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Everything posted by Stoker

  1. Looking at what you've got there, I think you could get more "frontage" if you built your kiln angled around the curve, and used the turnout to form a coal stub instead. Forgive the rather crude drawing, but this should roughly demonstrate what I mean:
  2. Yes as I anticipated I wasn't 100% happy with the original design, so I've been steadily working on the 3D CAD of the layout which is now nearing completion. This layout will be landscape-heavy so it requires a lot of planning. Once things are final I'm planning on doing a blog post going over all the plans, design ethos, backstory, and recent rolling stock.
  3. The Parkside wagon represents the 1913 GWR wagon dia O13. It seems the last examples were withdrawn in the late 1950s as they were replaced in batches by the new BR wagons. Some sources I've read say that they were all vacuum fitted by 1939, but I have photos from later with no evidence of vacuum hoses. Entirely possible that some remained unfitted to the bitter end or that the information is simply inaccurate, unfortunately I've got no reference material to verify. The main detail differences between the old GWR vs newer BR are angled vs straight bufferbeam ends, spoke instead of disc wheels, different axleboxes, and I believe subtly different brake gear although don't quote me on that as I'm far from being an expert. The hybar style tented sheets were added to this latter set of BR wagons in 1974 as a refresh in lieu of total replacement, and supposedly done to make the sheets easier to handle. So the ratio kit can make either the flat sheeted type introduced mid to late 50s or the hooded type '74-'87, while the Parkside kit would cap out at 1959.
  4. The downside with the Parkside wagons are that they're simply too early, including the axleboxes which are a different type (albeit subtly) to the later ones. The ratio kit is the most accurate apart from the axleboxes, which are fairly easily removed using a sharp knife, and can then be replaced using Dart Castings RCH axlebox, a bargain at £4.20 for a pack of 12. https://www.dartcastings.co.uk/mjt/2241A.php Dart also make a 12 pack of BR SKF roller bearings, which in addition to a wee strip of corrugated styrene at each end, is useful for converting RTR BR 5 plank opens to clayliners. https://www.dartcastings.co.uk/mjt/2256A.php
  5. The Hewas Inn has always been a hidden gem in the area known for it's good food. Many clay area locals use it as the go-to "fancy restaurant". Seeing the photos of your developing layout has given me the serious itch to draft some suggestions for fictional clay works. That back left corner in particular has good potential.
  6. Many thanks to all who replied, this mystery has now been solved thanks to Ray Hill, who worked for the Goonvean and Rostowrack China Clay Co Ltd for most of his working life. This photo shows Ray at the helm of a Lansing Bagnall forklift within the linhay of the Trelavour dryer in 1971.
  7. I took another look at the photo and realised that the linhay under construction is actually the Buell dryer linhay, and the rotary linhay appears complete. I had initially confused it with the construction of the rotary and it's linhays, which date to 1956. The Buell installation at Blackpool was of a pattern also constructed at Rocks, Drinnick, and Marsh Mills, all in the early 60s, which corresponds to Peter's date. Here's a photo from 1962, the following year. Taken from Blackpool refinery on Burngullow common, looking down toward Blackpool. The rotary building is the one with steam rising on the left, containing 4 rotary units. The Buell building is the one with the steam rising on the right, containing 2 Buell units. The long row of linhays consisted of 13 bays and an attritor mill, with a total capacity of 20,800 tonnes. As you can see the silos have yet to be constructed: This photo is the one I was thinking of, taken in 1956 during the construction of the rotary: Blackpool was quite a complex. At it's height it was producing almost a third of the industry output, with the other two big producers being Rocks and Par. Here's a look inside the rotary building, looking at No.3 and No.4 rotaries. No.1 and 2 were behind the cameraman. These big drums were about 7 feet in diameter and roughly 50 feet in length. The upside down "U" shaped things hanging on the frame over the conveyor belts at the bottom of the photo are horseshoe permanent magnets to catch stray metal. The filter press decks are on the left and right, these filtered the liquid slurry into a solid cake which could be dried. Each rotary unit had an output of approx 10 tons per hour, for a combined peak output of 40tph, enough to fill the entire linhay in 21 days.
  8. I don't know if having a year would help at this point, Trevor, but the photo with the bus at Burngullow shows Blackpool dryers under construction, which occurred in 1956.
  9. Pentewan, Par, and Crinnis beaches all have a considerable amount of mining and streaming waste on them. Partly clay waste, partly mining. And yes it is rather sharp. The river that emerges from the cave in the cliff at Crinnis/Carlyon Bay is the same river that flows through Sandy Hill, and was used as a discharge by the mines of that area, and then later the clay industry. A lesser known fact of the mid Cornwall mining area, is that before Pentewan, Par, and Charlestown were used for clay export, they shipped tin and copper concentrate, and the local rivers ran red. Much of the early silting problems had little to do with the fledgling clay industry and more to do with the huge metal mines of the area, such as Polgooth, Great Crinnis, and Fowey Consols.
