ianathompson

Thread drift but I cannot resist! As a young chorister, singing Wesley's "Blessed be the God and Father", I can remember the choitmaster's consternation at our word pronunciation, or elocution if you are polite. In the bass recitative the words are "for all flesh is as grass" etc etc. The West Yorkshire rendition was , "fooor aaall fleeesh is as GRASS" with a very short A. Certainly not cathedral style! Cue choirmater, tearing his hair out, "NO,NO, NO its GRAAAWSS." Fifty years on and we are singing it next week. I can never ever forget that lesson! Ian T

It doesn't immediately load on my computer but take a sminute or so. I just warn anyone expecting it to load instantly that it will take a short while. So long as people are happy reading them I will continue to document the sessions. Thanks for your comments. Ian T

This was one reason that I bought second hand continental mechanisms as an impoverished student, back in the day. The bodies were going to be binned anyway, given my interests. I would sooner have one sweet running reliable mechanism than three poor ones. A quick straw poll of the loco fleet (available here if anyone really is so interested) reveals no Bristish mechanims to the best of my recollection. Having said that there were/are some right dogs from certain continental manufacturers. Ian T

The next set of photos chronicling the operating session is now avaialble here. Some people advise me that the page loads quickly onto their machines. It takes around a minute on mine. It all depends upon local broadband speeds, I suppose. The first session was recorded as a "one off" in 2016. It ran to around 230 photos. This session (the twelfth) currently stands at 265 and looks as though it will weigh in at around 300. I am beginning to think that they have got too bloated. Any views anyone? 237. The railcar ambles along, through the fields, making stops at obscure wayside halts such as Lamassco. One of the kids drops down and leaves the door open adding a little more time to the stop. The washer woman is still at it. Clothes and bedding were washed in streams and ponds, even after WWII, in parts of rural Europe where there was no piped water supply. She is wearing the traditional sektora kapvestaĵo as she works. This is a translation of “coiffre du secteur” which is highlighted in one of my Reseau Breton books. Each area had its own traditional peasant headdress. I have obtained a copy of them from the net and intend to have some of my own for Altonia. It must be said that some of the illustrations verge on the bizarre! The boxes in the bottom right hand corner contain the figures used for this type of photo. There might be a need for more of them if I ever get around to more figure painting. Don’t bother looking for these figures anywhere either! The washer woman was a fluorescent Life Like figure who underwent a sex change, and a more sober repaint, whilst the bairn was carved out of raw styrene with a soldering iron. Elf & Safety eat you heart out! 245. Sacansa, the Ithilarak staciaĉefino, strides forcefully towards the loco where Crocetto the trajnĉefo has cravenly taken refuge. It has been agreed with Control, on Sacansa’s say so, let it be said, that the train will carry out the necessary shunting and wait for the mixto before going forward. You really don’t want to be messing with the mountain women and Sacansa’s word, usually in a Marronĝaccan dialect that Control cannot understand, often leavened with a few profanities, is law around this part of the AFK! 253. The diesel fumes from the I-D-I’s exhaust make a contrast with the pristine alpine scenery of the Narnian enclave as the mixto pulls away from Caladonno on its return journey. Simple as it is this part of the scene is finished, although I suppose that the cheap trees could be replaced. (On second thoughts, it isn’t finished because the viaduct requires a handrail!) I originally intended to place a ski lift into the scene but decided that it would become too crowded. The turn back wheel and mechanism for the aerial ropeway will probably see use at the coal loader at some point in the future. I look forward to your views. Ian T

