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It’s been rather longer than I realised since I last checked in. There’s been lots of effort but not much to report! With all the stock off the layout I decided that every item that goes back on will have the right couplings and be weathered. At least until I run out of will power. I started by experimenting with various couplings. Kadees for the end of sets, and stock that gets uncoupled, close couplers for coaches and three links for freight. I’ve tried various combinations of close couplers (Bachmann, Hornby, Roco) as they all have different lengths. PV mk2s need the longest, then mk1s and then AC mk2s the shortest. I want the corridor connections touching whilst still being able to negotiate a 2nd radius crossover. I think I have the necessary combinations sorted now. I’ve also been experimenting with magnets for uncoupling. I have a couple of solutions that work on a test plank. I’ll be trying them on the layout shortly. I also want to do a deep weathering of the track before doing the deep clean described previously. To keep the tasks varied I’ve weathered all 18 of my tank wagons… I’ve also made a start on my mk1s. Just under half of them have the annoying ridges on the roofs, so the whole coach is stripped down, roof sanded and then sprayed. The sprayed roofs look a lot better than the original which is a bit glossy. This probably means I’ll have to do the whole fleet. Here’s an original unmodified BG without the ridges. For ends of passenger sets, the BGs (stayin alive…) get underframes dirtied and a light coat of thin dark brown on the body side. And the intercity mainline version… Finally, for those in parcels rakes which are less frequent visitors to the carriage wash, a much heavier going over. I’m pretty happy with these. They don’t stand close scrutiny but look good in a rake and will certainly improve the straight out of the box look. Next up are the two RB(R)s that need some minor window modifications, followed by the pair of 20’s. There is no reasoning to my order! When I’ve had enough of weathering I’ll sort the magnets and track out.

With a pack each of number 17, 18, 19 and 20 Kadees (short to long with NEM pockets), I’ve trial fitted lots of different combinations to see what works. Most of the end coaches in rakes will go for the long shank #20, to clear the buffer beam. Most of the locos will be #18, although there are various alternatives. As far as I can work out, nearly all the coupling up moves are on straight sections. The exception is in platform 1, where electric locos back on to Intercity rakes, and nearly always a mk1 BG. Having slightly longer shanks on the electric locos looks like a workable option. Possibly just at the north end, so that when running the other way they benefit from the visual improvement of a shorter coupling. For uncoupling, I’ve followed the advice from Lincolnshiremodeller, as seen in the photo. There are 5 pairs of magnets and it works perfectly. I’ve had to double up the magnets, so I’ll increase the strength for the next trial before committing to the layout. Clearly these are going to be fairly simple to retrofit and hide. That leaves the problem for 3 locations where I need either an electro magnet or a raisable solution. I’m sort of confident enough that the running is smooth enough for permanent magnets to be used, but a dynamic solution seems sensible. Couplings not at the ends of rakes of fixed formation stock will be 3 link for freight and Roco for passenger. The Roco type means changing formations is easier than the Bachmann pipes, as well as a slightly improved close coupling for mk1s and 2fs. The excellent and inspirational Warley show provided several packs of 3 link couplings to commence the nervous breakdown with….

Kadee news… If you’ve never used Kadees before the packet contains some tiny spare springs. Be careful when opening. I will be next time. I’ve fitted a couple of mk1’s to see how they couple at the planned regular attaching spots. 3 of the 5 are on a slight curve, but all seem to work just fine. I have also glued a length of track to some spare mdf to test uncoupling magnets. I didn’t originally envisage using Kadees, so retrofitting magnets is going to be an issue. I’ve seen a neat solution using two rows of cylindrical neodymium magnets that could be my saviour. We will see.

Interesting question, the answer to which we will find out. The No Ox hasn’t arrived yet so I can’t experiment. All the stock is off the rails and on shelves now - it takes up a lot less room than I thought. (Must need more.) I think before I do the track cleaning I’m going to glue the fiddle yard track down and possibly give it a quick coat of matt black. I’m having a little pause to see if there are any changes I want to make first.

