A Borchester Market layout appreciation topic

[Chris_z]

Thanks very much for replying. You've clearly done much more than I thought.

3B: It never looked right being called 'Goods Shed'. I think it's wrongly named. If you have a look at the 3 drawings I did of the 'NE Corner', you'll see the Goods Shed is already on 2.

I hope you won't mind me not waiting for approval, but I took the liberty of extracting a section of one of your website photos to better explain. I've put red lines where board joins are visible. The others are clearly visible in many online images.

I think I have a better idea of the consolidation of boards you described.

The 'south side'...

Quite drastic changes. I haven't fully understood your description, but the annotated drawing shows what I think you were describing. Feel free to download and annotate and repost.

I hadn't intended posting the 3rd image, but it shows my attempt to understand the current storage alterations. You say you've moved the lefthand turntable. This makes perfect sense of the online images. I think there are 5 additional short sides at the far left side. Not to be confused with the 5 main storage lines on the rest of that board.

Is this all useful?

I can't provide materials information. Please feel free to add information.

Tony Walmsley has kindly allowed me to use his photos to illustrate the changes in the fiddle yard.

Flickr= https://www.flickr.com/photos/75514026@N03/albums/72157649004452418/with/23156440910/

[The Johnster]

Tony Walmsley has kindly allowed me to use his photos to illustrate relevant points.

His Flickr album on BM is at:

https://www.flickr.com/photos/75514026@N03/albums/72157649004452418/with/23156440910/

 

The overhead view shows most of the NE corner - pity about the heads.

https://farm2.staticflickr.com/1495/25587995783_81fd7e3507_o_d.jpg

This lovely shot illustrates Frank Dyer's masterful use of space and perspective to product what is really a very small layout that looks big from normal viewing level; I am in awe of it.  I am also a little in awe of it's being capable of exhibition, as AFAIK it was not originally intended for this!  I can't quite squeeze a 4-turnout blt into a space slightly longer than this in the way I'd like to...

[Chris_z]

Finally been able to make some progress on redrawing the Control Panel Diagram - see below.

I will have to wait until such time as access to the original diagram is possible for further information.

For now, I hope this helps.

The earlier drawing is now superseded by this one. Many thanks to Tony Walmsley for providing information. I realise my redraw doesn't reflect the photographed original, but I believe it to be more accurate thanks to Tony.

[Chris_z]

This table contains the information Tony W provided and should be read in conjunction with the revised Control Panel drawing above.

 

NOTE: The original table posted was not fully correct. This table compares original information with probable amendments. A revised finished table will be posted.

Edited May 15, 2017 by Chris_z

[micknich2003]

Sometime in the late 50's, Frank wrote a decent article in the "Model Railway News" on his then current layout "Borchester Town". Can anyone, please tell me the exact publication date? Many Thanks. 

[micknich2003]

Sometime in the late 50's, Frank wrote a decent article in the "Model Railway News" on his then current layout "Borchester Town". Can anyone, please tell me the exact publication date? Many Thanks. 

 I have since found the article, it was the in the December 1959 edition.

[micknich2003]

Sometime in the late 50's, Frank wrote a decent article in the "Model Railway News" on his then current layout "Borchester Town". Can anyone, please tell me the exact publication date? Many Thanks. 

 I have since found the article, it was the in the December 1959 edition.

[Chris_z]

I have since found the article, it was the in the December 1959 edition.

I've been buying old magazines on Franks work and compiled a list, which may or may not be complete.

MRJ 27 was an eye-opener. The Compendium is jaw-dropping.

 

read.http://www.doubleogauge.com/journal/TIMETABLE.PDF

 

Model Railway News

April 1955 - Borchester track plan (as a single track terminus) connected to another club members layout.

May 1956 - Borchester - Brief exhibition mention and photograph.

Dec 1959 - Borchester Town (includes layout plan - anyone got a copy of this article?)

Jun 1960 - 4mm Station Construction (No mention of Borchester or Frank Dyer)

July 1960 - Borchester - The Main Station Building Aug 1960 - Borchester - roof

Sep 1960 - Borchester - Fitting Station Awnings

Oct 1960 - Borchester - Making Station Main Entrance Awnings

 

Model Railway Journal

Issue 27 (1988) - p.314 - The Life and Lessons of the Borchesters, Frank Dyer

"When, in a recent editorial, we cited notable layouts of the past, the name of 'Borchester' loomed very large. What lessons were learned? Here Frank Dyre has the opportunity to tell you himself."

--"-- 'Frank Dyer and Borchester' by R. Hammond.

Issue 30 (1989) - p.84 - Model Railway Operation - Part 1, Frank Dyer - Introduction and operating speeds.

In response to the huge demand following his article in MRJ No.27, Frank Dyer tackles what he sees as the core issues of scale model railway operation.

--"-- 'Operating Speeds' by F. Dyer.

Issue 31 (1989) - p.152 - Model Railway Operation - Part 2, Frank Dyer - Planning layout traffic

Issue 32 (1989) - p.183 - Model Railway Operation - Part 3, Frank Dyer - Passenger train formations

Issue 33 (1989) - p.229 - Model Railway Operation - Part 4, Frank Dyer - Freight train formations

Issue 34 (1989) - p.266 - Model Railway Operation - Part 5, Frank Dyer - Thoughts on layout design

Issue 35 (1989) - p.305 - Model Railway Operation - Part 6, Frank Dyer - Methods of operation

Issue 36 (1990) - p.353 - Model Railway Operation - Part 7, Frank Dyer - Signalling and interlocking and their effect on running

Issue 42 (1990) - p.610 - Model Railway Operation, Frank Dyer

Methods of operation at Borchester Market. A postscript to part 6.

