ianathompson

Pages 520 to 525 show the Manchester Leeds line via Dewsbury. All the trains listed for the New Line, as shown, seem to be stopping trains. Ian T

It is an amusing reference to the terminus of my own European NG system, the AFK. It can be found here, although you will have to press the town name on the index. Ian T

From a personal point of view, best of luck if you try to read it!! I have tried but I gave it up as a bad job. I haven't been paying attention, as usual, but perhaps a simpler option would be David & Charles Locomotive Studies, The Steam Locomotives of Eastern Europe, A.E. Durrant 1966, with a re-run in 1972.. This gives a potted version but allows comparison with neighbouring countries, many of which were constituents of the Austro-Hungarian Empire. Ian T

The ND as described in the magazine (in French). The engine was a diesel UNIC M28 model which gave 120 hp. This had 6 cylinders (115 x 165mm). Additional info from MC Shaw in a PM on another forum indicates that the UNIC engines were made under licence from Mercedes. Some of these railcars were laterre-engined with 150hp Berliet engines. He also notes that MTVS no 13 and Arrivetz & Bejui state that the original motors gave 100hp. Both publications cover the Vivarais. I have both of these in my library but was initially too lazy to cross check. Thus prodded I checked MTVS issue 12 (CFD Lozere) where the other two NDs went. This also states the hp was 100. The most recent Vivarais book (Claude Wagner 2016) manages to say almost nothing about the ND railcars. Other details are that the chassis length was 9.50 metres and the driving wheels were 71 cms. The bogie wheels wee 55cm in diameter. Weight was 9.5 tonnes and they seated 31 (I could only count 30 spaces on the drawing!) Works Nos 119-120 went to CFD Lozere and 121-125 went to CFD Vivarais. They were styled after contemporary road bus practice but had a lower capacity than the MT model, from which they were derived. From observation Studying the diagram there is a small parcels section at the rear. They were obviously 6 wheel machines with a bogie at the front and a driving axle at the back. They were turned using a verin, which is shown on the drawing. This was a retractable turntable that could be wound down wherever needed to reverse the vehicle, avoiding the need for fixed turntables. It is possible to create a working verin and my model of a de Dion Bouton KG model incorporated one. Unfortunately it fell apart years ago, rather like many French railcars. The bits were salvaged with a view to re-incarnation but they currently lay dormant in a box as the AFK uses larger (mainly French based) railcars. The photo was taken years ago. Ian T

I cannot say that it is the best source but this topic was covered in Magazine des Tramways a Vapeur et des Secondaires (MTVS). MTVS No 21 looked at Tartary and de Dion Bouiton railcars . Unfortunately it was published in 1982 so I hardly imagne that it is very accessible. De Dion Bouton produced 195 vehicles in total between 1923 and 1952, although another 30 or so units were included in a Special Number series. A quick glance at the text suggests that they were a sideline to their bicycle, and later car, business. As far as I can tell they used their own engines. Which model of railcar are you referring to? They ran from primitive four wheel types, such as the JA model, through to some quite sophisticated bogie types such as model OC1 and OC2.. Whilst they mainly built narrow gauge types they also ventured into the stndard gauge market as well. If you let me know the model, or the operating company,I will look it up for you although only thumbnail sketches are included for each type. Ian T

I used to have this problem when modelling opens. I now chop the sides into smaller pieces so that they can bow outwards, as on decrepit wagons. I hide the joints behind the strapping, although they will show on the inside, The photo above shows a relatively well looked after open at Fenditavalat. Some of the older more decrepit ones bow much further from a straight side. Ian T Ian T

Despite a series of set backs the session continues. 20. Finally, after a long hiatus, things begin to move again. The Urteno goods passes Ghealdaban running slightly early. There are still two sockets that must be replaced to ensure that the session can continue but, having spent around two hours on a wiring job that should have taken twenty minutes, these can wait. Hopefully things are looking up. Ian T

Despite a series of set backs the session continues. 20. Finally, after a long hiatus, things begin to move again. The Urteno goods passes Ghealdaban running slightly early. There are still two sockets that must be replaced to ensure that the session can continue but, having spent around two hours on a wiring job that should have taken twenty minutes, these can wait. Hopefully things are looking up. Ian T

