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DavidB-AU

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  1. Details of a £96bn investment that the prime minister vows will transform Britain's rail network are set to be unveiled on Thursday. The Midlands and North of England will get the bulk of the money, which is being touted as the biggest ever public investment in rail. https://www.bbc.com/news/business-59320576
  2. For North American N, I'd look at the methods used by modular systems such as Free-moN and FREMO-americaN which are tried and tested, and very robust. Cheers David
  3. Any excuse for a Jago Hazzard video... Even if it hadn't been bombed I doubt it would have had much of a future.
  4. A few that (as best I can work out) were not intentionally temporary and appeared in public timetables. Sleightholme on the Carlisle and Silloth Bay Railway, opened September 1856, closed to passengers June 1857. Wray on the Little North Western, opened November 1849, closed to passengers May 1850. Roman Road on the Leeds and Selby Railway, opened 22 September 1834, closed to passengers 10 November 1834. Bedlay on the Monkland and Kirkintilloch Railway, opened 10 December 1849, closed to passengers 31 December 1849. Cheers David
  5. There is some complex physics and mathematics behind this. The short version is because the connecting rod is (usually) angled, the mid point of piston travel and the top and bottom positions of the crank don't exactly correspond. As a result, valve events are very slightly offset from the theoretical intervals. What you hear as a volume difference is because valve timing is not uniform even when "properly" timed. Even on a 2 cylinder loco with perfectly quartered cranks, one exhaust beat per rotation will always be louder. This is less noticeable at low speed when there is a longer time between exhaust beats. This gets more complicated if any of the cylinders are inclined. W.A. Tuplin explained this in one of his books but the mathematics went way over my head. It gets even more complicated with some 4 cylinder locos. The cranks are usually set at 90 degrees with the inside and outside cranks on each side at 180 degrees to each other, giving 4 beats per revolution. There were oddities like the Lord Nelsons which had the inside cranks at 90 degrees and the outside cranks at +/- 135 degrees giving 8 beats per revolution. It looks odd when drawn but gives one stroke every 45 degrees. There is another effect causing a difference in volume because the forward portion of most cylinders contains slightly more steam than the rear portion, as the rear portion contains a piston rod. When the forward portion is compressed and discharges. the exhaust beat will be slightly louder. You don't get this effect on double guided pistons with rods protruding from the front of the cylinder. On a 2 cylinder loco you quite often hear 2 slightly louder beats followed by 2 slightly quieter ones. On a 3 cylinder loco you often hear 3 slightly lounder beats then 3 slightly quieter ones. EDIT: I can hear this in parts of the above video. EDIT2: If you isolate the audio track from the video (done here with Audacity) it is indeed 3 and 3. So 3 consecutive louder beats per revolution rather than one Cheers David
  6. Actually that train has been modelled and even exceeded. AMRA WA has a monster HO layout called Arid Australia where they do run full length iron ore trains.
  7. That's one of the worst edited videos I've ever seen. Leigh Creek isn't anywhere near the largest and half the shots in the supposed #1 segment were in a different state. This is the (Guinness certified) longest and heaviest train in history. https://www.youtube.com/watch?v=9LsuNWjRaAo
  8. Spain’s state-owned train company Renfe is looking at operating a new high-speed rail link between London and Paris, a move that would place it in direct competition with Eurostar. https://www.ft.com/content/ba9197f8-5232-4f21-9e7b-0378a687733e
  9. I have to ask, but why? I have no desire to deposit atomised mineral oil all over the rollingstock and track. Cheers David
  10. Not me but I did once see a great exhibition layout that was a generic modern TMD. It could be operated as the green or blue era simply by changing the road vehicles and one advertising sign. Cheers David
  11. Nah, if it was Ryanair they would start at Stevenage and terminate at Berwick-upon-Tweed and call them "London" and "Edinburgh". EDIT: and every brake application would be emergency before a "hard nudge" into the buffers. Cheers David
  12. There was at least one occasion when an 87 hauled the Royal Train which included the 1920 LNWR saloon. Cheers David
  13. If it's set on the northern part of the WCML, your fiddle yard/open storage sidings could be based on any number of goods loops such as Oubeck, Grayrigg or Quintinshill. You might even be able to base the whole thing on something like Oxenholme. Cheers David
  14. Same test train, different loco, Walton New Junction, Warrington, EE Type 4 D371 (Warrington Bank Quay - Crewe) prototype Freightliner test train May 1965 IIRC the same dynamometer was also used on the MGR test train around the same time. Cheers David
  15. In that case I would strongly recommend using as much of that 15 x 8 floor space as possible with 2' wide sectional boards (like I drew above) with up to an 11 x 4 operating well in the middle. You'll have much gentler curves, a much longer run of main line, a more prototypical layout and overall the building and operating experience will be less frustrating and more enjoyable. It's actually easier to build and easier to handle than an 8x4 slab. Pick a location you like and see of there is a real station that has the variety of traffic you want. That's the difference between a glorified train set (like the Anyrail diagram) and a model railway. Cheers David