Compendium 2 (1994) - p.40 - The Steelworks Which Forged Borchester, Frank Dyer

The writings of Frank Dyer, the creator of the famous 4mm 'Borchester' layouts and widely regarded as one of the most important modellers of our time, have made occasional intriguing references to his early work on a gigantic model steelworks. It wasn't until MRJ reader Mr. D. Johnston of Poole turned up some photographs of the model that we realised just how vast and impressive it must have been. It toured Britain for a mere few years after the last war, but gave Frank a uniquely valuable baptism of fire, as he recalls.

 

Model Railways

Sept 1980 - Borchester Market edition. (Whole edition devoted to BM, including location diagram, schematic of layout and large detailed layout plan)

Sept 1982 - Buildings for Borchester - Building a Goods Shed (This is the Shed that is now on Hardwick Grange. Includes 2mm scale plans of the building)

 

Practical Model Railways

Practical Model Railways Dec 1986 - Dyers End and New Annington - The magnificent OO gauge layout of the Model Railway Club - illustrated in full colour.

Feb 1994 - Showpiece - "What makes the Whitchurch Road layout so special is that it bears the stamp of celebrated modeller Frank Dyer - and simply bristles with interest. This is because no fewer than 15 regulars of 'Whitchurch (Cardiff) & District Model Engineering Society have had a hand in its construction - and the abundance of features reflects their diverse interests. No layout plan.

 

Model Rail

Issue 126 (Jan 2009) - Borchester Chronicles, Part 1 (includes layout plan. Excellent photography by Chris Nevard)

Issue 128 (Mar 2009):

- Model Mail: 3 letters about Borchester Market and Hardwick Grange. (p.18)

- Borchester Chronicles, Part 2

Issue ? - another issue?

 

Issue 167 (April 2012) - Hardwick Grange: Frank Dyers Other Layout

 

Model Railway Enthusiast Magazine

May 1995 - New Annington and Dyers End - The MRC's modern image layout will be appearing at its exhibition. Pete Colton describes how the layout has evolved over time.

 

Model Railway(s) Constructor

July 1959 - Borchester Town

Aug 1959 - Wiring A to Z - Frank Dyer plugs in

Sept 1959 - Wiring A to Z - Frank Dyer gets into his stride

Oct 1959 - Wiring A to Z - Frank Dyer takes us further along

Nov 1959 - Wiring A to Z - In which we get down to the layout

Dec 1959 - ?

Jan 1960 - ?

Feb 1960 - Wiring A to Z - Part 6 - Practical Layout

Mar 1960 - Wiring A to Z - Part 7 - Basic Principles

April 1960 - Borchester - Frank Dyers Layout

April 1960 - Wiring A to Z - Part 8

May 1960 - Wiring A to Z - Part 9

July 1960 - Wiring A to Z - Part 10: More two-rail problems

Aug 1960 - ?

Sept 1960 - ?

Oct 1960 - Wiring A to Z - Part 13 - Frank Dyer

Nov 1960 - Wiring A to Z Part 14 - Frank Dyer

Dec 1960 - Wiring A to Z Part 15 - Frank Dyer (includes layout plan showing cab control)

Sept 1962 - The Locomotives of Borchester - Part 1

Oct 1962 - The Locomotives of Borchester - Part 2

Nov 1962 - The Locomotives of Borchester - Part 3

Dec 1962 - The Locomotives of Borchester - Part 4

Jan 1963 - The Locomotives of Borchester - Part 5

Mar 1963 - The Locomotives of Borchester - Part 6

April 1963 - The Locomotives of Borchester - Part 7: The Diesels

 

British Railway Modelling

Spring 2001 - Classic Layouts - article by Frank Dyer about his modelling life.

Edited May 15, 2017 by Chris_z

[Chris_z]

I have since found the article, it was the in the December 1959 edition.

Hello,

Are you able to scan the article and send it to me??

Chris

[Chris_z]

This is an attempt to show the variety of signal types on Borchester Market. The drawings are generalised and not accurate representations.

[Chris_z]

I've had another attempt to fit Franks route onto the map. I'm not happy with the fit, but it's the best I can do unless someone has something Frank drew in its conceptual stage.

I've annotated a few things. Fortunately there is a curve - which I've estimated to be ~290m radius - in the vicinity of Ollerton, that is a useful reference. The fit I posted earlier is clearly far too tight. I've examples of actual curves similar to the 290m curve with speed limits of 25 - 30mph.

NOTE: Since posting this originally, I have found earlier photos of BM with a 30mph speed sign on the Departure (UP) line just after the last siding of the freight yard. It's no longer on the layout.

Getting from the nearest tunnel to approximately where the signal gantry is located can't be more than ~2000m. The difference in elevation is absolutely not less than 15m, but much more likely to be 20-25m. That means the final approach to Borchester Market would have a gradient of ~1 in 75, maybe 1 in 100 at the most generous.