The next set of photos chronicling the operating session is now avaialble here. Some people advise me that the page loads quickly onto their machines. It takes around a minute on mine. It all depends upon local broadband speeds, I suppose. The first session was recorded as a "one off" in 2016. It ran to around 230 photos. This session (the twelfth) currently stands at 265 and looks as though it will weigh in at around 300. I am beginning to think that they have got too bloated. Any views anyone? 237. The railcar ambles along, through the fields, making stops at obscure wayside halts such as Lamassco. One of the kids drops down and leaves the door open adding a little more time to the stop. The washer woman is still at it. Clothes and bedding were washed in streams and ponds, even after WWII, in parts of rural Europe where there was no piped water supply. She is wearing the traditional sektora kapvestaĵo as she works. This is a translation of “coiffre du secteur” which is highlighted in one of my Reseau Breton books. Each area had its own traditional peasant headdress. I have obtained a copy of them from the net and intend to have some of my own for Altonia. It must be said that some of the illustrations verge on the bizarre! The boxes in the bottom right hand corner contain the figures used for this type of photo. There might be a need for more of them if I ever get around to more figure painting. Don’t bother looking for these figures anywhere either! The washer woman was a fluorescent Life Like figure who underwent a sex change, and a more sober repaint, whilst the bairn was carved out of raw styrene with a soldering iron. Elf & Safety eat you heart out! 245. Sacansa, the Ithilarak staciaĉefino, strides forcefully towards the loco where Crocetto the trajnĉefo has cravenly taken refuge. It has been agreed with Control, on Sacansa’s say so, let it be said, that the train will carry out the necessary shunting and wait for the mixto before going forward. You really don’t want to be messing with the mountain women and Sacansa’s word, usually in a Marronĝaccan dialect that Control cannot understand, often leavened with a few profanities, is law around this part of the AFK! 253. The diesel fumes from the I-D-I’s exhaust make a contrast with the pristine alpine scenery of the Narnian enclave as the mixto pulls away from Caladonno on its return journey. Simple as it is this part of the scene is finished, although I suppose that the cheap trees could be replaced. (On second thoughts, it isn’t finished because the viaduct requires a handrail!) I originally intended to place a ski lift into the scene but decided that it would become too crowded. The turn back wheel and mechanism for the aerial ropeway will probably see use at the coal loader at some point in the future. I look forward to your views. Ian T

That seems to be about right. I recently bought a Hornby or Bachmann (can't remember which) OO 4-6-0 chassis from a well known auction site. I model continental 7mm narow gauge so the idea was to build a body for it, based on a Reseau Breton loco. Things progressed quite well and the chassis was a nice runner. What was surprising, however, was the number of items fell off the chassis in the build process. I might be ham fisted but the continental chassis are more robust, especially the older ones. The chassis then locked up because of a small amount of misplaced paint. Okay, once again mea culpa. We are not talking about innundating the wheels and motion in paint, however, merely a few spots. I would have expected an old time Fleischmann mechanism not to have even noticed this impediment. The connecting rods bent up and came away from the slide bars. This necessitated dismantling the mechanism to reinstate them. On close inspection they seemed to be made of an extremely soft metal, akin to the tin foil used for pie cans. The cylinders then chose to dismantle themselves. To cut a long story short a replacement Fleischmann mechanism now awaits a reworked body. I am left wondering how many modern British RTR models are bought as "shelf queens" with no intention of actually running them. Ian T

This seems to have been a very apt description of the Signalling School that I took at Ilford on joining the railways in the early 2000s. There were written exams but everything had been throroughly covered by the instructor, often in duplicate, beforehand. Having passed out on Absolute Block we all did a conversion course for Track Circuit Block. The course lasted for one week and was tested by 20 multiple choice questions. The answers were "accidentally" left lying around in the teaching room for the whole day before the exam whilst the instructor went for a fag break, had lunch etc. It was so rigged that one of the leading lights of our party got 2 answers deliberately wrong to allay suspicions about its integrity! I think that the pass level was 16 or 17 out of 20. Similarly to the guard's course idiots sometimes got through but were soon found out in an everyday environment. Keep up the good work Johnster it is good to get an insight into how things really were rather than as they were supposed to be. Ian T

The latest report on the session is now available here. As has been noted it takes some time to load up, although one or teo people have told me that they have no problems with it. Perhaps it just my computer! 202. The afternoon Relforka freight pulls into the permanent snowy wastes of the Narnian enclave. Urchyllu, the centaur and staciaĉefo at Caladonno, comes out to meet the train. This is a red letter day. There is a van of pharmaceuticals to pick up. You know the sort of thing: magic potions to turn princes into frogs and elixirs to make geese lay golden eggs. For a location that was never envisaged, and only provided as a last minute operational afterthought, Caladonno is doing quite well for itself! The backscene needs finishing, however. 214. The Fenditavalat pilot is also busy as it pushes a van, loaded with wool, into the blanket factory. The market stall holder looks on interestedly as he has realised that the chimney of the 2-4-0T will not clear the arch. Never mind, the big hand from the sky will complete the job! 225. The CFS school’s railcar meets the mixto and provides the last connection through to Krelm on the Ruritanian mainline. Given this it includes a trailer to increase capacity. Unfortunately for the Calviero canton school kids it means a longer wait after the school day finishes. This is not too much of a hardship as the lyceo is a boarding school and can provide tea for these pupils if required. The Altonia kids have a more prompt get away, unless they are weekly boarders from the outlying districts. The CFS trailer has been pushed up the Square by the AFK railcar and the handbrake screwed on. The power car will run in front of it and the trailer will run onto the rear by gravity. The only requirement on the model is a track brake and that was eventually provided some time ago. I hope that you find something to enjoy! Ian T

