ianathompson

The latest updates for the session are available here.

 

One photo is included to give some idea of proceedings.

 

 

14-71. The contrast between the consist of the Fenditavalat train and the Urteno one (14-65) is often quite marked. With the sole exception of a SG van this train is composed of NG equipment, including a number of opens loaded with primary products. The four compartment brake 2nd is empty now, having served its purpose in transporting the early morning fair goers to Ithilarak. Ithilarak, incidentally, is directly above this scene, the train having traversed the room once, and the peninsula, since departing.

 

Ian T

I have posted most of the remaining photos onto the site.

 

You can find them here.

 

As a taster I will post one photo to give a brief taste of the session.

 

 

14-36. Just to prove that some parts of the layout have developed beyond swathes of bare boards the banker runs through the lower Aepto Gorge beside the torrent. Even the loco and the rolling stock in shot are completed, although the hopper on the tail isn’t! The banker is authorised to take 80 tons down the bank without a brake. Although there are 10 axles in the train (and hence 100 tons because tonnage is tied to axles) the short wheelbase bogie hoppers are “40 equivalent to 30” because of their short wheelbase. It is common practice for the banker to take loads down the vulpafaŭkangulo because it forms a bottleneck on train loadings.

 

The operating session is proceeding slowly due to other commitments.

Cricket, bowls croquet and music are all caling for my time.

 

Ian T

After a break from posting to consideer the loss of the website, and difficulties posting elsewhere, I decided to set up a new website.

 

It is available here.

 

There are a lot more photos than got posted on here and plenty more to come.

 

The website is much simpler than the old one but much cheaper too!

It should, however, allow you to keep in touch with the little world of the AFK.

 

Ian T

As an ex-signalman I cannot say that I am too surprised by the observations brought up by various posters on this thread.

Let me hasten to add I know nothing about the Redcar site or the people involved so I am not passing judgement on this particular accident.

 

In my own experience I was aware of three or four signalmen/women who authorised a train to pass a red signal protecting a crossing whilst the barriers were in the air.

I even defended one at a disciplinary hearing as the RMT "shop steward", although there were mitigating circumstances.

 

Some of my ex-colleagues were rather casual in their working practices, although they were eventually chastised by management after "near misses".

In fairness, for anyone who has not worked in the railway environment, each incident involved a complicated cocktail of factors, and unless you were on the ball it was easy to commit an oversight. 

 

In one case  neither the trainee driver, nor his supervisor, noted that the barriers were in  the air as they stood at the platform directly outside the box.

It was only when they restarted, and almost "T boned" a car, that they noticed anything amiss!

This happened shortly after I retired but, given the attitude of the signalman concerned, it did not surprise me.

He had a long string of alleged misdemeanours that had somehow eluded the ears of management.

 

With regard to barriers held up by the wind, this was a regular occurence on one CCTV crossing that I worked.

It was not uncommon to have one boom on the ground and one in the air!

As an ex-geography teacher I used to point out to S&T that they should have reversed the barriers rather then expect them to operate properly in the face of a "Fenland blow" which always came from the south west!

The lads on the ground were aware of the problems but drawing anything such as that to the attention of those sitting in offices miles away was a fool's errand.

 

Ian T 

Session 14 Report 3

 

 

14-10. At 04.30 the RFK-FDV goods runs under clear signals through Boursson courtesy of the trajnaĉefo working the local KTT goods.

This train ran into the loop leaving just enough time for the “guard” to work the frame.

This is standard “out of hours” practice on the AFK because the station does not officially open until 06.00 when the staciaĉefino, or more likely her husband, the local track walker, comes on duty.

This would not be necessary on most NG railways but the AFK has become a de facto surrogate for the mainline SG system and now works 24/7.

 

The local goods is booked to shunt for almost three hours because it has to cross three trains and frequently needs to remarshal its train which is often sent out “rough” due to time pressure in the yard.

It also consolidates the up wagons into a block for easy pick up by its counterpart up KTT local goods and moves wagons around the station as needed.

