Rospeath Lane MPD - the Back Story
A fictitious
BR(WR) Engine shed in Cornwall.
I hope you are you sitting comfortably? I suggest with a
coffee and couple of biscuits to hand, or whatever tipple and nibbles this hour
of day dictates. This is a long entry and you may need sustenance to keep you
awake.
I’ve been planning an Engine Shed project for some time now.
Unfortunately I’ve had to revise it due to the reduced space in my ‘Man Cave’.
Initially I had 16 feet in length to play with but a decision earlier in the
year meant I now only 11ft. My idea is to create a visually pleasing scene with
ground rising from front to back which will result in different levels of
track. The plan below is the result of these ideas.
I printed a full size plan of the above and started to lay out
buildings and rolling stock to check on how it would look.
Even though I’d initially based the track layout on
Leamington Spa Engine Shed it somehow didn’t feel right. I’d certainly
fulfilled all that I’d set out to achieve with the design, but still felt it
was lacking purpose.
So… I set out to find
a location. Initially this was a difficult task due to wanting to locate the
project in Cornwall, along with the added complication of having to find a
location that fitted the above trackplan. Cornwall is a relatively small county
with almost no extra space for the placement of fictitious routes (let alone any
requirement for another Engine Shed). To model one of the real Engine Shed locations
would take far more space than I have available and also would not satisfy me
visually. So sticking with my current track plan I was on the lookout for any feasible
fictitious locations or justifications to move an existing engine shed. After a little research I came across the 1898 proposals for railways to St Just and Sennen.
In April and
May 1898 two applications were made under the Light Railways Act 1896: one for
a route of 21 miles between Penzance and St. Just via Newlyn and Sancreed; the second,
a proposal made by the Lands End and Great Western Joint for a 20.5 mile route from
Marazion to Sennen also via Sancreed .
The route between Penzance and Newlyn was to be operated by
an electric railway running along the quayside and promenade. Steam power along this section was deemed to
be too disruptive for the hotels and tourist attractions on route. The line would then be operated by steam between Newlyn and
St. Just. The route between Marazion and Sennen would Serve Heamoor (Hea),
Sancreed and St.Buryan. Both proposals were rejected with a couple of reasons
given being: there was no connection
between the two routes at Sancreed; and the mileage of the two routes did not
justify two separate administrations.
In November 1898 both proposals were resubmitted with amendments.
This time at a local inquiry held in Penzance on the 30th/31st
January 1899. The inquiry found in favour of the Penzance, Newlyn and West
Cornwall which was duly approved. The record states: “The two schemes were competitive schemes to serve the same district,
and were heard together at the local inquiry, The attitude of local authorities
and landowners was generally against the Lands End, St Just and Great Western
Junction scheme, and in favour of the Penzance, Newlyn and West Cornwall scheme
which was accordingly approved. An Order was submitted to the Board of Trade on
the 17th May 1899.” (1)
At first I thought, what a pity, but then the approved
scheme was not built. What if the decision went the other way especially as the
Penzance hoteliers seemed to be against the Penzance to Newlyn section being
operated by steam. I would have thought that the electric railway section may
have struggled with heavy fish traffic from Newlyn, let alone the complication of
changing from steam to electric power for such a short distance. So my thoughts
are that the Lands End, St. Just and Great Western junction scheme was approved
with a junction at Sancreed for Newlyn. This scheme would require a junction
east of Marazion for these lines running west of Penzance.
So looking along the mainline east of Marazion for terrain
that might fit my initial plan I came across the area south of Crowlas where
Rospeath lane crosses the mainline. Perfect … so I’m proposing the junction
would have been east of Marazion level crossing about where the current A394
crosses the mainline.
Brit Nat Grid Ref: SW 51724 31967
BNG Eastings, Northings: 151724, 31967
Latitude, Longitude: 50.135694,-5.475712
A station with sidings similar to Marazion or Gwinear Road would
have been constructed between the junction and Rospeath Lane Bridge. An Engine
Shed would have been constructed near Crowlas to serve Penzance, St. Just, Sennen
and Newlyn. Then the original engine
shed would have been rebuilt and extended in the 1930s by the GWR using loans
provided by the Government to relieve unemployment.
Brit Nat Grid Ref: SW 52261 32726
BNG Eastings, Northings: 152261, 32726
Latitude, Longitude: 50.142735,-5.468695
This, to me anyway, would make sense that a locomotive shed
and storage yards would have been created here rather than Long Rock and
Marazion. Traffic generated from the St. Just and Sennen would have included
China Clay, fish traffic from Newlyn, along with the seasonal broccoli and
potatoes crops. With Marazion having generous sidings to cope with the latter
two crops, my thoughts are these sidings would have been located at the new junction
in this area rather than Marazion.