Unfortunately the goods shed appears to be a one -off. The GNoSR had a standard design with usually two or three windows in the wall opposite the loading platform. It is reasonably easy to estimate their size and I think one or two survive, still. There might even be a kit for one, as I recall, but not in N gauge. I must get around to making a replacement for my layout. I made one and then damaged it,. Ian T

Finally, after much too long an interval, another session has begun. There are only a few photos at present but they can be accessed here. 6. The Urteno goods has crossed the paper train at Glissent and now traverses the Kasatritikakamparoj. The SG vehicles are blocked in the middle of the train. It was a little difficult to put this train together. There are, in theory, 35 transporters knocking around but the truth is that only 17 have been built and two of those are currently defective. The usual procedure of putting SG wagons onto the ground was followed to rob enough to meet the needs of this train. A number of other SG wagons are in factory sidings and therefore removed from the layout, freeing up transporters. I really must build another batch. The materials are in stock, it is just finding the time to do it. Ian T

Finally, after much too long an interval, another session has begun. There are only a few photos at present but they can be accessed here. 6. The Urteno goods has crossed the paper train at Glissent and now traverses the Kasatritikakamparoj. The SG vehicles are blocked in the middle of the train. It was a little difficult to put this train together. There are, in theory, 35 transporters knocking around but the truth is that only 17 have been built and two of those are currently defective. The usual procedure of putting SG wagons onto the ground was followed to rob enough to meet the needs of this train. A number of other SG wagons are in factory sidings and therefore removed from the layout, freeing up transporters. I really must build another batch. The materials are in stock, it is just finding the time to do it. Ian T

Having my own interest in the GNoSR I bought the book about their wagons (Tatlow's LNER Vol 3 Pre-Grouping wagons of the NBR and GNS.) The GNoSR did not have double deck sheep wagons. GNoSR wagons were about as basic as it was possible to find in the pre-Grouping era. From the figures in Appendix 4~ Wagon stock absorbed by the LNER; the GNoSR contributed 2581 open wagons as against 565 vans. It seems that fish was carried in barrels loaded onto opens, and much else, including whisky, was treated in the same way. Presumably the vast majority of the catch from Macduff, Banff, Whitehills or Buckie etc went out as salted rather than fresh fish. In many cases, I suspect, but cannot prove it, any fresh fish for the south went out in NBR wagons. This is what I have assumed for my, incomplete, GNoSR layouts in N gauge. Ian T

Further to the last post work continues on completing the bare minimum amount of stock required for an ops session amongst the carriages. Arc roofed vehicles are simple enough to arrange but the typical continental roof profile is more difficult to capture than its British counterpart. The railcar has been "completed". In actuality it awaits steps and doorhandles, so it is not complete. I almost forgot to add the cowling over the engine bay but my memory was jogged by looking at the pictures in the book about the Chemin de fer du Sud. There were variations between the batches but I opted for the Mark I version which was simpler then the Mark II. The model is not an accurate copy, in any case, but tries to "capture the spirit". Interesting minor questions that have arisen as a result of visual study of the prototypes. The position of the horns on the first batch and the arrangement of the communication doors in the front puzzle me. The second series and the ones that went to Spain after WWII had horns poking through holes in the cab end, below the driver's window. Ther is no mention of this in the (obviously French) text, or their apparent absence in the first series. Reading the text, the narrow door was inserted to allow the train staff to get between units whilst in motion. There was a grab handle to pull the door shut but no apparent opening handle. Returning to the as built model; the more observant will note that the luggage compartment doors do slide open. Unfortunately the effect is spoilt by the need for a large well to accommodate the bogie. You cannot have everything can you?! I am still hoping to start an operating session within the next week or so but, besides fixing roofs, I have become side tracked by timetabling minutiae. If it is not physical modelling it is paper modelling! Ian T

