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Found 267 results

  1. If you don't know (but I'm sure you do) Wantage Road Station was actually nearer Grove and East Hanney than Wantage, but the name is correct in that it straddled the road to Wantage. I'm a bit of a fan of both the Broad Gauge and the Wantage Tramway, and I lived in the area years ago (long after the station and tramway existed unfortunately) so that's why I chose to attempt Wantage Road in the lateish Broad gauge era a few years ago. Progress quickly halted because I hit a few snags that I was struggling to find workarounds for. Problems like : 1 It's large and the wrong shape no matter what scale. 2 Mixed gauge track brings up the whole scale/gauge problem. 3 Everything to be kit/scratch built 4 Lack of space in present house 5 I've got loads of other period stock (enough to start a shop with, apparently) I can't find my Cooke layout book at the moment, but a rough layout from the 1880 OS map on the NLS site is sort of like this (not to scale - platforms are smaller and yard is longer) The problem is the Tramway running at a tangent to the station and the yard layout beside it. In 4mm scale from the turnout on the left before the headshunt to the end of the platform is just over 13 foot, with the other way 6 foot. Add to that the headshunt itself and curves for a roundy roundy (preferred) or two fiddle yards and it's far too big. I thought of building the station on a curve but considering how straight the line is and it's history, I couldn't bring myself to do it. However, I think I've worked it out. I've restarted work on Wantage road and I'm a bit more confident it can be done this time. All buildings will be removable. The station building and platform will sit diorama like in part of a bookcase when the layout is dismantled and under the bed. Similarly the Tramway stock can be diorama'd on a shelf that I'll have to put up somewhere. I've opted for 4mm over 7mm because of both the cost and the obvious size. I did consider 2mm but, as well as my failing eyesight, everything would need to be scratchbuilt and there's enough work already with the track and kit building. I've gone for EM rather than P4 for the 'narrow' gauge for similar reasons. In an ideal world it would be oo, but it wouldn't look right and would lead to more problems especially turnouts. Luckily the platforms aren't that long, and I think with a bit of compression I can get the width down below 3 metres (means losing much of the headshunt). I have two 4 x 3 boards from an old layout that I can scrap and hopefully reuse for the yard. Work will be slow as it has to fit around real life, the allotment and an overactive dog. Broad gauge wise, all I have is the Corsair kit (wrong time and part of the country) and an early coach kit so I'll be rejoining the BGS and selling off some bits and bobs to fund some purchases. What interests me most is the broad gauge slip coach that ran every morning, so that will be one of the first things to be modelled. With the help of MRJ 17 I was going to make a start on the station building today, but realising I haven't got the right bond plasticard, I made a small start on a test plank for mixed gauge. My initial idea of reusing some strips of wood I was given by someone for the longitudinals (I think they're from an abandoned deagostini Titanic model) may or may not work (it's still drying at the moment). So not much progress today, but there's always next sunday afternoon.
  2. I have just received a notification from Gaugemaster controls, announcing the following GWR Junction signals: DA4L-001-005 Junction Signal GWR Right hand with two arms, shorter post to Right September £TBA DA4L-001-006 Junction Signal GWR Left hand with two arms, shorter post to Left September £TBA DA4L-001-007 Bracket Signal GWR Right hand with one arm September £TBA DA4L-001-008 Bracket Signal GWR Left hand with one arm September £TBA
  3. I thought I would make this announcement easier to find, as a lot of people seem to have not worked it out yet. It transpired today that Model Rail, in cooperation with Rapido Trains, is to be producing the GWR Class 1600 0-6-0PT, which will be available in the following versions: 1648 BR Black early 1627 BR Black early (weathered) 1646 BR Black early 1624 BR Black late 1636 BR Black late (weathered) 1638 GWR Green (as preserved) I will post more details when I can! EDIT: Added versions.
  4. 88C


    I have been a member of RMWeb for a while now and have enjoyed reading about different layout, in particular and in no order, A Nod to Brent, Much Murkle, Porthkerry Viaduct and Little Muddle so I thought it about time I posted my layout. Model railways have been my hobby for all of my life so in that time I have built up a decent collection of models both RTR and kit built with a few scratch built efforts. My user name should explain my inspiration and apart from a few years modelling 7mm narrow gauge I have now returned to my roots. Once both my wife and I had retired the opportunity to put a layout into the garage became possible thinking that I would have plenty of space. Wrong, the usable space is roughly 10' x 10' so out went the pipe dreams and I settled for a single track with a passing station with a goods yard, there is also a junction with lines going to different destination. The line is supposed to be an imaginary ex Barry Railway branch somewhere between the Barry main line (not the Cardiff line!) and Llantrisant so the site would now be covered by the M4. All very unlikely but it is somewhere to run trains. I must admit that I spend much more time building stock than running and although the layout is basically complete it does need a lot more detailing. For those who are interested the control is analogue and uses Peco code 75 track with points operated by wire in tube via slider switches, I have tried to keep things simple. I hope the photos give you some idea of the layout.(Assuming that my first attempt at posting photos has worked). Brian Hunt
  5. I've been following a similar topic by dessire_luvals (Barnstaple Junction in EM Gauge) for the last couple of years, and I've posted a couple of times. I've now got to the point where I've got things I can post about my layout ... so I've started a new topic, not wanting to hijack dessire_luvals' topic. I've learned an awful lot by belonging to my local Club, South Hants MRC - there are some amazing modellers in the Club, and everyone is always so willing to answer my questions. I've never been one to follow the well-trodden paths of others, so I've been learning from my friends, and developing my own ideas. There are a number of things which are still undecided ... the type of couplings for exampe ... and I'm also wavering about using EM or 00. I had fully intended this to be an EM layout, but I'm wondering if the time and cost savings (mostly time) of using 00 might be the best route for me - time is not on my side. What have I decided? Radio control - no more expensive than DCC, and a huge saving in time (no track wiring, polarity switching etc.) MERG and servo control of the points and signals - route-setting, not interlocked, but with 'illegal' route warnings Constructed so the layout can be exhibited, with additional 'plain track' sections which don't fit into the loft! As little as possible positioned under the layout - servos, electronics and wiring running in 'service' channels' along the board edges The operating sequence to be mid-week so there are plenty of freight workings, and covering a whole day I'll add details and some pictures in the next post ... now it's time to get back to building the layout! David.
