ianathompson

Session 14 Post 1 Intro Welcome to the first “post-apocoliptic” operating session of the AFK, following the closure of the web site. A lot of the background information is no longer available, although I have kept copies, but I will do my best to provide what seems relevant. It has been some time since the last session as the AFK and other layouts have received attention. Unfortunately family health issues, necessitating a fair amount of travelling, have prevented this session starting as early as I would have liked. They may also interfere with matters as things progress. A number of time consuming minor defects were picked up as the locos had their wheels cleaned and were tested on the work bench. These have been resolved, as far as possible, but replacing perished traction tyres on models that went out of production donkey’s years ago involves some creative bodging! Setting “Today” is Tuesday 10th June. As we near the summer solstice the daylight hours last from 04.30 until 21.00. Although we are technically in spring this is the first of the summer sessions. This leaves a gap of almost one calendar month since the previous session. Obviously, in reality, the issues arising then would have been long since resolved but as far as the model is concerned the aftermath of those problems will be carried over into this session. The only exception to this general procedure is the disposition of locomotives which are usually switched between rosters. I suppose that this is inconsistent but Rule 1 applies! New developments A couple of new traffics have been added to the mix and certain industries have been relocated at Lacono. The “off-scene” shunting areas are now represented as magnetic diagrams where shunting times can properly be calculated. As an aside I have a magnetic railway, carved up from a travelling chess set, that I used to “operate” on the long bus journeys when I went out as a DofE leader. 14-01. This area shows the Danulbo arrondissmento at Lacono representing the sidings in the industrial estate served by the “new cassette” accessed through the “door” across the road from the main station. The red and black markers represent locos. Locos and wagons disappeared into this area, arriving back “as convenient”, without any real idea of where they had been or what they had been doing. This board will give a much clearer idea of what should appear on the layout and when. It is noticeable, in the bottom left hand corner, that it will now take 16 minutes to reach the cement silos and the pipe factory and that is before any shunting begins. The factory currently holds 2 silos, an open and a SG stake wagon. These are held in drawers close to the cassette. The sharp eyed will note that a shoe factory has been added to the mix. Some of you might remember that Steinkastir, the absconding troll, was apprehended by the Narnian legate at Caladonno, during the last session (13). The relevant photos were not posted on this thread (but could be shown if there is sufficient demand!) It was all a bit of fun and I do not intend to make a major feature of the strange goings on in Narnia. 14-02 Steinkastir, now resident in his deluxe troll hole in the snow, is employed to quarry Narnite. Narnite is rumoured to be fossilised Marmite which metamorphosis has turned into a heavy greenish black stone that can be polished to resemble marble. As far as the AFK is concerned this is an excellent development because it provides an additional revenue stream. The quarrying and loading is, of course, a nocturnal activity because trolls turn to stone in daylight. The AFK simply leaves an open wagon overnight which is magically loaded with stone the next day. Perhaps someone is losing their marbles and it might not be Steinkastir! The summer sees numerous fairs in the mountain villages and the AFK makes arrangements to serve them. Today it is Ithilarak fair. Ian T

I have actually done this with Auichintoul West box on my N gauge GNoSR layout. The modelling leaves a little to be desired, the box awaits completion and the signalman is unconnected to a control. For what it is worth the signalman and his green flag are hardly visible. He is indicating to the driver that he has been accepted by Bridge of Marnoch under the Warning Arrangement (3-5-5 as i recall). The reality is that any signalman with any brains would have told the driver this as he walked along the platform to get to the West box. The GNoSR, similar to the Highland, had boxes at each end of a loop. On the HR the block instruments were in the station building but on the GNoSR they were in the major box (Auchintoul East). Ian T

For info This thread is simply duplicating the one in Overseas Modelling. This is available here. It has been suggested that I stop posting here and simply post on the Overseas thread. As things stand it would seem that I will probably have less time for model railways in the near future due to family issues. As the website is about to close a reset has been posted on the alternative thread if you wish to read it. Any views on placing this thread into "deep storage" will be gratefully received. Ian T