On the question of earthworks, I tried to assess the Mid-Notts Joint LMS / LNER line built 1931 from the LMS line north to Ollerton. The maximum elevation of the line seems to be no higher than 45m. The deepest cutting seems to be ~15m+. There are no tunnels. When you look at the N&OR route, there are no tunnels shown, but it is obvious some fairly significant cut and fill would have been required.

I have to conclude that Franks solution is as much about creating a layout to fit the available space.

I think he missed a much better location - more on that later.

In the meantime my latest attempt at a fit.

As previously mentioned, I have found information showing the extent of underground workings in the area. The workings - as I understand it (could be wrong) - are called 'panels'. Not being familiar with mining, I was surprised how far they went. Not only that, but how far east they went!

 

I've also found material on Borchester Town, including a location diagram that I will eventually redraw.

In the meantime, I plotted the relevant part and was surprised about the degree of 'link up' with Borchester Market. With some adjustment, it helped me refine previous attempts at fitting BM into the landscape.

 

The following map shows:

- light blue refers to BT route

- location of Borchester Market and Colliery

- underground mining

- the extent of sidings that would be needed by the BT / BM mines - not mentioned in Franks writings

- possible extent of BT & BM urban areas after mines well established

- some main road changes that might have been necessary

- the possibility of an extra mine in the area - i.e. at Borchester Main - or instead of Ollerton Colliery

- the more unlikely possibility of a mine at BM.

NB: The panels running north-south from Kirton towards Kneesall / Borchester Market were only just started when Thoresby Colliery (Edwinstowe) closed. The majority of those panels are only proposed workings. It had previously taken over some the Ollerton Colliery workings when it was closed.

The workings from the south are Bilsthorpe Colliery.

 

All of this does NOT change the gap between the situation in the 1880s / 1890s v WWI onwards, concerning the start of coal mining in this area.

Edited May 18, 2017 by Chris_z

[glo41f]

Thank you so much for all the effort expended on the locations etc. Wonderful stuff and it all goes to show that FD's vision was entirely feasible.  I knew FD during his time in London at the MRC and he was a very kindly and helpful person. To me his layouts especially BM are the apogee of what a model system should be. I am so please that it all was saved and not scrapped and that the new owners are even extending what FD created.

 

Are you able to say when it's next outing is please?

 

Martin Long 

[Chris_z]

Thank you so much for all the effort expended on the locations etc. Wonderful stuff and it all goes to show that FD's vision was entirely feasible. I knew FD during his time in London at the MRC and he was a very kindly and helpful person. To me his layouts especially BM are the apogee of what a model system should be. I am so please that it all was saved and not scrapped and that the new owners are even extending what FD created.

 

Are you able to say when it's next outing is please?

 

Martin Long

 

Thanks very much. I haven't finished yet:

- still got the suggested re-location to finish

- drawings of BT 1959 and 1955 to produce

- redraw location diagram of BT

- I think I can create a control panel style diagram for BT now that I've found one of Franks layout section plans in an article

- similarly a signals 'layout'

- redraw the Borchester Market Frank would have preferred if he'd had room for the fiddle yards

- redraw a couple of other layouts he designed.

Quite a lot really.

 

I'm not a member of any club / society, so I don't know when BM or HG will be on tour again.

 

Do happen to know if any of Franks notes, notebooks, diaries, hand drawn plans, sketches, etc survive (apart from the 3 posted much earlier on this thread)?

Have you read the article he wrote at the age of 85 about his modelling life? British Railway Modelling Classic Layouts 2001. It's a real 'gem' of an article.

Edited May 17, 2017 by Chris_z

[60526]

Martin, because of the current situation with Newhaven MRC and the temporary clubrooms, the layout is currently stored out of use elsewhere and the team have no current plans to exhibit it further until the situation changes which may not be for sometime. Regards Charlie

[Chris_z]

Thanks very much. I haven't finished yet:

- still got the suggested re-location to finish

- drawings of BT 1959 and 1955 to produce

- redraw location diagram of BT

- I think I can create a control panel style diagram for BT now that I've found one of Franks layout section plans in an article

- similarly a signals 'layout'

- redraw the Borchester Market Frank would have preferred if he'd had room for the fiddle yards

- redraw a couple of other layouts he designed.

Quite a lot really.

I'm not a member of any club / society, so I don't know when BM or HG will be on tour again.

Do happen to know if any of Franks notes, notebooks, diaries, hand drawn plans, sketches, etc survive (apart from the 3 posted much earlier on this thread)?

Have you read the article he wrote at the age of 85 about his modelling life? British Railway Modelling Classic Layouts 2001. It's a real 'gem' of an article.

BORCHESTER MARKET: ALTERNATIVE SCENARIO

 

LD&ECR

(Source: The Lancashire, Derbyshire & East Coast Railway; Oakwood Press - 1st Ed. 1966, reprinted 1984 & 1988)

 

The 'father' of the Lancashire, Derbyshire & East Coast Railway (LD&ECR) was William Arkwright; a direct descendent of Sir Richard Arkwright. He succeeded to the family estates at Sutton Scarsdale, east of Chesterfield. Not being content to lead the life of a country squire and wanted to develop the considerable coal seams under his land.

 

During the 1880s, plans were prepared to sink collieries on his estates. To enable the widest possible market for his coal, he concluded that an independent railway was needed instead of the indifferent offerings of the Midland Railway and Manchester, Sheffield & Lincolnshire Railway (MS&LR - later to become the GCR).

