IanN

Work has also commenced on the road bridge. The attached luggage bridge will be added later in construction ( I’ve not started it yet). The luggage bridge has a challenge in that there were signals mounted in it, and the completed structure has the challenge of having to be removable as it is across a baseboard join!

Hi Sun VI “I think that I've found Elbowend junction here: https://maps.nls.uk/view/82882194 just to the south of Dunfermline. However, on the map it's labeled as 'Charlestown Junction' - is this the right place? “ You’re very close. It’s the next map to the west/left from the one you found. Charlestown Junction is the junction off the main line. Elbowend Jct is about a mile along the branch and had lines to Netherton Goods and Charlestown Jct at the east end, and the Kincardine branch and Charlestown branch at the west end. If you substitute 82882194 in your link with 82882113 you should find it near the top of the map. Regards

Elbowend Jct. Some might consider it had two for a time.

When the insulated van first appeared as a kit, I mixed a little BR Rail Bue with white until achieving a colour similar to that used by Peco on one of their N gauge wagons. Whether that’s still an option with modern paint formulas, I don’t know.

In context, Jason Leitch was responding to a comment regarding holding Edinburgh Hogmanay Street Party in April - 30,000 people in a fairly restricted ( outdoor) area which in previous years has lasted @6-7 hrs. Whether MRS proceeds or not, is most likely to be determined by the Scottish Covid restrictions update currently due in mid-January, and the organisers ability to comply with that. Until then, lack of official statements regarding the exhibition suggest to me that MRS remains scheduled.

Hi William may I offer a couple of observations based purely on your block plan and notes. It’s quite possible other factors I’m unaware of will render them irrelevant. 1. power sections f & j always work together unless I have misread your notes. Could the duplication be removed and have these as a single block/section? 2. If points 11 are set for the crossing, then interlocking should prevent signals 1, 5, 9, 2 & 6 from being operated ( the line being blocked before the next signal (10). This would suggest that power sections r & t could be combined into a single block. 3. reference to lever 22 powering section r appears incorrect 4. I’d be inclined to extend t past shunt signal 21 towards signal 10. This would enable anything being shunted to remain under power until it is clear of the shunt signal. If this was continued all the way to signal 10, it would then be possible for section y to be commence immediately after the signal making w redundant 5. Levers 18 & 20 appear to have the sections being powered transposed. Better to be aware before the wiring starts…… 6. Signal 25. I think think this would be better as an Outer Home signal than the Distant. The distant would only be pulled if one of the three Homes was clear, and if sig 99 was also clear. Depending on location, sight lines and distances involved some location, such as Princes St, the Homes giving access to the platforms weren’t supposed to be cleared until the arriving train was stopped at the outer home or passed it at walking pace. Will moving the signal levers result in signals changing on the layout, or are they just to supply power? Even if operating signals are intended later, it’s better to include the wiring from the outset, rather than trying to retrofit. Will a ‘run on’ be require whereby a signal can be reset to danger after the train has passed, but the power supply after the signal is maintained so the train continues its way? Or are the distances on the layout sufficiently short that the train has been stopped/ runs out of track before the signals are set to danger again? The P4 North London Group did a series of Building the Layout articles in Model Railway Constructor for their model of Bodmin. Two or three of those related to powering track through signals which you may find interesting if you can get a copy.They also covered interlocking and how to replicate it electrically. From memory, this was within the period 81-84. It’s a series that I’ve long thought should have been compiled into a single publication. Cheers Ian

I must agree with Tony regarding operation. I also have built and operated models that have the “traditional” approach of separate power, point and signal switches, and the “signalman & driver” approach. Personally, I find the latter much more enjoyable. My current layout is an interpretation of a real location has four lines into the station, and will replicate the prototype’s signals. It uses two controllers, one switchable between up or down line, the other between down slow or carriage siding ( up loop) using centre off switches. These pairings are intended to minimise the risk of accidental collisions. This is because although points and signals are interlocked for departing, the arrivals side, due to my omitting 40 or so levers for the route indicators, isn’t . Although not insurmountable, this would have increased the complexity of the interlocking considerably. I chose not to switch the power through the signals. DPCO switches are used for the levers, the second set of contacts being used for basic interlocking wherever possible. Aesthetically, not as nice as a proper lever frame, but cheaper and more robust. Isolating switches have been used on the platform roads as the train engine is trapped until the carriages are removed. What I found to be a useful exercise was to document the generic movements I wanted to replicate. Then prioritise them eg How vital is it to have a train arrive at the same time as another departs? How many simultaneous movements can one person control? You will almost certainly need to use relays, and remember to document everything as you go! All the best

I must agree with Jamie’s final sentence. As one of the demonstrators, I reckon I spent less than 30minutes over the event not talking to people, and 90% of the information cards I’d printed were taken by (hopefully) enthused modellers. I know the other demonstrators were similarly busy. From my perspective, a thoroughly enjoyable and successful event. Ian

I can only agree with the opinions of others. An excellent day out. Quality layouts. Thought provoking, inspiring demonstrations. Especially the “ski jump” to determine haulage capability! Nice venue. Ample parking. What appeared to be a good turnout to support the event. Friendly atmosphere. A superb credit to the organising team. Samples of the points and track being produced by PECO for the EMGS looks very good. Well worth the trundle down the M74 in Vitalspark’s next jalopy!

And one of the other terminii... Some old and more recent photos. Still work in progress. Apologies for quality of images. Just out of interest, was the dairy mentioned above the one that was the final destination of the early morning milk train into Princes St? If so, does anyone have any information about the rail vehicles used in the late 50s? Thanks

Hi Jamie From the photos I have, the flat bottom rail appears to be restricted to four points and a panel or two of track to distance the change from Flatbottom to bullheads way from the point. The four points involved are the two at the Stirling end of the platform/centre roads, and the down facing point into the platform/centre road and the adjacent point from the down platform to the siding. All were flatbottom after the changes to the scissors. Afraid, I don't have any photos that clearly show the points before then. Ian

Thanks Gazman424. Much appreciated.

Within the research material already gathered was a copy of a photo of a green BRCW Type 2/ Class 27 standing in the Up platform with part of the Up scissors clearly visible. This challenges the 1959 date as the first of these locomotives was introduced in July 61. It doesn't rule out that the scissors weren't removed at separate times, but there's been no sensible obvious reason identified for doing so yet. Unfortunately the loco number isn't visible in the photo, preventing the possibly of more accurate dating. The quest for when the scissors were removed continues, concentrating on the period July 61 - March 63.

Grumpy? Happy? I'm not sure being named after the dwarves is better than everyone being called Dave......

We know there was a 40 speed restriction through the platform road in '64-65, possibly earlier. 20 for the centre roads mentioned in the S.A. would be about right in anticipation the train would frequently be drawing to a stop. The centre roads being the diverging route from both Up and Down line. The original scissors crossings, being on a curves were probably 5mph when crossing from platform to centre or v.v. Photos indicate the replacement crossings took up the same length as the scissors they replaced, so speed limit probably remained, but somebody forgot to amend the description from scissors to crossing. Ian