AFK (Altonian Complementary Railways)

[ianathompson]

The operating session continues.

Another upload of photographs is available here.

 

 

 

38. Defying gravity. The controller had to be turned to the full 12 volts setting to persuade this pairing to slowly fight its way around the lake at Varden. Once they are on the straight in the gorge, as here, the power can be eased back to maintain a steady speed. The SG van is a heavy Brawa model and this is a long train containing some less than free running vehicles. The steep grade coupled with the 2 foot radius has been calculated as the equivalent of 1 in 21 on a compensated gradient. The drivers would be watching the ammeters on the prototype but the model controllers don’t have any. Rather like the prototype it’s a case of ramping the control handle up, crossing your fingers and praying! The model text books advocate avoiding such stupidity but it beats a BLT with a short straight run where the loco might get into notch 2 before disappearing and never ever meets a curve to trouble it

 

Incidentally has anyone read the Little World all the way through?

 

It would be nice to have some feedback.

 

Ian T

 

[Barry O]

Fascinating photos and operation Ian.

 

I have started to read  the Little World and have set aside some time tomorrow to complete it. Its is very  informative!

 

Best regards

 

Baz

 

PS have you seen this years over 60s/70s fixtures yet?

[Northroader]

Had a couple of dips into the epic so far, yesterday evening I was going to but got waylaid into “scenic railway journeys” along the Cinqueterre , trip to an ancient remote abbey and up to Carerra, not a million miles from what you’re doing. Eromarbordo looks as if it might be a good holiday destination, but no beach? I haven’t yet found the bit where Emperor Franz Josef and the Ottoman Empire are involved.

[St Enodoc]

5 hours ago, ianathompson said:

Incidentally has anyone read the Little World all the way through?

Not yet!

[St Enodoc]

5 hours ago, Barry O said:

PS have you seen this years over 60s/70s fixtures yet?

Is that the players or the umpires?

[ianathompson]

6 hours ago, Barry O said:

PS have you seen this years over 60s/70s fixtures yet?

 

No.

The Norfolk club I played for (at third team level) amalgmated with the one down the raod.

I can see that instead of scoring for the firsts that I might be called on to make a cameo fouth team appearance. 

I would still bat without a helmet but I finally gave up fieldimg at silly mid on in my late fifties.

 

 I still keep tabs on the Bradford League now that the CYL has amalgamated with it.

 

Ian T

[Barry O]

@ianathompson

 

having read your excellent work all I can say is .. Well Done!  It gives a solid background to the layout and makes a lot of sense regarding such items as traffic flows and routes.

 

I don't think I could do anything similar for either my narrow gauge (0-16.5)  Cwmfyddl or Leeds (London Road.).

 

Thank you for your hard work and the time you have spent!

 

Baz

[ianathompson]

After a rather longer lapse than intended some more phtographs of session 8 have been published.

As per usual there is an attention grabbing photo below.

 

Click on the link for the full story!

 

 

63. The express pulls into Lacono to pick up the extra travellers for Fenditavalat. I would not normally show a picture like this but, unfortunately, the loco’s passing revealed a flaw and derailed. As was well documented Lacono underwent a rebuild to expand the layout and to attempt to straighten the warped baseboards. The warping issue only became apparent a couple of years ago but the rails ends are pushing upwards, forming a very shallow W along the length of the station. It is twenty years since the boards were built which is longer, I suppose, than many layouts survive. The metal brackets at the left have done their job in the far sidings but the mainline and near siding are still out of register. Matters are not helped by the long wheelbase diesel having RP25 flanges on the outer drivers with the middle two sets being flangeless which can result in the outer axles leaving the rails whilst the unflanged wheels are in contact.  The issue has been resolved for the time being but the track here is partly ballasted and may need work to insert some packing. I have read one or two threads on the web recently about people acquiring “classic” layouts and then having difficulty maintaining/rebuilding them. This episode causes me to sympathise with them.

