I'm currently Temploting a couple of plans for a loco shed but think I have almost settled on one in particular. Just need to get to grips with drawing a 3-way point and a turntable in Templot. Nearly there though. Once finish I'll publish the plan.
Extra background and events that I've so far thought through to justify an engine shed at Polbrook are as follows (my alternative universe events in red):
1862 - An extension from Ruthern Bridge to Withiel was constructed for the Iron Ore mine.
1873 - An extension from Ruthern Bridge to join the Cornish Minerals Railway was built and used to transport Clay, Iron Ore and De Lank Quarry stone to St. Blazey and Fowey which offering better sea access than Padstow.
1882 - North Cornwall Railway, with the backing of the LSWR, obtained an Act to build a line from Launceston to Wadebridge and Padstow.
1882 - The North Cornwall Railway with the backing of the LSWR obtained and Act to extend the line from Ruthern Bridge to Mawgan Porth.
1886 - An agreement drawn up between the LSWR, Bodmin and Wadebridge Railway and the GWR to control GWR access to Grogley Junction. The LSWR were to rebuild the Bodmin and Wadebridge Railway including a new station at Grogley Junction.
1888 - (3rd Sept.) GWR completed the extension from Bodmin to Boscarne
1895 - LSWR arrived at Grogley after the opening of the Delabole to Wadebridge Junction section of the North Cornwall Railway on the 1st June. But instead of running directly into Wadebridge the connection was direct to Grogley Junction and then on to Mawgan Porth. Mawgan Porth now being the end of the North Cornwall Railway not Wadebridge.
1907 Instead of rebuilding Wadebridge's engine shed the LSWR took the decision to build a new Engine shed at Polbrock and move all Wadebridge's loco facilities to this new location.
All the above means that my first thought of a triangle being formed at Wadebridge Junction does not happen. I've got to think a little deeper as to how all the above would affect operation on the North Cornwall Line but it does give me scope for creating an important junction station at Grogley.
Brief summary of traffic though my version of Grogley Junction:
Grogley Junction to Wadebridge/Padstow passenger and goods. (SR)
Grogley Junction to Bodmin North passenger and goods. (SR)
Grogley Junction to Bodmin General passenger and goods. (GWR)
Grogley Junction to Wenford Bridge goods including china clay traffic (SR)
Grogley Junction to St. Blazey/Fowey goods including china clay traffic (GWR)
Grogley Junction to Par passenger (GWR)
Mawgan Porth (Grogley Junction) to Okehampton/Exeter passenger (SR)
Mawgan Porth (Grogley Junction) to Exmouth Junction goods (SR)
The Ace would split at Grogley Junction – 2/3 coaches for Wadebridge/Padstow and 2/3 coaches for Mawgan Porth.
I'm debating whether Grogley Junction will become the main hub for all goods traffic in the area. i.e. all Exmouth Junction goods workings terminating at Grogley then split and forwarded on via local engine hauled pickup goods to Padstow, Bodmin, Wenford and even onward to Mawgan Porth. This would give me an excuse to shed an N class and other tender locos over night at Polbrook Engine Shed. I'll have to re work my proposed timetable a little.
I've also still to decide how the above would affect Shed allocations in the area. I would like to keep some identity with the real life location (Beattie Well Tanks, O2's, T9's, N Class, 57xx, 45xx, etc.) but I could have opportunities to pull in other locos (0-6-0 700's). In this universe I think Padstow and Wadebridge would not, by the 1960s, have ended up with any turntables. Which would mean, without the triangle at Wadebridge Junction, Polbrock Engine Shed may require a 60ft turntable. Mawgan Porth would have loco stabling facilities along with a turntable to turn the West Countries and other tender locos that would have reached the end of the line.
Brief summary of traffic though my version of Grogley Junction:
Grogley Junction to Wadebridge/Padstow passenger and goods. (SR)
Grogley Junction to Bodmin North passenger and goods. (SR)
Grogley Junction to Bodmin General passenger and goods. (GWR)
Grogley Junction to Wenford Bridge goods including china clay traffic (SR)
Grogley Junction to St. Blazey/Fowey goods including china clay traffic (GWR)
Grogley Junction to Par passenger (GWR)
Mawgan Porth (Grogley Junction) to Okehampton/Exeter passenger (SR)
Mawgan Porth (Grogley Junction) to Exmouth Junction goods (SR)
The Ace would split at Grogley Junction – 2/3 coaches for Wadebridge/Padstow and 2/3 coaches for Mawgan Porth.
I'm debating whether Grogley Junction will become the main hub for all goods traffic in the area. i.e. all Exmouth Junction goods workings terminating at Grogley then split and forwarded on via local engine hauled pickup goods to Padstow, Bodmin, Wenford and even onward to Mawgan Porth. This would give me an excuse to shed an N class and other tender locos over night at Polbrook Engine Shed. I'll have to re work my proposed timetable a little.
I've also still to decide how the above would affect Shed allocations in the area. I would like to keep some identity with the real life location (Beattie Well Tanks, O2's, T9's, N Class, 57xx, 45xx, etc.) but I could have opportunities to pull in other locos (0-6-0 700's). In this universe I think Padstow and Wadebridge would not, by the 1960s, have ended up with any turntables. Which would mean, without the triangle at Wadebridge Junction, Polbrock Engine Shed may require a 60ft turntable. Mawgan Porth would have loco stabling facilities along with a turntable to turn the West Countries and other tender locos that would have reached the end of the line.
Would Grogley Junction also need coach sidings? I think it might. I've a rough idea how Grogley Junction would look but not completed any sketches yet. It will certainly be different to the one published earlier in this Blog.
