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Everything posted by DCB

  1. It's a big ask to throw a microswitch with the same throw as an N gauge point. I think you will need some extra travel on the rod over and above the point throw. Surely finding a more powerful point motor CDU combo is the easy way out. I have the opposite problem, I'm relaying with elderly OO track and the points don't have over center springs
  2. Looks good. Its only one platform short of Marylebone. A loco release facility for off peak services would be good. If you only have space for 5 coaches then a nice mainline set to match the A4 makes sense. Lets face it the famous "Buckingham" layout only had space for 4 coach sets, admittedly they only ran small locos. However this is pretty much the train service scenario I had planned for my "Bed" layout, A terminus and return loop to run 5/6 coach trains with pacifics we already owned. I guess you would have at most two expresses to London KX and a few locals or semi fasts, but not that many. Should get through a days worth of trains in a two hour running session. The availability pre war LNER local passenger locos is a bit dire even D11s were still on expresses up to WW2. Basically the arriving trains are dealt with pretty quickly, loco released to MPD, coaches to Carriage sidings, while departing trains are arranged well in advance. Full size Trains don't turn up unexpectedly, (Southern Withered Arm excepted) as timetables were prepared ages in advance, but trains could be delayed which adds to the fun and they did tend to bunch around certain times "Rush Hours" especially. Regular interval trains were a BR Days innovation. The Minories operation as envisaged was suburban a la Liverpool St or Moorgate where a train arrived and a new loco was attached at the rear and departed just about ASAP is a different thing altogether. You could run Sir Nigel Gresley and Mallard Top and tail on 5 coaches like a 1930s HST its your layout. We did it with Triang Transcon diesels which was great fun
  3. The junction at Heathfield was remodelled at some stage, pre ww2, to allow through working. previously trains had to shunt in and out of the bay, though not change direction. Afterwards Prairies could take main line trains round this way if the sea wall was out of action. Heathfield pre alterations, and Tiverton were two places where a sub branch joined a branch and where the sub branch used the bay platforms.
  4. I was talking about West Country Branches, Devon and Cornwall. In the 1950s there was one 2251 at Exeter and that's it for 0-6-0s for Devon and Cornwall. Main purpose was as a Ballast train engine, but it was photographed on Exeter to Newton Abbott or Kingswear locals. The Ballast trains spent long periods away from water columns so a Tender engine was preferred.
  5. I put the Super Detail Evening Star body of the Loco drive Railroad Evening Star chassis as the lining etc was so much better on the Tender drive. Body swapped straight over but I couldn't swap the cylinders for some reason so ended up with lousy cylinder lining. Tender Drive Railroad hybrid went straight on eBay. There is a limit to how many Evening Stars we need (one) and at one time had four
  6. Er, looks good, but why? Wouldn't it be better to have a centre off control knob like a Morley and just have a potentiometer and knob in the hand held and keep the rest attached to the baseboard?
  7. The earliest 9F had wipers to all 8 flanged wheels and two wires to the tender. The tender can only be detached by unbolting the drawbar, which is good as the wires snap off if you do, These tenders have 6 traction tyres and are very very strong locos easily pull 100 Triang plastic wagons. The driving wheels often don't bother the revolve. The Loco is a scale 10 feet wide over cylinders, so make sure your platforms aren't too high! Drawbar is ludicruly long to get them round 13" curves, Next variation has no wipers but picks up left side through the loco wheels and chassis with a peg wired to the motor mounted on the insulated tender chassis engaging with the live tender drawbar with return through the right hand tender wheels. These have only two traction tyres and pull about 50% of the load the early ones can, but generally all the wheels go round. Pick up gets intermittent through wear in the drawbar so we sold ours ages ago. Late tender drives have the double drawbar I believe, though we sold ours long ago. Early loco drives had the tender drive tender with the motor missing. The tender chassis had draggy pickups and tended to disintegrate. I fitted a class 47 trailing bogie frame to ours, shortened the drawbar, binned the tender pickups and filled the boiler with lead and it still wont pull the skin off a cup of coffee. Looks nice hauling 3 coaches or on shed. Peters spares usually have the pipework and its often on ebay. In BR days the pipes were either black or filthy, the polished ones are more or less a preservation era thing as copper rapidly goes blue green Verdigris colour when not polished.
  8. Yes 1419 was at St Blazey, the only Cornish based 14XX but it worked from Lostwithiel to Fowey along the estuary. Fowey was a through station as the line continued over the hills back to St Blazey a line notable for the use of a pair of 42XX 2-8-0Ts on china clay trains. I often wondered what happened when 1419 was unavailable but I notice from the 1955 ABC that Laira had a 14XX with no obvious duties so maybe that deputised, or maybe a pannier and they had to run round every trip.