 

His initial railways were mineral lines, but in 1887 the preliminary prospectus of the Chesterfield & Lincoln Direct Railway was published. Part of the route would cross his estates. It was promoted quite independently of Arkwright. Although there was little local support, it's route was the same as the later LD&ECR.

 

Arkwright' plans initial attempt at an east-west route involved the Newark & Ollerton Railway (N&OR), authorised in 1887. Although just a rural branch serving the hop-growing township of Ollerton, the promoters had similar ideas to Arkwright. It would have given them an outlet via the Great Northern Railway (GNR) at Newark. Arkwright suggested the GNR use the branch and extend it to Chesterfield, serving the developing coalfield. The GNR wasn't interested.

 

Arkwright went on to develop the idea of an independent line linking the west coast (Warrington, on the Manchester Ship Canal) to already proposed extensive new docks on the east coast at Sutton-on-Sea. This involved a number of lines which would form the LD&ECR. By the autumn of 1890, the entire route had been surveyed. In November 1890, the plans were made public. An Act of Parliament received Royal Assent on 5 August 1891.

 

Ultimately, the lack of sufficient investment forced the LD&ECR to accept an alliance with the Great Eastern Railway (GER). This resulted in only the central section ever being built; not including the N&OR.

 

Eventually, the LD&ECR became part of the GCR as of 1 January 1907.

 

SOME BACKGROUND ON FRANK DYER

He was born around 1915-1916... "I well remember standing in a roadway in Bedford. The year must have been 1919. Quite suddenly there was the scream of a whistle, and a loud roar as an express train hurtled through the station which was just the other side of the fence; a brief flash of crimson carriages, and a drift of white steam. I was transfixed! The magic had captured me: a little boy of four." (Everyone should get the Spring 2001 Britain Railway Modelling Classic Layouts. This was Frank writing, aged 85. A gem of an article.). "I was a boy of 5, and the thrill of the railway was beginning to take hold. That would be about 1920". He became a 'train watcher', not a number collector. Frank seems to have travelled widely by train, absorbing everything about the subject. In his own words: "...I must have had a very enquiring sort of mind". He kept notebooks and diaries of his observations. I wonder what happened to them?

 

His father was a draughtsman, whose hobby was making model boats and buildings ("most of which he never finished"). His father was a keen woodworker and introduced Frank to tools and wood-working methods.

 

When Frank left school, he started work in an engineering works - cleaning machines. He then changed to electrical wiring: working in the electrical insulation industry and undertook night-classes in the subject. This enabled him to 'play' with electric switching and circuitry. His employment led to work in fine electrical testing at a big radio and telephone works in south-east London. It seems he must have been there through the war as an instructor in the assembly and testing of small electrical components - a vital part of the war-effort. I understand he worked at or near Woolwich and the work was related to radar components. It involved long commutes to / from his parents home in north London.

 

Model Railway Club

Frank and others formed a model railway club in Barnet towards the end of the war. About this time or shortly afterwards, Frank started building the nucleus of a terminal layout at home, which eventually turned into Borchester Town.

 

The Steelworks

In early 1949, Frank went to work for a firm of exhibition contractors (C. D. Productions Ltd), as a professional model-maker. They built a large model of a modern steelworks, as part of a massive campaign by the British Iron & Steel Federation, to publicise the iron and steel industry. It was taken on a publicity tour, starting in March 1949. Although not based on any particular prototype, much of the design and layout was based on Margam, Port Talbot, South Wales. As his first task, he was put in charge of a large model steelworks - 60' x 24' (18.288m x 7.315m). It was built to 1:72 scale with OO railways. There were 1600 wagons on the model! Everything worked on automatic sequences. The railway side of things didn't work at all well. It was up to Frank to make it work reliably. He was part of a small team maintaining it at exhibitions. Reliability was greatly improved, especially the railway side of the model. He described that after having worked on it for a year, he "...more about the mechanics of OO railways than I would have learned in a lifetime of modelling at home ".

 

Critical

He was definitely very critical of the way people ran their model railways with a complete lack of realism. Before the war, he seems to have been very impressed by an O gauge layout - 'Maybank' - built by Bill Branwell. In Franks words: "It was being worked as a railway should be."

 

Frank considered realistic operation to be equally as important as model making and just as difficult.

 

Borchester Town

In 1954, a small attic-room became available as a model room. His first model railway layout included the station he'd previously built. This became Borchester Town. It was a small single track terminus with a 4 road marshalling yard and a link to a colliery. It was set about 2 years after nationalisation (1950). In the late 1950s Borchester Town was built, set in 1957. This layout was dismantled in 1968, because of a house move.

 

In 1975, Frank (started?) building Borchester Market, reusing material from the old layout. It was finished in 1978.

 

FRANK DYERS SCENARIO THOUGHTS ON BORCHESTER MARKETTime Period

Frank chose 1958 for Borchester Market, because he made extensive records of what he actually saw in my chosen area. Having said that, Frank kept his layouts up-to-date for their time. Borchester Town was 1957. In one article, Frank even refers to Borchester Market as 1959. The extra year might allow more diesels.

Motivation

"My whole motivation goes back to those early years of train-watching; as a child, a teenager and later as a keen student of the subject: 'the railway'". Everything must conform to what can be seen 'looking-over-the-fence ' - the 'train-watcher'. Operators were drivers and a good one was 'a bit of an actor '.