  6. Well....where do I start! Cwm Prysor started life several years ago now, designed to be my first Exhibition layout. I have had a passing interest in the branch between Bala and Blaenau Ffestiniog for many years, and after researching into the line further, I fell in love! The idea of portraying something that was far from the twee Great Western Branch Line, with the mucky pannier tanks, single crimson coach in a wild, bleak landscape struck me as the perfect place to model. I had originally planned to model Trawsfynydd, but felt at the time it was too big of a task for me. So I settled on Cwm Prysor.....the station in the middle of nowhere. It has a single point which suited me as it was my first attempt at building track. The point represents a dead end siding which use to be part of a loop for Troop Trains to be held in the 1st and 2nd World Wars, but was removed in 1951. Work on Cwm Prysor had been steady, as well as working on stock and wagons .....however things came to a halt last Summer. My Dad (well actually Grandad as I was brought up by my Grandparents), passed away one year ago yesterday (25th). He was my best friend, and for the previous 2 years he had begun to struggle breathing and was diagnosed with Pulmonary Fibrosis. For those two years I cared for him, and while he was able to, I drove him down from North Yorkshire to Snowdonia for some lovely day trips. He knew how passionate I was about the line, and about modelling the branch. With his passing, my interest stopped completely in Cwm Prysor, and I've struggled to get my modelling mojo back. Back in the spring I posted about modelling something closer to home, but I felt I was forcing myself to get back into the hobby. Being his first anniversary yesterday, I thought it was going to be awful, but it wasn't as bad as I imagined. A voice in my head said 'do some modelling'....so I did. Jonathan Wealleans of this parish, had built me a coach as part of some horse trading, which was one of types specifically used on the branch, however no kit had every been produced. E157 Brake Composites were all too familiar to be seen on the branch in the mid to late 50s. I commissioned Worsley Works to produce the sides, and Jonathan made the kit up using Comet components. It sat untouched since Easter since Jonathan handed it back to me at York Show. Yesterday I weathered it....and once it was sat on the layout, the spark was back! Best of all? 6 months before Dad died, Alan Buttler of Modelu came all the way up from Mid Wales to scan Dad, and my Border Collie Lass. So now Dad is always there...waiting for a train to take him on his next big adventure. For informormation on how to get inside a Hattons 14XX/58XX body for the purpose of fitting an etched chassis, please see Captain Kernow’s detailed post here: http://www.rmweb.co.uk/community/index.php?/topic/136923-cwm-prysor-capel-celyn-bala-blaenau-ffestiniog-branch/?p=3362903
  7. This thread is to record the planning, building and stocking of my prospective layout "Strand". It's a P4 layout set in 1909. Since it's probably the only P4 layout I shall live to build (I'm not that old but sadly slow at building), I've manically warped the railway history of London to include as many of my interests as possible. No part of the layout currently exists, but I'm hoping to build one or more working cameos this year. Some of the stock exists and, I hope, I may now be at the tipping point where useful amounts of stock follow more quickly.
  8. Have I painted myself into a corner? Hello chums and chumesess, Philou here, I have a layout in mind that has been over 40 years in the waiting and I have drawn up various plans over the last two via Scarm. However, I have the feeling that I'm not getting the best out of the space I have available and I would appreciate your thoughts. A bit of background: Ever since being a young teenager I had been a collector of locos and rolling stock ready for the big layout. It did help that I worked part-time from 1965 'til 1981 in Bud Morgans of Cardiff. However, I tended to collect whatever happened to catch my fancy – mostly Western Region at the time. Fast forward to around 2013 when I decided that it was time to start on this layout. My brother Peter, he of Lord and Butler, persuaded me (not that I needed much persuasion) that DCC was the way to go and so I now have an EcoS2 and about 20 'modern' RTR models either sound chipped or waiting to be chipped – but again no particular area. I have steam and modern traction but I do have a penchant for older or 'one-off' diesels. I have decided that my 60-odd locos bought previously will not be chipped – they won't be cast aside – but will taken out for a spin on DC from time to time (when recently run, only 3 refused to go and that was mainly due to internal electrical conductivity). 'Hurry up there – what about the layout?' I hear you say. OK, I have an area of about 7.5m x 5.5m (24'6” x 18' in old money) in a barn that is at the moment waterproof but not weather-tight. There is the small issue of rotten flooring beams to be replaced and a brand new floor laid to level. These works will be done this year The grand plan is to build it on 10mm ply with 10mm ply fascias and reinforcement underneath in modules such that if ever I consider the finished article to be show worthy then I can take it apart - though I think it will be too big to be frank. Given the area to play with I decided that I should not compromise on station length nor on minimum radii – 1.0m. However, once outside the station throat then compression has to occur – it seems unavoidable. Peco 75 track and points are to be used at 45mm centres (not 50mm). I have seen on another thread that Peco pointwork can be bent slightly to provide alternative radii so more near-prototypical pointwork can be achieved. At the moment the plans have ended up as a roundy-roundy, two short branchlines and a massive fiddle/stockage yard. Two stations envisaged – Pontrilas with its Golden Valley branch and Ledbury with its Newent branch. Pontrilas: This station no longer exists – only the station building as a private dwelling, the signal box and a refuge siding. I have seen photos on t'intertubes dating from pre-1920 to the early 1950s, and until the station disappeared not very much changed – save a single slip that became a double slip (presumably during war-time), refuge sidings that became goods loops and of course the cessation of goods and passenger traffic in the very early 1950s to the Golden Valley. Why Pontrilas? Hard to say. I think it was the fact it was on a main line and it had a branch line that gave me the opportunity to consider through goods and passenger trains plus branch line traffic served by small tender or 0-6-0/0-4-2 locos (Hilda and John Owen worked the line). The station itself was long enough to take 10 coach trains – which means I can run HST units. There is plenty of photographic evidence of freight and other passenger stock running through the disused station. (Rule 1 will apply ) In addition there is an opportunity to run freight in the 1950s along the branch to serve a munitions depot that had been created during WW II. Ledbury: This station still exists and I used it a few times when I lived there – services to Birmingham and London, though the station buildings and goods yard (save for a refuge siding) no longer exist. The signal box is still there. There was, until the 1960s, the junction with the Ledbury-Gloucester line. The junction itself was gradually reduced from a double track junction to a double track junction serving a single track to a single junction to nothing. Again an opportunity arises to run Castles with six coaches along the main line with smaller pannier or prairie locos and eventually GWR railcars serving the branch. However, in modern times HSTs serve Ledbury, even though the platform is too short, through grandfather rights. The line is used very occasionally for freight diversions. What makes this an interesting station is the trackwork from the Birmingham/London side is single, and always has been, leading into a very narrow bore tunnel on a 1:80 rising grade. Towards Hereford the track was doubled (now reduced to single) over an impressive 16arch brick-built viaduct. Why am I asking for help? I think I may have painted myself into a corner as I have become completely 'fixed' on this 2-station roundy-roundy and given the area I have at my disposal, am I making the best use of the space? That, I know is very subjective. As I see it, the plan (or plans as I have 10 similar on the same theme) ticks the right boxes: a) Roundy-roundy double track for mainline running (Rule 1 can be invoked to permit non GWR/LMS/Western region trains – diversions and errr …. just because). b) Not one but TWO branchlines which can provide plenty of shunting and stock movements when bored of the roundy-roundy. Plus there was a small rail served (pre-1940) chemical works at Pontrilas so more movements possible. c) I have enough stock to provide formations from 1900s through to 2017 (even though Pontrilas has gone – Rule 1). d) A large one-ended fiddle yard centrally place that can be accessed on both sides for hand of god movements and stockage. e) Restricted traffic movements through Ledbury tunnel therefore mainline operating interest. f) Opportunity for oodles of landscaping – river valley at Pontrilas.. Malvern Hills above the Ledbury tunnel (600 feet which is about 2m high). Ledbury viaduct (in a shortened form) at the other end. Neither town is urban in nature. Having seen yesterday (at the time of writing this) the video (https://www.youtube.com/watch?v=WeTbAXSEuZk) of the Cardiff (Small) Show and what can be achieved in a small area, am I trying to be too big and possibly biting off too much and perhaps go for something else – or plod on (notwithstanding changes that you might suggest)? I'm ready to plod on – but will I be bored? Will I have time to be bored? I have given myself a year to do the barn (and 'things that must be done' in his best Mrs domestic management voice) and a year to lay the track, of which I have already 50% in stock. What do you think? Alternatives considered: Given the area I have, I wanted a prototypical location and based in the GWR/Western territory. Cardiff Central: Excellent for local, mainline and block train movements (even Motorail), but even my 7.5m x 5.5m wouldn't do it justice. Queen Street: Perhaps with the above (too big), but on its own only local passenger and block movements of coal – no mainline running and no other freight traffic. Clarence Road: I saw on RMWeb this location and The Johnster of this parish gave a lot of detail too. Nice single line terminus station with oodles of industrial movements as well. Limited in what can run and definitely no long stock formations. Other possibilities: terminus to fiddle yard with branch and roundy-roundy. But I had that until 1972 (station based on one of CJ Freezers Larger Layout plans) . Or should I consider a looped 8 – plenty of room. Kind regards, Philip Here are two copies of the latest plan plus a 3-D view. Take no notice of the signalling or scenery for the moment. The one copy has the scenery removed for clarity.