RESET Introduction to the AFK It seems a bit strange to be “introducing the AFK” 13 pages into the thread but this information was contained on the now redundant website and is no longer available for consultation. There are, however, the brief summaries of each operating session posted further upthread. For the benefit of new readers (if there are any!) and as a reminder to others this is a (sadly) much abbreviated version of the history and geography of Altonia. General setting. The AFK is the Altonia Ferovojoj Komplementaj, or Complementary Railways of Altonia, to give the English translation. Altonia is a canton in Marronĝaco, the northernmost province of Thalnia, a country neighbouring fabled Ruritania and Narnia. Economically underdeveloped, immured in a 'sixties time warp and overshadowed by its more celebrated neighbours; the country was inexplicably overlooked by the great cartographers when they came to map Europe. The Thalnian language is in common use throughout the lowland areas of the province but the mountainous areas still speak various impenetrable dialects of the Marronĝacan language. Thalnian is an Esperanto based language whereas Marronĝacan is an unholy product of my imagination and the “Google Translate” results for various Icelandic, Hungarian and Basque words, or whatever else comes to mind! The province contains four cantons, three of which appear on the model. Each canton is based upon the catchment area of a river with the interfluves marking the cantonal boundaries. The Ero drains Altonia but the terminus at Fenditavalat, across the cantonal boundary, is drained by the Orbon. The railway briefly enters Rolnth canton as it climbs towards its summit. Historically the area formed the Murranaccia province of the Roman empire, an almost ungovernable possession that required two permanently stationed legions to subdue it. In Mediaeval times feuding robber barons, under the nominal control of the Aŭkeratuo, the Prince-Bishop of Fenditavalat, fought over the land and its limited resources. The harsh lawlessness combined with the upland nature of the province contrived to restrict economic development. The Prince-Bishopric was amalgamated into Thalnia, as its northernmost province, during the nineteenth century nation building process. Its isolation, coupled with the depredations of two World Wars, ensure that today it remains remote, obscure and impoverished. Thalnian railway building In common with many nineteenth century continental countries the Thalnian railway system was determined by the military and built for strategic reasons. Franchises were awarded for each region of the country and competition was forbidden. Commercial considerations were a secondary concern. Marronĝacco was served by the Ferovojo Norda (the Northern Railway). Map 1 The Marronĝaccan railway system As can be seen from Map 1 the FN crossed La Kolĉeno, the narrow isthmus of land connecting Marronĝaco to the rest of the country. After reaching Nerv it took a northern course through the province meeting the Ruritanian State Railways (SRE) on neutral territory at Alligliano, in Levitheran. A later branch was constructed across the southern part of the province running to Gascari to provide a connection with the Royal Narnian Railways (KNE) through the Dorsadela Vestamontoj, the Back of the Wardrobe Mountains. This left the cities in the mountainous provincial interior unconnected to the network. Enabling legislation devolved powers for the construction of local and regional railways to the provincial assembly. These powers were intended to stimulate local economies. Unsurprisingly, given the fractious nature of the province, agreement could not be reached and the powers were handed down to the individual cantons. Eventually the AFK and the CFS were able to provide a coherent narrow gauge through route across the province, roughly at right angles to the main lines. The southern area of the province was served by the MFR, another