ianathompson

Perhaps this is something that appeals more to ex railwaymen, albeit that in my case it formed my second career. My own layout, as you might be aware, occupies a parallel universe that is entirely fictional. Those operating the system, however, face a similar set of constraints to those working at Cwmdimbath. My own preference is to simulate such events using dice throws and situation tables. Late running connections and the occasional spanner in the works, such as a bust air hose, all complicate matters. Control's ineptitude in overloading goods trains and miscalculating shunting times doesn't help either, even though I am that very same person as well! Perhaps having experienced it from the inside we could not enjoy a simple "day" where everything went smoothly! Ian T

Totally agree. This is what we should be trying to achieve. Ian T

thissen Ian T

I am not quite sure what you mean by this question. I note that you are located in the US. Did you roughly know the West Riding before moving to the US or are you a US resident contemplating a British layout? I am only asking this because the terrain around Dewsbury and Batley made railway building difficult. I was born in Batley so I am familiar with the area even though I have not lived there for nearly forty years. The GNR made a junction with the LNW at Batley but its main route in the area paralleled the LNW line into Dewsbury before branching off to its own station across town from the LNW. This should show up on any pre-Grouping railway atlas. Much of the route, to the west of the current LNW line and lower down the hill, is still there. The bridge abutments at Jack Lane still survive. An alternative site for planning "might have been" lines, and looking at what actually was there, can be found using the OS 25 inch sheets. These are available online at the National Archive of Scotland. They can be found here. Back in the day Batley was the junction of seven routes. In simple terms: The LNW ran to Leeds (via Morley), Huddersfield (via Dewsbury) and Birstall, which was a branch line. The Great Northern ran to Leeds (via Tingley) Bradford (via Driglington) Wakefield (via Dewsbury) and Wakefield (via Ossett). The Great Northern had a station at Dewsbury Central which was opposite the covered market. The modern inner ring road A 638 has been built over the top of this but if you go onto Google Earth Street View next to the market you can still see the ground level remains of the GNR station. The GNR ran through a short tunnel on leaving Dewsbury to reach its goods yard alongside the L&Y facility. At the south end there was a junction to the L&Y which crossed the Calder. The GNR therefore could use this to gain access to Huddersfield without any need for building more lines from Batley. Hope that some of this is helpful. Ian T

My reservation about DCC is that I am putting a microprocessor into a locomomtive. This is awkward to fit (even into O scale narrow gauge locos), fiddly and expensive, especially where a large roster is involved. I also have no idea how to fix it if it goes wrong. Model Railroader runs a monthly DCC column and "replacing defunct/old fashioned/blown up chips" is a staple topic. A contributor to Narrow Lines, the 7mm Narrow Gauge Association magazine, a few years ago, said that he worked with microprocessors but would not install then in his locos due to their complexity. In contrast, and I suspect that Buckingham is similar, it is easy to trace faults using DC, and they can be easily remedied. As i earlier observed, my layout is wired on the KISS principle. I have just rebuilt my main station after twenty odd years of running. I had more than one mysterious short appear from nowhere, (as per usual with rebuilds!) These took some time to find but, once located they were easily resolved. Okay. I am a DCC Luddite. Ian T

I am speechless at that! Ian T

That is an interesting question. I suppose that it comes down to how one defines "well". It is pretty obvious if something does not work well because trains don't run, derail or stall I suppose. The devil comes in the detail:: the difference between the train runs like a startled jack rabbit/ runs smoothly and starts slowly for instance or never derails/derails occasionally/derails every move. Secondly, I suppose that the "well" part could reflect the complexity. On the one extreme Peter Denny's "Automatic Crispin" comes to mind (i.e. effectively a home made electro-mechanical computer) whereas at the other extreme automation could be extremely limited. Between the two extremes are probably power operated points and signalling which might or might not be interlocked. Thirdly I suppose it depends upon who defines "well". One person might opt for a small layout. This could receive lavish maintenance and operate perfectly, but perhaps with limited scope. Their definition of "well" might be that it stalls or derails once a blue moon. The large layout builder might accept lower reliability as a cost of considerably expanded operational scope. Their definition might be most of it works for most of the time. I am sure that there are other aspects that could also be considered. The question interests me, at any rate, because I have built a large home based layout which coukld hardly be considered a paragon of electro-mechanical virtue! An operating session, which lasts months and involves thousands of moves, usualy throws up problems. These are outlined on the website as they occur because I don't see any mileage in denying or disguising the problems. As I often point out in ironic frustration "Model Railways are Fun!" to slightly paraphrase the old Model Railroader tag line. My own early experiences with power operated accessories quickly pesuaded me to use the KISS principle. (Keep It Simple, Stupid). My layout exists solely for my benefit and will never be exhibited. It is quite possible, therefore, that some-one else's opinion about its running might not tally with mine. I could have a more reliable layout if I avoided scratchbuilding and concentrated on a simple subject. On the other side of the coin as far as I am concerned it operates "reasonably well" given it's complexity and my ham fistedness. Ian T