The Fenditavalat train is booked to stop for 25 minutes if necessary to drop urgent wagons for Sojonno.

As per usual this is not needed today so the train is running north almost half an hour early.

The bulldozer and the flat have already caused a derailment and, following a subsequent repeat performance, the wagon was replaced.

It has the fine flange profile (RP45?) common on US models which is generally incompatible with the AFK’s rustic track.

 

 

14-11. The morning goods train for Eromarbordo, on the branch, arrives slightly early at Breĉo de Glissent.

Normally it is only booked sufficient time to run round and depart but, because the paper train ran early, there is time for shunting today. The consist of the train has changed markedly from the previous sessions in that there are no SG refrigerator vans attached because the fish shoals have moved away and the traffic has dropped back to normal levels.

There are enough SG vans at the port to cope with any demand today.

The SG van behind the loco represents the railway’s response to another seasonal traffic in that it has been ordered by the BdeG staciaĉefino to take away the strawberry traffic which is now prevalent.

On a small model railway system this is but a token nod to the changing seasons but transient traffic has been a feature of AFK operating seasons for around forty years.

 

 

14-12. The limited capacity of model railway station layouts means that the AFK is often only a couple of steps away from disaster.

The early arrival of the Fenditavalat goods at 05.05 (seen in photo 10) blocks the goods yard at Gasafabrkatastrato.

Unfortunately the ABC schools’ railcar departs from the goods yard rather than the platforms.

You might remember that this “railcar” adopts multiple personae and only boards school children from Ithilarak onwards.

On this leg of its journey it tends to load with the hospital workers going onto early shifts at the regional hospital in Urteno.

They are used to wandering across the platform road to reach the train standing on the goods loop.

To reach the north end of the goods loop the railcar runs through the yard which necessitates the FDV goods loco backing into a convenient siding.

The “railcar” has become a powered luggage van and driving coach to cope with the increased tail traffic in the summer months.

Neither is finished but they both received roofs during the interregnum to at least make them look respectable.

 

 

14-13. Urteno is a busy place at 05.15. The 2-10-2T which brought in the terminating goods train is running round its train whilst the pilot has moved across to the ferry slip to remove the wagons that came in on the 04.15 sailing from Karamspur.

The railcar, standing in the passenger loop, is due to depart at 05.17 having made its connections with the ferry.

The day starts in the manner in which it is likely to continue.

The shunting delays the passenger train which leaves at 05.21.

Passengers know that they very much second best, behind freight, in the AFK’s priorities!

 

 

14-14. Isuri’s alarm clock arrives at 04.00 this morning.

This is a mountain city and the populace rise early, with the noted exception of the Scolari.

These, you might recall are the rather dissolute students of the ancient University dating back to Mediaeval times.

The shunter today is the 2-4-0T complete with Brotan boiler and a coal feed chute on the roof. Just for good measure there is an oil bunker on the right hand side tank top pierced by a small peep hole.

Certainly not the “plain vanilla” of most NG locos. Might as well get hung for a lamb as a sheep! In another lapse in the sensibility department the loco will not go through the archway leading to the blanket factory.

The brakes are released, once the loco is in position, and the wagons roll out by gravity, always assuming that the door is open.

In reality they are poked out by a big stick.

 

 

14-15. The AFK provides market day wagons for the transport of stock.

The bogie van is being loaded with cattle in the merkatubaxu under the watchful eye of Emmalia, the chief drover.

The cattle will only occupy one quarter of the van but it will also be loaded at Ospicio and Cadsuiane-Fanhuidol.

There are special market load consignment notes (or waybills if you want to use the American term) for these multiple loadings which are placed in the wagon docket.

 

 

14-16. Fenditavalat square is a busy place by 04.50 because the CFS electric loco has pulled in with its brake van to prepare to take the cement train forward to Lydattyl.

The train engine for the Relforka goods has been sent up early from Rivabordo, the Fenditavalat shed, to ensure that the goods gets a prompt start.

This loco, an 0-4-4-0T mallet, is pushing the CFS brake up the market square.