Interesting point. I wonder if this could be used in addition to the No Ox?

I am concerned about Kadees. As you say I have some coupling to do on curves, albeit very slight. I’m also concerned about my ability to consistently stop on uncoupling magnets. With the layout stock free I’m going to fit some test stock and see what happens. At least NEM pockets make this a reversible test!

I have ended up with rather more track than I intended. The layout itself was always fairly complicated - and maybe a bit too much for a first timer. The main growth in track miles is in the fiddle yards, where I have nearly double what I thought I would need. I may have my original calculations somewhere that we can audit!

That was on the list of options, but ultimately I like the concept of deep clean then protect. The graphite, being a slight lubricant, has the potential to attract dirt. Fortunately you only need to have a beer and watch from the sidelines to see if the No Ox works.

Operation Dirtbegone is go! The room the layout is in suffers from dirt for a variety of reasons, but mainly that it has a very old beamed ceiling from which dust is a constant problem. This means dirty track is a frequent problem, although the constant voltage of DCC does at least help with running. Having done a fair amount of research on track cleaning I’ve decided to try a two stage approach. The first step will be to clean the rail with a non abrasive and non polar cleaner. White spirits is my choice here. An initial test is quite promising. (A polar cleaner is something such as ethanol, being polar means that its a good insulator.) I’m then going to apply an anti-oxidant, in this case No-Ox-ID. This can allegedly keep rails clean for over 5 years. The theory seems good so I’m willing to give it a go. One bit of sound advice is to clean the wheels on all the stock before running it on the nice clean track, as you’ll just spread your previously accumulated dirt around. I’ve therefore cleared a lot of shelf space ready to take all the stock off the layout. The track will then be cleaned and treated. Rolling stock will only be allowed back on when it has clean wheels and appropriate couplings. Which brings us on to the topic of Kadee uncouplers…. More to follow. I’ll keep you updated with the track cleaning work and you can decide for yourself if it’s an approach worth considering.

The final few moves of the day… (although the new day starts with movements at 00:01, so you won’t have long to get a brew). 7P40 Speedlink service to Walton Old Junction (Arpley) (which means Warrington) rolls out of the yard behind a 25. In the background a 45 has moved up to the depot exit signal. The last service train of the day is the 1M80 from Scarborough to Holyhead. It’s booked for a long lay over at Manchester Victoria to add newspaper vans for North Wales. It coasts across the viaduct past the waiting peak in the holding road, ready for the next part of the journey. An extra couple of BGs mean the new loco will be standing out from the signal. This probably means it should be booked to use platform 2, which is currently occupied by the empty unit from the Crewe to Christleton service. Signalling issues resolved (maybe I have standing out controls?), the 45 powers the passenger and news away into the night.

That makes a forthcoming decision much easier. All over blue it is. And I’ve noticed that your HAA’s have Point of Ayr tyre marks on them. The subject of discussion on my thread this week. I’ve no idea why I’m surprised that you’ve already done this….

