OPERATION, SEQUENCES & TIMETABLES
Clutton is operated to a timetable. I was lucky to be able to obtain the working timetable for my period. For operation though, the trains run to a sequence. The first step in constructing a sequence was to create a time and distance graph. I found out that some trains did the loop from Temple Meads, via Radstock, Frome, Witham through Wells up to Yatton and back to Bristol. Constructing the graph enabled me to work out what was going on and what trains crossed where. Having access to the working timetable also gives train lengths, speed restrictions, local engine restrictions, signal box opening times.
There are a lot of tank engines and B sets, but that is exactly what you would have seen in the 50s. Freight was also important, with coal from the Somerset collieries that were connected to the line passing through. The principal Up freight was the 5.OOpm ex Radstock which had to lie over at Clutton, while several passenger trains passed it. There is also the 5.55 Up Channel Islands Boat Express, usually a pannier tank and B set! This train connected with the one from Weymouth, only stopped at Radstock and Pensford, passing Clutton at reduced speed to pick up the token. It was followed, in the 50s, by a diesel railcar, stopping at all stations. At one point in the timetable it is possible to have 3 trains in the station. Down freights sometimes shunted at Clutton, dependant on traffic.
I think it might be useful to give the hierarchy of instruction books necessary for safe operation.
For the 1950s the following are required:
A 1950 rule book is absolutely necessary. It was revised in 1961.
The 1936 GWR general appendix was still in use. It was replaced by 2 books, the 1960 general appendix and the 1960 regional appendix.
The 1936 GWR signalman's instructions were still in use, replaced in 1960.
The 1948 sectional appendix, the one I don't have, I only have the 1960 appendix.
Working timetables for the appropriate year. Click here for the 1956 freight and here for passenger.
The coach working instructions for the appropriate year, these tell you what sort of coach, but not which particular coach. I have one for the forties, and I need to have 11 (yes eleven!) sets of coaches to run a service.
Is it really necessary to have all these instruction books? Yes, if you want to run a railway, rather than play trains. There may not be lives at stake on our models, but atmosphere is derived from correct operation.
What I have done is to condense these instructions into a 4 page booklet, which all operators are given. This is a "Word" document which is in 2 files, ready for printing. Signal boxes usually had some emergency instructions displayed, a further file is available as a facsimile. All 3 files are in a "zip" format here. I apologise that this file is 553kb and to those who cannot read "Word" documents.
There then comes the task of working out what these trains looked like. Here I am reliant on photos. Unfortunately, photographers often don't record the date of their photo, let alone the time of the train! Some photographers were exceptions to this. I am reduced to looking at the direction of shadows. So for example, I have plenty of photos of the 5.00pm up Radstock coals. I have one photo of the 2.5pm down freight by looking at the shadow. I have a part photo of the 11.25am up freight. I do not have a photo of the 8.32am down. Photographic emulsions were not so fast then. Photographers did not have so much free time, and film was relatively expensive. They took their photos in good light later in the day.
I am sure this will be of little interest to most visitors to this site, but you may be interested in the process. I have created a table of photos which can be found here.
All this affects how the fiddle yard is constructed, how many roads are needed. This is on a separate page.