 

RailwayThe word 'Railway' always meant the Great Northern to Frank. It was later part of the LNER, the line of his childhood. Later, he acquired a pleasant association with the lines of what was once the Great Central...".

 

History and Location

He thought one of the first steps was to "...give the line a history and a location on the railway map."

History:

- Provides the principal traffic and subsequent development.

Location:

- Indicates traffic flows and destinations.

- Suggests typical services and connections.

 

In terms of location, Frank needed to find a district where these two lines interacted. Joint lines, and places where both lines overlapped could be found between Merseyside and Lincolnshire. To Frank, it seemed the area to the North of Nottingham offered the best possibilities. It included remnants of the old Sherwood Forest; green, wooded country with hills of red sandstone, a mixture of agriculture, parkland, and coal-mining. There was a lot of railway in this area. So, he invented a place which would be connected to existing lines, especially if a service joined the LNER main line and onto Kings Cross could be justified.Borchester Market was supposed to be situated approximately where the real village of Kneesall is marked on the Ordnance Map. This is about 10 miles (16km) northwest of Newark-on-Trent. In a 1959 article, Frank refers to the proposed Newark & Ollerton Railway that was never built. He seems to have been under the impression it was proposed by the GNR. In reality, the GNR never proposed the line. For the purposes of the scenario, it is reasonable to consider the GNR supported its construction. That would provide the 'GNR origin' he wanted.

 

Frank imagined:- "a hefty coal mine near Borchester"- ..."a double-track branch built by the GNR to a terminus in the town"- ..."a single-track branch extending beyond it to the pit-head."  This would have provided a southward exit for Borchester's coal, and make a direct train service possible between the town and London or East Anglia via Newark and the Kings Cross main line.Also:

- a further extension of the Newark to Borchester line being made to Ollerton (see his sketch map) on the old LDECR, later part of the GCR

- owing to the terrain, he imagined this extension avoiding Borchester

- local demand would later result in a spur being built by the GNR, connecting Borchester Market to the north, thus forming a triangle of junctions at Wellow

- services could run from Borchester, via this connection, to LDECR* or MSLR stations at Nottingham Mansfield, Chesterfield and Sheffield

- after these companies became part of the GCR at the turn of the 20th century, through-services would begin between Sheffield and London, with a reversal at Borchester

- the 'main' line to Newark (with a definite ex-GN flavour) allowing 'fasts' to London or Cambridge, and locals to Newark or Grantham, Sleaford and Boston

- the heavy haul of coal to Peterborough for London and the south

- traffic on the other line (the 'loop') would be of a more local nature: 'fast' trains (reduced in length) would go only as far as Sheffield

- there would be much local traffic, both freight and passenger (tending towards a GCR inclination, especially locomotives)

- through traffic from the GCR lines to Newark, using the third side of the 'Wellow' triangle ('off' the model).

 

Questions

Frank posed the question:

- 'Why all this historical and topographical background stuff? Is it necessary? Isn't the whole idea of building a layout to have fun?'

 

Responses

Fun and Necessities:

- "...we do have fun in plenty"

- "...the serious effort to get the right atmosphere, historically, scenically, topographically..."

- "...the continued effort to...perform as near...to the real thing...the greatest satisfaction is achieved.

 

The old Borchester Town layout was a through station, and initially, he wanted the new layout to be an elaborated double-track version. The proposal was abandoned in favour of a terminus, because of problems in accommodating the fiddle-yards.

 

Topography:

According to Frank, a range of red sandstone hills runs from east to west about a mile (~1600m) south of the town. These provide a reason for tunnelling through into the fiddle-yards. He modelled the area of railway to the north of these hills.

 

The line leaves Borchester running southward over a short embankment. As it approaches the hills, it divides at Wellow East Junction. Just beyond this junction, the original line to Newark disappears into a tunnel. The 'loop-line' to Wellow West Junction turns along the face of the hills, passing the small station of Wellow Park which serves a mining estate; before entering another tunnel on its way to Ollerton and the GCR. Each of these tunnels leads into its own fiddle yard, quite self-contained, each usually being worked by a separate operator.

 

The 'half-mile' (~800m) between the junction and Borchester has been reduced for model purposes.

 

Borchester Approach:

At Borchester's home signals (advanced home and home) the down (arrival) line divides:

- the left fork being a non-passenger connection which leads to the colliery branch

- at this point the small loco yard is passed with a full sized turntable, but no shed: it is merely a stabling-point

- it could be argued that with a triangle of running-junctions nearby makes the turntable unnecessary, but Borchester is a rather busy place which justifies it railway-wise

- on the north side, opposite the loco yard, is the small town Goods Yard (quite small for a town of this size):

-- the little town yard handles mostly building materials

-- there is a small loading-shed which has road-access

-- the yard also deals with some wagonloads transferred from Newark area (GN) to the Langwith Jc area (GC) and vice versa

- in mining districts the local railway yards do not handle domestic coal, which is ~70% of yard-space in the south

- local coal comes direct by road from the pit

- most of Borchester's factories are on a trading-estate served by a connection from the colliery branch with its own freight services (off model).