I can always remember, as a kid, my mum and dad haggling about the price of some item on a market whilst on holiday in Spain. This was just part of the fun as far as all were concerned. Eventually the stall holder gave in and sold it at a reduced price. In his limited English he managed, "Scotch?" He was put right. " No mate. We are not so soft. We're from Yorkshire." Ian T

I am impressed that it was done by hand and that the rails were soldered up before adding the copperclads! Like others I have always soldered the rails together with the sleepers in place. and then used a slitting disc in a drill to cut the flangeways. I could not imagine attempting this process without the disc And I am a Yorkshireman, albeit in exile! Ian T

Nah! Its not. You can still see some of it! Spoken by one who knows about "junk". Ian T

I know that you were not asking me but..... I was inspired (?) by this question to photo my unwieldy foldable plank. As advice , warning but definitely not an incentive, here is Inverness Citadel. It slumbers in its usual place at the bottom of the staris and fulfils its designated role in life as a table next to the front door. I suspect that many Minories suffer a similar fate, although not quite so prominently displayed within the house. The plan was that all the stock and ancilliary buildings that go onto the boards would be stored in the "boxes" beneath the baseboard. Yeah. Right. Also evident are the packing pieces retrospectively inserted to keep the boards level when they began to sag. The only advantage from this cleverly thought out design dog's dinner is that it allows space for the semaphore operating mechanisms. Sorry for the intrusion but I could not help but demonstrate how the lesser talented mortals live! Ian T.

Snap! The current N gauge GNoSR terminus fits this bill entirely. When it is opened up I have to be careful to avoid the supporting girder in the roof where the house extension was added. Ian T

Mechanics aren't playing this season due to Covid restrictions. I have always followed Deveronvale since seeing them play when I was in the sixth form. Last time I was up there I went to see them play. Ian T

The answer to that is yes and no! There is no simple answer becasue this was the front line of a savage Victorian railway war! I will spare you too many of the details. In the very early days. before the Highland was the Highland there were tenuous connections between the GNoSR and the Inverness & Aberdeen Junction railway, providing a through service between Aberdeen and Inverness. The I&AJR became a constituent of the Highland Railway. Once the Highland had its through route to Perth it operated the Forres-Keith service as a branch line. The trains did not particularly connect with those of their neighbour. The bay platforms were provided because this was as far as the GNoSR went. The GNoSR then built its own line to Elgin, via a circuitous route. GNoSR trains took the southern through platform to Elgin whereas the northern through platform provided a service to Elgin (and Inverness) over the Highland. Elgin and Keith then became the focal points of a bitter dispute, concerning the RCH, as to the exchange point for traffic. In later years relations thawed and the northern through platform was used for through trains. There was also a bay platform on the west end for teminating Highland trains, which also ran to Portessie via Buckie for a time. This was well known, if my memory serves me right, (as it does less and less nowadays!) for a bizarre signal box which spanned the bay and was almost on the goods shed roof! I am familiar with the area from watching Highland League football. I have two GNoSR layouts on the go in N gauge but they are very much second string interests which make glacial progress if any at all. Rather appropriate for a Victorian GNoSR train! They can be found here. There is some GNoSR stock available so I will take the liberty of showing one photo of the half completed "wee trainie". It is still possible to travel part of the GNoSR route to Elgin by taking the preserved railway's train from the rebuilt KeithTown station to Dufftown. Keith Town, as its name suggests, was just outside the town centre whereas the station shown on the maps is technically Keith Junction. The modern railway uses the through platform where the Aberdeen to Inverness trains today cross from GNoSR to Highland metals. All trace of the bays has gone and a modern building stands on their site. Hope that some of these ramblings are of interest and apologies for thread drift. Ian T

I might have thought that a bit large for the "Minories" concept/franchise. If you want a GNoSR example how about Keith? Through platforms to different routes on either side and bays in the centre. Just a thought. Ian T

It all depends upon the compromises that you are prepared to accept and, to some extent the effort that you are prepared to put into the construction process. In a slightly larger space I have managed to build a system with over a dozen stations, and that is in O gauge, albeit narrow gauge. The comstruction was a complex 3D jigsaw puzzle and I don't imagine that any one will ever be wowed by the scenery, although there is some scope. I am more interested in running trains rather than looking at nice, but dust gathering, scenery. I am also prepared to accept sharp curves, steep gradients and shortish trains. You pays your money and you takes your choice. If you are interested the website address appears at the foot of the post. Ian T

