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LNER4479

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LNER4479 last won the day on March 19 2015

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  1. All set to take Per Ardua Adastra to the Warner's Peterborough show this weekend. Here are a couple of pix immediately prior to stripdown - did I tell you we're in current edition in Continental Modeller?(!) Come and say hi if you're going to the show.
  2. Yes, indeedy. As soon as our Heat layout was taking shape I had a conversation with Steve (Flint) re the layout appearing in CM. Some minor tidying up was undertaken and some continental stock hastily acquired plus some borrowed from Richie (from team Grantham). Really pleased at how the pictures turned out in the mag - just me and my Sony Cybershot on a tripod with timed exposures. Here's a couple that didn't make the cut.
  3. Final posting before Peterborough (probably). I do rather like 'Jubilees'. Second only to the incomparable 'Duchesses', they are my fave Stanier locos. Something to do with aesthetics, an inspired choice of names and the distinctive Jubilee 3-cylinder roar when working hard. So it is always a labour of love to work on such locos. Here then is a brace of these 6P 4-6-0s, having received some attention to personalise them a little (and taking time out in the Swiss Alps, like you do...) Firstly, this is one of my old Mainline split chassis 'Jubs', originally 45698 'Mars', featuring the smaller, Fowler 3500gall. tender. It's still got a few more miles in her yet so it's had a few of my usual jobs - front steps re-set with support brackets, lamp brackets added and front, screw link coupling. I've also dulled down the motion a little. More importantly she has assumed the identity of long time Newton Heath (26A) resident 45706 'Express' (built Crewe, 1936), the plates for which come with a rather attractive crest beneath the name. These were amongst some of the Top Link workings at 26A and there is a lovely picture of 45706 in 1952 by Eric Bruton of her charging confidently through Tebay, beautifully clean and steam tight, scorning a banker with her 13 coach load. Bet she was making a wonderful noise at Shap Wells! Keeping her company is a more up-to-date Bachmann offering that is one of the locos on loan from 92220 Camden. The loan condition for this loco included the freedom to rename her from the factory 45611 'Hong Kong' - accordingly, she has become North British built 45584 'North West Frontier'. I love that name - conjures up a spirit of adventure, exploration and intrigue. It is of course the name of one of the British Indian provinces, nowadays part of Pakistan and the location of the Khyber pass, amongst other things. More intimately, Dad captured her on his cine camera, drifting through Low Gill in 1964 on a parcels train, complete with red-backed nameplate. Here, however, together with 45706, she bears the early BR emblem and together they are diagrammed to share the 1950s Manchester-Glasgow/Edinburgh working. 45584 was a Polmadie engine until 1952, thereafter a long-term resident of Blackpool shed so use on such a train is a little tenuous but ... hey ... it's my trainset. 45584- short firebox (straight throatplate) 45706 - long firebox (sloping throatplate) If you will indulge me just a little further, despite 45706 being based on an old model, her use allows the comparison to be made between the two generic boiler types used on the class. The original Mainline offering featured the later, long firebox and therefore suitable for locos from 45665 onwards; however, the more recent Bachmann product covers the earlier locos so we now have the best of both worlds. If you look where the front of the firebox is in relation to the middle splasher you can see the difference - counting the washout plugs is another give away. As with any large class, there are plenty of other detail differences and some of the earlier locos had their frames modified to take the later type of boiler ... but we'll leave it at that for now. Meanwhile, I've added that extra little detail for the banking engines I referred to on Monday. We're getting there ... slowly! See you at Peterborough if you're going along.