  10. The silting of Par came about 100 years before Treffry's harbour. The village itself was originally confined to what we now consider West Par, and grew up around Par Consols mine. After the construction of the harbour it spread out on to the flats of what was being called Par Green, which then was just fields, the earliest development being a single row of south facing cottages on the north side of the road, one of which later becoming The Welcome Home Inn. Par station stood isolated to the north, and originally served mainly the much larger community of Tywardreath to which it was closer. You are correct that Blazey Bridge on the road to Tywardreath Highway was the original crossing point. This is an extremely old road, medieval or older. The small settlement of Pontsmill was once a fairly busy 16th century port, capable of receiving 80 ton vessels as late as 1720, by which time the river had been reduced from two navigable forks to one by streaming and mining activity in the valley.
  11. I remember in my youth when they were still white! There were a couple, but "THE" white river, aka the River Vinnick, flowed down from Gover and Trenance, through St Austell valley and out to Pentewan. The other originated from the great underground canal of Great Carclaze/Baal china clay works, down through Sandy Hill, emerging onto the beach of Carlyon Bay, which is partly why there's a beach there. Did you know the entire village of Par sits on the silt from tin streaming waste which used to flow down the Luxulyan valley? That's why it's so flat. At one point it was a wide bay estuary which was navigable as far as Pontsmill. Sorry, I'm going off topic with Cornish pub quiz trivia. Trevor I'm looking at your photos and thinking that garage/MOT station or whatever it is looks a bit close to that embankment to my eyes. Just a suggestion, but if it were me I'd move it forward a touch so that you can have an earth bank rather than one of those awful retaining walls that too many modellers resort to (in my humble opinion).
  12. Was he buying you pints of strong cider, by any chance? That's how he always got me hammered. Always thought he was going to the bar to get himself one, then he'd come back with two and put one on my beermat... felt rude to just leave it. Next thing you know you're on your way to the toilets, run your hand through your hair and realise you can no longer feel your scalp!!
  13. Operations at Nanpean Wharf were always awkward. There was a loop just south of where the line down to the Wharf diverged from the branch. This loop was used for Dubbers and West Of England sidings, and could provide a run around for the wharf, but trains were limited in length by the wharf forming a considerable chunk of the headshunt. If wagons were present at the wharf when a train had to run down to the lower lines, those wagons would have to be removed to the branch before the train could proceed. This was further compounded by the loop at some point being truncated into a siding removing it's functionality, meaning that the lower level sidings were only accessible as a propelled reversal from the wharf. Trains leaving the lower level sidings would have to run the locomotive around the wagons and propel the train up to the wharf in order for the locomotive to be on the correct end of the train if it was travelling back toward Burngullow. More often than not though, train movements at Drinnick were scheduled to take place as part of other workings up the branch, meaning the train could be propelled back up the incline toward the branch to rejoin part of a longer train as it worked toward Treviscoe or Parkandillack.
  14. I know this building, it's Treviscoe rotary. The large structure in front is the linhay, the smaller structure with the almost white roof in behind it is the dryer. Notice how although the panel gaps are visible on the structure in the foreground, they are invisible on the newer roof in the background. The photo is a low resolution zoom of a drone image, but I strongly suspect the reason the panel lines are so visible is due to moss growing in the gaps. The same thing happened to Parkandillack New Buell: You can see how on some parts of the roof the panel lines are nearly invisible, while in other areas they're highlighted by moss and weather staining. Tom Johnson has proven very well that the effect can be created entirely with weathering on his HO scale Logansport and Indiana Northern layout. This building is a completely unmodified Walthers Cornerstone kit (I know because I own the same kit) and the only physical panel lines it has are the horizontal. The illusion of individual panels and vertical laps was created by Tom's process of weathering each panel individually before going on to the next, and highlighting the joints with a carefully applied pinwash.
  15. If you're interested I have a track plan for a layout based on the low level lines. It's slightly condensed to retain the linhay on the right and rail overbridge on the left as scenic breaks without taking up too much space, and having the added operational interest of the power plant coal chute. Designed to fit on an 8ft x 2ft plywood, using Peco EM gauge Bullhead as a good standard for realistic curves and turnout lengths. I also have a "close enough" mockup of the building in sketchup.
  16. Agreed, it really isn't visible at distance. Far more noticeable is colour variation of sheets and gaps, where differing materials and weather occlusion create natural highlights.
  17. The method for corrugated roofing that I've used with great success is to cover the entire roof in styrene sheet to provide a gluing surface, then cut the corrugated sheet into strips of the desired size and glue them onto the styrene sheet. Then above each strip lay a thin strip of styrene to bolster the bottom end of the next strip so as to create a visible lap. This example is a HO scale grain elevator and feed mill complex that I've had on the back burner for a while: Although I've never tried it, I believe it would be quite possible to use this method to create the lap between individual sheets. I've never bothered, choosing instead to create the effect using weathering.
  18. There's always the option of doing half relief. If you like when the time comes to figure out this aspect I could mock up a couple of 3D models for your consideration. I'd just need a basic idea of the trackplan and the available footprint for structures.
  19. Also probably worth mentioning that I have modelled several prototype and fictional linhays, drys, and other related structures in Google Sketchup Make 2017, which is an easy to use 3D software available for free download online. If you are interested in these models for research purposes, I can email the model files upon request.
