPONENTS

This section contains items of general interest relating to locomotives and rolling stock.

5.2.1 Hand Brakes

Hand brakes come in various different designs depending upon the age, manufacturer and type of vehicle. They all have the same purpose, namely to press the brake shoes onto the wheels and prevent them from turning.

Type Description

Steam LocomotivesThese are normally a screw handle located on the locomotive or tender. Some locomotives have a chain which should be looped over the handle when the brake is on, but NEVER when it is off.

Diesel Locomotives These can have the same brake as a steam loco but more often have a brake wheel which is mounted on a front or rear bulkhead.

Brake vans and carriages

These have a screw handle brake similar to the steam locomotive but it will usually have a pawl and ratchet system to prevent it unscrewing.

Wagons These have many varying brake systems but there are three main types:

Straight Brake Lever Pushed down and either held there by a ratchet.

Notches or by a pin in a rack Brake sticks can be used to gain leverage.

Dean/Churchward 3 or DC3A rotary lever handle that applies the brake via a ratchet and pawl system and is released by lifting the lever up fully.

Wheel operated screw brake

Normally found on bogie wagons and hoppers. Works similarly to locomotive brakes but may be left handed.

Scotches or chocks

If a vehicle has no handbrake fitted, or the brake is faulty, then scotches must be used under the wheels. At least one scotch must be used in each direction, more if the vehicle is on a slope. Great care must be taken when removing scotches.


5.3 BUFFER BEAMS

Two types of buffer beam are shown below:

5.3.1 Steam Locomotive Buffer Beam

Note that an air hose connection would only be found with a locomotive fitted for dual braking i.e. for air as well as vacuum. (In point of fact No. 3440 does not have an air brake. It is a “piped vehicle” in this respect, enabling it work in tandem with an air braked locomotive in the lead.)


5.3.2 Diesel Locomotive Buffer Beam


5.4 COUPLINGS

There are four basic types of coupling for linking vehicles together as described below. Note that shunting poles were once used for coupling and uncoupling wagons from the side of the track and without the need to go between the vehicles. They are not provided on many preserved railways and their use may be forbidden since they are prone to cause accidents.

Check coupling / uncoupling procedure for details on how to couple and uncouple vehicles. Various types of coupling are available, principally those as follows:

Three Link Coupling Continental Coupling Screw Coupling Instanter Coupling Buckeye Coupling

5.4.1 Three Link Coupling

These couplings are exactly as described. They are just hooked over the draw hook on the next vehicle and provide a loose coupling between them. They are typically found on unfitted freight wagons with the space between the buffers producing the characteristic banging sound as the train pulls away or comes to a halt.


5.4.2 Continental Coupling


5.4.3 Screw Coupling

These are usually found on locomotives and between automatic brake fitted freight wagons. They have either a single or double acting screw thread to tighten the coupling.

The double acting screw threads should normally be done up to leave three threads showing on either side. Any tighter and the train may have difficulty in negotiating tight curves, possibly resulting in buffers becoming locked out of position and a consequent derailment. Too loose and the stock will bang about as with the Three Link Coupling.


5.4.4 Instanter Coupling

Coupling up as for the Three Link Coupling case, but with the middle link shaped so that it may be placed in either a “long” or “short” position. Used with automatic brake fitted freight wagons.

(To set in the “short” position simply rotate the coupling through 90 degrees.)


5.4.5 Buckeye Coupling


The buffers of a passenger vehicle may be in one of two positions, namely:

Short - the buffers are pushed back as far as they can go, the normal situation for buckeye connections

Long - the buffers are pulled forward and secured by means of a detachable collar, for when connected to non-buckeye stock.

Comparison of the position of the buffer against the gangway connection in the following two photographs will show the degree of displacement necessary to accommodate the buckeye couplings.


The coupling is in the raised position for coupling to another vehicle with a buckeye coupling (in which event the buffers must be in the “short” position), or in the lowered position for coupling with a vehicle without a buckeye coupling (in which event the buffers must be in the “long” position”).

In either position the coupling must be properly secured by means of the coupler support pin, and the lower portion of the vertical lock pin must be visible to lock the knuckles together when in the “up” position.

By way of comparison the buckeye coupling used in North America may be viewed below.

An automatic coupler of American design. Note that in this case the couplings are always in the “up” position and that a handle is used to lift the locking pin, unlike the UK case where a chain is used to release the pin.

North American buffer stops, termed “bumping posts”, are of a different design to those in the UK and are not demolished when struck by a buckeye coupling in the “up” position.


5.5 HOSES

5.5.1 Brake Hoses

Some vehicles are fitted with continuous automatic brake (either vacuum or air) and have pipes to connect to other vehicles or to the locomotive. It is unusual to use these whilst shunting in the yard but is mandatory for passenger carrying services. Some vehicles have a brake pipe but no automatic brake. These are known as through piped and are identified by having a white star on the buffer beam. A train comprising only automatically braked vehicles is know as fitted, a train with braked vehicles and through piped or unbraked vehicles is known as partially fitted. A train with no braked vehicles is known as unfitted. With a partially fitted train the braked and through piped vehicles must be at the locomotive end of the train so that the brake pipes can be connected together, this is known as a fitted head.