  9. Looking at the frames of my ‘Rob Roy’ model, I realised that there is a very visible ‘yawning gap’ between the frames, which really needs to be filled with something. It never bothered me with ‘narrow’ gauge ‘double-0’ models but a 28 mm gap is a different matter altogether. The instructions for the Broad Gauge Society (BGS) kit of the Gooch Goods, on which I have based my model, contain very little information beyond: “note: the kit provides for two slidebars per cylinder but it was probably a four-bar arrangement” It soon proved much more difficult than I had anticipated, to find out, with any certainty, what should be there. Drawings of these early engines are few and far between and, where they do exist, tend to be in rather poor condition and difficult to ‘read’. Fortunately, several fellow members of the BGS came to my aid and I was directed towards a ‘general assembly’ drawing from the National Railway Museum (NRM), which certainly met those criteria of difficulty mentioned above. It did, however, start me off on a line of enquiry, which answered many questions. NRM dwg 4742 – a full-size copy can be obtained from the museum My initial examination of this drawing revealed that the leading pair of driving wheels were flange-less, which I had already anticipated in my model, since it was needed to provide sufficient clearance between the pairs of wheels. On the prototype, it was doubtless desirable, to enable these locomotives to negotiate even moderate curves. More surprising is that the centre line of the cylinders appears to be above the centre line of the driving wheels but the cylinders do not appear to be inclined. This may be down to the rather poor quality of the drawing and the inclination would only need to be about 3°. On balance, this small inclination seems to be the more likely arrangement. Being a general arrangement drawing, the detail of the motion is difficult to discern from the NRM drawing, because there are many overlapping details. The Waverleys, however, were built around the same time as many of the Gooch Goods locomotives, so it seemed reasonable to me that the arrangement of the motion should share many features with those engines. Locomotive design at that period was still heavily influenced by Stephenson’s ‘Patentee’ locomotive, which set the pattern for design throughout much of the Victorian period. Here was the prototype of the classic British ‘Victorian’ locomotive, with two inside cylinders mounted between the frames. There is a very detailed description of the components of Stephenson’s engine in G Drysdale Dempsey’s book “A Rudimentary Treatise on the Locomotive Engine” (download from the Internet Archive) I found this book very useful in helping me to understand many of the construction details of the early engines. For example, there are detailed drawings of the cross-heads and many other parts of the motion, accompanied by information about the four slide-bars that were used. Cross-heads Stephenson’s ‘Planet’ type Gradually, I began to build up a detailed ‘picture’ of how the motion of the Waverley class was probably put together. This was helped further by detailed drawings of a Gooch Goods engine ‘Pyracmon’, in the Atlas of Plates, by Dempsey. ‘Pyracmon’ had a layout of the valve gear that was superficially similar to the more familiar Stephenson-Howe motion but with the important difference that the expansion link was mounted on a fixed pivot, while a radius rod attached to the piston rod could be raised or lowered to reverse the gear. This arrangement is attributed to the Gooch brothers and was applied to many of the Gooch locomotive designs for the GWR. ‘Pyracmon’, showing layout of Gooch valve gear Taken together, these various sources of information allowed me to attempt a rough sketch of how the motion of the Waverley class engines was probably laid out. By overlaying details from the ‘Pyracmon’ drawing onto the NRM drawing, I established that the overall layout of the components was very similar in the two designs. One notable difference was that, whereas the feed pumps for the boiler were driven by eccentrics on the driving axle in ‘Pyracmon’, they were driven from the cross-head on the Waverleys. My very basic sketch, below, shows the overall layout of the motion between the frames of the Waverley-class locomotives. A centre stay ran the length of the engine, between the back of the smokebox and the front of the firebox. My sketch shows the components on one side of this stay, which were mirrored on the opposite side. The four slide bars are shown in red. These were attached to the back of the cylinders and to angle brackets that were fixed to the motion plate, running across the engine. The Gooch valve gear components are shown in blue. The reversing action is conveyed to the valve rods via a rotating shaft running across the engine and operated by the reversing control lever, which ran along the side of the locomotive to the footplate. Moving parts are shown in grey and the fixed mounts for the reversing link and the reversing shaft are black. The reversing shaft was also attached by trunnions to the slide bars. Simple Sketch of Gooch Motion (LHS only) NB I now think that the reversing shaft should be above the motion in the Waverley class, not below, as shown in this sketch, which is based on the Gooch Goods. More information to follow in my next post I must emphasise that this is my own interpretation of the references quoted above, so there may well be points of detail that I have missed. I intend to use it as a basis for producing a few simplified components, to fill in some of that yawning gap between the frames of my model. EDIT (5th Jan) - I have re-assessed the possibility of a small inclination of the cylinders since first posting. Mike
  10. Having sat in the packet for the past week I have finally got on and installed the bell onto the front of King George V. The casting (from PDK) required a little minor tweaking to get the bell central in its bracket, before chopping off the feed with the dremmel. It was given a little polishing with a fibreglass pencil and the base was painted black before flying into the footplate. While I had the loco on the bench I decided to get on with another pending job, and removed the double red indicators (microsol) adding replacements below the number plate with HMRS transfers, plus found a spare W with which to sort out the error on the tender So that just leaves the brass medallions above the number plate, for which I am waiting until I need to place a Modelmasters order (as the etch is below the order threshold)
  11. While the H26 sits in the queue awaiting painting (along with the Hornby conversions for H33 and an ex railroad D95) I have been getting on with the next coach in the todo pile, a Comet A20 Large window first. This is intended primarily for my down Cornish Reveria Express set (noting that the post war formation's name had changed from limited to Express.) This is a full comet kit from eBay, and will be built to the same standard as the H26 (i.e. All hinges and drop lights fitted, but only basic end detail). The kit itself is a perfect example of why not to buy a kit from eBay, I didn't realise that comet didn't used to sell sides pre formed (and naturally this coach doesn't have the tumblehome formed). Better still while sold as complete, it included BSL rather than comet ends! On the plus side it did include the wheels. A pain given that after buying new ends I didn't pay much less than the price of a new kit from comet... The main reason this jumped the queue is that I want some worsley works Dreadnaughts and Toplights, so needed practice forming the tumblehome. I'm not a hundred percent happy (paint will show if I've creased it. But as a first attempt I think it's not too bad. Learning from my mistake on the last build the ends were soldered up correctly, I also didn't drill the hinges (as I found last time they interfered with the drop lights which interfeared with the end fitting.). This time everything will be fitted once the sides and end is soldered on. Which was accomplished this evening (along with cutting the roof to length). Which is now pending gluing together. I really must get a second set of glues, as coach work keeps getting held up mek and Evostick being left in the garage... The coach will be finished in Ex works Hawksworth livery, given the recent return to service of first class coaches post World War Two.