 

[Barry O]

Ian

 

You have probably covered this before nut.. how long do you operate the layout? I know it takes a while to do a complete session but how long is a sub-session please?

Baz

[ianathompson]

Baz

 

The layout is operated on an irregular basis in that I do not allocate any set time to run it.

I do try to run it everyday when it is "in session" but I am not always succesful in this.

I have just walked down the corridor having run it for ninety minutes to two hours this afternoon.

Yesterday, for one reason or another it was not touched at all.

The chances are that I will have another go at it this evening.

 

I prefer to work it for an hour or so at a time because I can keep track of what I am doing.

Obviously running is based around trains' interactions on a busy single line.

Shunting at one location takes place until the crossing train is due to arrive.

I then go to another location and run the incoming train to meet the one doing the shunting.

 

If I broke off during the shunting I would forget what I was trying to do with the wagons and also lose track of the model "time".

 

Hope that this helps but if not feel free to ask more questions.

 

Ian T

 

[Barry O]

I would imagine once you get into operating time will fly, if you are on your own then time seems to go a lot quicker than if you have another operator..

 

Baz

[ianathompson]

A lot more photos have just been published.

Apologies for the garish colour schemes!

 

There is an in depth consideration of how the model is really run as opposed to what happens in theory.

 

The three photos include a couple of questions which it would be nice to have answered.

 

70. The problems do not end there. The 0-10-0T is rated as a class II theoretically capable of taking 180 tons up the hill. It is loaded to 170 tons at the moment. The notorious “wet cutting” is waiting on the restart. If it isn’t leaves in autumn or ice in winter it is the vegetation that grows abundantly in what passes for AFK ballast. The train has ground to a halt. Remedy one, before either calling for the cavalry (the loco of the down URT-RFK goods) or giving in and dividing the train, is to for the fireman to copiously sand the rails by hand and struggle past this point at walking pace. The “sand” is the big lead weight on the cab roof. On this occasion it does the job. Just imagine the wheels spinning, an enormous plume of smoke and the cinders the size of your fist raining down alongside the track.

 

 

116. The circuits are transferred back to the local controller and the local can continue shunting. It takes the rear end of the train into the goods loop before returning the brake to the rear of the train. The loco is in the middle of the cuts, which is something that is not seen too much on British models but often seen on American layouts. It is being done here for convenience’s sake rather than deliberately. It would be interesting to know whether British legislation frowned on this practice. The two wagons behind the loco were shunted by the down local into position for the up train. This is typical of the co-operation needed between the crews and the station mistress. The stations are staffed by the wives of PW gangers, in typical continental minor railway fashion, as part of the accommodation agreement.

 

 

124. The hopper is left on platform 2, as that is the only road that the fireless loco’s driver signs for. The shunter is crossing the Karushnastrato  when the fireless appears in the Goat Pen. The fireless was placed there rather than run there from the cassette. The railcar is now ‘approaching’ and the pilot’s crew are cutting things fine. The pilot has already cleared the points needed for the move but it will have to run onto the single line to release the locking. Perhaps I am misinterpreting German practice here, but this is what would happen in Britain so it currently applies to the AFK until I find anything to the contrary. Many modellers seem to be oblivious of these niceties. I rarely attend exhibitions but I remember attempting to discuss this point with the operator of a nicely modelled railway only to be politely told to go forth and multiply because Rule 1 applied.

 

Ian T

Edited February 19, 2021 by ianathompson
typo

[hexagon789]

On 30/01/2021 at 17:39, ianathompson said:

Incidentally has anyone read the Little World all the way through?

I did on Sunday evening; fascinating and most enjoyable. It really sets the scene for the AFK.

[ianathompson]

 Glad that you enjoyed it.

It has been forty years in the making!

 

Ian T

[ianathompson]

No answers to the questions, either here or elsewhere!

 

The latest batch of photos is now available.

There are about thirty of them.