The three phase electric will then pull the brake 2nd behind the steam loco onto the spur that it is standing on so that both locos will be ready to leave without much further ado.

 

Ian T

Session 14 Report 2

 

Here is the first of the scaled back reports.

 

 

14-03. At 00.30 Lacono Cittavecchia is a busy place, much to the chagrin of those trying to sleep in the nearby tenement housing.

The pilot, the diesel shunter in the background, propels empty horse boxes into the spare siding.

These were brought in on the rear of the cement empties, which is standing in the yard waiting for a crew.

The paper train loco, the crocodile seen here, has come off Aspargo shed to begin piecing its train together.

The first cut of wagons has been brought in by the fireless, which is waiting for the pilot to finish its moves before retreating under the box.

 

 

 

14-04. A cataclysmic failure of the point crossing microswitches necessitated an emergency stop shortly after the session began.

The activator fingers became detached from the tie rod operating No 20 points, the set beside the bus shelter, which lead to the diamonds across the route into platform 1.

This had happened before and was supposed to have been fixed. The remedy calls for a large Watt iron whilst trying to view proceedings via a mirror placed on the track at Eromarbordo.

This circus act was a major fiddle last time around and this time was no different.

It was not possible to get sufficient heat onto the point rod to secure the activators. In the end I took the drastic decision to run the operating rod along the surface and place the switches there as well.

One is visible beside the loco in the yard. I suppose that I should have done this previously but you know how it is!

Large chunks of the recently installed cabling runs came away as a result of these strongarm tactics so they will gradually have to be replaced.

I never have been a great fan of underboard mechanisms.

Some seem to be able to get them to work reliably but I never can.

In fairness they have worked okay for probably twenty years but they are showing their age, just like their creator!

 

 

At 01.30 the fireless returns with a second cut of wagons including an empty chlorine tanker on the transporters.

The recently completed fireless runs in over the offending crossings, which are now behaving themselves.

The white light from the signal authorising the move reflects on the loco cab.

This is the inverted signal where the white and blue aspects were inadvertently crossed.

As this sometimes happened on continental railways it has been left alone.

Obviously there would be little road traffic around at this time of night but I prefer to leave the vehicles as they are.

 

 

 

14-05. The paper train was let out of Lacono early, as is often the case.

It is running on the down cement train’s path which is used every other day but that train is running north today.

It stops at Breĉo de Glissent enirasignalo as it is required to, because the station is not open at 03.00.

The loco sounds the horn, as per regulations, passes the signal at danger and runs “prepared to stop on sight”.

The crew will then clear the signals for the Urteno goods to pass.

The train “weighs in” at 240 tons, which is above the 220 tons general limit, because it is specifically exempted from the limit, providing that the consist is solely composed of transporters.

There still are not enough of these available to meet demand so the crossing up train will be formed using transporters scrounged from elsewhere.

Once this train arrives at Relforka the issue will be resolved as the six transporters will immediately, and unrealistically, become available.

 

 

14-06. The AFK is awakening from its slumbers as the Urteno goods crosses the Kasatritikakamparoj behind the 2-10-2T.

Even allowing for the approach to the solstice it would still be running in darkness.

The train serves Lacono, the modern day provincial capital and largest settlement in Marronĝaco, although it only runs to 12,000 population.

As per usual the train is loaded to the maximum 200 tons and contains four SG wagons on transporters.

Only the front NG van and SG van will run through to Urteno.

 

 

14-07. The northbound cement train is also underway, running slightly early.

It is seen here crossing Akvalando viaduct, a cheap rip off of Landwasser.

The slidewall van is returning to the dairy at Fenditavalat from the chocolate factory.

This normally returns on the afternoon mixto but the consist is altered to carry the observation carriage in summer and alternative arrangements are made.

I always wondered why I built three of these vehicles, other than that there was space on the styrene sheets to mark out six sides.

Now I know why as all three are needed in summer.

 

 

14-08. The incessant shunting continues at Gasafabrikatastrato yard.