  12. SJS

    Sutton Dock - the start

    Hi everyone, just wanted to introduce myself and the layout I am working on – I had planned to do this earlier in 2015 but you know how things are. So in an effort to speed things along I though putting my thoughts on here might help me achieve something in 2016. Kind of a new year's resolution! Over the past years I have had a number of “models” from my first round-and-round OO GWR layout, a Swiss HO layout , through narrow gauge 009 and a large US N gauge layout. My most recent was a large HO layout based in Norway in winter time (think snow). The problem has been that it was too big and too time consuming and I ended up making lots of compromises in an attempt to achieve something. In the end it all become rather disappointing. The layout still exists and will be worked on when I have a place for it - maybe. A move to Arctic Sweden (yes you read that correctly – you think you have a long trip to the model shop!) has meant that I have less space for the next few years, so something new was needed that keeps me occupied on the cold dark nights (no daylight for a month and it was -37C today). After much thought I came up with a brief for the new layout: It has to have some new challenges – I didn't want to just “buy” things and run them around the track. GWR – I was brought up in Plymouth and spent many hours watching the WR diesel hydraulics. If I was to return to modelling a UK-based railway it had to be the GWR. EM scale – I wanted to build my own track and have something better looking than the standard track. I contemplated P4 but having read various blogs and other sources decided that EM will good for me and a sufficient challenge. Small – I wanted something small enough to complete in a reasonable timescale yet provide challenging operation combined with realism. Use as much as possible of the material I had to hand. I have built previous layouts using Aluminium framing and ply to produce a lightweight structure. So I would use the spares I had for the baseboard and reuse anything I had around. I had recently seen the great modelling by Mikkel on his Farthing Layouts and MikeOxon’s work. These inspired me to try something different particularly as I didn’t want this to be “yet another between wars GWR branch line terminus”. I had always had an interest in the Broad Gauge but though this was perhaps a bit too ambitious at this stage. But I love the old gleaming liveries. I therefore took the decision to set it in the Edwardian period (nominally 1910-1913 but “flexible”). I also much admired the way Mikkel has made his layouts “personal” – focusing on the people involved in running the railway. I doubt very much whether I could match Mikkel’s skills nor would I want to copy. I do, however, want to make the layout more about the people than just be an exercise in how good I could model the stock and buildings (which probably isn't that good!). I had come across Brentford Dock in the literature – a site which seemed non-typical GWR. As a number of others on rmweb have pointed out this would make a good scene in a reduced format. I therefore decided on a Dock scene based on Brentford as a concept but to remind me of my hometown in would be called Sutton Dock. More to follow!
  13. Basking in the warm glow of satisfaction having completed the railmotor I thought I'd share some thoughts on prototype GWR stations that might be worth modelling. As anyone who has read my first entry on Blagdon will know, I like to model a prototype station. The research is often as interesting as the modelling and there's always a thrill when you find some obscure photograph that sheds light on a particular aspect of the station that had eluded you. It is also interesting to be able to operate the actual timetable which often throws up problems that the staff at the prototype must have faced. Blagdon is still in operation, indeed I want to rewire the underside of the baseboard and by-pass the built in switches on my old H. and M point motors which seem to be gradually giving up the ghost. I am interested though in looking at other prototype stations with a view to future modelling and I hope perhaps persuade others to consider actual locations as a basis of a model. As readers may know, the second part of R J Smith's record of Great Western Railway Stations was recently published and I obtained my copy a couple of weeks ago. I already have part one so the two together now give me the track plan and in most cases at least one photograph of every station on the GWR extant in 1947. Part two includes South Wales and it is this that has been something of an eye opener. It is often said that South Wales is a neglected area but I never realised just how many single track branches there were in the area. Further, whilst I'm not sure that the scale in the book is constant, many of the terminals seem quite compact as land was probably more expensive than in the country. Let me give a few examples of GWR branch terminii in South Wales that might be worth modelling: Cwmmawr Aberwynfi Blaengarw Nantymoel Gilfach Goch Maerdy Nantmelyn Blaenavon To this you could add Brynamman which seemed to have an end on connection with the LMS. How many modellers have wanted a location where they could run trains of different companies but have had to make do with a fictitious location? I've only focussed on the terminals as they are more interesting to operate but each branch has often several through stations. The other point is that the track plans show that the layout of these stations was often very different from the norm whilst the presence of industry, often "offstage," gives the excuse for running more goods trains. The notion that somehow these lines were in an industrial wasteland is completely wrong. Although it has no terminals, the Neath and Brecon is probably one of the most spectacular lines on the GWR. Whilst not necessarily in South Wales, I'm certainly leaning towards some sort of semi-industrial location for my next model, something that those who have seen my attempt at grass will understand! One station that does appeal is Rosebush on the North Pembroke and Fishguard Railway. This had a siding leading to slate quarries well offstage and although these had closed at an early date, modeller's licence could still allow traffic from the quarry. A rather more industrial environment is Porthywaen quarry near Oswestry which would allow the use of superannuated Cambrian locomotives. In the same area, Dinas Mawwdwy is a terminal that I think would make an attractive model. This had slate traffic and has the advantage that the station is still extant; I've been there although sadly the old loco shed burned down some years ago but after my first visit. I've put forward a few thoughts and would welcome your views. I know that when I go to a model railway exhibition the layouts that really catch my eye are those that are different. I particularly remember one featuring the Cromford and High Peak with working rope incline which attracted a lot of attention. A twee GWR terminus has become something of a cliche and no matter how well modelled it is just another twee GWR terminus. There are, or have been, prototype stations that will make an interesting layout, it's just a question of finding one that fits the bill.