 

 

157. The mixto arrives at Lacono to find the local train occupying platform 3. The idea behind the timetable revisions was to prevent this situation and put the mixto into platform 3. As the more important train it has had to stop a long way down the platform because it is held by the shunt signal to the right of the loco. It cannot pull forward because the Urteno shuttle railcar is due to enter platform 1 before the mixto departs. This creates a SPAD trap in that I have to remember to clear the shunt signal before pulling off the platform starter. I did originally consider installing a second shunt signal further along the platform but decided that it was not worth it. It will not be added now. Never mind. HQ have sent their answer to any dilemma: a man with a clipboard.

 

Ian T

[Barry O]

It is interesting to hear how you have overcome some of the teething problems on the remodelled parts of the railway. Nothing seems to be insurmountable. 

 

Baz

[ianathompson]

I received a reply concerning the shunt move potentially stopping in the middle of the level crossing on another website.

This pointed out that the Austrian NG employed very few frames, even at importnat locations.

I have copied my reply, partially in the hope of still receiving enlightenment, and partly to show that the AFK signalling systems do have some roots in reality, however tenuous they mey be!

 

There is quite a long look at AFK signalling practices on the website.

 

Signal boxes were a rarity on the narrow gauge, both at home and abroad. 

Only the larger Irish systems tended to use them in a British context.

 

The majority of European NG systems either did not use a frame, or employed simple fames, at wayside stations.

If they did not use a frame they relied upon hand thrown weighted levers.

The Germans, apparently, were flabbergasted after invading Yugoslavia in WWII, to find such an important (NG) system worked by such crude methods!

 

Simple frames are "provided" at wayside AFK stations, although many are  still waiting to receive them.

 

 

The above picture shows a typical wayside installation at Boursson, although it is still incomplete (and warped!).

 

In effect the loop points are worked by the levers (middle) and the signals by the winding handles (on the right).

The AFK is more sophisiticated than the standard provision in that keys are used to unlock siding points in the running line to represent a schlusselwerk system (centre).

 

Most lines of this nature operated by telephone block but the AFK uses Eingleisestrecke Bautyp C instruments as shown on the left of the set up.

These had three "flags" showing the state of the line.

Some earlier versions ran to seven "flags".

The block instruments, the keys, the levers and the signals will eventually be "locked" by a tray and route setting levers will be provided on the block instrument.

 

This is probably over the top for a small station but I envisage the AFK as having grown into a regional system more akin to the RhatischeBahn or Roslagsbanan.

In effect it is a integral NG arm of the national system.

 

Lacono (and Urteno) are conceived as having much more complex systems than the wayside stations because of their traffic levels.

Both are provided with separate signal boxes, as is the Rhaetian practice at major stations.

The Austrian NG systems would be unlikely to see much more than two trains crossing.

These AFK locations can see four or five train/shunt moves occuring simultaneously.

 

The Swiss "boxes" were upgraded to electrical systems after the war and it is assumed that the AFK followed suit but could not afford to fully electrify.

As a result the old mechanical frame, and locking, remained at Lacono but the signal levers were replaced by small "pistol grip" levers.

This was a typical feature of Bruchsal type K frames converted from a type G frame.

(Many Swisss boxes were simply a dedicated control room in the station building rather than a separate structure.)

 

 

This shunt move in the photo is therefore taking place under the authority of a colour light signal with mechanical points.

As it is on a running line I assume that the locking would not release until the loco cleared the appropriate home signal in these circumstances.

The points use (or more accuraltely are supposed to use) the trapezium actuating mechanism used by the Bavarian Railways.

The locking was integral with the operating mechanisms within the castings.

The recess for a removed casting is visible near the barriers.

(Something else to attend to along with replacing the "Bow-macs"!)

 

Most modellers would more than likely stop the move here and change the points before reversing.

This would definitely be incorrect for a properly signalled British layout because the FPLs and locking bars would not allow it

 

One of the boxes that I signed for had this unusual combination of colour lights and mechanical points.

