Caley Jim

There is a range of horse drawn vehicles here and there are also some in the Langley range.

HTH,

Jim

I don't think having the signal box name on two lines was completely unknown.  Camperdown Junction (Dundee) for example, although a large box, had the name boards on the end with 'Junction' below 'Camperdown' on one deep board and I'm sure I've seen photos of others.

Jim

2 hours ago, mullie said:

Point of lay, does that make them finescale chickens?

Depends on how they turnout!

Jim (windae picked)

2 hours ago, sir douglas said:

Folks here like the posters, these are from a 1903 article on railway poster art

...........

 

Too early for 'The Golfing Girl'  It didn't appear until 1910.

Bigger selection of courses than on that Sou' west one!   And a more attractive lassie IMHO!  ( could even be our esteemed host!)

Jim

Why not have the loading dock at normal platform height with just a ramp up for end loading at the buffer end?

Jim

This shows the point I've got to with the 900 class drive.

It has 6'6" driving wheels, which means there isn't room for the driveshaft above the axle, so the whole drive has to be angled to take it under.  I had to do the same with my 98 class 2-4-0 which has 7' wheels.  One benefit will be that the majority of the tender weight, which will come from the capacitors lying alongside the motor, will be at the front and will transfer to the loco chassis through the drawbar resting on the rear loco chassis spacer, the front bogie being lightly sprung.

Jim

Ideally, with a bogie tender, you want the tender end of the shaft behind the pivot of the front bogie.  I'm currently designing the chassis for a CR 900 class 4-4-0 (Dunalastair III) which has a 4125gal bogie tender.  I'm putting the motor 'back to front' to the arrangement for the Jumbo with the motor sitting over the front bogie and the gears between the bogies.

As far as the loco end of your 4-4-0 is concerned you could run the shaft just above the centre of the rear axle to a worm in the bottom of the firebox, worm wheel on top of it and then a gear train on one side from there back to the rear axle.  In 4mm you'll have much more space to play about with than I have in 2FS!

Hope that makes sense.

Jim

2 minutes ago, Compound2632 said:

Curiosity: why so?

It avoids the drive having to take up too tight an angle when going through an 'S', e.g. a cross-over.

4 minutes ago, Compound2632 said:

And, especially in 2 mm FS where there's not much mass, what stops the tender drive spinning the engine off the rails?

There's nothing to stop that happening, but , although there is a slight tendency towards it before the body is fitted, it doesn't happen.

This was the first run of the 0-6-0 chassis and there's no sign of any tendency for the loco chassis to spin on the driveshaft.  Lack of adhesion means it can hardly drag itself along, though!

Jim

1 hour ago, Skinnylinny said:

Careful, Jim - you'll have me wanting to roll a boiler out of sheet soon!

Incidentally, may I pick your brain at some point about drive connections from a tender-based motor to a loco-based gearbox please?

No, NO!  Brass tube for the boiler! 😉

I keep the driveshaft under the footplate out of sight.  That involves having a pair of gears in the tender to drop the drive down and the worm in the bottom of the firebox with the wormwheel on top and a gear-train from there to the driven axle.

Drawing of the arrangement of my 'Jumbo' 0-6-0

Numbers are the teeth in the gears, but that's for 2FS.  The driveshaft is a piece of 10thou steel guitar string with a loop on each end which fits in a slot in the end of the gear shaft in the tender and the worm shaft in the loco. The shafts end flush with their bearings, which stops the drive shaft falling out.  there is about .75mm end play in the driveshaft to allow for negotiating curves.  Note that the ends of the driveshaft must be within the wheelbases of the loco and tender.

This shows the bare chassis where you can just make out the driveshaft.  The springs take current from the loco frames to those in the tender and the while 'blocks' are the decoder and stay-alive circuitry at the front and the capacitors alongside the motor, both wrapped in PTFE tape for insulation.

The full build of my 417 class 2-4-0, which uses the same arrangement is detailed here.

Jim

On 05/09/2023 at 16:18, Skinnylinny said:

Either way, I'd like them to be appropriately shiny, along with the smokebox-mounted lubricators and whistle. 

And, presumably, the injector clack valves and their copper pipes.  Where are the injectors?  In the cab?

Jim

12 hours ago, Nearholmer said:

I remember when I first spotted it. Overnight sleeper from somewhere, out into a very cold, icy, sharply bright morning with the sun about one degree above the buildings. What was impressive was how it glowed red/orange, whereas that photo stolen from Wikipedia makes it look a bit dull.