Correct! Or Steam Ship as out choirmaster calls him. Ian T

I have to admit that I have never been inside the building but I do have an off topic anecdote. Some-one I once sang with had had a relative who was a chorister (man not boy) there some time during the early twentieth century. It was during an era when long sermons were the norm. The accepted practice on Sunday morning, apparently, was for the men to slope off and have a shave during the sermon. The stalls were tall enough to allow this. Except that, inevitably, a vising preacher finished early, the hymn was announced and there was no underlay because the men were in the vestry! Beats being in the pub, I suppose, which is where Wesley apparently retired to during the sermons, when he was organist at Hereford. Ian T

I am a bit lost with that. I usually have to go backwards a long way! Ian T

Having being directed to the proposals and looked at the map I suspect that we are talking a little at cross purposes. The WNR proposals refer to the Roman Catholic cathedral which, impressive as it is, is not "Norwich Cathedral" in the generally accepted sense. The Roman Catholic building is, as noted in the October proposals, on a hill slightly to the west of the city centre. The Anglican cathedral is closer to the Medieval core, down by the river. This is the cathedral marked on the railway map. Hope that confusion this explains my initial scepticism over the choice of site. Ian T

Thanks for that info. I will have a look. I don.t keep close tabs on this thread. Ian T

The siting of your Norwich West station, according to the map, places it almost at the West door of the Cathedral. Having lived in Norfolk for almost forty years, almost long enough to be accepted despite the Yorkshire accent, and having sung evensong in the cathedral on a number of occasions, I would consider that I had a passing knowledge of the proposed site, if the map is correct. The station, as shown would have been inordinately expensive to contemplate because the route smashes a swathe through Medieval Norwich. Apart from the astronomical costs that would have been involved in acquiring the properties I doubt that the ecclesiastical authorities or the city's fathers would have contenanced such wanton destruction, simply to incorporate a fourth station. If you look at the sites of the GER and M&GN stations on the old OS maps it is clear that they were built outside the built up area of the city at the time. I suspect, as well, that both areas were prone to flooding before the railway came. There was plenty of space out at Earlham, roughly where the WNR junction is on your proposed lines map. It would seem more likely, however, that such a line would have stayed in the Yare valley and run to a station near Cringleford or Eaton. It could have built a terminus there without too much difficlty and put in a connecting chord to the Ely line without the need to burrow underneath the London line. Just a thought as some-one who studied aspects of townscapes for a PhD, although I appreciate that Rule 1 applies. I am afraid that I have an aversion to seeing model stations plonked down in the middle of pre-exisitng communities in very unlikely circumstances! The back streets location, for me, is one of the features that contributes towards the realism of Jas Millham's Yaxham and Martin Goodall's (?) Burford.. Ian T

It is a bit difficult in N gauge with a roundy roundy nowadays. I started building such a N gauge layout as a "second string" layout because I have a room full of scratchbuilt continental narrow gauge in 7mm as my main interest. This N gauge layout spanned the transition era between the 'traditional' Farish and the modern Farish models becoming available. I bought a can motor 2-6-4T when they first became available only to discover that it needed mimimum curves at around 12 inch radius. I can testify that this is the case in that it refused the original (radius 1) curves that its predecessors accepted. I now have a 2'6" by 8'6" roundy roundy instead of the original two foot wide baseboard that was eight foot long! The old track alignment is still visible and makes a marked contrast with its current course. Having (massively over) invested in N I decided to build a BLT to take to the Cotswolds whenever I have to look after my mother. This offers a bucket load of operation in 6 feet by 1 foot, including the fiddleyard. It is also compact and easy to transport. The stock is easily carried in a couple of bait boxes intended for fishermen. One of the problems with contemplating exhibiting such a layout , was I so inclined, would be the issue of coupling and uncoupling. I quite happily do this by hand with a wire hook using standard N gauge couplings. If I knock stock off because it is small and light and I am clumsy I curse but at the end of the day there is only me to be offended. If I wanted to exhibit the layout I would not really consider this to be acceptable, particularly if it happened as often as I seem to manage! This would entail modifying the stock and restricting the areas where uncoupling could take place. (Or making unrealistic backwards and forward movements to persuade the hooks to disengage for a delayed uncoupling.) To answer the poster's question "Is it under rated" it depends upon what you want. (Or how long is a piece of string?!) Getting good running needs much more care and attention to rail joints (both in the vertical and horizontal planes) than the larger scales. Point crossings (I hate the term "frogs") need to be electrical switched to ensure good running which was easily arranged with my scratchbuilt track. The well known RTR track brand used on the BLT had numerous problems with both these issues, sufficient to leave me wondering what would have transpired had I been a beginner unused to fiddling with points and track. Against this I have a layout that would otherwise not have been possible. There are also ancilliary aspects to the answer, depending upon now much work one is prepared to put into a model. I have managed to produce working signals, which as an ex signalman I consider as an imperative for realsitic operation, including Steven's dropflap shunt signals. On the other side of the coin I had to scratchbuild these as I could not get on with the kits available. Kits generally are much more rerstricted than in the larger scales as presumably there is not the demand to make them commercially viable. I did not consider this to be a problem as there are few GNoSR kits in any scale but I have noticed that some have now become available for 4mm scale station buildings. At the end of the day I appreciate the options that N gauge offers but I would not contemplate using it for my main layout. Ian T