Note that a vacuum brake hose has a reinforcing steel wire wound round the outside of the hose. It is wound on the outside because the atmospheric pressure is trying to compress the hose. Furthermore since the vacuum will be destroyed by the Driver before any attempt is made to remove the hose, there is no need for a separate shut off valve on the hose itself.

Air brake hoses have shut off valves to preserve the air in the braked vehicles while they are being uncoupled when in service.

Both vacuum and air brake cylinders on stock have a white star on the sole bar to indicate the position of the release cord / release handle for manually releasing the brakes on that given vehicle.

5.5.2 Steam Heating Hoses

By contrast with the vacuum hose, the steam heating hose has a reinforcing steel wire wound round the inside of the hose. It is wound on the inside because the steam pressure is trying to expand the hose.

Furthermore since there will still be some steam in the pipes, even after the Driver / Fireman has shut off the steam heating valve, it is necessary to have a shut off valve on the hose itself.

5.5.3 Auto Coaches

An auto coach is a coach that has been modified so that it may be driven from one end while the other end is propelled by a specially modified locomotive. The Driver sits in the (now front of train) coach compartment while the Fireman remains on the footplate of the locomotive (now in rear of the train). As such this arrangement foreshadows the use of double ended passenger trains, with the locomotive at one end and the Driver Vehicle Trailer at the other end.

The Driver has some of the normal controls for operating the locomotive, namely a connection from the regulator on the locomotive to a similar device on the coach, as well as the brake assembly, AWS, vacuum brake gauge and external bell. There is no reverser, however, hence the Driver must communicate with the Fireman to operate the locomotive at different levels of cutoff. A wire connection, similar to a passenger communication cord, connects the whistle of the locomotive to the driving position of the auto coach. In point of fact the Fireman can generally use his knowledge of the road to adjust the cutoff. In addition, of course, the Fireman is responsible for putting the reverser into the required direction of travel before the train leaves the station.

More important to note is that the Driver can only apply the brake from the coach end, releasing the brake must still be done via the Driver’s brake valve in the locomotive, such then being operated by the Fireman. Once the brakes have been released the valve may be returned to its normal “running” position.

Communication with the fireman is effected either through the use of the locomotive whistle, or by the electrically connected internal bell communication effected through the jumper cables between the coach and the locomotive (the batteries for which are present on the locomotive). The codes for such communication are given as follows:


Function CodeRelease brake 2 short ringsSound locomotive whistle 3 short ringsEmergency stop 1 long ringLeaving driving compartment 5 short rings

The Guard has a brake setter, as normal, and also has access to a lever for raising and lowering the steps of the coach for use as necessary.


Locomotive Controls


External Views of Auto Coach


Internal Views of Auto Coach


6 RAILWAY OPERATIONS

6.1 GENERAL

A sample departmental structure of a railway preservation organisation is given below, followed by a more detailed sample departmental structure of an Operations Department.

It is often said that “Team work is the means by which ordinary people can do extraordinary things.” This is especially true with an organisation run by volunteers, working together in a safety critical environment. It is recognised that the complexity of the given operation will largely determine the detail of the activities here described. However, it is hoped that the presented information will be of some generic interest.

Note that it is expected that all staff shall wear a uniform or other clothing appropriate to their role whilst on duty. The public image of the operation is a major feature in adding value to the general customer experience. 6.2 SAMPLE RAILWAY STRUCTURE


6.3 RAILWAY HIERARCHY

Note that the basic operational hierarchy on a railway is as follows:

The Operations Manager runs the railway

The Station Master runs the station

The Signalman runs the traffic on the railway

The Guard runs the train, the Shunter is in charge of ad hoc movements

The Driver runs the locomotive


6.4 MAINTENANCE

An activity that impacts all aspects of railway operation is that of maintenance. Not strictly part of operation, except perhaps to the extent of preparation and disposal duties, a brief description of maintenance is here included for the sake of completeness.

“Maintenance”, as its root term “maintain” would suggest, is about keeping something in an operating condition. As such it extends across the whole spectrum of human activity, involving such diverse activities as keeping in touch with one’s friends, tidying up an office or room, as well as servicing a vehicle or some other machine.

6.4.1 Maintenance Objectives

The basic objectives of maintenance in an engineering context may be summarised as follows:

To keep things clean so that any damage, such as leaks or other damage may be readily apparent.

To keep things tidy so that one may find a given item without having to waste several hours moving things around before said item makes its appearance.

