Stokesay Junction: The BRM N Gauge Project Layout 2014-15

[Happy Hippo]

Stokesay Junction is the name given to the new BRM N Gauge project layout.

 

This project is in complete contrast to Black Country Blues, which was built by a team entirely from scratch.

This time a partially completed N gauge layout has been given to Telford Railway Modellers Group (TRMG), and we have been told to finish it off.

 

Of course, nothing is that simple, and not only do we have to complete 'Stokesay Junction', but it has to be complete by Sept 2015 for that year's RM Web Live. Add to that an article each month in BRM, charting progress on SJ, and we are in for an interesting and busy time.

 

The introduction to Stokesay Junction will be published in the July edition of BRM, where you will be able to follow progress month by month, as well as getting more information on TRMG's progress here on RM Web.

 

More to follow when I get back from my trip to Edinburgh.

[avonside1563]

Great to hear about the new project. Good luck with it.

[Guest bri.s]

Looking forward to your progress

 

Brian

[richard-g8jvm]

Progress of Stokesay can also be followed on the Telford Railway Modelers Group web page

http://www.trmg.org.uk

its under the heading Gallery

[Happy Hippo]

Now that the other Richard (there are two of us at TRMG) has posted the link up to the club's embryo website, perhaps now it the time to fill in some of the detail about Stokesay Junction.

 

The unfinished and at the time unnamed N gauge railway was delivered to our Telford club rooms in April.

 

Unlike BCB, which was custom built by a team of very experienced and talented modellers, the BRM editorial team's idea was to give the partially completed railway to a club or group and then serialise the work involved in completing the model.  These articles, and seeing the incomplete/semi complete/ nearly finished/completed railway at subsequent BRM model railway shows, would act as an incentive and encourage modellers to take those steps between set track/rtr and a fully scratchbuit finescale empire.

 

The agreement was (and is) that TRMG had to have this model railway completely finished for RMWeb live in 2015.

 

What we received  an incomplete N gauge model railway measuring  12 ft x 7 foot.

 

Baseboard construction was a conventional 2" x 1" frames with ply tops.

 

The boards were joined together by hinges with a removable pin both at the sides and along the bottom edge of the baseboard frames.

 

All the track work was conventional Peco Code 80, and was laid in and ballasted, and was fully wired up, including point motors, to control panels let into the baseboard top(s).

 

The wiring was a work of art. Very neatly done and the railway came complete with a proper wiring manual which explained everything about how the railway  functioned electrically.  When you are taking on a partially complete project, information like this is invaluable, and it  has already saved us hours in tracing certain small faults and making adjustments to the scheme.

 

As with all clubs, there was an element that wanted to immediately rush in and start 'doing', but we decided that it would be far better if we sat back and thought about it carefully, and then we could work to a plan.

 

I'll cover that next time.

[Revolution Ben]

 

Hello there,

 

Interesting project! The website describes it as the welsh marches in 1980 - any chance of more details and some photos?

 

Cheers

 

Ben A.

[Happy Hippo]

Ben,

 

Thanks for the interest in the project.

 

In a nutshell the answer is Yes!

 

I will be filling in more of the details shortly, especially our reasoning behind the location and time period(s)

 

Pictures and a track plan will follow as well.

[Grafarman]

Definitely be following this one; scale, location and era are all right up my street, erm, along my track...

 

 

David

[SteveCole]

The 'project' will also be documented in BRM, starting in the August issue which goes on-sale as a Digital Edition next Friday (July 4th) and in shops on July 10. Stokesay will also be appearing as a work-in-progress layout at RMweb Live in September and Peterborough in October.

[jjnewitt]

I will look forward to seeing how this pans out. The North & West was/is a wonderful line and don't think it's modelling potential has been tapped properly often enough. I hope there will be some rough around the edges Shrewsbury and Hereford (assuming you're basing the layout on that part of the line) station buildings and signal boxes populating the layout.

[Happy Hippo]

Stokesey Junction is reputedly just south of Craven Arms and the junction forms a southern 'leg' to the Central Wales line from Craven Arms to Swansea.

 

Nick, our resident builder in N and 2mm scales, has already completed the station building and one of the signal boxes both based on the prototypes at Craven Arms.

[Happy Hippo]

Onward with the next part of this epic......

 

Having received the various boards legs and other boxes of 'stuff', the first task was to get the railway erected in our club rooms and then to see how it worked, and more importantly what did and what didn't.

 

In all fairness apart from a few loose wires, it worked fairly well.  however we were getting inconsistent running, and this was traced to poor alignment of the fixing hinges.  The pins used to secure them being too loose.  I made up 32 new steel pins on the lathe, which did improve matters, but in the end we felt that the baseboard realignment was not good enought for an exhibition layout, so the hinges were replaced with brass dowels in the baseboard ends and overlever type catches to clamp the boards together.  This provided the consistent good running we needed to achieve.

 

We did note that the 'branch' did have a few tight spots on the entry to the fiddle that were going to preclude the use of large locos, but it was a shortcoming we could live with.