  4. LNER4479

    Camden Shed

    Hi Iain, Been thinking through your comments further, leading to a few points for clarification. Would I be right in saying that what is important to you is that the LOCOS work to and from the shed and away from / return towards Euston just as they would but you're not so bothered about the stock? (my concept idea includes both locos AND trains reversing). In other words, if an 'Up' train heads past the shed towards Euston and then the loco is detached and reverses to shed, if subsequently another loco from the 'country' end is attached to the same set of stock and that then heads past the shed towards Euston, it doesn't bother you that it is the same set of stock? The 'flyover' arrangement that you refer to - is that something that you would like to incorporate into your layout (strictly speaking, it should be a 'dive under'!) or is that something you think you need for layout operation purposes? If the latter then, combined with the above thought, it doesn't need to be a flyover - we simply re-designate the 'reversible' line I've shown in the centre of my diagram as a 'loco release' line (or lines) to achieve the same aim. This could be combined with a turntable / storage yard at the country end (as per John's plan) for locos transferring from 'down' to 'up' side. You do lose a road in the fiddle yard though. You asked in an earlier post re the empty stock returning to Willesden or using the 'downside' carriage sheds just outside the station (recently demolished to make was for HS2 of course!). That prompted me to consider the nature of this aspect of the operation of Euston and locos going to and from shed. When you say that locos 'have to reverse back onto shed fairly soon after hauling their train past the shed' ... well ... yes, but only after (or as part of) their stock being released at the station (ie there were no 'run round' crossovers at the buffer stop ends to allow a loco to reverse out past its stock, so far as I'm aware). A loco had to wait until a pilot coupled up to the country end to haul the stock out of the station. As you know, often the train loco would be part of this manoeuvre, effectively acting as banker to get the stock up the 1-in-70 as far as the shed. I can look at a plan which could possibly replicate this, using the centre section of the fiddle yard as the carriage sidings? One other thought with this is that I am aware that a lot of your locos and stock has the TW goalpost and wire coupling arrangement, meaning that automatic uncoupling in the fiddle yard is not always going to be possible. So the train loco reversing out at the rear of its stock does have the advantage of reducing the amount of uncoupling required in the fiddle yard - provided that you can live with the slight anomaly of stopping an ECS train alongside the shed whilst you uncouple the train loco (as you know, in reality they just dropped off at the top of the incline, allowing the ECS movement to continue onwards) I'm pretty certain that the majority of the stock for the principal mainline expresses was tripped to and from Euston and Willesden (for cleaning and preparing - and possibly remarshalling - ready for the return run). The carriage sheds near the station were either used for local stock or parcels stock. More intensively used local / suburban stock may well have just stayed in the station until their next working, the inbound train loco thus being released as a result of the next passenger departure of that stock. On a similar theme, there was of course a small loco yard (including a turntable) at the station which would be used for 'foreign' locos on a quick turn round (eg Bushbury locos on the Birmingham trains) - in which case they wouldn't have been seen on the main depot. Do you want to replicate that aspect at all? At the end of the day, it all boils down to how YOU want to operate YOUR layout! With the space you've got, the fiddle yard can be more or less configured accordingly. Sorry - there seems to be a lot of questions there! But hope it helps clarify a few things further. Graham
  5. Yup. The rear bogie would benefit from bolster details being added amongst other things. I also need to refit the injectors! I also removed the ejector and have not yet refitted it yet as I've noted a wiggly pipe making its way along the tank top towards the cab. The tank vents aren't the right shape and, as Mike points out in his destructions, there should be S-shape rear vents climbing up the rear of the cab. Plenty to keep me busy ... but having got 42424 to where she is now, immediate priority will be to lift a few other locos to this sort of level. Still a few too many 'out of the box' locos on the roster at the moment.
  6. She's ready for the road: Severe quantities of midnight oil have been burnt since the previous post to get to this stage. It's a Halfords satin black spray then I ordered the Fox transfers for the Fowler 4MT ... which duly did NOT cater for the Stanier 'Limousine cab' variant so a little bit of extra cutting and shutting was required. Then a coat of satin varnish to hopefully seal the transfers. Cab and smokebox have had a coat of matt black. There's more I'd like to do ... but we're virtually out of time as far as Peterborough show is concerned so she will appear over the coming weekend looking like this. Weathering is one item high on the priority list! But overall I'm delighted with it - Mike's etches have enabled me to produce a distinctive, signature loco for the layout. Might not be a true 'glamour' loco but for me such a loco is essential to capture the spirit of Shap. Gilding the lily a bit, I do intend featuring one extra detailed touch ... Can you spot them? The Shap banking turns were regarded operationally as trip workings (ie the same as a 'pick up' goods) and duly carried 'Target' boards. The long standing target numbers were T91, 92 & 93, with T94 being the local Tebay-Penrith goods pick up goods. So, based on these photos*, I'm going to knock up some boards to be carried on the left hand lamp bracket. Look out for them if you're coming to Peterborough. (*my, cropped photos of pictures by W Philip Conolly) Also been working on a couple more 'Jub's - will post something further before the weekend.