The Sisyphus nickname is bestowed upon whichever loco is the shunter rather than being specifically allocated to the 0-6-2T which normally does the job.

Ironically the steam loco received repairs between sessions and is now running well but I like to ring the changes hence the 0-6-0 diesel taking the role today.

The KTT goods is being formed on the middle road and the SG van is in the process of being transferred to the chocolate factory.

There seem to be more NG vans than normal in the yard today.

 

 

14-09. The Altingablecaŭtoj goods follows the Urteno train, as the skies begin to lighten.

There is not usually too much traffic for the ‘High Reaches’, a desolate, thinly populated area, with the exception of Fenditavalat, the former Roman provincial capital.

The train is usually made out to the full tonnage allowance by including goods for Urteno or Lacono which cannot be accommodated on the dedicated service.

The empty tank wagon is returning to the Győrsmorabŭ on the Jakarutu branch where a couple of loads already await and the bulldozer is going to the quarry at Ospicio.

This thing is a bit of a nuisance in that it is out of gauge and has already clouted a bridge abutment.

A careful eye will need to be kept on it. I had intended to finish the loco before the session began but there was insufficient time to do this so it remains sketched in.

 

Ian T

 

 

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

On 13/04/2024 at 11:43, Annie said:

RM May 1970 Pg.143

 

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

 

On 11/04/2024 at 10:41, St Enodoc said:

Ian, if I may be so bold, this might be a good opportunity to condense the two topics here into one.

 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

23 hours ago, DLT said:

Now see I've dented the corrugated copper with handling

 

 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

On 10/03/2024 at 07:23, Barry O said:

Different Leagues use different definitions.

 

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

8 hours ago, St Enodoc said:

If you enjoy good batting, not so much.

 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!

 

 

On 01/03/2024 at 16:19, Michael Hodgson said:

This approach looks good, but I wonder whether you will have trouble over time.  Even the steel locking of the prototype suffered from wear and frames sometimes needed to be replaced after heavy usage (though less commonly than because of changes in layout to meet new traffic requirements).

 

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

I have posted on other sites about progress on this layout but perhaps not so much on here.

This is the current state of play.

 

Having restarted work on the project by building the pumping station I decided that I might as well sketch in all the other buildings.

I think that it was Iain Rice that observed that buildings were a thief of time and he, or whoever else it was, was correct.

Time has also been spent fettling the track.

Speeds would be low on this type of line so although it is rough and ready it has to permit good running.

I am not quite there with this yet but I am progressing.

The views are seen from left to right.

 

 

Trains enter the scene from behind the goods shed, which is little more than a corrugated iron shed painted in the traditional Fenland black.

This is well weathered, rusty and sports a hole in the roof (due to an accident with the soldering iron used to soften the corrugated sheet). As this is over the track no-one is too concerned.

It is a typical “model railwayism” in that quite how goods are moved out of the shed is open to question.

It awaits a set of battered doors to complete it.

Behind stands the jam factory with a van at one of the loading doors.

As noted last time, the building has settled in all directions.

In the foreground the Norfolk CC steam roller stands next to the railway office.

 

 

The factory backs onto the Primitive Methodist chapel, No 14 on the Downham circuit.

The siding only just clears the chapel and the factory yard alongside it is also used for loading eggs into vans.

The road runs between the chapel and the Primary school which has acquired an out building for the care taker.

It is assumed that the entrance is at the rear of the building as presented.

The Alco and train are standing on the grass verge, out of the road.

The Alco will be painted into black when time permits and the first wagon (a Roco feldbahn example) will be painted grey.

The battered WD class E was originally a fancily painted Bachmann model.

There is no place for such twee offerings here, nor for carefully manicured track!

 

 

The small caretaker’s extension fills most of the ambiguous empty space originally left between the school and the cottages.

The two classroom school is typical of the village primaries that were common when I started my teaching career in the local comprehensive during the early eighties.

Nowadays they are nearly all closed and the pupils are bussed four or five miles, from the age of 5, into large primary schools such as the one around the corner from where I live.