 

Ideally we would have liked to build 'Craven Arms and Stokesay' but although we had looked at pictures of the railway before it was delivered, and thought it was possible, it was blatently obvious that to do so would have been a major rebuild of the station area. We did consider a partial remodel of the station to enable us to carry out the prototypical train movements in the area, but this was not going to happen as we were very aware of the time constraints that were placed upon us.  So the general consensus was for a re-think of how we wanted to  proceed and what we wanted to achieve.  We had to come up with a plan that was both viable and have some credibility however slight!

 

Hence the decision to create Stokesay Junction, a station a few miles to the south of Craven Arms which provided a direct route to northbound trains wishing to access the Central Wales line.  This enabled us to use the existing track plan with only a few minor modifications, that would not require any adjustments to the wiring looms.

 

We had already discussed  and gained agreement with the BRM editorial team about the period to be modelled.

 

Initially we would opt for a target year of 1980, and then expand into the Sectorisation period as we built up our locomotive and stock levels.

 

As this is one of our two 'local' main lines, we had quite a bit of information on the traffic flows, which has been a big help, although with the aid of  some modellers licence we have been able to add a few enhancements.

 

For instance:

 

The Much Wenlock branch remaining open, and that the passenger service now terminates at Stokesay rather than CA .  Whether the MW line continues up to Telford remains unclear.

 

At the south end of Stokesay is a long siding serving an off scene industry.  Originally it was to be a timber facility, until we realised that we's need a train of full wagons as well as empties, so a rake of PCA cement wagons was purchased as a 'saving'.

 

Specialised freight traffic from Newport to Swansea via the Central Wales line due to major engineering works east of Cardiff.

 

One of the plus points of the N&W route is it was the first route on BR that was used for Steam specials, of which the club members could provide from their existing stock.

 

It was about then that we found the box containing colour light signals!

 

The N&W route is one of the last strongholds of semaphore signals in the area, but we decided that a colour light scheme would be far easier to make operational than semaphores, so we will be applying a little more licence in this area as we move forward with the project.

[Donw]

For a while in the mid 80s I lived at Bayston Hill it was a pleasure to walk the dogs across the filed and watch the stone trains at the quarry. Not long after we had moved in we heard a steam train going by one window of the cottage gave a view of the line so it was a rush to get there.

Sound an interesting project.

Don

[steve22]

When I lived on Meole Estate (south end of Shrewsbury) I saw King George V and Flying Scotsman double-heading a special through Bayston Hill, passing under the road bridge to Condover, 22nd September 1973, I believe.  I also saw KGV at Craven Arms a month or two later, I think.  Someone said it had stopped there with a hot box.  Maybe more grist for the Stokesay Junction operating mill?  It all seems like yesterday, though I have to admit that forty-one years is a lot of yesterdays.

[Happy Hippo]

Steve,

 

We have a fleet of steam specials, the like of which has never been seen before.

 

On a more serious note, The N&W line was the line which saw the eventual return of steam on the BR mainline, so any such train movement would be entirely in keeping with any 'timetabled' running we are hoping to achieve.

 

 

There has been some work on Stokesay since we wrote the article which was published in the Aug BRM.

 

Certainly the track plan that was published to accompany the article is now out of date, and the  unprototypical siting of the engine shed is no more.  Likewise the up platform has now been lifted and relocated, so that the loop line now becomes the main platform road, and what was the main platform road has now become a centre loop between up and down mainlines. 

 

What has become apparent is the lack of a trailing crossover between up and down lines to the south (non junction end) of the station.  This means that exiting the sidings to the south is a very complicated and protracted operation.

 

Due to the complexity of the extant wiring, we are not minded to place such a crossover in at this stage, although the option will remain open to us if we feel it necessary.

 

We have put the brakes on rushing ahead with scenic details at present, and are concentrating on making sure that everything works and that the timetable that has been drawn up does function properly.

 

The other priority is ensuring that we have sufficient operators who know how the railway works, so that we can achieve (some hope) near flawless operation.

 

When Stokesay appears at RMWeb live, it will be very much 'work in progress', with much bare wood in prominence.

 

However, we will have the usual cardboard cuts outs and various sketches on show so that visitors to the show can see what we are hoping to achieve by the end of the build.

[Stubby47]

Having been a partial contributor to the BCB layout, I'm interested to see how this new project goes.

 

The whole concept seems well thought out and I'm looking forward to reading the monthly updates to watch the progress.

[Andy Y]

Having spent a day with some of the team last week I thought it worth posting a picture of the scenic boards in this topic to help with interpretation. A lot of work has already gone into some foundation work in adapting the layout.

 

[Izzy]

To be honest, and easy to say when your not doing it, but I can't really see how anything can legitimately exit the yards to go south without the provision of that trailing crossover. Would be a priority for me to add it considering the basic size of the station and the movements, light engine etc, expected.