The operating session has now finished. It has resulted in the most photographs of a single session yet published. These photos are available on the website. You will have to be patient. This is a big file that takes aminute or so to load. As a taster I have included three photos in this post rather than than usual single offering. I am more frugal with these postings nowadays as Flickr have imposed a limit after becoming commercialised. Does anyone have any recommendations for an unlimited free platform? 235. The evening railcar forming the last up service of the day, which terminates at Urteno, is photographed by flashlight waiting at platform 3 in Relforka. It looks as though Aslan has been advising the Ferovojoj Thalnia upon the art of train timing in his spare time, because it will be waiting for some time. Nerv control has rung through to say that the connection from Sarip (the capital) is running 45 minutes late. It would be wouldn’t it, given that the Beruna train was on time for once?! For any-one wondering, the lateness is not just plucked out of thin air but is determined by probability tables and dice throws. A 100 sided dice is rolled which, obviously can be finely adjusted to represent percentage probabilities. The evening trains are heavily weighted for lateness as are the morning connections from the overnight SG trains. 237. Way out in the wilds the special railcar makes the stop at Ayleha below the snow fences of the Heldya ridge. Darkness fell hours ago and there is no electricity in the homes of this high valley, hanging above the Spelcia. Hopefully, with winter receding, the wolves will not be too hungry tonight, although they are unlikely to target humans as their prey. Should it be necessary wayfarers can take shelter in Our Lady of the Snows, where the door is always left unlocked for such an eventuality. 265. The mill train loco is run through the yard and parked beside the ground frame office before the session ends. The fireless will need two bites at the cherry to remove the SG wagons and the return train is scheduled for the small hours of the morning. The loco will probably wait here until the pilot returns before the crew decide whether to take it round to Aspargo. It is well known for arguing with the points there and falling onto the ground more often than a soccer player. This option might therefore be avoided. That café looks to be a good place for a doze! It is hoped to make a few improvements during the shutdown between sessions but the AFK competes for time with other layouts. Perhaps the fenland scene wull be revived or the Great North of Scotland might receive attention. There is also the garden layout, the cricket season approaches and hopefully we will soon be allowed to sing church services again. It could be a couple of months before another operating session begins. Ian T

The operating session has now finished. It has resulted in the most photographs of a single session yet published. These photos are available on the website. You will have to be patient. This is a big file that takes aminute or so to load. As a taster I have included three photos in this post rather than than usual single offering. I am more frugal with these postings nowadays as Flickr have imposed a limit after becoming commercialised. Does anyone have any recommendations for an unlimited free platform? 235. The evening railcar forming the last up service of the day, which terminates at Urteno, is photographed by flashlight waiting at platform 3 in Relforka. It looks as though Aslan has been advising the Ferovojoj Thalnia upon the art of train timing in his spare time, because it will be waiting for some time. Nerv control has rung through to say that the connection from Sarip (the capital) is running 45 minutes late. It would be wouldn’t it, given that the Beruna train was on time for once?! For any-one wondering, the lateness is not just plucked out of thin air but is determined by probability tables and dice throws. A 100 sided dice is rolled which, obviously can be finely adjusted to represent percentage probabilities. The evening trains are heavily weighted for lateness as are the morning connections from the overnight SG trains. 237. Way out in the wilds the special railcar makes the stop at Ayleha below the snow fences of the Heldya ridge. Darkness fell hours ago and there is no electricity in the homes of this high valley, hanging above the Spelcia. Hopefully, with winter receding, the wolves will not be too hungry tonight, although they are unlikely to target humans as their prey. Should it be necessary wayfarers can take shelter in Our Lady of the Snows, where the door is always left unlocked for such an eventuality. 265. The mill train loco is run through the yard and parked beside the ground frame office before the session ends. The fireless will need two bites at the cherry to remove the SG wagons and the return train is scheduled for the small hours of the morning. The loco will probably wait here until the pilot returns before the crew decide whether to take it round to Aspargo. It is well known for arguing with the points there and falling onto the ground more often than a soccer player. This option might therefore be avoided. That café looks to be a good place for a doze! It is hoped to make a few improvements during the shutdown between sessions but the AFK competes for time with other layouts. Perhaps the fenland scene wull be revived or the Great North of Scotland might receive attention. There is also the garden layout, the cricket season approaches and hopefully we will soon be allowed to sing church services again. It could be a couple of months before another operating session begins. Ian T