Urgent request for information on Redbridge, Track & Sleeper Depot.
By Mick House.
I visited Redbridge; Track & Sleeper Depot just after it had closed and took a great number of photos all over the site, my problem is that I want to identify the individual buildings within the site as at the time I neglected to write them down.
So I am looking for someone that worked on site or with knowledge of the site to help me out.
If you can drop me an email at: railwaymick@yahoo.co.uk
Many thanks.
So I am looking for someone that worked on site or with knowledge of the site to help me out.
If you can drop me an email at: railwaymick@yahoo.co.uk
Many thanks.
Overview of Redbridge Track & Sleeper Depot Looking North West, with the mainline to my right. Copyright Mick House.
Overview of Redbridge Track & Sleeper Depot Looking South East, with the mainline to my left. Copyright Mick House.
Redbridge Tar sidings OS 125,000 1937.61 Reproduced with permission of the National Library of Scotland. The main line to Southampton is off to the right, the line to the left is to Bournemouth and Weymouth, that turning north off the page is to Romsey and Salisbury. Redbridge Track and Sleeper depot is centre right. The Eling branch which can be seen origination from Totton station heads south. Looking at the map it carefully mentions the 'Red Bridge' crossing the river - was it from this the area got its name?
Chacewater
Roger Winnen
Roger Winnen
Chacewater Signalbox haunt of Roy Hart. Taken in April 1973 - from the up platform. Copyright Roger Winnen Note the presflo wagons and also the presence of the yellow, Blue Circle road vehicles. Perhaps Roy can tell us why the large 'C' notice was fitted below the already clear cast nameplate on the front of the signalbox.
We are greatly indebted to Roy who, again, within minutes, comes up with the answer. The letter C on Chacewater box dates from 1957, when Baldhu box closed. Intermediate Block Signals (IBS) were installed. These were colour light home and distant signals, with continuous track circuiting. They acted as a separate block section, enabling a train to be running between the IBS and Truro and another one following between Chacewater and the IBS. When an up train passed the IBS home, a buzzer sounded in the box. The signals were operated not from a lever, but by a switch, no 100. Thus, the IBS distant carried a plate bearing the legend C
100
R (Chacewater, repeater for signal 100. The IBS home was C100)
Back in the 1950s, only colour lights carried identity plates and usually only IBS signals. Treverrin IBS between Par and Lostwithiel was just like Baldhu: the signals were P100 and L100 etc.
At Baldhu, the down IBS was controlled by Penwithers Junction (PJ). See photo of PJ on website! This IBS is still there, but controlled by Truro since 1971 (T45 & T45R).
Today you will find these plates on several Cornish boxes: P, PR, LL etc.
Many thanks indeed Roy.
100
R (Chacewater, repeater for signal 100. The IBS home was C100)
Back in the 1950s, only colour lights carried identity plates and usually only IBS signals. Treverrin IBS between Par and Lostwithiel was just like Baldhu: the signals were P100 and L100 etc.
At Baldhu, the down IBS was controlled by Penwithers Junction (PJ). See photo of PJ on website! This IBS is still there, but controlled by Truro since 1971 (T45 & T45R).
Today you will find these plates on several Cornish boxes: P, PR, LL etc.
Many thanks indeed Roy.
And furthermore - additional comments from Chris Osment (Rail West)
To add to the comments about the ‘C’ plate at Chacewater......
If my recollection is correct, the need to add ID plates to signals came about with the use of signals at locations remote from their controlling signal-box, hence the initial uses being mainly at IBS signals. The idea arose because of the need for the driver of a train held at a ‘remote’ signal to know by which box that signal was controlled, once it was no longer possible for him just to look out of his cab and see the box in the distance.
In a similar vein, once large areas of complex junctions and sidings etc started to be controlled remotely from a ‘power box’, then it became essential for drivers and signalmen - when communicating over the telephone - to have the correct understanding of exactly where they were. In the absence of the former signal-boxes with their nameboards, new nameplates had to be erected at the lineside to identify each junction etc.
Thank you Chris, you concur on Roy's comments.
To add to the comments about the ‘C’ plate at Chacewater......
If my recollection is correct, the need to add ID plates to signals came about with the use of signals at locations remote from their controlling signal-box, hence the initial uses being mainly at IBS signals. The idea arose because of the need for the driver of a train held at a ‘remote’ signal to know by which box that signal was controlled, once it was no longer possible for him just to look out of his cab and see the box in the distance.
In a similar vein, once large areas of complex junctions and sidings etc started to be controlled remotely from a ‘power box’, then it became essential for drivers and signalmen - when communicating over the telephone - to have the correct understanding of exactly where they were. In the absence of the former signal-boxes with their nameboards, new nameplates had to be erected at the lineside to identify each junction etc.
Thank you Chris, you concur on Roy's comments.
Swanage
John Cornelius
John Cornelius
Copyright John Cornelius
Last 'train' on the Radstock branch!!
Ride a trolley on the Radstock branch. A series of clips of a trolley ride on the abandoned and overgrown section of the Radstock branch can be seen here - https://www.youtube.com/watch?v=b0p-am4Zl2w This section is alongside a public footpath. Quite how one would stand regarding liability and insurance is not known, the CRS does not recommend this.