dunnyrail

That Glasgow - Euston layout is very interesting and I imagine much operating was carried out in a prototype way though probably only with the main expresses, it is a somewhat limited layout by scope but then likely what was affordable and available at the time. I built a layout for a friend some years back now, as he was into Hydraulic Diesels it was based on Paddington to Penzance in a modest sized Terraced Housevloft. Paddington was a 5 platform sort of Minories, we then went out via a Junction that came in from Plymouth to give a continuous run. By the Junction Acton ML were sidings that represented both Old Oak and a very modest Yard St.Blazy the other side for freight interest. Bristol was next that was a 3 platform station where the loop was used to terminate NESW services from that route, but in effect was just a Peak hauled train from Paddington that made a short run. It could also have run to Plymouth but I never thought about that when creating the Timetable. Plymouth was next where we had a 2 island 4 platform station, expresses lost or gained a coach and a Dining Car. Then the junction was passed where the continuous run could be taken or turn left to Penzance another Minories with some sidings for carriages and vans. Though I call the 2 stations Minories in concept the crossovers were after a 1/4 curve to fit things in. Cab Control was used with all Panels able to run to all parts of the line but of course the sections needed to be set at the other 2 of the 3 panels. One did Paddington and Plymouth, the Main Line one was at the Junction and the third one did Bristol and Penzance. Thus 3 people could have a very effective operating session. When running on his own the owner used the Main Line panel with points all hand operated changed as required. Sadly the line had to be relocated on a move and there was no space in the new house so it was stored in a slightly damp shed, I imagine it is still there and the boards completely trashed by now. Below is the concept drawing that was modified a bit but not a lot. Old Oak was never fully developed. In concept it was much along the type of lines built in the 50’s where complete routes were created.

LE Carroll’s layout was described very effectively in a set of articles in the Model Railway News describing his “Link Section Control (LSC)” operating system. He used signal and the levers operated switches that powered up the track for trains to run. No signal no train run. My only gripe about his LSC system was that it operated in front, IE you had to have all the route set from Victoria to Reigate for Victoria to drive the train all the way leaving signals off after the train Passed. I re-engineered the system for my own use so that the train was offered forward from box to box and the box in advance drove the train. Thus when a train had passed the signals could be returned to danger. However this would mean if Reigate was to drive from Victoria to himself the route would need to be setup by Victoria offering to Clapham the Clapham offering to East Croydon then East Croydon offering to Reigate. Probably still not perfect either. This would also negate the option to one man drive a service from Victoria to the Fiddle Return Loop (under or behind Reigate) back to Victoria. Articles on LSC can be found:- September/October/December 1953 January 1954 General Principles of LSC 4 articles May 1955 Train Exchange Return Loop June 1956 SIGNAL box Sub Sectioning June 1958 LSC In action August 1961 Four Minutes to Brighton January 1969. New Victoria Line As you can see a comprehensive treatise to the layout and how it was electrified and run. These days one would think that DCC would negate it all, but with signals making a dead section in front of it so that a spad would stop a train, his principles can work for an properly Operating Model Railway to this day. I wish I could have visited his line back in the day, he would have had big problems getting me to go home such is my interest in proper prototype Model Railway operation back then and still today.

Thanks for the link Jason, yes I am a member. But I had to buy the new membership for free, what a palaver. I expect at some stage in the future there will be a cost to the mag.

I managed to split mine using a set of very fine pointed pliers. Joining back was obvious as the wires dictate which way things will go.

I am so glad I found this, I recently bought 3 Pullmans from the Flying Scotsman set off Ebay and one was missing a Hornby Coupling. My thoughts were to go for some Hunt Couplings to use inside sets of stock, the outside being still Hornby for uncoupling and joining sets of stock. My plan is to do Wakefield Westgate in Steam Days and I will be having 2-3 coach Bradford portions joining/splitting to the Leeds portion at Westgate. Current stock is working pretty well for this. The great reveal of your thread was to use long and shorter couplings to get a similar coupling length. I am using R2 as a minimum and was wondering which length of Hunt Couplings to go for, but it looks like the 15 pairs pack for varying lengths should be suitable to experiment with.

Ok I give up, spent nigh on 100 clicks on the Hornby Website even searching for it, can anyone please tell me how to find the December 2023 TT120 Magazine please?

I worked at Healey Mills (HM) TOPS Office from 1978-83 and the odd single 20 appeared now and again not on HM trips. When introduced many worked the West Coast line a few being allocated to Devons Road Bow. They were always seen single headed occasionally working peak passenger trains out to Tring and Bletchley. Mostly I guess this would have been in the out of ‘train heating season ‘ as they were not fitted for Steam Heating. ETH (Electric Train Heating) had barely been thought about much except for pure electric trains in the 60’s.

There were also a couple of early Duchess locs as well as the LMS coaches. All look superb and I suspect we may be getting pre-ordered LMS coaches early next year if not before. I have some ordered in BR livery, though a Duchess is unlikely for my Wakefield Westgate layout as to the best of my knowledge the closest one ever got (in BR steam days) was on the HCRS special from Kings x to Doncaster Works. I was on that special and it did 112 coming down (on the up line) Stoke Bank though this is reputed by some. Certainly going like the proverbial rocket.

I had been considering letting my TT120 membership lapse, but does this mean that 10% discount plus club point discount will still apply going forwards for membership?

My wonder with the range is why 21t minerals, they were certainly a less seen wagon than the BR 16t mineral?

Test run showing my Corgi Rail Legends A1 in the process of being made fit to run as a Copley Hill one, not Tornado. Aha that did it.

Ok thanks for that, any clue on where CV lists can be found? I like my locomotives to have no momentum. I think I may have stumbled on them in the HM7000 but it would be useful to have a printed list or at least a .PDF handy on my iPad. Also query re speed curve fiddling, any idea where these have been recorded please?

I have a couple and find them quite good. Easy to fit to straights and work well, being entirely out of the way when not needed.

No but have button to the left with camera take thingy to the right.

In my last purchase of bits n bobs of track I included a couple of the Hornby TT120 uncouplers, they fit into the slot on TT8002 and possibly TT8012 1/2 straights as well. I have found them to work very well indeed. My problem may come when I get round to building my Station that will need a couple for the splitting and joining of portions in that I will be using Peco track in the station. Pretty sure I can adapt them to fit the Peco track, but I am not at that stage yet and have no Peco track. Below you can see my return loop setup all using TT120 track. Sorry it is upside down, some weird iPad thing, turned them both and tried again but still upside down. Spect it will be ok in Oz or Nz.