I understand the economics but I remain to be convinced that this is progress.

The bracing for the subsiding cottages will have to encroach onto Norfolk CC property.

If they object the cottages could fall on the kids!

I have been less than impressed with the Slater’s brickwork sheets which seem to break and splinter very easily.

Their N gauge and O gauge counterparts are much easier to work with.

 

 

In my usual “bull in a china shop” style the subsiding houses have been overdone.

No subtlety here please!

The houses will be rendered with the cracked brickwork showing through.

The building seems to be sitting a little high in this photo but it is not uncommon to find fenland buildings approached by steps up to the door due to the peat shrinking as it is drained.

The lean to Post Office next door is a mish-mash of various local designs, many of which, like the schools, are now sadly gone.

Many survived into the nineties or the first decade of the new century before giving up the ghost.

I assume that this one was made from the asbestos sheeting that was commonplace as a building material during the mid-twentieth century.

The corrugated iron roof shows up where it was marked out for cutting.

The post master’s house behind it is not currently glued in place as access will be needed to provide an interior as the inside is rather exposed.

The wagon is a Minitrains’ Pershing wagon.

Most of the stock will be ex-WD, when built, but there are already one or two American and German interlopers to add variety.

The wall in the foreground stands next to the drain leading to the pump.

 

 

Little progress has been made recently with the pumping station, although it has acquired a chimney.

This is clad in O gauge bricks because the OO sheets simply splintered on application.

I am aware that the prototypes tapered towards the top and that using a pipe results in an unrealistic shape but it will have to do.

It has been suggested to me that raising the chimney base would allow for the flue to be placed above the drainage channel from the wheel.

This still awaits attention.

The photo also helps to show the general arrangement of the buildings in relation to one another.

 

 

 

 

Reaching the right hand end of the layout we find the final grouping of buildings.

The layout of the “Four Alls” was roughly taken from the Ten Mile Bank “Windmill”.

The side bar is in a rather worse condition than that at the “Windmill” ever was and the decrepit porch comes from my imagination and the desire for a view block.

The bar and porch will be rendered and the roofs will have to be individually tiled.

The sign post will lean but not quite to the extent shown!

Like the schools and the shops the “Windmill” is long gone.

This trinity was the foundation of village life until twenty or thirty years ago.

Some local villages have now lost all three but most seem to have kept one of them.

Those retaining all three, such as Hilgay, Southery, Wimbotsham and Denver are rarities today.

These four villages have all lost their football teams, however, which were a focus of village and pub social life.

I kept goal on Sundays at Southery for around fifteen years or so.

The Four Alls will definitely compete in the Lynn & District Division 3, even though they have to chase the cattle off their bumpy field (seen it happen) before playing.

Gotobed’s garage across the car park is a generic building which will be fitted, in time, with a couple of petrol pumps.

The owner has a highly localised surname to help give the layout a sense of place.

I do not know the provenance of the name but I can certainly testify that Fenland was still a wild and woolly place forty or so years ago.

 

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

43 minutes ago, Compound2632 said:

Ah, but, it appears that all point levers were blue, irrespective of whether facing or trailing - i.e. with or without FPLs, economical or otherwise. There were very many Midland boxes controlling layouts with no facing points.

 You are probably correct with the Midland.

I had momentarily forgotten their aversion to facing points.

I believe that  I once read somewhere that there was only one between Settle and Carlisle!

Presumably at Hellifield?

 

Ian T

On 15/02/2024 at 13:05, Nick C said:

Not black for point levers? I'd assumed that was pretty universal.

 

The Midland, I believe, used economical FPLs which operated the lock and blades simultaneously.

There were no FPL levers as such, hence the blue colour.

The "standard" arrnagement which I worked with in manual GER boxes was black for point blades and blue for FPL.

The GER practice was for the FPL lever to be out of the frame when the points were locked.

On some other railways I understand that the FPL lever was in the frame when providing the locking.

 

Confidently waiting to be contradicted and put right!

 

Ian T