To ensure that proper health and safety regulations are being observed (no oil patches where someone could slip on them, no loose items that could fall and injure someone …)

To check that items are securely held by whatever means are appropriate (nuts and bolts, screws, split pins, cables …)

To check that items that are meant to move (by sliding, rotation or whatever) are free to do so over the full length of their intended travel.

To check that gauges are correctly recording their presented information (pressure, current, volts …)

To identify any areas of corrosion or other damage that may require parts to be repaired or replaced.

To carry out minor repairs, topping up of fluid levels, replacement of filters … as required.

To perform such maintenance activity on a scheduled basis as detailed by the manufacturer or other authorising body. Such schedule may be related to time (once a year, once every six months, every time machine is in use … ) or to the use of said item (every 36,000 miles … )

To document and date the above process so that the maintenance items covered may be made known for future reference.

6.4.2 Performance Of Maintenance

In order to perform a maintenance procedure the following aspects need to be observed:

That the required tasks and processes are clearly identified and understood.

That the necessary tools are available and fit for use (not blunt, broken or damaged in any way)

That any special tools are available and that their operators are qualified to use them (angle grinders, gas bottles ...)

That standard safety procedures are followed (goggles, gloves, ear defenders, shields, work area fenced off, adequate lighting …)


That space is available to accommodate components as they are removed and stored for later attention and subsequent replacement.

6.4.3 Disassembly And Reassembly

Note that in order to perform the requisite maintenance activity is often necessary to remove some items in order to gain access to other items. In such event it is useful (and sometimes essential!) to identify and keep any removed parts in a labelled container whereupon they may be successfully retrieved for component reassembly. Indeed, it is usually the case to put nuts back on their respective bolts when some component has been removed, not only to prevent their loss (it is quite incredible the enthusiasm for which nuts, screws, washers, split pins … possess for disappearing out of sight the moment they have been released!) but nuts and bolts can become used to each other in that their threads have corroded in like fashion.

When reassembling a component it is advisable to clean the threads of both nut and bolt, and replace the washer or split pins (which will often have become distorted in shape) so that a better fit of the component against its flange, for example, is obtained. Failure to match up flanges tight up against each other, even with the appropriate washer or gasket, is a prime source of component failure due to leaks developing which in turn may cut a groove in the flanged surface after which a repair becomes inevitable.


7 GLOSSARY

7.1 PERMANENT WAY

Term Description

Sleepers The wooden or concrete bearers that the track is supported upon

Chairs The mountings that fix the rail to the sleepersBallast The stone in which the sleepers are beddedRunning line Track used for the running of trainsSiding Track used for shunting or storage

Headshunt Track at the top of a yard or siding used for shunting manoeuvres

The Four Foot The space between the two rails of a railway trackThe Six Foot The space between two adjacent railway tracks

The Cess The area to either side of a railway line (not between two adjacent lines)

Points or Turnouts Enable divergence or convergence of tracksPoint Rodding Used to connect points to signal boxes or ground framesStretcher bar A metal bar connecting the ends of the point blades together

Facing Point Lock A metal bar that moves at right angles into a notch in the stretcher bar to lock the points in one direction or the other

Track Circuit An electrical circuit that applies over a segment of track to indicate to the Signalman if the track is occupied or not

7.2 SIGNALLING

Term DescriptionSignal cabling Used to connect signals to signal boxes or ground framesBoard or Signal A high level signal on a pole or gantryDolly or Dummy Another term used for a shunting signal on the ground.Signal Off Clear to proceedSignal On Danger or stopAbsolute Block System

A signalling system whereby only one train is allowed in one block at any one time

Station Limits The area, typically a station, operated from a signal box

Block Section The length of line between two Station Limits and only allowed to have one train in it at at any one time

Advance Length of line in front of a signal box along the line of travelRear Length of line behind a signal box along the line of travelHome Signal A stop signal controlling entrance to a Station LimitsStarter Signal A stop signal controlling entrance to a Block Section

Distant Signal A caution signal giving advance warning of the (four) stop signals in advance

Subsidiary Signal A shunting signal to allow the Driver to pass a stop signal at danger for certain movements

Shunting SignalA signal used to control shunting movements. May be either disc shaped or in the form of a standard signal but with shorter arms.


Repeater Signal A signal used to repeat the aspect of another signal, where the latter has some reduced visibility.

InterlockingA mechanical and/or electrical control system to ensure that only consistent operations with signals and points can be performed

7.3 OPERATIONS

Term Description

PICOW

Person In Charge Of Works. There will always be a PICOW appointed for any work on running lines. They are responsible for everything that happens within the work area, including safety, and must be obeyed at all times

Possession

“Possession” of the line for work. No trains will be allowed over the line under possession for the duration of the possession. There are set procedures for obtaining and operating a possession.

PICOP

Person In Charge Of Possession. There will always be a PICOP appointed for any track possession. They are responsible for everything that happens within the possession, including safety, and must be obeyed.


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