narrow gauge line. Map 2 The basic topography of Altonia. The sketchmap (Map 2) shows the salient features of the AFK’s route. It is a rather unlikely confection in geographical terms and has been deliberately contrived to create a good mixture of traffic. The influences of the RhetischeBahn and the Roslagsbanan can easily be detected. A connection to the sea has been thrown in for good measure and the whole line has been mapped on a series of 1:50,000 scale maps, not that they are any longer shown here. The railway is effectively divided into a lowland area and a mountainous section, to be found north of Lacono, although heights are not shown on the sketch. The railway infrastructure of the AFK. Map 3 A simplified AFK system map Map 3 shows the basic AFK system, which is briefly summarised below. The mainline runs for 69.5 kilometres from Relforka Lacono across the Helcaraxë Pass, where it reaches its summit at 723 metres, before dropping down to Fenditavalat. It also throws off a rack branch to Jakarutu and another to Eromarbordo. Relforka Lacono is the junction with the standard gauge Thalnian railways. It possesses a large marshalling yard, storage sidings, a loco shed and works. These are not modelled as they would detrimentally overwhelm the layout. The line leaves Relforka and passes Lajver before traversing the Gorge of the Ero (none of which is modelled unfortunately). Lajver is the junction for the branch to Eromarbordo, the Roman port for the province which is still commercial active. Breĉo de Glissent marks the beginning of the Kasatritikakamparoj, an agricultural district based upon the fertile silt dropped by a periglacial lake. The line traverses a glacial trough until it reaches Boursson where it leaves the valley floor to climb into Lacono. Lacono is the modern day provincial capital. The city contains the industrial Danulbo quarter which is a major source of traffic for the railway. There is a small marshalling yard (known as Gasafabrikatastrato or Gas Works Street) and a loco shed at Aspargo. After leaving Lacono the line enters the mountains and crosses Carramasco Gorge on the Akvalando viaduct before reaching Urteno. Urteno was a historically insignificant hamlet located on an alluvial fan beside the Spegulalaguno, a ribbon lake. It developed into an upmarket tourist resort that also houses the province’s main hospital, providing much traffic for the railway. It also acts as the upper terminus for local trains traversing the lower part of the canton. Upon exiting Urteno the route climbs into the Altingablecaŭtoj (the High Reaches) on the steeply graded vulpafaŭkangulo. Heavy trains require banking over this section. Ithilarak stands at the top of this bank. There is a marked transition into an upland economy based upon forestry, mining and transhumance during the summer months. Ithilarak is also the junction for Jakarutu, a remote and obscure town important for its military strategic value. The railway uses the Strub rack to climb 442 metres in a distance of 14.4 kms. The AFK proceeds to cross the cantonal boundary and enter Rolnth canton at high altitude before reaching Ospicio d’Helcaraxë, the operational summit of the line. This is a bleak snowbound area in winter but the model is shown in the “melt season”. Trains cross the Ero/Orbon interfluve into Calviero canton and descend into a Narnian enclave at Caladonno which is modelled in permanent winter. The line continues down the Orbon valley to reach Fenditavalat, known in Marronĝacan as Isuritakaharano, or “Isuri”. This city was the Roman provincial capital until it was usurped in modern times by Lacono. The CFS, a three phase electrified line, connects with the AFK in the Basabazaro, one of the city’s main squares to provide a connection to Krelm, on the Ruritanian mainline. Conclusion The basic scenario for the model has been covered, although much detail has been omitted. Hopefully I will be able to cover any relevant details as they arise. Ian T