  9. The modelling stereotype of a 'typical' bucolic West Country GW branch line is just about impossible to find in actual full size practice. The typical OO gauge GWR branch line, with its lined green 14XX and Brown and Cream Autocoach shuttling from branch bay to junction every 15 minutes with lined green Panniers with Brown Cream B sets arriving at the main platform with the through coaches off the Cornish Riviera express attached is pure fantasy. Many of the branches closed before lined green came in. Lined Green Panniers, Lined Green 45XX, B sets, Auto coaches (admittedly in BR Red) did operate together but you're really looking at Plymouth / Tavistock / Launceston. That only scraped in because sometimes there was a spare Plymouth Area 64XX in lined green, usually occupied in main line Autotrains, from Marsh Mills to Saltash, around which was rostered to work on the line Otherwise the Cornish and West Devon ( west of Totnes) branches were basically 45XX and pairs of brake composites, East of Totnes 14XX with Autocoaches, Ashburton had 14XX on passenger and 44XX later 45XX on goods 41XX worked to Mortonhampstead on occasion. 57XX became branch engines in 1951 when someone shifted them from Blue to Yellow route availability to solve an acute shortage of small locos, and they then displaced 45XX etc but not in Devon or Cornwall to any great extent. Post 51 the RTR loco position isn't too bad, My Hattons 14XX is nice and easily hauls one Auto coach on the level or downhill, I have a box full of dead Airfix/ Dapol/ Hornby 14XX and a nice K's chassis Triang Motor Airfix body mongrel, and I can't work out why no one has yet produced a 6 wheel drive 14XX to solve the back heavy and lack of traction issues, The Bachmann 64XX carves into a 74XX quite nicely and the Bachmann 45XX is nice . Pre mid 30s OO RTR is dire with no small panniers, The Hornby 27XX is a big Pannier same size as a 57XX, There are no RTR 517 or "1400" class 0-4-2Ts or Metros. Dean Goods and 2251 were not branch engines, nor were Bulldogs or Dukes.
  10. Is that a 15ft X 6ft Internal dimension or external making approx 5ft 6" X 15ft 6" internal? Where is the access door?
  11. Small Romford/ Markits wheels with the special "Triang" axle are a drop in replacement for the DMU / Blue Pullman power bogie (And Transcon Dock shunter) if you can find any small enough. Hymek/ AIA wheels are smooth but not insulated as they use a nylon insulated axle. The Blue Pullman needs weight at the bogie end of the body with smooth wheels or it has rice pudding skin removal issues. Knurled wheel power bogies are great, Fit a two start worm to one axle and a single to the other and you have a rail grinder cleaner which will keep your track shiny and clean as it grinds its way around the layout.
  12. The 61XX worked over electrified lines at Paddington and had Metropolitan trip cock gear and a clip up ATC shoe to allow this, I believe only the 97XX of the other Collett era designs shared this. I read the lower cab roof was to allow use over Metropolitan lines, but my post was in 2016 and I can't remember where read it. However it seems the 3110 /5110 roofs were changed from wood and canvas to steel from 1921 on and there seem to be pictures of the older 5110 series locos with the lower roof prior to the 5101 being built, though the dates maybe wrong. The thing I cant discover is were the cab roof profiles / styles changed when the steel sheets were added or was it a two stage process, bearing in mind they were shopped at 75K miles or approx 18 month intervals.
  13. You might like to re wheel the UK stock with NMRA profile wheels if you want to achieve US style smooth reliable running and avoid a whole lot of hassle. Semi modern UK stock doesn't seem to be to any particular standard, my last acquisition a Dapol Mogul needed to have its leading truck wheels reprofiled in a drill chuck to give some coning to stop the useless lump derailing, I have are a rake of Airfix Mk2's with some NMRA wheels I bought from a swap meet which run beautifully and would re wheel all my stock if I could find a suitable source to suit my admittedly limited fiscal resources.
  14. There is a thread " GWR 31XX or 3150 from SEF parts " on here with a lot of information. Moving the camera back might lose some of the distortion but the cab isn't right. Could be build quality rather than etches, but it shouldn't droop away from the roof like that.
  15. They are redundant with this coupler as they aren't long enough to reach the coaches. I suspect the original was a chopper coupler like the FR etc and much shorter but lacking any real "give" hence the change to the Sierra Leone coupler.
  16. The Findhorn Viaduct is a magnificent structure, it looks impossibly narrow in the landscape and the sight of a train barrelling across at around 70MPH is mind blowing. Easily visible from the parallel A9 dual carriageway I have many videos of trains on it taken by my passengers while I have been driving and following trains there. Its quite a skill to judge the correct speed as there are average speed cameras and the road takes a shorter course past Tomatin Loop. Fortunately southbound trains usually cross Northbound at Moy or Schlocht(?) so Northbound seldom stop at Tomatin. We have holidayed near there for the past 30 odd years, including renting the cottage below the viaduct, from which the viaduct is visible through just one tiny awkwardly positioned window. Massively disappointing, waste of money, not recommended for railway enthusiasts. Brilliant for Midge enthusiasts. If you go to the Findhorn there is a beautiful curved stone viaduct a mile or so the other side of the summit very modellable, and the really ugly red brick double track monstrosity by Cullodden. Great train terrain just crying out to be modelled US style wth floor to ceiling scenery.