 

Borchester Market Station:

Forward from the home signals, the main lines leads into the station:

- there are 4 platform-faces, consisting of 2 islands connected at the terminal end by a covered concourse:

-- Platform 4 - alongside the goods yard headshunt - is shortened into a bay, to provide space for some buildings on P3, which is

-- Platform 3 - the principal platform

-- between P3 and P2 is a 'centre-road' provided with loco-release crossovers from the two adjacent lines

-- Platform 2

-- Platform 1 - longer than P2 - often used for long-distance arrivals.

 

Simultaneous arrivals and departures can be made between any pair of platforms, except between 1 & 2.

 

Taking the left divergence at the home-signals, connection is made to the only carriage-siding. This lies alongside platform 1.

 

As most of the long-distance trains simply reverse at Borchester and proceed on their way, extensive carriage-storage is not needed.

 

Connection to the Loco-Yard and Colliery Branch:

The connection with the loco-yard is also made at this point.

The line goes forward over trap-points to become the colliery branch, which curve away from the station over an arched brick viaduct. It passes between buildings of the industrial estate (with imaginary siding connections), crosses under a main road and supposedly enters a cutting on its journey to the pit head sidings. In fact, it disappears from view at the road bridge, and enters the main line fiddle-yard at the opposite end. The 'Colliery' is just painted on the scenic backcloth.

ISSUES WITH THIS SCENARIO 1. No coal mines were ever sunk east of those shown on the map (Bilsthorpe, Ollerton and Thoresby): the map also shows oilfields.2. The bore holes to locate coal seams were sunk during and just after World War I; whilst mine shafts were not sunk until the 1920s.3. Fitting Franks Borchester Market into the topography has proven difficult without the benefit of his thinking. Knowing the location of Borchester Town has helped improve the 'fit'.4. The GNR didn't promote the N&OR, nor were they interested in supporting / running it. This would need to be reversed in Franks history.5. Kneesall (BM) is too close to Newark-on-Trent to be a (major) market Town or just a small town. Expansion would only come with coal mining.6. Building the line before coal mining means a quiet rural line whose biggest traffic would be hops.

7. Coal traffic derived from the LD&ECR (GCR) would bypass Borchester Market and the model.

RECONCILING FRANKS SCENARIO WITH THE ISSUES Solution 1:

1. Research into the extent of underground workings has shown they extended a long way east of the mine shafts. With the benefit of knowing the location of Borchester Town, it improves the possibility of a fourth mine shaft in the area. This would 'steal' part of the Bilsthorpe workings.

2. Bilsthorpe, Ollerton and Thoresby coal mines sunk in the 1920s (see map showing dates of bore holes, shaft sinking and first production). The Borchester Town scenario is the easiest to envisage a fourth mine. Borchester Market is further away and more problematic.

3. Have the GNR support and run the railway, as Frank imagined.

4. Build it within the 5 years normally allowed by Acts of Parliament for railways and to a modified route; much like that for Borchester Town.

5. Assume completion of the 'main' line in 1889. This could reach Edwinstowe (furtherest west permitted under the 1887 Act of Parliament).

6. In the Borchester Market scenario, the 'by-pass' line would come first. Initially, hops would be the most important traffic; after opening of the LD&ECR, coal traffic would be 'tapped' from the west.

7. Only with the sinking of a new coal mine would the Borchester Market branch be built and the 'loop' to form a triangle. Assuming Borchester Main Colliery was one of the first; this would place construction around 1923-25. The urban area would then expand rapidly for awhile.

 

Solution 2:1. Move the location of Borchester Market to New Ollerton.2. Rename the railway: Newark & Borchester Market Railway to reflect these changes.3. The 'colliery branch' would initially serve Malt Houses and possibly a Brewery.4. Branches to Edwinstowe (furtherest west permitted under the 1887 Act of Parliament) and Eakring.5. Borchester Market replaces New Ollerton and eventually incorporates Ollerton and Boughton as suburbs.

6. Borchester Market Station would be built on the real site of the Ollerton Colliery.

7. Ollerton Colliery would either not be built or moved a short distance eastwards.

8. Thoresby Colliery would mine the coal measures accessed by Ollerton Colliery. In reality, the underground workings eventually joined up.

9. The Joint Mid-Notts Railway would not be built. The southern end would be an LMS branch to Bilsthorpe Colliery.

10. The Borchester Market 'colliery branch' would extend to Thoresby Colliery.

11. The initial Edwinstowe branch station would be demolished to make way for the Thoresby Colliery branch line from the former LD&ECR (GCR) main line.

12. The Ollerton halt on the Edwinstowe branch would be closed after Grouping.

13. The Eakring branch would gain a connection to the Bilsthorpe Colliery branch when production started in 1928.

14. The original Eakring branch terminus would be extended to a new crude oil loading terminal in 1939. This would be expanded during the World War II.

 

CONSEQUENCES FOR THE MODEL

Solution 1:

1. Wellow Park station should be renamed. It is too far away from its namesake, even by railway standards. Perhaps, just Park station. There is a Park Farm nearby.

2. The whole platform facing really ought to concrete for a 1920s LNER construction.

 

Solution 2:

1. The viaduct would need to be removed. It would be replaced with a flat area of ground. The branch would remain.

2. A short section of 'cosmetic' LD&ECR (GCR) main line would need to be modelled going under the N&BMR main line, where the lifting flap used to be, on the approach to the station.

3. The back scene would need replacing or modifying to reflect the changed location.

4. The topographic scenery , currently showing red sandstone rocks, may need to be modified to reflect the changed location.