The
area I’m looking at for my project is below…
Unfortunately, as previously stated, I’d designed the track plan before
looking for a location and though the location fits my thoughts on lie of the
land, it’s not a true representation of how the track might have been laid out.
So I went back to the drawing board and now think I’ve come up with a new trackplan.
For me this one feels right. I think the addition of the main line gives
the layout a location and purpose. In achieving the above I’ve unfortunately
had to increase the total scenic baseboard size to 9’ 6” long by 3’6” wide at
its widest. I know this will create issues if it is ever invited to an exhibition.
This was something I struggled with during planning as I couldn’t create a plan
I was happy with that would be easy to transport. Why should I compromise on
what I what to achieve for events that will be a long time in the future and
may never happen. For the moment I’ve also dropped the idea of a Diesel
Maintenance shed, although the line between the Running Shed and mainline is
still there. It may depend on Class 22
allocation for the Sennen and St. Just routes.
It’s not a true representation of the location but it has enabled me to
position the model in an area where I can put some meaning to its existence.
Also I think I live far enough away to duck the wrath of Kernow folk. The river
is to represent the Red River that runs through this area. Overall the location
seems to fit with my initial idea of how I want to present the model, with land
sloping up away from a river and scrub land. The Red River looks to be more
like a large stream rather than the size I was initially intending but will
still give the visual effect I’m after. Unfortunately
I’ve had to curve the main line to achieve the layout but think visually this
adds to the scene. Access and departure
from the shed will be via a complex bit of track work which I admit may be not
prototypical. My excuse is I wanted to use some of the main line to give added
interest in operation, otherwise the main line would be superfluous. In the space I have
available the track work is the best solution I can come up with (note this is
v11). My initial Signal Box diagram below should help explain track formation. I
still need to get this ratified by someone more knowledgeable.
The rest of the points within the engine shed area would have been
operated by shed staff using levers next to the points. This will entail two lever
frames on the model, one for the signal box and one for the shed area.
Interlocking the signal box lever frame would be something I’d also like to do
but it is probably for the future.
Using the above gradient diagram and an OS map I’ve calculated that at
this location the main line gradient is 1:103 (from left to right on my track
plan). On the model this will result in a rise of 28 mm on the main line from
left to right. The entrance to the Engine shed will be at approximately 7mm up
from the left and, apart from the coal wagon sidings, will be level throughout
the shed area. This will make the Running Shed below the level of the mainline
by about 21mm on the right. The coal wagon siding will be higher than the rest
of the shed area but I’ll decide on how much as the build/planning progresses. My aim to have subtle and believable changes in track levels that reflect the slopes of the surrounding land.
Unfortunately since the reduction in size of my ‘Man Cave’ I will only,
if I leave the door open, have room for a full length fiddle yard on the left.
On the right the mainline runs into a wall so running trains along the mainline
will not be possible…but who knows what the future may hold? The overall idea
is the three sidings at the front will give me an excuse to either display wagons
or coaches, or enable some shunting entertainment. The mainline will be used
for locos arriving and departing under the control of the signal box. All
engine movements (arrivals/departures) will be scheduled via the creation of a
timetable. for trains arriving and departing from Penzance and thous that might have run on the fictitious lines to St. Just, Newlyn and Sennen.
A major flaw in the new plan is what happens to locomotives leaving in
the up direction (exit
stage right) to Hayle or Gwinear Road for shunting duties? As I’ve no
room for a fiddle yard at that end I’ll either have to lift the loco off the
track or move the whole layout to the left about 18” to create a small fiddle
yard. Trouble in doing the latter is the layout will block the room’s entrance.
Hmm… Should I curve the mainline through 90 degrees to enable a fiddle yard?
Further thoughts to be mulled over I feel…
Will there be a v12?
The extra bit that I’m hoping to do is create some sort of operational
feature that will replicate the day-to-day problems faced by shed staff,
something that will put me (or any other operator) in a Shed Master and Running Foreman’s shoes. This
may take the form of a card system that will dictate what happens to a loco
when it arrives on shed or being prepared for its days’ work. I’m still
gathering information on this so it's an idea that, I hope, will develop during
the course of this project.
Next ‘mind-bender’ is a timetable for this project. I'll be cobbling the timetable together from a Penzance June to September 1957 Passenger Timetable and a Sept 1957 to June 1958 Freight Timetable. To this I'll add the fictious works of the St. Just, Newlyn and Sennen lines. This will give
me a locomotive allocation and something to work with for Shed management.
Progress will undoubtedly be slow on this project but I’ll post updates
as and when I have something to report.
Thanks for take an interest and reading this far… hope you didn’t fall
asleep too many times.
((1(1)
Information taken from the Light Railways Act
1896, 31st December 1899 report.