An hour before midnight and the parcels activity picks up. The Holyhead to Crewe parcels is booked to lay over for nearly 30 minutes for loading and attaching of stock. The Bluebeck 03 collects a BG from the end of platform 3 ready to spot it onto the back of the Crewe train. Shortly afterwards, a 45 arrives into platform 2 from Crewe with a Wrexham bound service. The timing load is 595 tonnes, but I suspect it was always a lot shorter! The Holyhead to Crewe rake is to the right in platform 1. This view should be possible in the not too distant future from the station footbridge. Whilst the Wrexham vans are loaded, a 25 rolls in with empties for Penmaenmawr. Booked to arrive at their destination at 0:35! Presumably the ballast yard was staffed 24 hours. Certainly a godforsaken place to pitch up at Driver Only in the small hours. I’ve been slowly acquiring a rake of MTA civil engineer’s wagons, but have recently discovered they didn’t get converted from TTA’s until the 90’s! They’ll be destined for ebay after Penmaenmawr. Most of the returning units terminate then go to stable at White Lane after 23:00, although the Hooton service continues well into the night. A ghostly 105 is seen cooling down through the overbridge. There are just a handful of moves left before midnight, marking the end of the second run through of the timetable. I’ve got a few errors to correct, but nothing serious. There will be some minor updates to reflect the new MU stabling sidings and the availability of EMU traction for the Piccadilly services. I’m toying with the idea of a rolling stock overhaul before running the timetable through again. I’d like each vehicle to get a wheel clean and kadees before anything re-enters service. I may also do some basic weathering, as clean and shiny things bother me! I need to do the kadees before I fit the station canopies, so there’s some necessity to the list as well as desirability. This means investigation of uncoupling magnets needs some consideration in the near future.

If that’s the one about having a brew up before commencing work then you can consider it nailed.

Smug mode disengaged. During the most recent running session, a point failure was identified with the motor to 517 points not throwing. The feed to this is in the same 25 way cable as the previous frog issue. This seemed too much of a coincidence so a minor strip down occurred to allow the cable to be pulled out sufficiently to do a bell test of each wire. The cable is 5m long: my meter has relatively short tails and I don’t have 5m arm span. Sure enough two of the wires had loose soldered joints, both on the same end. My layout sits on kitchen cupboards so that I can store all my really important things underneath and out of sight. It’s probable that something has snagged on the cable and put some pressure on the joints. I’ll do some cable reorganising to try to prevent that happening again. Once in 3 years I can live with; twice in a week less so!

Having brought in the Speedlink from Warrington, the class 40 moves off the fuel road ready to back down on to the Bangor parcels. There is much platform end chat that this is a pre-arranged move to get the 40 in to position for a passenger service in the morning. Meanwhile, a fellow 16 wheeler rolls through on 6F34 from Ellesmere Port to Bardon Hill. Usually a class 47 or sometimes a pair of 20’s are allocated to this, presumably the 45/0 needs to get back to somewhere. The 40 rolls back to the GUVs and idles for a while before being given the right away. Booked for a class 25 on 180 tonnes, the driver takes the time to finish his Benson & Hedges, puts a hand up and opens up the power. He has all the confidence that he’ll make up the time on load 4. Having brought the vans into the station from the carriage sidings, the 03 follows the 40 out of the platform. With little chance of catching the 40 driver’s enthusiastic start, the 03 gets a yellow on the platform signal, before setting back to Bluebeck shed.

No interlocking (yet) to interfere with. The risk is low. As an added safety measure, most driving turns are covered by staff who already have a good couple of Christleton Brewery’s finest in them.

The other late night action is some S&T work. The running of the layout’s only 0-6-0 (the 08, the 03’s match truck has pick ups) has identified a dead frog on 519A points. Local testing at the point, and back at the panel, shows the wiring is all connected correctly. This means the fault is in the 5m long interconnecting cable. These are hand made 25 way D type cables with 1mm2 wires (the Seep point motors need some oomph). There are about 300 wires underneath the baseboards and fortunately they are all black. Even more fortunately they are all labelled and there’s a wiring diagram. It’s not clear what the problem with core 16 of the D type cable is, but it ain’t continuous. We now employ smug mode, as there are 4 spare cores in this cable, with the layout and panel ends both being on screw terminals. This makes it a simple job to swap the frog feed over to core 25. Signal Maintenance Testing complete and wiring diagram updated. The layout was wired during lockdown in 2020 and this is the first fault of any note, aside from the odd soldered joint coming adrift on a point tie bar. Hopefully such things remain rare events.