  14. Since my last entry I have made more progress but it's painfully slow. I did have a good photo of a railmotor chassis which looks to be taken outside Swindon works. I had been using this as a basis for the model but now I'm not so sure whether this is the right thing to do. The GWS railmotor was built from plans so must be correct and there are many photos on their website but there are subtle differences from the photo I was using. In particular on the photo the frames protrude beyond the cylinders but on the GWS example the stretcher is flush with the front of the cylinders. The Nu Cast kit also had this. I had thought that the steam railmotor chassis were much the same (apart from the first two built) but now I'm not so sure. Yes I know I should have read the book on the subject but there's little I can do to change the chassis and valve gear even if they are incorrect. I did also notice that the on the Nu Cast kit the valve spindle and the shape of the cylinders seemed quite different from the photos. The upshot is that the chassis is something of a hybrid. If anyone brings out a nicely etched chassis complete with all the valve gear then this one will be dumped. In my last entry I had just completed the frame that would locate into the body allowing free movement without the chassis dropping out. I turned my attention to the valve gear adding some sort of reversing lever that I had omitted originally. The slide bars fit into the cylinder and I had to drill the holes out a little to ensure they were firmly located. I made sure the slide bars were in line with the cylinder and temporarily held the assembly against the chassis to ensure everything was i line and the clearnces were OK. I was glad I had drilled the hole in the chassis for the screw on the cylinder as it meant that the position of each cylinder was consistent when checking clearances. I had to check carefully that the wheel behind the slidebars, when fitted with the coupling rod, did not foul the slidebars and crosshead. In fact a great deal of time was spent making sure clearances were adequate. Because of the small clearances I had to make sure there was no play in the axle behind the slidebars. Using the old wheels was useful here as I could take the wheels on and off to add spacing washers until I had the axle running freely without any play. I do find that if you take the wheels on and off their axles they lose their tightness and can in fact become quite loose. Once I had established the number and thickness of washers these were put in plastic bags, one for each side, to be used with the new wheels. The motion bracket fitted farther behind the front wheels than I would have liked and again this did not match the photo I had. I had prepared a piece of NS scrap (from the fret of an etched kit, I never throw them away) with rivet detail and the representation of the springs. Because the motion bracket fitted farther behind the wheels than on the photo I had to move the springs closer together and cut of some of the NS. Once satisfied that the size was correct I araldited the assembly to each side of the frame making sure there was room in front to attach the motion bracket. I did not use solder as I could see the white metal parts coagulating into a blob and I find Araldite better than cyano which seems to require perfect conditions to work. Araldite is more forgiving. Before painting I added double sided copper clad sleepers to each side of the frame; these will carry the current collectors. I soldered a piece of NS scrap (more fret from a kit) to the back of the sleeper and then soldered the NS to the frame. I thought that if I soldered directly to the copper it may delaminate as the soldered join is very small and the copper is not always securely fixed to the paxolin. On to painting, my preference is to use a spray primer and then Halfords matt black, again sprayed. i did the cylinders first using Maskol to ensure the back face which locates against the frame is left bare. Once I had dione this the slidebars were fixed into position permanently, well not so permanently as the lower slide bar on one cylinder needed fixing. Unfortunately on one cylinder the lower slidebar hole had come out of the bottom of the cylinder so it needed some Araldite to fix the slidebar in place. (You can see this on the photo). On the chassis I used Maskol to protect the bearings and those parts of the chassis that would be Araldited. You can see where the cylinders go but looking at the photos I realise that I need to take off the Maskol behind the leading wheels. This is where the motion bracket locates. Unfortunately in taking off the Maskol around the sprung bearings one of the springs came away and was stretched. Hunting around I found a spare spring which I had to fit which in turn meant unsoldering the keeper wire under the bearing. Must be more careful in future! The photo shows the chassis and cylinder / valve gear assembly ready to be put together. My first job though is to fit the front drivers complete with coupling rod attached and all the necessary spacing washers. These wheels are totally inaccessible once the valve gear is in place so everything has to be correct. In particular I need to ensure that the crankpin does not stand too proud as it could foul the crosshead. Fitting the motor is the easy part. Once the front drivers are fitted the cylinder and valve gear assembly wil be fitted to the chassis using the screw and Araldite. A stroke of luck was that the front of the cylinders lined up with the front of the frame so it does look like the GWS example. I added a stretcher of scrap NS with some rivet detail punched on as this is clearly on the GWS railmotor. I had also been thinking about brake gear but nothing is apparent on any of the photos I've seen. The brake blocks could be tucked away behind the valve gear but if I can't see anything on the photo you won't see anything on the model. Looking back on work to date I have to confess some disappointment that parts of the chassis in particular the valve gear don't seem to tie up with prototype photos. The photo attached is also a little cruel, the chassis doen't look that bad and once tucked away under the body a lot of it will be obscured by the valve gear. I felt I could have done a better job of the springs but if you aren't sure that the photo you are using as a guide is correct for your model enthusiasm does wane. Hopfully my next entry will have a photo of the completed chassis. I'm looking forward to seeing that valve gear in operation again.