I tend to agree with you! The only reason that I started posting in this thread was to attempt to obtain wider exposure as it would not seem that too many users go to the Overseas Models section! Mind you, not too many seem interested in this topic on here either! Before I amalgamate the threads I will give readers on this thread a chance to register any objections. Ian T

Gents. Thanks for all your supportive comments. I have not been able to find much time to respond, partly due to a family emergency. I have also been going through the protracted process of disengaging from the staging platform. As far as I can tell the website will cease operations around 21st April. It is my intention to shortly "reset" the thread by posting a much simplified background on here. Whilst most of the in depth background will be lost to the casual viewer it will be retained in my files. Ian T

Gents. Thanks for all your supportive comments. I have not been able to find much time to respond, partly due to a family emergency. I have also been going through the protracted process of disengaging from the staging platform. As far as I can tell the website will cease operations around 21st April. It is my intention to shortly "reset" the thread by posting a much simplified background on here. Whilst most of the in depth background will be lost to the casual viewer it will be retained in my files. Ian T

Web site closure imminent As per usual it has been some time since I posted here when the AFK is in remission between sessions. I have some bad news, however, in that it seems likely that the AFK website will shortly be closed after nine years of operation. All web sites have an ephemeral existence and once the site has gone the articles will disappear. Hard copy, paper based, articles have an advantage in that respect! If there is anything of interest to you on the site I suggest that you visit in the next week or so and download it. I have, of course kept back up copies of all the articles on the site. The catalyst for this change is a massive increase in hosting costs and the US holding company’s attempt to take payment on the same day as they issued an invoice, without considering that anyone might decline their services. In simple terms they want much more money than I am prepared to pay for a non-commercial site. The site had become quite complex, if not rambling. The limited software options available also meant that posting text and photos was a time consuming process. The most recent posts simply recorded operating sessions. These photo-essays had become bloated when compared to their predecessors and the last one (session 13) ran to well over 300 photos. I know that some readers enjoyed the minutiae of AFK life but I often wondered how many people read the full blown accounts rather than the brief summaries on the thread. For the moment I anticipate posting session 14 on this, and other, threads with a limit of around 50 or 60 photos. I might also consider using a reasonably priced web site as an alternative. Does anyone have any suggestions?! Ian T

Web site closure imminent As per usual it has been some time since I posted here when the AFK is in remission between sessions. I have some bad news, however, in that it seems likely that the AFK website will shortly be closed after nine years of operation. All web sites have an ephemeral existence and once the site has gone the articles will disappear. Hard copy, paper based, articles have an advantage in that respect! If there is anything of interest to you on the site I suggest that you visit in the next week or so and download it. I have, of course kept back up copies of all the articles on the site. The catalyst for this change is a massive increase in hosting costs and the US holding company’s attempt to take payment on the same day as they issued an invoice, without considering that anyone might decline their services. In simple terms they want much more money than I am prepared to pay for a non-commercial site. The site had become quite complex, if not rambling. The limited software options available also meant that posting text and photos was a time consuming process. The most recent posts simply recorded operating sessions. These photo-essays had become bloated when compared to their predecessors and the last one (session 13) ran to well over 300 photos. I know that some readers enjoyed the minutiae of AFK life but I often wondered how many people read the full blown accounts rather than the brief summaries on the thread. For the moment I anticipate posting session 14 on this, and other, threads with a limit of around 50 or 60 photos. I might also consider using a reasonably priced web site as an alternative. Does anyone have any suggestions?! Ian T

I spent some time with a soldering iron deliberately trying to achieve this effect with Wills corrugated sheets on Gilbertine Level. My results cannot match yours for subtlety and observation! Ian T

One glance at any league site on play cricket reveals this. In the Central Yorkshire League (CYL) we used to play 46 overs per side and the points were 5-0 outright win 4-1 winning/losing draw 3-3 tie You got 1 point if you batted through the 46 overs without being bowled out but the other side got your score or more . The tie was not correctly a tie as the side battting second did not have to be bowled out (I.e. it was just level scores). The CYL was folded into the Bradford League a couple of years ago. Where did the odd figure of 46 overs come from I always wondered as a child? Apparently in depth analysis of drawn games played under time rules in the fifties revealed that 92 overs was the average duration of a game. It was altered to 50 overs during the seventies. The best ssytem I played under was the now gone West Riding League which played 6-0 5-1 4-2 3-3 The 4-2 draw kept the game alive because if the side batting second scored 80% of your total they took another point off you PROVIDING that they batted all the overs out. This league played a wierd 42 overs (don't ask) with a bizarre scoreboard system! I never understood why 8 wickets did not get you a 4-2 if you had not been bowled out, but there you go! Whatever you played I do not favour the bonus points system now in vogue, particularly in Norfolk. Teams with small grounds always get an advantage. When the CYL proposed this the teams with "big" grounds, such as Batley, where I played, told the League that they woudl reduce their playing area to match some of the postage stamps built into steep hillsides! Staincliffe was so small that they would not allow sixes for many years. I once hit "six" off my gloves in an age group game played on the edge of the square! Sorry for thread drift. I could go on but this is supposed to be about model railways! Ian T

