roythebus

When I was in charge of the MRC's New Annington layout we ran 40 wagon MGR trains with no problems, 8 car HST pushing and pulling, 12 car coaching stock etc all with no problems. The MGRs had the swivel axles fied by the simplr expedient of heating a track pin and pushing it through the bogie and into the chassis, no glue required. Go for the biggest radius you can. As for steam locos, I've got a Finecast P class 0-6-6T that will pull 34 wagons on my layout, I've got a video of it but this site won't allow it because the file is too big.

Having been a member of the MRC since about 1964 I'm pleased to ay I've seen this project through from the early planning stage to what it is today. I was a very active member until about 20 years ago when domestic circumstances changed. Regrettably I've not been to Keen House for quite a few years now, but am pleased to see that progress is still being made on CF. Good luck to Tim, Mike an all the others for making such a superb model. This one has certainly stood the test of time.

And I was always told the streets of London were paved with gold. oh well...

What you forgot to add to the equation is the 33/1 and 73 can run in multiple with BR stock. How about 8CEP/4EPB/2xMLV and a 33/1 on the other end?

The speed of the train is always limited by the lowest speed of any vehicle in the train. The back emf on the traction motors of the slower speed unit will not permit that unit to run much faster than 75mph. It was drummed into us at Waterloo South Side training school for 6 months. And in my time as a driver at Addiscombe, 1979-1980, we had regular EPB workings from CX to Gilligham. If the electrical index exceeded that stated in the working instructions, the driver could always the control cut-out switch to isolate motors in one coach, hence a 12-whatever with 2xMLV could run with 1 MLV with the control switch cut out. But who know what happened in practice! An easy way to work out what SR stock could run in multiple is the jumper cables. If they're the "standard" BR/SR type with 2 high level pipes each side and a pullman style rubbing plate then they can operate in multiple regardless. Older SR stock had low level air pipes and different jumper cables and could run in multiple with similar stock. It "could" run with BR stock but only in emergency with no through control and using the Westinghouse air brake. The SR stock did not have the EP brake, lights and control circuits were all line volts!

Yes, I read the report yesterday morning. It makes for sad reading. the 2 drivers involved were very experienced men. The oor chap who lost his life was taking a short cut between units during heavy rain, there was only a bout a foot between the units and one moved. The report exposes the disjointed rule books now employed by the various TOCs, NR and its contractors. In my view there should be ONE rule book for all like there used to be along with the sectional appendices with local instructions. There was an assumption at Tyesley that there was a noise abatement order in place preventing train horns to be sounded before making a movement. Rule 1-never assume anything!

I can't remember the motor or gearbox I used! I got them about 15 years ago. I think BR black livery will be the easiest to do. If I want the SECR I'll buy the Bachmann version, ready painted. I really must post you that Ks Motorail bogie...

I've loaded the video to FB if anyone knows me on there either on my own page or Lost Boys 1968-1988..

Here's a few pics of the South East Finecast model with etched chassis and small motor and a video if it loads on here. The P will pull about 35 wagons! Computer says video is too big to load on here. Shame really.

The Waterloo & City line uses the turnover crew in the peak hour. As one train arrives at Bank, another crew is ready in position to take it out again, same at Waterloo in the "fiddle yard". The Indian Railways are something else when it comes to crush loadings, having seen it at first hand. when I was there in 1987 the service from Mumbai and Madras was nowhere near as intensive as it is these days. The EMU stock had the same controllers and brake as the SR BIG/CIG/CEP etc stock. they weren't too concerned about draughty cabs as it was a bit warmer over there.

I've not used the spring compression of buffers, it's not really possible in service. the only time was on arrival at a terminus on loco hauled stock, apply train brake, just as the train is about to stop, apply loco air brake fully, that compresses the buffers on the loco and first coach which saves having to set back to ease the coupling to unhook. SUB stock only had centre buffers in the inner end. It was possible to break couplings on an 8 or 12 car formation by partially releasing the Westinghouse brake. It was possible for the rear 4 (or 8) to be applying while the front 4 were releasing due to the different air flows in the brake pipe.

Ordinary double sided tape will work just as well. the only warning, if you're using hand-built track like making points on a Templot plan, then moving the complete point to the baseboard, go very sparingly on the double-sided as it will pull the sleepers off the track! For these purposes I use a very thin strip down each side of the sleeper line.

Some of the coal that is imported these days is absolute rubbish for steam loco use. ask any of the heritage railway drivers!