5. The back scene would need to be modified to provide greater separation between the 'loop' and 'colliery' branch.

[Chris_z]

Someone mentioned on another thread that Borchester Market may have been inspired by Chesterfield Market Place. I don't know if there is any truth in that. Frank could have visited the station before it closed, so he might have kept some notes of the place. This is speculation, unless someone knows otherwise.

It did get me looking at CMP and there are striking similarities. So, I decided to produce some plans illustrating them; in case anyone is interested.

The plans show:

1. OS 25" plans (source: National Library of Scotland online maps): 1914 edition superimposed over the 1898 edition. Some changes are evident; presumably as a result of GCR absorption in 1907.

2. The 2 plans are overlaid (with the help of GIS rectification) by the 1930s plan from Neil Bridgewaters website (http://www.oldminer.co.uk/track-plans.html) with thanks.

3. Flipping the central part of the OS plan shows a lot of similarities to BM.

4. I've drawn a more BM-like plan.

Conclusion: some interesting similarities and possibilities.

Hope this is of interest.

Edited May 25, 2017 by Chris_z

[Chris_z]

IN MEMORY OF FRANK DYER

Redrawn BORCHESTER MARKET 00 Layout, as in 1980.

Hope this is OK.

More to follow......

  

Thanks to some excellent photos from Charlie of BM 1992, I now feel confident in producing a layout plan for 1992.

BORCHESTER MARKET 1992

  

I think I've done as much as possible with the information to hand. So, for the moment, l'll move on to the - for me - the most interesting element of Franks Borchester Market - the scenario.

I've redrawn his location diagram.

This is very diagrammatic. The area of the scenario and model has been vastly exaggerated, presumably for legibility.

  

The earlier drawing is now superseded by this one. Many thanks to Tony Walmsley for providing information. I realise my redraw doesn't reflect the photographed original, but I believe it to be more accurate thanks to Tony.

  

As previously mentioned, I have found information showing the extent of underground workings in the area. The workings - as I understand it (could be wrong) - are called 'panels'. Not being familiar with mining, I was surprised how far they went. Not only that, but how far east they went!

I've also found material on Borchester Town, including a location diagram that I will eventually redraw.

In the meantime, I plotted the relevant part and was surprised about the degree of 'link up' with Borchester Market. With some adjustment, it helped me refine previous attempts at fitting BM into the landscape.

The following map shows:

- light blue refers to BT route

- location of Borchester Market and Colliery

- underground mining

- the extent of sidings that would be needed by the BT / BM mines - not mentioned in Franks writings

- possible extent of BT & BM urban areas after mines well established

- some main road changes that might have been necessary

- the possibility of an extra mine in the area - i.e. at Borchester Main - or instead of Ollerton Colliery

- the more unlikely possibility of a mine at BM.

NB: The panels running north-south from Kirton towards Kneesall / Borchester Market were only just started when Thoresby Colliery (Edwinstowe) closed. The majority of those panels are only proposed workings. It had previously taken over some the Ollerton Colliery workings when it was closed.

The workings from the south are Bilsthorpe Colliery.

All of this does NOT change the gap between the situation in the 1880s / 1890s v WWI onwards, concerning the start of coal mining in this area.

I think I've finally finished the Borchester layout plans, at least those that were built.

The knew stuff that follows is:

1. Borchester Town (BT) Mk.1 - only 1 photo and plan, so information not complete (anyone got any 1950s photos?) - showing limited view.

2. The best I can do for a Borchester Town reconstruction (1955).

3. Showing the expansion of the layout boards 1955-1959.

4. Overlaid tracks 1955 and 1959.

5. Borchester Town 1959.

6. Borchester Town 'control panel' - of sorts. The other published plan is so small and of poor resolution, that I can't add the information. (Anyone know of a larger, better version?)

[Chris_z]

01-151012-0002.pdf01-151012-0003.pdf

 

Thanks for reminding me Brian, after all I'm trying to think back about 37 years! Whilst I made all the paintwork at home for the main station, New Annington, the plain half track was made by others maybe at their places or at the club. I certainly cut all the sleepers myself. And yes, you're right about using Kings Cross bullhead rail as Jones Brothers had probably closed down by that time and it was easier to file bullhead rail for points than flat bottom.

 

Frank, as I said earlier, had designed a number of plans and I'm not sure who else contributed to the ideas, I know your good self and John Hewitt had a hand in them, along with the wishes of the club committee who of course held the purse strings! Also at that time there was very little "modern image" stock available, in fact virtually nothing except the Tri-ang Brush type 2, English electric type 3, a diesel shunter and Metro-Cammell DMU. Whilst the layout was being discussed, Lima came along with their offerings and Tri-ang (by then renamed Hornby) with the HST and the Joueff class 40. So we were not over-supplied with diesel-era models.

 

Yes, Practical Model Railways was the magazine, I've got a copy of it somewhere, along with pieces of the track being built at home in my place in Mitcham Lane. Anyway, the layout was built, it ran, and as Brian says, was modernised after about 10 years with colour light signals, modernised track plan and overhead.

 

ISTR mentioning the elevated curve that Brian mentions; he built it very nicely but we then found that stock collided as we'd forgotten to allow for gauge widening between track centres! But the sight of John Hewitt's HST tilting round that curve made a lovely sight. Thanks Brian for your input to the layout. 