Just after ten in the evening and both shunters are required*. Passenger services begin to dwindle, although there are still quite a few Holyhead services and local shuttles to Hooton at this time, but the freight and parcels pick up considerably. With the flasks, hoppers and tanks out of the way, the 08 sorts the speedlink service out. Having previously dropped a couple of vans at the brewery, it then detaches the tanks. One of these will go to the fuel depot whilst a couple of them will be tripped to Chester in the morning. It’s really satisfying seeing a rake of loose coupled wagons set back through all the slips. Whilst the 08 shunts the trucks, the 03 and match truck bring a rake of GUVs from White Lane sidings into platform 2 for loading. The 40 that brought the speedlink in is thought likely to drop onto the vans, with a 25 available to take the railfreight on to Llandudno Junction. The chap responsible for ballast weathering needs to pull his finger out! *clearly with just 2 shunters available and 2 required, a third one is necessary. The depot foreman is really after a dual braked 08.

I’ve spent many happy hours looking at the photos on Penmorfa, but never noticed the tyre line before. It’s photos like those that make me consider re-ordering my list of jobs to do: Station building Kadees Platform Canopies OHL Signals Stock weathering Everything else… Maybe some stock weathering could move up the list?

I didn’t know that - but now I am! You learn so much on here, it’s great.

It’s been quite a while since I found any meaningful time to spend in the railway room, and distance definitely makes the heart grow fonder! With a couple of hours to myself I did some platform coping (it’s endless), before sinking back into a chilly autumn evening back in 1986. 21.30 to 22.30 is almost a solid hour of intensive freight. First one in is a 25 on the alternative days nuclear flasks. This is the empties from Sellafield. It has a 2 hour lay over in Christleton. Next in, and proving that merry go rounds are very much a 24 hour business, is a 47 on the Point of Ayr to Fiddlers Ferry hoppers. I’ve worked out that I can extend the current 12 wagon rake to a slightly more convincing 15 (a lot of the Point of Ayr sets were only 18, compared to the massive 36+ of the Yorkshire area). There’s a brief passenger interlude. Units come in from Manchester Vic and Hooton, whilst Intercity services cross in the through platforms. Oddly going in different directions, they both originated at Euston. The 86 has come off a Euston to Holyhead, whilst the 87 has hooked on to a terminator that came via Shrewsbury (future 37 turn?). The 87 takes the stock empty to Oxley. Then it starts to get really busy. I can’t claim to be short of locos, but a 97/4 hasn’t yet been acquired, so 40122 deputises for a blue class mate, in turn filling in for a 25 or 31, with the Walton Old Sidings to Llandudno speedlink working. It will sit in the yard alongside the flask train for over an hour. Meanwhile on the mains, a 31 struggles with a load of tanks from Bromboro destined for Purfleet. Booked for a 47, but handed to a 31 whilst the tank rake is limited to 12. Again I’ve worked out that I should be able to extend this to 15. Finally, the 08 is called into action to release the 40 from the speedlink and drop off some empty vans at the brewery. This shows the newly built wall along the back of platform 4. Much work still to do!

Painting the roofs and underframes makes such a difference. They all look really good and definite step up from out of the box. I’ve added it to my list of top ten thousand things to do.

This sounds like a good suggestion for when I get around to properly wiring the fiddle yard, as well as properly wiring the electrofrogs.

Precious few turns by 1986! I think some Christleton to Chester workings could be on the cards.

I’ve been doing a little work on the running qualities of the shunting fleet, with a reasonable amount of success. The Hornby 03 struggles with pick ups, and the match truck pick ups have been a limited success. I think I’ve sorted that and it now moves reasonably jolt free. It’s seen here topping up with diesel. It’s soon joined by its stable mate the 08. I’d like another one or two of these and to add some trip workings to the timetable. I haven’t yet identified the target workings for Chester, but a few diagrams with tank wagons, vans and parcels stock will be forthcoming. Before then, the inexplicably clean coupling rods need attention. A short while later and the shunters are replaced by a pair of rats, fuelling up for some Raturday fun.