 

Thinking about it, it was closed at the time for the reconstruction of the underground, so that must have been c1977. Some LT guys that I knew were seconded to Glasgow and I was going to see them to get a tour of works in progress, or maybe it was a look at the old stuff before work really started.

 

 

 

 

I've always thought it one of the most attractive (of many attractive buildings) in the city. Especially since it can be viewed from all sides, standing as it does in splendid isolation in the middle of St Enoch Square. 

Jim 

11 minutes ago, Northroader said:

Aye, an nip oot ae the side tae Nummer 26! Pint ae heavy comin up!

Or doon the escalators tae the Argyle Street entrance tae the Low Level ablow the Heilan' Man's umbrella!

Jim

I wouldn't class it as at all decadent, but Glasgow Central must be one of the most practical large terminal stations in the country and still retains essentially it's original layout from the 1901-6 enlargement.  The approach track layout has been rationalised, doing away with the original 4 track bridge over the Clyde, some of the kiosks at the end of the platforms have been removed and the original departure notice windows replaced with modern screens over where these kiosks were.  Despite the track changes, it is the busiest station out-with London.  The concourse is light and airy and the buildings on it were all designed with gentle curves so that you are extremely unlikely to bump into anyone when turning a corner.  It is also on a gradient sloping down from the platform ends to the Gordon Street main entrance so you can see over the heads of those in front of you.  I am, of course biased!

Jim

It's not just on this side of 'The Pond' that politics has been " .... perverted by rogues and charlatons to the cheers of the deluded". 

Jim

6 hours ago, cctransuk said:

Careful - as I found out - you are likely to be accused of putting other kit designers out of business!

Don't think there's much risk of that @cctransuk.  The market for CR items in 2FS is minimal to say the least and the other stuff I've done has been one-off bespoke items for specific projects for friends and other 2MM SA members.  I don't see any of that as threatening the business of professional kit designers.

Jim

Bruce has hit the nail on the head. I design the etches for what I want for myself and those I sell to others are a bonus. I'm not out to make any money out of them, just cover the cost of the etches. Anything other people ask me to design I charge pro-rata the cost of the sheet per sq cm. 

Jim 

45 minutes ago, queensquare said:

If I drive the trains fast enough they might just make it…….. 😊

Need to put Red Bull in the tank!

https://www.google.co.uk/search?hl=en&as_q=&as_epq=red+bull+advert&as_oq=&as_eq=&as_nlo=&as_nhi=&lr=&cr=&as_qdr=all&as_sitesearch=&as_occt=any&as_filetype=&tbs=#fpstate=ive&vld=cid:c56bb4c6,vid:LH8BHxz9lPg

(or get Max Verstappen on the regulator!)

Jim

2 hours ago, cctransuk said:

I think that it would not be unreasonable for potential purchasers to expect that you had undertaken a test-build before offering the kit for sale.

I totally agree with this.  I've found that even with a fairly simple etch there are often minor (and sometimes not  so minor!) errors that you pick up at the trail etch stage which you can then correct before you offer it to others.

Jim W

The strength of a spring depends on a) the type and diameter of the wire, and b) it's effective length.  Note that the effective length can be increased, without increasing the physical length, by introducing coils or one (or more) return bend(s) in it, or both.  the return bends can incorporate a coil.  Each coil increases the effective length by π(3.142)d where d is the diameter of the coil.

Steel wire, e.g. guitar string. is much stiffer than phosphor bronze.  Nickel silver is fairly soft and not really much use as a spring in my experience.

Jim

15 minutes ago, Dave Hunt said:

So now I not only have to try to up my game with wagons but with buildings as well!

And so say all of us!!🤔

Jim

Remember that the position of the signal box was not only governed by visibility for the bobby, but by proximity to the majority of the turnouts. There were limits laid down as to how long rodding runs could be. These gradually increased through time. Not at home this week so can't quote the distances. 

Jim 

Nah, nah! Small but perfectly formed is best. Guid gear gangs in sma' bulk! 😁 

Jim 

4 hours ago, 16Brunel said:

 

Dem knee bones ain't connected to no other bones no more!

'cause they ain't heard the Word of The Lord! 

Jim

Dem bones, Dem bones, dem dry bones.

Jim (ah've picked ma windae) 

3 hours ago, ChrisN said:

There was a '57' bound for Edinburgh and the owning company was given as 'Cal'.

Pre WWI there was a through coach attached to the up 'Corridor',  CR and GWR each providing a carriage, vehicles running on alternate days.  The CR carriage was lettered 'Glasgow and Bristol via Severn Tunnel' on the eaves panels.  I wasn't aware that there was also one to Edinburgh.

Jim