  7. Good to have a discussion going about siggernals. First of all, I have to bow to Mick's knowledge in terms of the positioning of the stripe. I have been working to dimensions quoted in the former MSE instructions which are (for 4mm scale): stripe 3mm (9in) wide, 3.5mm (10.5in) in from the edge which appear to be at slight variance to officialdom. They have always, however, looked 'right' to me - too narrow a stripe really spoils the look of a signal arm for me. I shall henceforth, newly armed with official data, study prototype pictures and take stock accordingly. Now then, can I dare to court controversy (for once?), and postulate a further reason for folks being put off signals? As well as the above quoted reasons, I sense an element of people too easily being put off signals due to the perception of it being something of a 'black art'. 'I don't understand signals!' is the oft quoted cry. There have occasionally been threads on this forum attempting to explain the whys and wherefores of signalling that all too often get embroiled in debates featuring signalling experts quoting this that and the other exception to the norm and complex sounding 'rules' that makes the whole thing sound daunting and unfathomable to the novice. Such interventions are, I'm sure, invariably well-meaning but can make the whole subject look and sound like some exclusive 'club' open only to signalling specialists. I've worked in the railway industry over 30 years ... but not in signalling (I've been a rolling stock man). My interest in signalling is that of an enthusiastic amateur and my introduction to it was the seminal work by Kitchenside & Williams - according to Mike the Stationmaster, said work was written partly with railway modellers in mind. Once you get your head round the fundamentals, it really isn't THAT difficult to understand the basic principles. Combined with careful study of the prototype, applying it to a layout should be quite logical. Each of Grantham's signals has been constructed with reference to the prototype. Some are faithful copies; others are compromises which still obey signalling logic but adapted to fit the layout's trackplan and the way it is operated. The distinctive 'Up' junction signal was the first one I built. It (correctly) has upper quadrant arms for our 1937-8 time period BUT there is immediately a compromise. It should have a distant arm on the lower (junction) post. I actually only spotted this after I'd built it(!) But I figured that - for the purposes of the layout and the way we operate it - we could do without it. It should also be FAR more dirty that this, due to countless locos standing underneath it over the years (it was in a state of near collapse when it was replaced by a colour light structure c.1954) This one is another compromise. All pictures I've seen of it feature additional subsidiary arms beneath the main arms (I assume for 'calling on' purposes - see, there's me starting to get all technical!) - again, we didn't need that for the layout so I didn't fit them. The North End 'Up' signals controlling arrivals from the ECML and the Nottingham lines - and the latter (right hand) one is complete fantasy! Well, clarifying that a little. The WAS a signal here but the associated facing crossover was not actually installed until 1942 as part of essential wartime improvements to speed up the flow of traffic. But I only discovered that some years after building the layout. I assumed that this arrangement must have existed in order to allow arrivals from Nottingham to arrive in the west side relief platform to avoid conflict with ECML traffic ... but in fact pre-war, all arrivals from Nottingham HAD to arrive in the main Up platform (plat.2) or the East side bay (plat.1). Once I became aware, I decided to stick with what we had as - again - it made it more practical from a layout point of view to keep the trains moving. The signal therefore indicates the two routes we use on the layout - across over onto the ECML 'Up' main (left hand, taller arm) or via the facing crossover towards the west side of the station (right hand, lower arm). A train taking the right hand route then encounters this signal controlling the actual entrance into the west side of the station. There was a signal here - but pre-war it featured miniature (shunt) arms. As we have adapted history a little then it features main arms. (post war it was a single arm with a route indicator). Signals like this read 'top-left to bottom-right' so it reads: top - left, into plat 4 (bay); middle - straight on, into plat.5; bottom - right into up/down goods line. There should also be a ground signal for a loco going into the down pilot siding (where the A4 is standing). On the 'to do' list... This one however IS exactly as per prototype and was one of my favourites to make. Not all the miniature arms are operational though. Yes, they are undoubtedly fiddly to do ... but compared to assembling outside Walschaert's valve gear?