Usually when the boxes were converted the points were given motors and the levers were, in effect, just big switch handles.

The mechanical locking was retained however, which meant that the conversion could be carried out cheaply.

 

The fun came when you had a problem in the mechanical points box and had to contact Fault Control.

I just used to tell them that they would never understand the technicalities and throw in a phrase such as "mechanical plunger".

I would ask that the local S&T, who did know about it (well, a bit), were requested to ring me.

Even the Control staff were clueless.

When I refused to take a train because the points were jammed it had to be spelled out, like talking to a four year old, as to why their railway was broken.

 

Ian T

[ianathompson]

1 hour ago, Barry O said:

It is interesting to hear how you have overcome some of the teething problems on the remodelled parts of the railway. Nothing seems to be insurmountable. 

 

I am not too sure about the insurmountable part!

It is sad to think that the problems probably could have been avoided with better benchwork but I suppose that I am not alone in this.

Some -one recently built a nice model of Hulme End on the Manifold Valley Light Railway and had the same problem.

 

I am hoping that, if I can avoid disturbing the baseboards in the future, the remedies will hold.

Being morbidly realisitic I don't suppose that I will be too concerned about the state of the AFK in another twenty year's time!

 

Ian T

[hexagon789]

On 23/02/2021 at 10:52, ianathompson said:

 Glad that you enjoyed it.

It has been forty years in the making!

 

Ian T

Certainly fully packed with background information.

 

 

[ianathompson]

 The latest photos are available here.

 

As the session meanders towards its end thoughts are turning to other railway interests.

Work has taken place on one of these and others also demand attention.

 

 

169. Whatever transpires these two veterans stand side by side as they shuffle wagons into and out of the Fenditavalat train at the north end of the station. The long distance goods will lift as much traffic as possible although this may only be transferring the problem to Urteno. It is a good job that the facilities have been increased because the load probability tables have not been radically altered to produce such traffic. I suppose that it is just one of those days that occur every so often. I think, as well, that I am reaping the results of not using the yard as efficiently as possible. This is something that will have to be looked at in future. Rather irritatingly the pilot’s chimney seems t have taken a slight knock which was picked up by the camera but not really noticeable to the eye. It was straightened after these photos were published but, given its (supposed and real) age, nearly everything is out of true anyway!

 

Ian T

[Barry O]

I like the way traffic levels impact the operation session. Stops it getting boring!

 

Baz

[ianathompson]

 Another batch of forty or so photos have been published on the website.

 

 

212. The mixto returns to ‘civilisation’ having traversed the wild high country. As it runs into Urteno the pilot has already pulled the cut of wagons off the ferry and is waiting so that it can enter the mainline to the north of the station to complete its work. Following previous problems (documented in earlier sessions) the Royal Narnian Railways have been told in no uncertain terms that AFK control is to be informed of the lateness of their connecting train by 19.00 at the very latest. This is just before the mixto arrives at Urteno. The subtle plan is that the mixto will be delayed if the connections are late so that evening freight traffic, such as the KTT local, can take priority. Communications through the Back of the Wardrobe Mountains indicate that it is, magically, smack on time today, just when it would have been convenient for it to be its usual half hour late. You just cannot trust witches, dwarves and speaking animals to get anything right can you! It is usually quicker to travel by centaur than the RNR!

 

Ian T

 

[ianathompson]

The operating session has now finished.

It has resulted in the most photographs of a single session yet published.

These photos are available on the website.

 

You will have to be patient. This is a big file that takes aminute or so to load.

 

As a taster I have included three photos in this post rather than than usual single offering.

I am more frugal with these postings nowadays as Flickr have imposed a limit after becoming commercialised.

Does anyone have any recommendations for an unlimited free platform?