  17. If there is only room to stand upright in your marked working area then I would suggest a re think. It is not necessary to operate or build a layout standing up, there are layouts on You Tube where the tracks are at floor level for no good reason, and where they are at low level because of low headroom. I find 30" about the limit of reach from an operating well but things get awkward when overhead clearance gets below about18". Lofts can be habitable rooms, I have 12 years experience on a planning Committee, but aren't usually considered to be such unless converted to bedrooms or studies etc. A few feet of flooring and thirty years accumulation of junk is not a habitable room. My loft layout has no flooring below the baseboards, just flooring for access to the water tank basically, its certainly not a habitable room. If you fancy a low level approach look up the Gorre and Dapheteid railroad, he took his scenery from floor to ceiling However if you want to stand and the standing area is as small as it appears then I would suggest you build a layout elsewhere, I did one round a bedroom 60" above floor level which left 90% of the floor area available for bed room sorts of things, Ok I had to use a step ladder for working on it and operate standing up, Gardens are good but weeds keep flopping on to the tracks If you fancy a low level approach look up the Gorre and Dapheteid railroad, he took his scenery from floor to ceiling
  18. A screw coupling goes over the top of the buffers and locates in the hook on the "Buffer shank." When not in use the screw coupling is removed rather than being left to dangle in the way standard gauge UK screw couplers do. Not really something you can make work in a model.
  19. Locomotives and heavy plant and long haul HGVs will be going fuel cell and probably Hydrogen, though I understand they can also use oil fuels . I reckon by 2035 hydrogen fuelled cars will be making big inroads into the sales of environmentally unfriendly battery powered vehicles, especially as Petrol companies can convert filling stations to Hydrogen much more easily than to provide electric charging stations. An electric charging station has recently been approved near meat Bourton on the Water. but fast charging harms batteries. Again Battery cars with their nightmare end life battery disposal problems and lousy range may well be seen as old hat. Sadly I'll be, well, pretty old. by then, still my Rover will be tax exempt like my Ariel and Moto Guzzi so I guess I had better fill the bath with petrol before it runs out.
  20. Looks good, excellent use of the space. I can't help thinking sound would bring it to life, if you could de synchronise the sound from loco movement, so locos rev up before they move, unlike most DCC sound where speed and revs seem inextricably linked
  21. I would go for code 83. If you have a layout around 4 feet wide you will need sectional track for the curves and I'm not aware of any code 75 bullhead sectional track. Basically flexi is good for 3ft radius and above (or under 1ft radius to be fair) but pretty awkward for even curves below about 2ft 6" The biggest improvement in appearance I know of for OO track is to reduce the gap between tracks, usually its 2" or 50mm for Peco streamline and 60mm plus for set track but taking it down to 44mm on the straights lets most stock run happily and looks so much better. Obviously if you have double track you need wider spacing on curves but if you don't have double track curves you don't need wider spacing.. I have some of the old Grafar flexi with "OO" spaced sleepers and it looks quite odd. Looking at the Woodland Scenics Grand Valley layout it looks like it has gradients and post 2010 built UK outline steam is absolutely useless at climbing gradients.
  22. I have been plotting a 3150 for some very considerable time involving looking at a whole lot of photos and the drawings in the Russel book. It immediately jumps out at me that the test build doesn't look right. Its a big beast the 3150, visually a 2-6-2 T version of the 42XX more than a big boiler 51XX, as the 3150 has the early pre 61XX cab Analysing what looks wrong it seems to me... The Cab roof looks a bit too flat as the back of the firebox is too low because the firebox top slopes back far too sharply, The No 4 firebox top slopes back slightly but not as sharply as in the model. The front and rear footplate tops should be the same level, the model looks low at the back. The bottom of the Cab cut out/ cab shutter lower rail looks like the right height for the 3100 of 1938, too low for a 3150 The boiler handrail is far above the level of the cab shutter whereas they are very nearly the same height on a 3150. The smokebox saddle detail might improve things but the cylinder and smokebox saddle appear to be offset on the model but the cylinder and smokebox saddle half were cast in one piece on the full size.
  23. The procedure was that the train plus banker would arrive at Wentworth Junction. if the U1 was available it would buffer up to the banker and shove the procession up Worsborough bank before dropping off hopefully with the boiler pressure well down and the injectors on to avoid wasting steam while the train continued towards Penistone etc. If the U1 was not available then two bankers had to be added. The maximum allowed was two bankers on the rear so one was attached as pilot and one at the rear. At the end of the 1 in 40 the train stopped to detach the pilot which then joined the rear banker for a return to Wentworth. The train then restarted on a gradient. I can't find the book of enginemen's reminiscences where its detailed, but he wasn't too enthusiastic about firing it. But then again he only had one turn, nothing like enough time to learn the technique.
  24. Looks like a lot of fun. A tunnel where its marked LC would be good to hide trains in but that would quadruple the depth. I like full double track or two loops as I haven't grown up yet and like having races between trains during a lull in the timetable, for a prototype see the IOM railway.
  25. A much maligned beast the LNER U1. It spent years shoving trains up Worsborough Bank, very successfully. It could shove trains over the top at 12 MPH, if two 04s were used instead they had to stop to detach the pilot, and then restart on a 1 in 120 ish gradient. All it really needed was two firemen to feed the 70sq ft firebox.
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