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| Prahran to Sandringham (Melbourne, Victoria) 17/03/2022 at 16:55 #145772 | |
Anothersignalman
96 posts |
I've attached four versions of the Sandringham line in Melbourne, Victoria - 1916 and 1917 before electrification but during the early stages of power signalling (all using normal speed aspects, so there isn't any need to speed signalling coding?), and 1966 with three position signals in place for the whole route. The line was historically one of Melbourne's busiest but has been eclipsed in recent decades as sprawl overtook formerly rural and regional areas, and it is now one of the quieter routes in relative terms. The line also previously featured a significantly better service because, reportedly, a number of prominent politicians and railway commissioners lived along the route. In 1939, for example, there were four Elsternwick, one Brighton Beach and four Sandringham stopping trains, plus three Sandringham express trains, all arriving in the city between 0745-0844, but today there are only eight stopping-all-stations services in the same time slot. For added interest the standard gauge tramway from Sandringham to Black Rock and Beaumaris could be added in the bottom-right, perhaps with the score awarded based on how well services connect? The tramline was opened in 1919 and ran until 1956, with the extension from Black Rock to Beaumaris only in service between 1926-1931. The line between the station and depot was single track, then duplicated to Black Rock, then single with two intermediate passing loops to Beaumaris; apparently this was managed by Tram Staff and Ticket. Eventually, the map could also be connected to another operator covering the Broadmeadows - Melbourne portion, since the vast majority of trains from c1920 to c1980 were through-routed between the two lines. I should also note that the long gap between Elsternwick and Gardenvale stations is intentional - this should allow for the various temporary single track arrangements during bridge replacement works in the late 1970s. At this time two crossovers were provided at each end between Elsternwick and Gardenvale, worked by ground frames with keys provided to secure the route for either mainline as works progressed. One of these four crossovers was retained after the works ended, with the key held by station staff at Elsternwick. More recently that key has been moved to a signal box with remote release and switches added to work new signals, though the points themselves are still worked manually with a point lever and plunger lock. The one thing I'm not sure how to show is the delta (scissors) crossover at the up end of Sandringham station, which was split into crossovers in 1940 as shown on all four drawings.    
Post has attachments. Log in to view them. Last edited: 18/03/2022 at 14:20 by Anothersignalman Reason: None given Log in to reply The following users said thank you: UKTrainMan, DaveHarries |
| Prahran to Sandringham (Melbourne, Victoria) 25/04/2022 at 10:38 #146265 | |
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Anothersignalman
96 posts |
Attached - example train graph, based on the Working Time Tables for weekdays in late 1930. Dotted lines are parcels vans, dashed lines are goods trains. The WTTs don't list arrival times for goods trains at shunting locations, only departure times, which is why the angles are so much shallower than all the other trains. The notes for the goods WTT indicate that: * The 11:50 p.m. Down will work at Windsor, Brighton and Middle Brighton. A Yard Porter will be in attendance at Windsor to assist generally with the shunting and placing of loading. Empties and loaded picked up on the Down journey are to be taken on and brought back by the same train from Middle Brighton. * The 9.15 a.m. Down will be run by Electric Loco. with a load not exceeding 47/599 (47x 15ft wheelbase / approx. 20ft body wagons, 599 tons load including van but excluding loco/s) and will work only at Elsternwick and Sandringham. The Yard Porter will not be required to accompany this train from Elsterwick. * When 20 or more trucks are available for clearance at Windsor the electirc loco. and van to precede 12 midnight suburban (as per above Schedule), clear yard at Windsor, and make up train ready for engine of 11.50 p.m. Down which will return from Windsor with load, the electric loco taking train on to Middle Brighton and return. Up and Down Goods trains must not exceed 40 vehicles between Melbourne and Elsternwick, and 28 vehicles between Elsternwick and Sandringham. [Note the second and last points are in conflict. The length limit was withdrawn by 1934.] Down goods trains were generally marshalled as loco, Windsor, Granose (this might have been Brighton siding?), Elsternwick and beyond, Van. The 1939 schedule allows for a conditional 8.45 a.m. down goods departure running to from the city to Sandringham, in which case the 9.15 a.m. down goods would instead terminate at Elsternwick and return from 11.42, arriving back in the city at 12.12 p.m. There is also a comment that the 9.15 a.m. departure "must be given 10 minutes headway", indicating that as the minimum time needed to clear the mainline for the first shunt at Elsternwick. 
Post has attachments. Log in to view them. Last edited: 25/04/2022 at 11:56 by Anothersignalman Reason: None given Log in to reply |