No, single pipe Westinghouse. Release brake on stopping, hold train on loco brake. same principle as the Southern 4SUB units. Having worked on LT, BR on loco-hauled suburban at Kings Cross and SR EMU stock and various other stuff, have a bit of experience of each. We had an LNER 0-6-2T on hire at the KESR one year, the driving technique on that was at a station to open the regulator, reverser in id-gear; right away, reverser in full forward and GO! I must admit I've never seen a steam loco pull away so quick from Rolvenden, most impressive. That's how they were built to run so I as told. Single pipe Westinghouse, easy to use with some skill, jut remember you only have 3 brake applications before you run out of auxiliary air. The knack was to make a small application, then a bigger one when you judged the right place, and hold it there. Release at the last few seconds for a smooth stop on the mark. On the Waterloo & City Westinghouse only, it was possible to stop remarkably accurately on the air brake. Diesel loco-hauled suburban out of KX/Moorgate, hit platform end at about 45/50 (on the open sections) drop vac to 10", then release. On a DMU it was possible to hit the platform at Finsbury Park on the up main at 70, drop the brake on and stop on the 2 car mark AND get a smooth stop. It was only with the advent of electronic brakes/WSP/interlocks that station dwell times have increased considerably. The last thing you wanted with slam-door stock was to creep down a platform and risk doors being opened too soon, plus we had a timetable to try to keep to. As with all train driving, it depend on the skill of the driver, his route knowledge, rail conditions, load and the state of the train brake. Anyone can drive a train and make it go, it takes an expert to stop it in the right place. Thinking back to dwell times, the Metropolitan District Railway was running 30 train per hour through Charing Cross in the early 1900s using steam traction, vacuum brakes and mechanical signalling. Crossrail is having to struggle trying to develop a modern system to give 24 train per hour. Says it all really.

Yes, it is possible if you set fire to the soap first. There was a discussion about this particular track plan either on here a while ago or on the Templot Club site. Someone had made the complete plan in Templot; maybe it was the slightly later 1890's track plan. It would be interesting to see it done! I'd have a go using pcb sleepers just for the sake of it to see if it is physically possible. Although the prototype plan looks accurate, it probably isn't. Looking at the engine pit road, it appears to be dual gauge; did the broad gauge go into holborn viaduct at this time? I know it went into Victoria via the West london Line and Clapham Junction, but did it get to Holborn via the Widened Lines? That would add to the fun and make the need for the engine pit.

Anything is possible if you've got the will to make it happen.

I have a Wrenn chassis that has been fitted with romford wheels. I've used the body to put on one of the etched brass chassis, still in the workbox to be finished. I picked up a HD green one a while ago as I lost the Wrenn one, now the HD has gone missing...

The BEL units were of their era. I doubt if there could be any sensible business case for a regular luxury train on a journey time of under an hour. Not even time to serve the soup let alone leave a tip for the waiter. Let's see the rebuilt BEL out and about on some decent runs. The interior will no doubt capture the luxury of the original despite having modern running gear. But then that's a price to pay for running on a modern railway.

As for fitting new frames in the 1960s, it wasn't that simple. The only frames being built at that time were the last of the Mk1 s and they were a different length to the Pullman cars and Mk2 stock which didn't have underframes. It would have made no business sense at all to refurbish or redesign something with a very limited appeal. It's not simply fitting new frames. The modern project involves an awful lot of re-modelling of the end vestibules to incorporate the latest crash-worthiness features, completely re-wiring the coaches, toilets, everything. Certian heritage stock can retain original features such as toilets that flush onto the track providing they've continually "been in service". Stock that has been out of service for a certain period and is rebuilt such as the present BEL project, is being treated as new build stock and must comply to a lot of the modern features. Hence something like the SECR Birdcage Brake on the KESR has to have the restored original toilet locked out of use as it deposits onto the track. It has been out of service for over 20 years and it treated as new build or whatever they deem it to be.

By the time the slidey rail had reached Bomo and other places the BEL units were about life-expired anyway. They wouldn't have fared very well on the 750v of Bomo when they were designed for 650v! Light bulbs would have blown frequently and no doubt if cooking was by elctrickery, toast would have been regularly burnt!

Thanks, my Mac says "browse". That brings up the search box, type in ".box" in the serach box, then scroll down to the file I wanted, click on it, press the button at the bottom and by magic it goes across to Templot. Luckily no need to do anything else. Thanks, things do seem to be getting a bit easier.

Can somebody remind me how to copy a box file onto the Templot Club page?

The KESR has a pointless siding for storing stock. The running line has to be slewed when stock is moved in or out. I understand everything has now been moved from there to Rolvenden Riverside shed. They also have a sidingless point at Rolvenden.

No juice to Bomo until 1967 either may have caused a bit of a problem past Pirbright Junction. Juice didn't reach Kent Coast until late 1950s.

An interesting report and one reason which I would not have expected. It just goes to show, wait for the report!