Players aren't happy to "grind it out" nowadays! When I was a kid it was drilled into me that if we couldn't win we batted out for a losing draw (1 point). Ian T

As you are doubtless well aware, Andy, especially given where you live, all the local villages had family names. Armsby and Rudkin were two Southery (?) ones. There were a number of others, as I recall, from teaching at the High School. I have heard it said that it was the coming of WWII that enlarged the gene pool of such villages. This was due to their drove roads being concreted over for the modern machinery associated with intensive farming. This allowed the more adventurous lads to get to the next village to meet their girls. Seeing some of the results in the early eighties, evolution must have started from a very low base! I cannot remember whether I told you about the Bishop of Ely visiting Southery around 1900 to preach upon the evils of in sest (NB. See edit) His carriage was stoned as it left the village! I was told this by Alan Davies the vicar! Ian T Edit: The prudish net nanny is auto editing this post to delete the correct spelling of the practice that I refer to. You all know what I mean. Perhaps the nanny and the 1900 Bishop of Ely were good friends!

The locking fitters used to come around every few years to dismantle the locking trays for cleaning and maintenance. They worked sequentially down the branch, ignoring our electrically locked panel. As a relief I usually caught all three boxes with massive holes in the floor and no locking etc. It became a standing joke with the fitters because the "residents" booked the week off when the word got out! I used to enjoy working in "degraded conditions" and it certainly helped when something went wrong for real. As an aside I was the only signalman to gain their respect for manually dismantling a frame by pulling a lever too hard! That was in the box shown on the icon. Something had gone wrong with the lock which was "a bit stiff." I got the lever out eventually but bent the ironwork at the back of the frame. Nothing that brute force and ignorance cannot deal with! Ian T

Progress on the AFK during the shut down has been slow due to the decision to develop the Gilbertine Level layout. It has not ceased entirely however and I hope to start a new operating session shortly. It was always intended that Thalnia was one of the poorer European countries and that Marronĝaco province was an obscure backwater thereof. Unfortunately the AFK’s major development coincided with the rise of the internet selling platforms and the explosion in availability of 1:43 road vehicles, such as the crane in the background. I could not resist temptation and have always felt that there was too much road traffic on the layout. One pet project, harking back to a scene that I remember from visiting Spain in the sixties, was the provision of an animal powered dustcart. The original used a couple of mules but the Lacono Corporation prefer to use oxen. The driver waits for the bins to be emptied into the back. Looking at its horns you don’t want to mess with the ox! The dust cart was made from a basket case Dinky toy. A couple of loco projects have been picked up. The CFS three-phase loco is now complete. As I have commented before, the real things, on the FS (Italian Railways), were an ugly but intriguing bunch. One of their more endearing aspects, to me at any rate, was that they always seemed to run with numerous equipment doors open. Even the cab door has got in on the act! As per usual the loco only bears a passing resemblance to any known prototype having suffered a change of chassis, the body being prised apart and the indignity of having unlikely bits added for aesthetic (?) reasons. The rechargeable battery casing on the front provides one such example. The steam is coming from the solution used to cool the resistances which control the loco. This is the other face of this ‘ravishing beauty’. The filling point for the coolant is prominent. The woman with the pram is testing the gauge of the railway tracks. The pram seems to be quite a good fit! She is probably also wondering what has happened to the access steps on the front of the loco. Someone has forgotten to fit them! Go to jail the depot and do not pass Go! The sister of the I-D-I has now been finished. There is some debate as to whether this is a I-C-2 or a 2-C-I. She is finished in a less dishevelled state than her big sister and has so far desisted from emitting large clouds of exhaust. There is time for this yet however. The fireless is a fairly simple loco. A cab roof, a driver, a couple of pipes and some weathering quickly saw it to a conclusion. Ian T