  8. LNER4479

    Camden Shed

    Hi Iain, Here is a 'concept plan' (similar to Brian above) so not a detailed trackplan at this stage. If you're happy with the ideas, I can work it up into a trackplan; if not then we can play about until you're happy. At it's heart are the four running lines (Down Fast; Down Slow; Up Slow; Up Fast), each with an as yet undetermined number of loops. Could be staggered, could be two trains to a loop - doesn't matter at this stage. In the middle are a number of reversible roads (again, exact configuration not determined). If we trace an 'Up' train heading into Euston then, whether on the fast or slows, it can use the crossovers bottom right to access the Euston Reversible and terminate. A loco from shed can then back down the loco line and, using the crossovers top right, back on to the arrived train. In due course it departs in the 'Down' direction and can duly access either fast or slow. Once departed, the loco that brought it in can then reverse out onto the loco line and thus to shed. Either that or it can remain on the rear of the departing train and drop off alongside the shed as if it had banked the train up Camden bank. To maintain the balance of trains, there is an equal and opposite arrangement at the country ('north') end. Here I'm suggesting the use of a loco lift to replace the locos. Anyhow, let me know how many of your boxes that ticks and we can take it from there. Cheers, Graham
  9. The thing I spotted first was the signal growing out of the chimney! Many an otherwise decent prototype picture spoilt by that effect ... I tend to agree with the observations of others on here re there being worse things than not fitting lamps (an omission), such as absurd train formations or both arms of a junction ('splitting') signal in the 'off' position (both errors). As you might expect, I am often drawn to signalling errors - a favourite (NOT!) of mine is where the builder has used LOWER quadrant arms (such as GWR) and affixed them in the UPPER position (or similar). Once again, it would not take too much review of prototype pictures to avoid such glaring errors. Now - I must be away to my workbench to paint up my latest batch of ModelU lamps prior to Peterborough ...
  10. Must have missed that one first time round - it's a cracker
  11. Visitor from the north checking in. No goods trains running during the daytime today as the engineers took a possession at the south end of the station to attend to the ailing down bracket signal. That's better. Crew knocked off for a hearty lunch pending connecting up of the actuating rods Lines now given back. Hopefully there'll be a train or two along shortly.
  12. ...complete with a red lamp at the end of its tail (geddit?)
  13. And featured on last night's 'One Show' with Sir Rod in attendance.
  14. As an exhibitor (demo), there was limited opportunity to spend time looking at layouts, however I did enjoy the following during my 'back in 15 minutes' time away from my stand. Sud-Harz - seen it on here but good to see it in the flesh as a huge Harz fan (been to the HSB at least ten times since 2006). I plan to relay the branch line on our GMRC Swiss layout in HOm (metre) gauge and 'Rule 1' dictates that I'll probably end up acquiring a Harz train (or two!) to run up and down it, mixing it with the Glacier Express(!) so it was nice to see some of the range of Harz models in action. Think I'm going to need to start saving up though... Spirit of Swindon - I'm a bit behind with my RM reading so have only just finished reading the series of articles about this project(!) so, again, great to see it in the flesh. Superb presentation with the changing night n day lighting effects. North Ballachulish - a stunning piece of backscene painting work (the work of Mike 'Chee Tor' Raithby, I understand) gives this layout a terrific sense of place. Solent summit - I'm often non-plussed about modular layouts but I thought this presentation worked REALLY well at Warley. Having done Amtrak coast-to-coast 10 years ago, it was great just to watch an Amtrak train steadily make its way from one end to the other, only stopping to wait for a steam-hauled excursion in the other direction. The whole thing seemed to capture the interminable vastness of the Western deserts; perhaps the modular concept works better in N gauge as each module can depict more railway and sense of place in its given size? Eight ages of steam - very imaginative presentation and the 19th century modules in particular brought the past to life with their individual vignettes. There you are - not a ruck sack, smelly person or car park rip off in sight! Thanks to all who called by at stand A82. And for those going, see you all at Peterborough in just under two weeks time with both the full GMRC Swiss layout AND a certain large OO tail chaser...
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