  15. To complete the signalling on my layout I need something to control the exit of traffic from the exchange siding across the double slip. One route leads out onto the main and the other onto a short head shunt, so two arms would be required. I could have employed another twin arm siding signal similar to the one that controls the exit of the loop, but liked the idea of a ground signal to add a bit of variety. As my layout is set in Edwardian times it predates ground signals using discs to indicate routes. In thIs period miniature arms on short posts were used to to control stock movements. I searched around to find a suitable kit that I could use to build a 7mm scale version, but unfortunately nothing appears to be available. I suppose there probably isn't a huge market for a GWR signal that was obsolete 100 years ago! I decided that the only option was to have a go at scratch building something to represent this long gone esoteric beastie:-) I want the signal to be operational and plan on using servos to control the arms in a similar fashion to the other signals on the layout. For this reason I decided to construct it from brass which should have adequate strength despite the small size of the components. One of the features of this type of ground signal were the position of the balance weights. Most GWR signals that I've seen have these weights fitted to the external walls of the post, however this type of ground signal has them set inside an arched housing at the base of the post. I started construction by soldering three lengths of square brass tubing together and then filling out the U shaped slot in the base of the thicker piece. Brass tubing soldered together Balance weights were cobbled together using left over components from the MSE kits that I used to build the other signals on the layout. A pivot hole was drilled through the wide section of the post, so that a 0.7mm wire could be inserted through the post and the two balance weights to hold them in position. A flat piece of brass was also cut and soldered to the base of the post to allow the signal to be installed on the layout and stop it falling over during construction! Small L shaped pieces of brass were then soldered to the post so that lamps could be mounted on them later on. Post, base and balance weights The brass wire was threaded through the post and balance weights and then carefully fixed in position. I chickened out of using solder for fear of gumming the whole thing solid and instead used 5 minute epoxy resin, with Vaseline as a barrier on the pivot points. Lamps were found in my bits box and once again fixed in position again using epoxy resin. Weights and lamps in situ Small sections of tubing were cut to act as spacers to make sure the signal arm cleared the lamp lens during rotation. Tubing and pivot wire The signal arms were cut from pieces of scrap brass fret left over from my Dean Goods project, it just goes to show never throw anything away! The arms were drilled to take an 0.8mm wire and then brass wire was used to form the pivot points. Operating wires were bent from 0.5mm wire and clearances were checked during movement of the arms. Arms and operating wires Once I was satisfied that things worked as they should I could make a start on making the arm look more like a GWR miniature arm. The lenses were cut from coloured acetate sheet available from Model Signal Engineering. I sharpened the inside edge of a piece of brass tubing and found by twisting this on top of the acetate it was fairly easy to cut out circles that could be used to form the signal arm lenses. Acetate lenses Notches were cut into the brass arm to allow the fitting of the lenses using a 2mm abrasive bur. The signal arms have a raised border around their edge and I formed this by using cyanoacrylate to glue Plastikard microstrip around the edges of the brass signal arm. Addition of lenses and raised edging The raised border around the arm also continues round the signal arm's lenses. I made curved sections of Plastikard microstrip by wrapping a length around a 2mm diameter bur and then placing it in boiling water. Once the water had cooled down the plastic strip had thermoformed into a permanent curve. Plasticard strip around bur Sections of the curved microstrip were cut and then glued into position around the lens using cyanoacrylate glue. Sections of curved plasticard strip After much fiddling and a bit of light sanding with an old nail file "borrowed" from Mrs Wenlock the arm started looking quite promising, so the same technique was used to make the second arm. Finished arm The signal was then primed with an acid etch primer and painted using Humbrol enamels. I've painted the post in my interpretation of "Torbay Bright" which I hope is appropriate and convincing! Finished signal ready for installation on layout The next step is to mount the signal alongside the double slip on the layout, but I think I've gone on enough for one post, so we'll leave that for another day Best wishes Dave
  16. In a well ordered and just society I would be able to blame Gareth. The fact that I can't is annoying me somewhat and I think that deep down he (Gareth, whose default fault assuages so many wrongs and set backs) is avoiding any blame just to vex me. But I suppose then he is to blame for something... On that happy note on to the dirty wagons that are 'fresh' - if that is the right word - from the paint shop. It's worth remembering how dirty the old railway was (and the modern one is more than a little skanky too). Even the Edwardian railways couldn't keep humble fright stock clean - it very rapidly become dirty, even in the Elysium fields of the green and pleasant lands served by the GWR (Gods knows what it was like up in the dark satanic mills of the north - black and white pictures don't do the muck justice). Soot, filth and rust soon covered wagons, and that's before we deal with 1) inconsistent paint mixes and 2) weathering through oxidation and fading. And don't forget the chalk marks that seem to adorn almost every wagon. So if your little Disney land has immaculate wagons in ex-works conditions its probably time to get out the paints and practice your dry brushing and if you have one, use of an airbrush... Here are the latest attempts to get the muck spread around: This trio are all 4 plank opens (no diagram number was ever given to these examples) This is a very faded V6 Iron Mink. It's also got the lettering in the wrong positions (deliberately on my part - can't say what the signwritter at the time thought he was doing). Don't believe me? Have a look at John Lewis' lovely little book on the Iron Minks. And an N13 loco coal wagon. Here are three different 'Minks'. 16280 is a V12 (non vacuum braked example) with twin end louvre ventilators, 16685 is a V12 vacuum fitted DC3 braked example with an offset V hanger together with twin end louvre ventilators, and 93182 is a V16 vacuum fitted DC3 braked wagon with twin end bonnet ventilators. They all started off as Coopercraft V4s - the main differences between all of these wagons is brake gear, wagons ends, and buffers. I think you can get 21 different diagrams (or subsets of diagrams) from the humble Coopercraft V4 7' 6" kit so watch this space. This lot are 5 plank O4s with a solitary O2 7 plank and O15 vacuum fitted 5 plank.
  17. Richard Mawer

    Gone loopy

    I have now laid the track for the hidden storage loops that represent the rest of my line to the west, joining up with the Oxford to Banbury line somewhere near Kings Sutton. The gradient down from Newton Purcell comes in near left (yet to have the track laid). The continuous run goes off to the far left. It then goes round the room and comes in near right. The lines to and from the storage loops are off to the far right. With the continuous run in the bottom of the shot, this is the entrance pointwork. For reason to do with angles and lenses, the curves look mighty sharp, but they are not. The ones at the bottom are the first superelevated ones from my last posting. Please note that there are a maximum of 4 points for any line. I know my CDU will fire 4 peco surface mount motors at once. These will be operated via a diode matrix just like on MK1. The motors and micro switches for frog power have to go in. On MK1 I only had 6 loops. I have increased that to 10. I've bought more locos and stock! The line on the far left is the return line after the dumbell. The two on the right are the continuous run. The loops and return will be hidden under a hill with a deep sided cutting down to the continuous run lines which are on show. The scenery above the loops will be lightweight and hinged to allow emergency access. The loops will be wired as (finally) worked out on MK1. There are early blog entries detailing that. The exit points for the loops, leading into the dumbell and then back out. The return line is clear at the top of the photo and the continous run at the bottom. Again there are a maximum of 4 points per route. Route select both in and out will be by rotary switch with a push button to fire the CDU. Rich
  18. I'm normally useless at actually recording any modelling I do. I do a fair bit very little is recorded on here. As I'm now facing a two week modelling ban (imposed by my mother) due to mock exams I thought I would finally start a small project, try and finish it before the end of the holidays and record it all here. I'm going to add detail to my 14xx. The final model will actually be composed of 3 14xx(s), a mainly trains detail kit and Alan Gibson wheels. The first 14xx I had was a poor runner and when a traction tyre needed replacing I took it apart to replace it. Unfortunately as one job was repaired another needed doing and eventually it was de motored and left as hauled stock. A few weeks ago another came up in e classifieds here and I bought it with the intention of combining the two to get a good model. I then thought of further detailing it and my wish was granted not long after when a mainly trains detailing kit along with Gibsons wheels (unfortunately for me in EM) and a spare body appeared on the classifieds as well. Both members were very pleasant to deal with and my thanks to them for making this possible. So here we are, on to the first step. With one working chassis I decided to use the gibsons wheels but, problem one, the axles were the wrong length for OO so, me being impatient I decided to use the old axles. Problem two, these axles have a burred end which is smaller than the Gibsons axles so these were wrapped in plasticard (I forget the thickness but very thin), stuck in a drill and spun against a file to make them true round and the right thickness. After this the wheels were attached and quartered. The trailing wheels were just pushed further onto the axle as there is plenty of space. I then added the chimney, smokebox door, door handles and main handrail. All of this was done on the new spare body. I then spent the next hour baking a cake.