 

Izzy

[Branksome71B]

During the time frame of this layout 1980s, the North & West route (Newport - Crewe) had mainly transit traffic. Hereford, Shrewsbury and Dorrington being the only points with reasonable amounts of originating or receiving traffic. The route had a number of loops to enable passenger services to pass freight but with the exception of Church Stretton, they saw little use. Church Stretton saw a lot of use for the turn back point of Crewe Test Trains (here rather than Craven Arms as the L.M. boundary was before Craven Arms and old rivalries still existed in the 80s), Craven Arms retained a number of sidings but were only for holding Engineer trains and Green Carded vehicles awaiting attention.The sidings also gave access to the carriage sheds which contained the fabled communications train. IIRC, Leomister sidings were an early casualty when the SB was closed I cannot recall when Cadbury's at Dinmore ceased rail borne movements. Moreton-On-Lugg also received traffic. 

So, on this layout, there is no real need for a trailing crossover. Southbound traffic could be propelled out of the siding area on to the C.Wales and then drawn forward, these movements would be within the jurisdiction of the signalman. As services over the route tended to run in batches either North and then South, this could be dovetailed without interrupting other movements.

I understand the batch movements were conceived at a time when consideration was given to reduction of much signalling and even singling the route similar to Salisbury - Exeter Central.

[The Stationmaster]

Clever move going for colour light signalling - assuming late 1970s/early '80s installation it only needs half a dozen running signals, but unhelpfully 4 of them require route indicators.

[trisonic]

Now following............you are being watched!

 

Best, Pete.

[Grafarman]

Have to say Stokesay looked really good 'in the flesh' at RMweb Live yesterday, and the chaps running it were friendly and helpful and willing to chat.

 

Looking forward to further developments...

 

 

David

[Joseph_Pestell]

Clever move going for colour light signalling - assuming late 1970s/early '80s installation it only needs half a dozen running signals, but unhelpfully 4 of them require route indicators.

Feathers are available in N. Operating, theatre indicators might be a bit more difficult.

[Jock67B]

Afternoon Richard (Happy Hippo),

Found this from the link in ERs and I guess I'll have to follow now. Read about it in BRM Mag. as well, so I look forward to updates in due course. Very impressive so far!

Kind regards,

Jock.

[Swindon 123]

During the time frame of this layout 1980s, the North & West route (Newport - Crewe) had mainly transit traffic. Hereford, Shrewsbury and Dorrington being the only points with reasonable amounts of originating or receiving traffic. The route had a number of loops to enable passenger services to pass freight but with the exception of Church Stretton, they saw little use. Church Stretton saw a lot of use for the turn back point of Crewe Test Trains (here rather than Craven Arms as the L.M. boundary was before Craven Arms and old rivalries still existed in the 80s), Craven Arms retained a number of sidings but were only for holding Engineer trains and Green Carded vehicles awaiting attention.The sidings also gave access to the carriage sheds which contained the fabled communications train. IIRC, Leomister sidings were an early casualty when the SB was closed I cannot recall when Cadbury's at Dinmore ceased rail borne movements. Moreton-On-Lugg also received traffic. 

So, on this layout, there is no real need for a trailing crossover. Southbound traffic could be propelled out of the siding area on to the C.Wales and then drawn forward, these movements would be within the jurisdiction of the signalman. As services over the route tended to run in batches either North and then South, this could be dovetailed without interrupting other movements.

I understand the batch movements were conceived at a time when consideration was given to reduction of much signalling and even singling the route similar to Salisbury - Exeter Central.

The Bayston Hill ballast traffic finished in 1985/6 and with it the run round movements associated with them at Dorrington,although the Crewe works test runs did occasionally go there if not running over the North Wales main line. The down loop at Church Stretton was very little used by 1984 and for most of the day the box was switched out, most of the trains on the down being looped at Craven Arms if required. The loop at Bromfield on the down was very little used by 1985 and was removed by 1990. Wooferton started 1985 with an Up loop, which was used a lot, and a down refuge that wasn't and was finally lifted in October 85. Leominster retained an Up refuge which also gave access to the tamper siding, but the refuge only saw use for crippled wagons or ballast work. Until 1992 at least it was possible to run round a train it the Up refuge at Leominster as there was a sort of run round loop adjacent to the refuge. There was never any rail connection or traffic at the Cadbury's factory at Dinmore the next place being the Army depot at Moreton on Lugg which had a daily pick up working to/from Severn Tunnel Jcn/ Hereford yard until 1991. Moreton also had a Down loop which only really saw use when Hereford was blocked up and couldn't accept a down freight. The loop was disconnected from the main line in the 1990's but the loop trackwork is still in position having never been lifted.

 

Finally here are some photos taken inside the shed at Craven Arms on 12th Dec 1989. The shed had not been used since 1984 when the emergency train left.

 

 

 

 

Today only the loops at Wooferton on the Up, and Craven Arms on the down still survive and see daily use. Craven Arms retains a ballast/cripple/tamper siding on the up and Moreton on Lugg is still connected, seeing 3/4 stone trains a week. The route is still busy with freight, seeing more train movements now on a daily basis than 20 years ago.

Paul J.