  20. The old coal fired pan kilns have the major disadvantage of being long, averaging around 250' to 300'. I only ever encountered one rail served prototype of "layout size" at Burngullow West, which may be of particular interest given it's location. It's actually still extant in remarkably good condition complete with piles of clay, despite about 50 years of abandonment. It shared the rather grand square chimney with the neighbouring kiln. I conducted a survey of the building before I left the UK and have attached scale drawings. Also attached and possibly of interest, is Burngullow West's bag store, a standalone building which apparently received clay via blondin from the dry opposite. This structure is visible on the right hand side in most photos taken from the bridge next to Burngullow station, looking toward the St Dennis branch where it diverges from the mainline.
  21. Rhys, somewhat off topic, but I can't help but notice your company is using the wrong type of Kaolin. Kaopolite SF is an abrasive grade normally used in the manufacture of toothpaste and polish, and is manufactured in Sandersville, Georgia, USA (read: higher shipping costs). Correct me if I'm wrong but I suspect your company is attempting to use the product as an opacifier. The product you probably want is Imerys Opacilite, which is manufactured in Cornwall, and will produce far superior results. Likely worth bringing it to the attention of your bosses as I suspect they're probably just buying this stuff from a distributor/supplier without realizing.
  22. You say that, but 700mm scales out to 175', there were several bulk store type linhays (fed by conveyor belt) from your chosen period that were around that size or smaller. (Above) Kernick Buell bulk store, built 1951, fed by the first oil fired Buell type dryer built by the industry, it's square concrete stack visible in the background: 100' x 80' with a 13' awning covering 3' deep loading edge and 10' over track, later extended with an additional 80' x 60' section. Loading edge height 7ft above railhead. (Above) Rockhill bulk store and baghouse, built 1939 and the first of it's kind to be built in Cornwall, the taller structure on the right, fed by conveyor bridge from the small rotary drying plant in the buildings behind the old linhay on the left. Served by the Goonbarrow branch and the last source of traffic from there in 1978. 100' x 60' with a 13' awning covering 3' deep loading edge and 10' over track. Loading edge height 4ft above railhead (vans). (Above) Drinnick No.5 bulk store, built 1951, fed by the rotary dryer housed in the building on the right. 175' x 95' with a 13' awning covering 3' deep loading edge and 10' over track. Loading edge 6ft6in above railhead.
  23. Will be watching this with interest, for obvious reasons. Par is probably my favourite station, period. Many, many fond memories of that spot and St Blazey, evenings well rounded off with a stop in one of the many local pubs.
  24. It's been a while since I worked in N scale so I had to think about this! The clayliner was a mixed pool of standard BR 5 plank 10' wheelbase wagons which are readily available from I think all 3 manufacturers, and highfits which are available as a kit from the N Gauge Society. Alternatively it's a pretty simple kitbash to cut the wagon ends out of a Farish 5 plank and insert some corrugated styrene. The N Gauge Society does also have the metal bodied version if you'd like to add a bit of variety to a rake. Subtle differences between brake gear types are simply too small to appreciate in 2mm scale so I never even bothered - once weathered they're such a close fit that nobody notices anyway. Use masking tape for your sheet, with a simulated load underneath to create the "bulge" - sheeted opens were always loaded above the wagonsides to create a "hill" so that rainwater wouldn't pool on the sheet. The sheets were various shades of grey, black, dark blue, etc. but if you're feeling adventurous, use some clear tape for a couple of the sheets, and give a light mist of white weathering with an airbrush - there were some experimental clear plastic sheets for these wagons and that adds a little interest. For the roller bearings, I just used a sharp knife to remove the old friction bearing, and replaced it with a piece cut off the end of a styrene rod of appropriate diameter. This is pretty crude but to be honest with N scale it's so small that this actually does the trick at normal viewing distances.
  25. Boring or interesting really depends on the individual. Personally I find passenger operations to be unbelievably boring, but they seem to be incredibly popular and I'd guess that's because most people in Britain have experienced a passenger train at one time or another and have nostalgic memories. For myself, I have many fond memories of standing trackside watching clay being loaded, particularly at Burngullow Dryer, or as rail buffs know it, Crugwallins. Watching the little Sentinel bring a few wagons at a time into the headshunt, and then propel them into the loop, then bring the next three into the covered loading area... that had a charm to it. So for me the idea of modelling this has more appeal than it might for some. That said, there are ways to create more operational interest in a china clay layout. Clay comes in both bulk and bagged form, and those two were usually loaded in different parts of the works, so there's a bit of operation there in splitting up a train and placing the appropriate wagons in the appopriate spots. There might also be sidings where empty and loaded wagons are staged. Then there's non-clay traffic that was brought in to wharves such as Nanpean - this saw calcified seaweed loaded and pipes and valves from Stanton Ironworks unloaded for ECC's Drinnick Engineering Stores. In other locations, coal was brought for drys, power plants, and coal merchants. There's also some potential for "what if" traffic - Sulphuric Acid tanks on the Wheal Rose branch were once considered for receiving the liquid by rail. Oil depots have also been proposed but never came to be.
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