TravisM
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Posts posted by TravisM
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Following this thread with interest and getting lots of useful information from @MAP66 regarding the use of a helix. Looking forward to seeing how this layout progresses.
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Wonderful, I’ll have to think about getting one for my Cumbrian Coast layout. Totally out of my time period but hard to say no to.
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4 hours ago, Peter749 said:
Something I noticed watching the video is the Disk Brake inserts on the wheels are quite white instead of a silver
And some of them are a bit off centre making the wheel look wobbly
Maybe they should be a dull silver as they are not that noticeable in real life
Nice the locos are on the way - :)
They should be a ‘polished steel’ rather than silver because of the friction of the brake pads, but certainly not white.-
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12 hours ago, JimC said:
Its amusing to use Google Lens and see in how many places round the world this image has been used.
Here's the Getty Images source page. Its in Switzerland. The BBC has used it before.
https://www.gettyimages.co.uk/detail/photo/simple-way-royalty-free-image/187555173Isn't this the same picture that @steve1 posted at the start of this thread?
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The D&H off loaded it's C628's, U30C's as well (I think) their PA-4's to Mexico in 1978 but happy to be proved wrong. Fortunately the four PA's still survive, though non operational.
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By looking at the way the track is secured to the sleepers, looks like European metre gauge track to me, but happy to be proved wrong.
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As JRA wagons are being used on the Acton - Peterborough HS2 spoil trains, they could be cripples sent up from Peterborough as there's no real room for them there to be repaired. As the spoil train is contracted to DB Cargo and most of Peterborough Westwood yard is operated by GBRf, there might not be any siding space. Also, as they are leased from Touax, they might want them repaired there?
As to why one has been moved, who knows and as Network Rail stable their track machines there, they might have moved it?
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1 hour ago, GWR57xx said:
Another possible issue I see with your plan is that every train that arrives in your fiddle yard will have to have the loco removed and moved to the other end of the train for the next journey. That means a lot of handling of locos. Might cassettes be an easier option?
edit: unless of course all your trains are top & tailed.
The Northern passenger services are either Class 156 DMU's, or mainly Class 37's either top and tailing or with a DBSO. The Network Rail trains, again top and tailed Class 37's or with a DBSO, but the nuclear flask traffic will probably need another set of loco's which can be backed onto the arrived flask train, and the loco's that brought it in can either sit in a holding siding or run back light to the other fiddle yard.
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This is the complete revised plan for the layout, and though it still needs tweaking, mainly on the lower level curves, but you get the idea of what I'm attempting to achieve. I'm hoping to use 3rd and 4th radius curves on the helix, and from the helix to the hidden sidings because of the Mk2 coaches, but it might have to be slightly tighter because of the room size.. The track on the scenic section will be Peco code 75 flat bottomed rail, but on the helix and hidden sidings, code 100. Any sensible suggestions will be warmly accepted.
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4 hours ago, Jeremy Cumberland said:
I think so. The carriages all had door fault lights.
I think @Matt37268 reply was said ‘tongue-in-cheek’ given West Coasts ongoing problems with the DfT over fitting CDL to their Mk1 stock-
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4 hours ago, jim.snowdon said:
What the St Bees signaller is alleged to be doing is only possible if the section signals are not interlocked with getting a line clear for the section, and since that principle has been progressively built into signalling for many decades I am surprised that it hasn't spread to St Bees. Either way, what the signaller is doing is in conflict with the rules, even if it is a fudged form of one engine in steam working.
Without actually being there and asking the signaller, there's no definitive answer on this. It's probably been like this for years and standard working practise, well within the sectional appendix, but as you said, it appears to be in conflict with with Network Rail rules and you can bet your bottom dollar that it will changed eventually, possibly to something similar to the operation at Maiden Newton.
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I took my Bachmann Network Rail Windhoff MPV and West Coast Class 47, 47245 for a test run at Market Deeping MRC's test track, and both performed really well considering they had been stored for ages. Both will go to GC Weathering to be 'breathed on' with suitable weathering for the MPV and gentle in service weathering and updating to it's current condition with yellow/gold numbers and the shed code beneath the data panel for 47245.
I'd like to thank @woodenhead for telling me how to post the video clips properly.
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12 minutes ago, Jeremy Cumberland said:
St Bees, like most passing loops, is only signalled for left-hand running.
I can't say that I have watched the St Bees signaller particularly closely, but surely they have to put each token through the instrument, which would change the sequence of operations (notably the signaller not taking the token from the driver of the Barrow train and giving it directly to the driver of the Carlisle train).
Also, if the up train is expected more than a couple of minutes after the down train (down trains are usually scheduled to arrive first), then the signaller often raises the level crossing barriers after the down train has stopped in the platform, and there is a signal at the Carlisle platform end specifically for this purpose.
I don't know what information the St Bees signaller has to know when to expect trains. Departure times from Sellafield and Whitehaven, certainly, but they are both some distance away (Sellafield particularly), which might well mean the signaller lowers the barriers prematurely, expecting a train to arrive when it has been delayed en route.