  19. It has been quite a while since my last post, and even longer since my last update on 2811's progress - aside from some sulphurous mutterings in other posts which just may have indicated I was vexed and discontented. The causes of this winter (well autumn) of discontent were various: First, there was the tender issue expounded on at length in my last blog entry. In particular the rewiring to match the loco wiring was rather timeconsuming and is seems that Hornby used spit to solder the electrical leads to the motor. Second, there was the rather brassey finish to the Hornby motion once the chemical blacking had been cleaned off. I thought I'd just have to persevere with (1) but with (2) I could use Alan Gibson 28xx rods which were in nickel silver. A set was purchased. They arrived. I cursed. The Alan Gibson set were designed to be soldered up from 2 layers, but woe of woes, they weren't designed to be articulated, they were 2 single pieces per side. So I bit the bullet and chopped them up, layered up the pieces and and after much sweating and filing I had an articulated set of rods - but one vital section had to be made up of effectively two halves that shared no common joint over the knuckle which meant they had to be very carefully measured if they were to fit the Hornby chassis. Still, everything would be fine, wouldn't it????... Only it wasn't. Having fitted the rods I offered up the chassis to a test track and was somewhat surprised to find the wheels were too far apart. I'd used the GW wheel press to assemble the Alan Gibson wheelsets and this requires the axle to be the correct length. I measured and found that the axles were just over 0.5mm too long - in other words I'd got P4 not EM axles. I rang Colin at Alan Gibson and explained the problem and asked him to chuck some replacement axles in the post. However, Colin explained that all the axles were P4 length and that people turned them down to the right length. It was apparently a legacy issue that he'd been unable to address in time and there had been previously economic issues as the demand for P4/EM 3mm axles was too low to to justify both. While this position is reasonable up to a point, it still left me with an effectvely unusable wheelset (no lathe you see), and above all I feel that if something is supplied with P4 axles you really can't describe it as an EM conversion pack (it contains EM profile wheels after all, not P4 ones, despite all the discussion on the MRJ 234 threat about P4 with EM flange profiles), especially if there is no warning note for the unsuspecting customer who unreasonably expects the EM convserion kit to be, well, for EM gauge... Fortunately, I know a man that does have a lathe and can use it. So I prevailed on the sage of Fareham to reduce the axle length for me - oh and mind the gear axle fixed to one of them... Richard soon retunred the axles and I assembled the wheels again (which were by this time getting a bit loose on the axles - Colin did offer to recentre them but I decided to use the trusty Loctite 603 rather than have a further delay). The loco was placed on the test track and immediately started showing quartering issues, which was strange as it had been assembled with the GW wheel press. After a bit of head scratching I realised that similar problems (binding, crankpins unscrewing etc) would also be caused by that worrying rod made from two seperate pieces being a fraction out for length. Much swearing. [it's noticeable that Alan Gibson don't do a conversion sheet for the 28xx, it seems for good reason] So back to the brassey Hornby rods which were treated to a wipe of polished steel paint. They still looked awful but they should at least have the same spacing as the axle bearings. The loco was again placed on the test track and power applied. It moved smoothly for a few inches and then the final drive gear wheel started spinning on its axle despite the loctite. Even superglue wouldn't hold it. Essentially, the Hornby driven axle had rasied splines which made the final drive too loose a fit on the smooth Alan Gibson axle. By this time I was contemplating taking up stamp collecting. So I contemplated asking Ultrascale for a replacement final drive. I also contemplated getting their drop in wheel sets but ruled it out as it would cost more than I paid for the loco - and take at least 6 months. The way ahead is simple. I'm probably going to throw the chassis away, get a Comet one somehow (which is designed to fit the Hornby body) . This may seem extreme, but the object of the exercise is to get a working loco, not produce a never ending stream of web content and Empire Mills has an exhibtion looming and we need working and reliable locos. If I'm lucky (and on balance the luck in the project must be due to change in my favour) I'll be able to ream out the wheels to take a 1/8th inch axle so the only cost wil be comet chassis, motor and gear box, which while more than I had intended to spend is still less than the Ultrascale drop in wheel set, but I'll have to call in another favour with the sage of Fareham to get the axles. Mind you, if I can't get the wheels off the 603 encrusted axles then with the cost of a new set of wheels the Ultrascale option might not be so expensive (except in time.) Glup. Anyway the comet option (which was discussed with Scanman of this parish at Expo EM as a possible option if it all went horribly wrong - he'd just bought a comet chassis, sensible chap, and advised me that the 28xx rod set available as a separate item from comet was for the old 28xx model not the same as the one supplied with the new all singing and dancing comet 28xx chassis) will give me a good chassis that will be sprung or flexichas, so there will be some compensation for me.... Happily the body conversion has been a doddle so far. And this will get a separate post in due course. Above all, the thing that really irritates me is the fact that I have not yet found a half decent reason to blame Gareth, my occasional modelling partner in crime, for this debarcle. More thought on the subject is clearly needed... In the meantime, I'll do something far more constructuve with my time - the Dean Goods High Level Kits chassis is coming along veery nicely.
  20. Something I recently dredged out from one of the containers on the drive - an ex-GW H7 conflat wagon and container. Originally built five or six years ago, this was going to be in the 1930s GW livery, but the commission ground to a halt when my client changed period to late Edwardian, so back it went unpainted into the box, until picked up by someone else for an early 1950s setting. It's built almost as designed with the exception of replacement GW-style screw couplings from Laurie Griffin and CPL's lovely shackle and chain set (there's a pretty good write-up of them over on Raymond Walley's site here). Despite the split spring design of the shackles where the two halves are mated with cyano when in position on the wagon, I found it hard to give the impression the chains were taut, so pushed down on the hook at the top so it was flat against the container, tightening everything up, introduced a little glue and bob's your uncle. Cheeky? Yes. Non-prototypical? Yes. Compromise? Yes. Would you have known if I'd not told you? Exactly! I love the juxtaposition of the dull oxide of the flat wagon and the glossy carriage crimson on the container with this livery, and despite being weathered, I wanted to maintain that combination of finishes. With my usual 'chuck loads of paint at it and take it all off again' routine, which I've described extensively on here already, followed by a few hours of drybrushing highlights and shadows I think I've just about cracked it.