  16. When you say your max is 12x5, can you be more specific? A layout like the one depicted will need 2' of access space around all sides, so the amount of floor space you actually need is more like 16 x 9. Without this amount of floor space you will find it difficult to build, difficult to operate and it will be an endless source of frustration rather than enjoyment. Rather than a solid slab roughly the size of two double beds, I would strongly suggest making it sectional. There are many benefits to this - easier to build, easier to access for construction and operation, easier to transport when necessary (and truly portable if you ever want to exhibit it), doesn't need to be assembled all the time, can be expanded in future if you get more space, can be much more easily modified in future, etc. The other problem with big solid layouts is the temptation to cram in as much track as possible. For modern image it would be more prototypical to have as little track as possible, only as much as needed for the intended traffic. A modern station is unlikely to have a turntable. Sometimes (actually quite often) less is more - look at any layout by Ian Futers. If 12x5 is the absolute maximum floor space you have available, you're going to have trouble working this layout if you can't access all sides. Plus it looks a bit ambitious for a beginner layout. You'd be better off starting with something simple where you can access everything from inside, and make at least part of it removable when it's not in use. Either a continuous run or U shape terminus to fiddle yard with at least one side removable when not in use. The removable side could be a non-scenic fiddle yard to prevent damaging scenery. Here are some indicative sectional designs based on 12" wide boards with a 3' access space between them. The end to end version even with 12" wide boards could easily fit a 2 or 3 platform modernish terminus at the end of a double track line that would be operationally interesting. Go with the prototype. Think of places like Shoeburyness or Lowestoft with a reduced number of sidings, a shorter version of Bradford Forster Square, a slightly narrower version of Llandudno, Morecambe or look at layouts such as Ripper Street (a variation on Minories) and Newcastle Haymarket. Not all are electrified but that style of station would work and fit. The continuous run would allow a double track with some storage sidings on one side and a main line station on the other side. A station doesn't need to be complex to have a lot of traffic and be interesting. Again go with the prototype and think of places like Cheltenham Spa, Brighouse, Grimsby Town, Halifax, Morpeth (with some of the sidings), Royston (including the Down Loop and Sherriff's siding), Alderley Edge or Craven Arms. Again not all are electrified but you can see the concept. Possibly something based on Hertford North which can have through and terminating trains (maybe 1 or 2 storage sidings) and diversions off the ECML. Plenty of scope for a river close to the station - think Welwyn North or Berwick-upon-Tweed. And remember, each layout is only a practice for the next one so you don't need to cram everything into a starter layout. Cheers David
  17. It need not be the next station down the line. CJF conceived Minories as modular. See the module designs here: You could imagine the loco depot or junction is just down the line, which could justify distants with each starter. Cheers David
  18. So basically what you need is a variant of the 100mph AC EMU with 400hp traction motors like the 4REP, something like a 4TC and a class 37/4 with bagpipes. Cheers David
  19. It's an interesting thought that Deltics could have been just one of those small prototype classes that didn't last long. There was certainly a need for a 100mph loco, which if the Modernisation Plan had continued as originally planned would have worked beyond the wires as electrification progressed and on routes not scheduled for electrification. I can easily see the class 50 doing the same job beyond the wires on the ECML as they did on the WCML. On other routes this would have eliminated the need for the 47/4 beyond the initial 20, which could have had their boilers and ETH removed after 1967. So imagine a fleet of ~200 class 50s working in all regions instead of 47/4s (meaning there wouldn't have been a 47/4 under TOPS). Go back to first principles of the 1955 plan. Diesels were only to be a stopgap for widespread electrification. There should have been no need for a 125 mph diesel after 1970 as the wires were supposed to have reached Glasgow and Edinburgh by then. By that time Europe was already building 200 km/h AC electrics. I know this is an "imaginary locomotives" thread but in the context of the modernisation plan I think there is too much focus on locomotives. Had electrification proceeded as planned, it may not have been necessary for as much to be loco-hauled. Something like the class 309 in 8/10/12 coach formations could have handled many of the fast and semi-fast services prior to 125mph running. Noting they did eventually do this work between Manchester and Birmingham (and occasionally to Euston) in the late 1990s this shows what they could have done 30 years earlier. Also remember that 7,000 steam locos were intended to still be in service in 1970 and the Standards were intended to have a working life of 25 years, meaning Evening Star was intended to be retired in 1985. Bulleid pacifics were intended to remain in service until slidey rail reached Exeter around 1980. Cheers David
  20. It would depend on what real world railway is assumed to be operating the station. This thread has a diagram of an LMS version. A few examples of layouts with full signalling are Minories (GN) and Howard Bolton's SR version (full diagram in the Scaleforum 2017 guide). Cheers David
  21. New Zealand railway KiwiRail has signed an agreement with Stadler for the supply of 57 diesel mainline locomotives worth around €228m. The order, part of a wider framework agreement, is the first in New Zealand for the Swiss manufacturer. https://www.railjournal.com/locomotives/kiwirail-awards-stadler-locomotive-framework-agreement/ From the specs it looks like a variant of the Euro/Afro 4000.
  22. And considering they have been operating without a run around since 1995, this is more than sufficient historical precedent. It's how many fledgling heritage lines started. Cheers David
  23. Hence my early suggestion that the line is still being restored and this is a temporary terminus. There is plenty of historical precedent for not having one. And it's done on Alderney today, not on a short demonstration-style track. Cheers David
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