 

Hopefully I've attached 2 PDF files of Frank's track plans, they're scanned form the pencil drawn originals so might be a bit difficult to follow.

After many attempts I've think I've managed to extract as much information from your PDF of Scheme B.

Attached are:

1. Franks drawing enhanced.

2. Redrawn.

3. Reversed.

Observations:

1. Scheme B looks like a Borchester Town Mk.3 without a coal marshalling yard. I would assume it is located in the same place as BT2 and BT1. I can't work out the coal traffic.

2. Does anyone have Scheme A?

3. Where there more schemes?

4. If you reverse the track layout you can see how Borchester Market came out of it.

[The Johnster]

That certainly works as a missing link in the evolution from Town to Market, Junction perhaps?   I would guess, given the way Market was built and is operated, that the coal traffic runs through platform 3, and the empties through 4.  These have a crossover at the town end and can be used as terminus platforms or as through ones; their function is performed by Wellow Park on the existing layout.  The current situation is that coal trains run through on to a single track branch; the colliery is not modelled but suggested on the backsecene, and this could have been similar.

 

Anyone looking for a steam era layout plan of this sort could do worse than just build this!

 

I'm glad the Borchester Market we have is what it is, though; the use of gradients and transition curves is masterful, inspirational,l and has never been bettered.  This layout has some clever curvature, but could be built on one level easily enough; a dimension would be lost IMHO had this been the final version.  Also, a loco stabling point as opposed to a shed is still a brave thing and not the accepted wisdom, though it is very effective.

Edited June 26, 2017 by The Johnster

[Chris_z]

I think I've finally finished the Borchester layout plans, at least those that were built.

The knew stuff that follows is:

1. Borchester Town (BT) Mk.1 - only 1 photo and plan, so information not complete (anyone got any 1950s photos?) - showing limited view.

2. The best I can do for a Borchester Town reconstruction (1955).

3. Showing the expansion of the layout boards 1955-1959.

4. Overlaid tracks 1955 and 1959.

5. Borchester Town 1959.

6. Borchester Town 'control panel' - of sorts. The other published plan is so small and of poor resolution, that I can't add the information. (Anyone know of a larger, better version?)

Having discussed the Stencil Route Indicator (SRI) with a signalling friend, I think the most likely indications are:

 

PS Thanks for all the 'likes'.

[60526]

Well back to the real thing. The layout is currently stored in it's shed along with another layout from the Newhaven Club and we have a problem coming up. We cannot see any chance of our club circumstances (i.e lack of space) changing in the near future, there is also a good possibility that it will be losing its current storage site in the near future, it's already been stored up for a while but long term it is not going to do the layout any good, it really needs to be assembled and operated. So reluctantly the BM Group has decided that we need to sell the layout, it would come with everything that you would see at an exhibition with the power switched on ready to go, lights, controllers, transformers, all the paperwork that we were given by the Dyer family, including the paper and electronic timetables for running the sequence, but no stock, we never received any of the original locos etc, what we use are owned by group members. I thought that I would put it on this forum first in case of any interest, we are open to offers . Please PM if interested.

Regards

Charlie 

[dunwurken]

Sorry to learn that you are being forced to sell the layout.  I personally cannot take project on as I am already up to my eyeballs with the Craig and Mertonford.  I do hope you find a good home for it, please keep us informed of progress.

Malcolm

[Pacific231G]

Well back to the real thing. The layout is currently stored in it's shed along with another layout from the Newhaven Club and we have a problem coming up. We cannot see any chance of our club circumstances (i.e lack of space) changing in the near future, there is also a good possibility that it will be losing its current storage site in the near future, it's already been stored up for a while but long term it is not going to do the layout any good, it really needs to be assembled and operated. So reluctantly the BM Group has decided that we need to sell the layout, it would come with everything that you would see at an exhibition with the power switched on ready to go, lights, controllers, transformers, all the paperwork that we were given by the Dyer family, including the paper and electronic timetables for running the sequence, but no stock, we never received any of the original locos etc, what we use are owned by group members. I thought that I would put it on this forum first in case of any interest, we are open to offers . Please PM if interested.

Regards

Charlie 

That's a real; shame Charlie. Over the past few years I've really appreciated being able to see this legendary and inspiring layout in action so my thanks to all of you for enabling that.  I wonder if a group from one of the country's larger clubs might take it on.

[RJS1977]

Or AIMREC, perhaps?

[60526]

Ashford International Model Railway Excellence Centre, that's a good shout. We’ve had a couple of enquiries but nothing going forward yet. Apart from the accommodation problem, I was asked why we were selling it and not just retiring it, the main layout is now 42 years old, some bits would be 60+ years old, may seem strange but we own it but it would never be ours, it was made by someone who was far better than we could ever be, but we decided from the outset that we had to get a good team together to put the layout into good shape for exhibiting. This layout in concept and operation is far too good to be stored up out of the way or scrapped. Is it a museum piece? Could it still go out on the exhibition circuit? Could it be in somebody’s garden shed? Yes to all 3 really. Have had what-if thoughts in the past about this time, considered that if it was still in its shed when I retire and not in the clubroom then BM station could be modified to be a through station and to either go out in the garden or to loop around and connect to the back of the GN fiddleyard to make a continuous loop, it makes it easier for one man operation. But somebody or a team needs to take it on and enjoy it.