 

 

235. The evening railcar forming the last up service of the day, which terminates at Urteno, is photographed by flashlight waiting at platform 3 in Relforka. It looks as though Aslan has been advising the Ferovojoj Thalnia upon the art of train timing in his spare time, because it will be waiting for some time. Nerv control has rung through to say that the connection from Sarip (the capital) is running 45 minutes late. It would be wouldn’t it, given that the Beruna train was on time for once?! For any-one wondering, the lateness is not just plucked out of thin air but is determined by probability tables and dice throws. A 100 sided dice is rolled which, obviously can be finely adjusted to represent percentage probabilities. The evening trains are heavily weighted for lateness as are the morning connections from the overnight SG trains.

 

 

237. Way out in the wilds the special railcar makes the stop at Ayleha below the snow fences of the Heldya ridge. Darkness fell hours ago and there is no electricity in the homes of this high valley, hanging above the Spelcia. Hopefully, with winter receding, the wolves will not be too hungry tonight, although they are unlikely to target humans as their prey. Should it be necessary wayfarers can take shelter in Our Lady of the Snows, where the door is always left unlocked for such an eventuality.

 

 

265. The mill train loco is run through the yard and parked beside the ground frame office before the session ends. The fireless will need two bites at the cherry to remove the SG wagons and the return train is scheduled for the small hours of the morning. The loco will probably wait here until the pilot returns before the crew decide whether to take it round to Aspargo. It is well known for arguing with the points there and falling onto the ground more often than a soccer player. This option might therefore be avoided. That café looks to be a good place for a doze!

 

It is hoped to make a few improvements during the shutdown between sessions but the AFK competes for time with other layouts.

Perhaps the fenland scene wull be revived or the Great North of Scotland might receive attention.

There is also the garden layout, the cricket season approaches and hopefully we will soon be allowed to sing church services again.

It could be a couple of months before another operating session begins.

 

Ian T

Edited March 15, 2021 by ianathompson
typo

[ianathompson]

It is some time since I last posted on RMWeb.

This is just a message to say that work is still proceeding .

I have switched hosting platforms as well so there might be a few more photos in future, rather than a terse reference to the website.

 

 

Most of the work has concentrated on Fenditavalat, or "Isuri" as I now think of it, having written the history and translated the word into Marrongacan.

The square's road surface has been filled in with a view to providing some cobbles.

This has been a thief of time because the surrounding buildings need finishing and bedding in.

The Mediaeval building at the left is a completely new structure, replacing its predecessor.

The shopfronts of the buiding on the right have been completed, another time consuming enterprise.

 

The stonework on the market and the adjacent buidlings has been completed, but needs bedding in.

The road surface also awaits a final pass to level it up.

The bus is new.

It represents the CFS, the "home" team.

Isuri is in Calviero province rather than Altonia, so the AFK buses are the visitors.

The cattle are wandering home after a day's grazing in the surrounding pastures.

Isuri retains its bucolic roots despite being the former provincial capital.

 

 

A hideous new monstrosity joins the cast of CFS locos.

It owes more to the old SG Italian three phase system than anything that ever ran on the narrow gauge.

The antler like bow collectors were a striking characteristic of these machines.

The cabin is also the traditional heptagonal shape (i.e. seven sides).

The body was built before the original chassis developed a fault and had to be discarded.

It was, of course, to a different wheel arrangement.

The body was prised apart and reconfigured.

Needless to say, there are no right angles after this treatment.

It has had a daub of Humbrol paint to reveal areas needing most attention, such as the joint along the front bonnet.

I am not very happy with the qualities of modern Humbrol.

This colour looks like chocolate and might as well have been chocolate for its ease of use.

 

A new water column has taken root in the square, compete with German style lantern.

The beast is availing itself of the facilty to take a drink.

Oh yes!!

These things ran up to water columns and  topped up their liquid rheostats, which evaporated with use.

They often emitted steam from open vents and there is one at the back, although the steam was left out of this photo.

 

I hope soon to be back with another session.

 

Ian T

[Barry O]

That loco is...err..something else(!)

 

Keep ondoing the great work on layout and locos  

 

Baz