  21. Nearly two months after the move to the Oxfordshire countryside, the sorting out and housely matters have got to the stage that I can start thinking of reconstructing the railway. The only part of MK1 that fully survived was Newton Purcell, the junction. It was built in two halves, but never made it back into a whole. So achieving that goal would be a milestone. I have spent a good few evenings designing the layout on AnyRail. The junction fits nicely across the end of the new railway room (what some folks would call a garage). That allows the double track circuit around the outside, the terminus of Buckingham West down the middle and Brackley Road at a higher level along one edge. I learned some lessons from MK1:- Less height difference between the levels, Easier gradients More support to baseboards Don't use MDF Don't have a complicated piece of trackwork above another complicated piece. Use more electro frog points. My main aims remain the same, but I have added a few more. They are:- Line to run from Buckingham West, through Newton Purcell to the rest of the GWR system. The junction with the rest of the GWR to be storage loops off scene. The line is supposed to join the Oxford to Banbury line just north of Aynho, heading north. Double track throughout the main route. Single track branch from Newton Purcell to Brackley Road (Middle of a field miles from Brackley). GWR 1930s. Keep 4-6-0s to a minimum. Allow the odd ex GCR loco to run in from Banbury To be operated by 1 to 3 or possibly 4 people. Bell codes to connect operators - so they take the primary role of signalmen. DC. Gaugemaster simulator controllers. Receiving signalman controls the train via cab control. All main signals to work. Signals to alter cab control permissions. Run to a timetable, not just a sequence. Speeded up Time to run on a PC via FastClock. Mainline to be 43 inches off the ground. Different levels to be 3 inches apart. Gradients to be no greater than 1:75. Control panels for points and signals to resemble signal box lever frames. Open frame/L girder baseboards. Lifting flap across doorway - no duck-under. Turntable at Buckingham West. Increase storage loops to 9 or 10. Dumbbell reversing out of loops. Route selection on loops. Loops to be hidden under scenery. Quarry off scene near Newton Purcell. Stick to steam days rules of as few facing points as possible:- Trailing entrance to goods yards. Double junctions not single and facing crossover. Have lots of private sidings. Movements of goods stock not to be random. Curves no sharper than settrack 4th radius. Curves to be larger radius where seen. Medium and large radius points on running lines. Signals and points to operated by servos using MERG electronics. Space in goods yards. Carriage sidings at Buckingham West. Code 100. (I have some older stock). Stock to be lightly weathered. Only one or two aims to build in!!!!!!! And so the fun begins. Here are some photos showing the coming together of the two halves of Newton Purcell, and the station in its rightful place, ready for further expansion. I have idea why the first two are on their side, but I can't change them. Thanks for reading and I'll keep you posted. Rich
  22. I'm in the process of building the second bracket signal. I have taken a leaf out of Mike's (Coach Bogie) book and fitted a single rocker arm to the rear of the bracket. However, mine is made from plastic and the spindle is yet again a track pin, superglued onto the bracket lattice. In practice, it can't be easily seen. Thanks Mike. Happy New Year to all. Rich
  23. Sometimes my father built the strangest things... including.. a standard Ks 2-8-2T complete with "D" Ks wheels and an HP2M....
  24. A new blog for a few things Great Western. My current project Juniper Hill-based around the Northamptonshire ironstone quarries is getting to the point where the number of jobs to do is becoming less but it is by no means finished. It is booked for a few exhibitions so will continue to be part of my layout thread. Somewhere I wrote about having a few core interests one of them being the delightful Teign Valley Line in GWR times that ran between Heathfield and Exeter and closed to passengers before Beeching came along in the late 1950's. However it's not passenger traffic that interests me-it's the industry on this picturesque line. There where a number of quarries along the line (There's a theme here ) around Trusham (Teign Valley Granite) and Christow (Scatter Rock) which provided a good source of revenue for the line especially the Trusham Quarry. I'm planning on building another micro layout based around the Teign Valley Granite (TVG) quarry at Trusham in the near future so this blog will have a few relevant postings. One thing I really hope to achieve is portrying the GWR post war in a warts and all approach. Down the line in Newton Abbot the express trains hauled by Kings and Castles stop or pass by but this is of no interest-a Pannier/Prarie shunting a few wagons at a quarry next to the River Teign captivates me more. First up is a Bachmann Pannier tank in late GWR livery that I am weathering and modifying to represent Newton Abbot shed's 9717. Robin (gwrrob) kindly provided me with GWR shed allocations for South Devon post war so this will be the first of two Pannier tanks you will see. The model was an ebay purchase for a good price and is in excellent condition. As you can see from the photos I've started putting on a base coat of weathering using the usual Tamiya/Vallejo acrylics applied by airbrush or dry brushing. I've also applied a coat of Johnsons Kleer as well to give a lustre to the finish. The numbers have been removed from the buffer beams with the aid of a glass fibre pencil and will be replaced by Fox ones hopefully this evening. The number plates are on order from Fox. The title of this entry refers to spots-in this case GWR weight restiction spots. I've a feeling that the GWR gave these Pannier tanks a 'blue' spot later changed to 'yellow' by BR post Nationalisation. Can someone clarify this please then I'll rectify it as Bachmann have put a 'yellow' spot on. Power classification is 'C' I presume? With regards to positioning of the spot did it vary or where they always above the number plate. As you can see from the photos Bachmann have postioned it higher up. Finally, Jonty Chambers renowned photographer captures the soon to be 9717 simmering in the Teign Valley during 1947 whilst visiting his sister in Moretonhampstead. I'm planning on adding the sand box pull rods, lamp irons and possibly opening the rear cab doors too. Watch this space! Cheers, Mark
  25. I've mentioned in previous posts in my blog, that although I was happy with the basic construction of the station building body shell, I wasn't sure how to best tackle the awning brackets or valance. William Clarke's station buildings have a distinctive valance style, which I wanted to capture in my model. The canopy brackets are also quite ornate, some of his designs had a monogram of the railway incorporated in them. The first thing I needed was a decent photo of the bracket style, ideally a good close up. Thanks to this forum, Tim V sent me a link to photos that he'd taken of Brislington station. One of these is a great close up of one of the brackets Brislington station awning bracket As you can see its quite a complex shape and I still couldn't decide on a good way of making one in 7mm scale, let alone the six that I needed for my station building! Once again the forum came to my rescue! I was contacted by one of our members, crankpin who said he was willing to draw up the bracket in a CAD package and then use a laser cutter to fabricate the brackets from layers of card. I provided him with drawings and dimensions and this is what he came up with! Card components laser cut to make bracket. These 5 layers are then laminated together using PVA glue to form each bracket. Once dry the bracket is trimmed to give the finished bracket shape. Once sprayed with primer its easier to see the fine detail and accuracy that crankpin has acheived. To say I'm pleased with the result would be a huge understatment! There's no way I could have made brackets using traditional methods to any where near this level of accuracy and consistency. That crankpin is a very clever chap! In addition to him making the components for the six brackets, he also drew up and cut from ABS sheet the required valance. Once again i would have found it impossible to capture the planking width and the square shaped holes as accurately as the laser cut has managed. With the Valance and Bracket construction problems resolved, I felt inspired to make a start on the Awning. On the prototype building, the awning was supported by six steel beams that ran right through the building and terminated on the rear wall. As the awning is nearly as big as the building that is attached, I decided to use a similar method to support my model version. Holes were cut in the front of the building and rectangular section brass tube was used to represent the beams. These were glued in position using epoxy resin. The awning was constructed using plastic card and the valance attached using Butanone, which appears to bond the ABS to the plastic card well. Well that's progress so far, I've still got to represent the ribing on the awning roof and make the gutters and downpipes. Once thats done I can start painting and adding all the little details, that will hopefully bring the building to life. Thanks once again To Crankpin for all his skill and work on my project and to Tim V for his drawings and photographs of William Clarke buildings. Until the next thrilling instalment! Best wishes Dave
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