I have to say that what I wrote are my observations from watching many, many YouTube video clips, though they probably only show the 'highlights' with sequences shortened.
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I've got this Oxford Diecast Mercedes ambulance lettered for East Midlands NHS Trust and had the lights done by Kyte lights, and when it's lit up, looks great. Ideally, I'd like one lettered for North West NHS Trust's vehicles but I can't find suitable decals to re-letter the vehicle, so I spoke to several ambulance crews about the model and they've told me that it's not unlikely that one of theirs could be up in the North West taking a patient home from a hospital stay in the East Midlands area, and on it's way home, could be called upon.
I did think of selling it but with the information told to me by the ambulance crew, I think I should keep it and maybe slightly hide it on the layout so it's not so noticeable. Suggestion?
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17 minutes ago, Titan said:
By using that logic you could also call it one of the lightest. Class 56, 58 and 60 are also heavier. I don't think the class 13 even makes the top 5, so including it as 'one of the heaviest' is misleading.
I think your just nit picking as the Class 56, 58 & 60's were built AFTER the Class 13's were converted. I think you need to read the post in the context it was written!
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14 minutes ago, kevinlms said:
You mean not counting the 400 or so Peaks/Class 40s at or over 133 Tons each?
That’s why I said ‘one of the heaviest’, not the heaviest -
6 minutes ago, Jeremy Cumberland said:
[Windermere] 57316-6103-6000-9493-47245 [Oxenholme]. There's a video here.
The Oxenholme end loco changed over the 2 weeks or so the service ran. It started with 37669. Then 33029 was used when the class 37 was needed elsewhere (apparently there were also complaints about the smoke and noise). Then 57314 was used from 25 June, and 47245 took over on 29 June. I think the coaches were the same throughout.
WCRC also ran a service at Easter 2019 with 47851-6103-6115-9493-47826
Thank you for that, much appreciated
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On 09/04/2024 at 20:51, Steadfast said:
Weston-super-Mare is on a single line but has a loop and two platforms. Trains can use either platform in either direction. Both lines have the same limit of 25 mph, so there is no slowing to diverge over pointwork.
The limitation (as I recall slightly hazily from memory, it's not something that directly affects me but was an interesting nugget of info) is that London IETs turn back in the longer of the two platforms, so if there's one of those sat waiting, everything else will use the other platform.
Jo
As I grew up near Weston-super-Mare in the 70's, I was told by station staff there at the time that London bound and cross country trains, plus HST's generally used platform 2 (the station building side and longest platform) because they were generally the longest, and platform 1 was tight for a full length train with engine and coaches.
As I'm modelling St Bees in the present era and has a similar track plan with passing loop to what the OP has drawn out, the Carlisle to Barrow trains use platform 2 (station building side), and the return workings use platform 1. It has a signal box and uses tokens from St Bees to Whitehaven and St Bees to Sellafield.
Generally the signaller closes the road crossing gates and the Carlisle bound train arrives first on platform 1, then the signaller sets the route for the Barrow train via platform 2, and takes the token from the driver. Then will walk to the end of platform 2 via the pedestrian bridge and waits for the Barrow bound train to arrive. When it arrives, they swop tokens and the Barrow train is free to depart and the signaller walks back to platform 1 and hands the new token to Carlisle bound driver. Once that is done, the signaller returns to his cabin to pull the signals off and the train can depart. I've been told that it's not uncommon for the crossing gates to be closed up to 10 minutes should one train be late.
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I'm trying to find out what stock was used on the 2018 'The Lakelander' between Oxenholme and Windermere. They are all Mk2's and appear to be a BSO and 2 TSO's, top and tailed between 47245 and 57316. Any help would be most welcome.
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The Class 13's were specially weighted and from what I read, they were one of the heaviest diesel loco (or loco's) on BR at 120 tons.
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A better revised plan showing the approaches to the helix and the whole layout will be built in sections. Once the station board is firmly fixed to the wall, the left hand 5'x1' section will be added (Towards Carlisle) as well 3'6"x1' section along the opposite wall, plus the triangular pieces. The rest will be built once Tim Horn has done the final measurements for the helix. There was supposed to be a lift out section but after discussion with Tim, I've decided to have the layout at Sternum height as you'll look at the trains as you would do in real life and it would disguise the sharper than normal curve at the station. If anyone has any sensible suggestions or comments, I'd love to hear them.
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Had a better go at drawing out the track plan, still needs 'tweaking' but getting there.
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On 08/04/2024 at 15:55, jwealleans said:
Here's a challenge for Clive....
Good luck finding a corner of the layout to sneak that diorama into.
Puts my bus driving in Peterborough to shame 😳, especially on the 2’s and 3’s 🤣-
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11 minutes ago, woodenhead said:
Embedded them for you
Thank you as I wasn't able to do that, it must be a knack to it.
St Bees and the Cumbrian Coast - The DRS Class 37 years
in Layout topics
Posted
I have considered that but as I’m trying to follow the KISS (Keep it simple stupid) principle and keep the two hidden sidings separate operationally, but once the baseboards are built, I can play around with the hidden sidings plan, including a middle road that can serve both sets of sidings.