If I am not mistaken the delineation between pros and amateurs was the positioning of the initials. Placing the initials before the surname indicated an amateur, eg ABC Bloggs. Placing them after the surname indicated a "pro" eg Bloggs ABC. As a bit of a joke Iused to ask all the 1st XI players for their full set of initials and then enter them in the scorebook. I always presented the Aussie or New Zealander "pro" as above. Thread drift maybe but... Ian T

Work is slowly progressing on the provision of roofs for the carriages. I had hoped to complete enough stock before beginning another session. The work is taking a long time, however, so it looks like the cabriolet coaches will still participate next time out.. The railcar set is on the bench, occupying the usual 6 square inches of space. I have always envied those with the skill to make exceptional models with little fuss in a short time. An AFK build takes forever and results in a fairly rough resemblence of the prototype! Still we cannot be skilled in everything and I console myself that I have many other interests and talents. I suppose if we were all brilliant modellers then the masterpiece models by Beeston, Rice, Gravett et al (insert as appropriate) would be regarded as "average". One thing that I have never been able to do is easily join roofs to carriages. I usually fudge the issue, especially with a standard roof of a greyish colour. Unfortunately the French manufacturers (Brissoneau & Lodz) built these railcars with the roof forming part of the structure. Obtaining a clean joint requires multiple passes with the sand paper and the filler. Whereas some can achieve this with raw styrene I always have to paint the carriages to discern the flaws. I suppose I will get there eventually! The motor car currently lacks its chassis as one of the home made drive shafts fell out. Something else to be looked at before re-assembly. Other progress has been made during the between session shut down, and documented on other threads/websites. Here are a couple of examples, for the few that follow. Ospicio has gone from bare boards and no backscene towards obtaining a sense of place. The heavy snow melts as spring comes in. Caladonno station building has also received attention. The snow never melts in the Narnian enclave! Ian T

I chopped one up for the fish matket at Eromarbordo. I have included a photo below. The figures and the vehicles should give some idea of its size. I think, at this remove, that the figures are US O scale, i.e. 1:48 but the fish barrels are 1;43. It might be a little on the low side for narrow gauge stock unless placed onto a platform with the wooden legs suported by a bank or a wall. I am sure that you will do a better job with it than I managed. Ian T

I must admit that this is a problem. As far as possible the layout was designed to minimise the hidden sections. Somewhere or other there is a Fleischmann track cleaner waiting for conversion to a tamper. These seem to be fairly reliable as they are self driven and can, by the look of it, be eaily modified to take home made cleaners. Must get round to doing something about it one day! Ian T

What type of track and cleaning methods are you using? I only ask as the AFK receives little track cleaning once in session, which can last for two months or more. I use nickel silver track which is cleaned with a track rubber before the session starts. Once the session begins a graphite pencil is used as needed. Occasionally certain track areas might need a second pass with the rubber. All loco wheels are cleaned before a session. Certain (well known) characters can be troublesome but a quick session with the wheel celaning brush and a fibregalss pencil usually sorts this out. Ian T

Indeed, and I suspect the GNR would have been willing to simply use this line rather build their own (rather expensive) one. The Dewsbury loop also seems unlikely to be constructed here. A quick glance at the map seems to show that the line and bridges were built for double track, although it was only ever single as far as I know. Memory would suggest that the bridges were double width. Most of the branch has been obliterated in the last fifty years and little remains. I suspect that the arch in Batley Park (correctly known as Wilton Park) remains untouched but this is not accessible by Google Earth. The west side abutment still remains on "School Hill" or Carlinghow Hill as it is correctly called. This is visible on Google Earth. Field Hill bridge had a tight arch that was notorious for "single decking" double deck buses. Lines were painted on the road to help the drivers align their vehicle correctly. I vividly recall walking back to the CofE primary school one dinner time, aged 9 or 10, and seeing yet another one stuck under the bridge. Modern bridge bashing is not a new phenomenon! Needless to say this bridge "went" shortly after the line closed. Ian T

I remember this line as the Coddy Bob line. Coddy was, apparently, a dialect word meaning "little". It survived into the mid sixties, for freight only. At one point in his career, when he was based at Batley, my dad used to have to take the bus to Birstall to balance the books there. I studied these two lines (amongst others) for my undergraduate dissertation on coal mining and railways in the West Riding. I even went to the Houses of Parliament library to examine the (handwritten) evidence presented to Parliament by objectors to the various schemes. The GNR line was preferred because it allegedly gave access to undeveloped coalfields alongside its route. The LNWR proposal could not access these areas because of the steep scarp slope on the north side of the valley of the Batley Beck. The LNWR line would have given an easier access to Bradford because the GNR line was notorious for the steep climb away from Batley station (a couple of miles at around 1 in 30 as I recall). As per usual with Victorian railway schemes the truth was "coloured" as wished by the person presenting the evidence. It is not immediately obvious but the north side of the GNR line, the "Boggards'fields" as they were known, were being exploited by collieries connected to the LNW at West End colliery. The "Boggards" were supposedly the spirits of the dead but were actually eacaping methane that had become set alight, indicating the presence of coal seams. If you look carefully on the old OS maps that are available here a tramway can be seen running through the woods to Birkby Brow colliery, slightly down hill from the GNR line. The remains of the tramway were still there in the 70s and 80s, when we used to run along it as part of the cross country group from Batley Grammar School. A long time ago, now! The only colliery directly connected to the GNR line was that at Howden Clough, just after it crossed the later LNW "New Line". I was only contemplating the subject the other day. If the LNWR had continued their line through to Bradford I assume that the single line branch would have been doubled. There was an extensive goods station at Carlinghow and a single platform station at the point where the line crosses Carlinghow Hill, up which the Grammar School was sited. The station was remote from the town centre. If development had occured it would have made sense to develop a Batley Town/Central station, somewhere near the Field HIll bridge. This would have given a much more convenient station for the town, rather then the one provided. The passenger services on the Birstall branch were withdrawn in 1917, as a war time economy measure. They were never reinstated because the parallel tramway, along Brafrod Road, offered a much more frequent and cheaper service. I can also recall my grandad telling me that people from the Carlinghow area would also walk to Batley station to catch trains, thereby saving the 1d fare, because money was so tight! As an aside on the Boggards, Dewsbury RLFC's new ground was built on the old colliery tip at Shaw Cross. Much to the delight of Batley suppoerters, of which I am one, they had to check the methane readings before deciding whether it was safe to play a game there! This created much banter between the supporters but the practice has now stropped because the readings eventually dropped to a very low level. Ian T

That looks prety similar to a"sprag" which was used to secure points. It was placed between the blades and the rail to prevent the blades closing. The other side of the blades would then be clamped to the rail to secure the points. I did this many times in practice but never in anger! Ian T

I cannot claim to be an expert on continental SG railways but their NG counterparts simply used standard vans. There is a video, somewhere on You Tube, showing cattle being loaded into "standard" Rhatische Bahn vans for transhumance. The normal continental van was fitted with flaps which could be opened for ventilation when needed, making them more flexible than British vans. In these cicumstances I would have thought that transporting animals in open wagons would be unusual. The DB did have some dedicated animal wagons, as I recall owning a Roco N gauge version some years ago. The photo below shows cattle being transported in a normal NG van. The left hand flap has been lowered but the one at the right has not. It is assumed that they are tethered to the wall to prevent them from falling out of the door! Hope that this is of interest. Ian T

Quite agree. I'm personally not a great fan of sheds (!) I prefer to see engines working for a living rather than lounging around. I learnt a long time ago, however, that it is easy, and more realistic, to put bucket loads of short sections into any loco yard that I did build. Ian T

I would hazard a guess that this is similar to the material roofing many of our parish churches. Or not, in the case of the local parish church, after the lead thieves stripped it again. Apparently the consistory court have some aesthetic objection to plastic panelling that looks like lead. Still they are welcome to try at the place where I sing. Hope that that is not tempting fate. At least they would fall forty or fifty feet if they put a foot wrong! Ian T

The website has been updated to show developments at Ospicio, Caladonno and the /Carramassco Gorge. This is a picture of the rotary plough passing the shieling as it tests clearances. This week will hopefully see some developments on the stock and rewiring front. Ian T