The latest report on the session is now available here. As has been noted it takes some time to load up, although one or teo people have told me that they have no problems with it. Perhaps it just my computer! 202. The afternoon Relforka freight pulls into the permanent snowy wastes of the Narnian enclave. Urchyllu, the centaur and staciaĉefo at Caladonno, comes out to meet the train. This is a red letter day. There is a van of pharmaceuticals to pick up. You know the sort of thing: magic potions to turn princes into frogs and elixirs to make geese lay golden eggs. For a location that was never envisaged, and only provided as a last minute operational afterthought, Caladonno is doing quite well for itself! The backscene needs finishing, however. 214. The Fenditavalat pilot is also busy as it pushes a van, loaded with wool, into the blanket factory. The market stall holder looks on interestedly as he has realised that the chimney of the 2-4-0T will not clear the arch. Never mind, the big hand from the sky will complete the job! 225. The CFS school’s railcar meets the mixto and provides the last connection through to Krelm on the Ruritanian mainline. Given this it includes a trailer to increase capacity. Unfortunately for the Calviero canton school kids it means a longer wait after the school day finishes. This is not too much of a hardship as the lyceo is a boarding school and can provide tea for these pupils if required. The Altonia kids have a more prompt get away, unless they are weekly boarders from the outlying districts. The CFS trailer has been pushed up the Square by the AFK railcar and the handbrake screwed on. The power car will run in front of it and the trailer will run onto the rear by gravity. The only requirement on the model is a track brake and that was eventually provided some time ago. I hope that you find something to enjoy! Ian T

I have vivid memories of walking into the Tan Hill Inn, years ago, back in the days when I was fit enough to walk the fells. I wandered in off the moor, as you do, covered in mud and cack, to be met by a large throng of people. Quite surprisingly really given the remoteness of the place. Of course they were all attired in prisitine top of the range, colour co-ordinated, hiking gear, a complete contast to my rag tag, but functional, kit. As far as I could tell their hiking consisted of getting out of their Range Rover and walking the 50 yards to the pub. I know who got more respect from the bar staff! Ian T

One was dug out of the cliffs at West Runton, close to Cromer. Ian T

The next instalment of Day 12 is available. 175. A disagreement now arises. The Karushnastrato has now been blocked twice in the last quarter of an hour, causing congestion, and the engine crew want to cross it yet again. Licamo, the crossing keeper, is unhappy at this. The engine crew are eventually told to cool their heels and wait until the FDV-LAC goods arrives. It might not do any harm for the scratch crew to put up with the inconvenience, particularly as they are in positions of some authority. The daily realities of operating diverge significantly from the theories of “Office railwaymen”. There are more than a few similarities with the famous ‘Durham Ox’ crossing at Lincoln, except that there is no chance of a relieving bridge being built in the Karushnastarto! 182. A glance in the opposite direction shows the pilot in the middle of the yard. (You will have to air brush out the ‘safety fence’ because it is ‘not there;.) This is similar to many other views and might not be worth repeating. It was included to conclude the journey of the fish van from Eromarbordo earlier this morning. This was shown beside the quayside in photo 57, in the branch train in 111, and transferring to the local in 112 and 113. It was seen in photos 146 and 158 at Boursson and arriving in Lacono in 169. It is at the rear of the cut of wagons in this photo. It might seem to be a mundane subject to bring up but this is one of the pleasures that I find in operating a system type of layout. The whole journey takes place on the layout without recourse to a fiddleyard. 192. The KTT afternoon up goods stands at Relforka, behind La Besto, ready to depart. As has previously been remarked, “the creature” (from the Black Lagoon) is a disreputable diesel based upon no known prototype other then a dilapidated garden shed. It has been cured over the years of its more revolting habits, which used to include regular buffer locking and leaping upon unsuspecting, although not entirely innocent, wagons, rather like a cattle dog. With 434 commissioned and Ichdoclo away the creature has decided that it too will enter the filthy pall diesel exhaust stakes. The first van looks to have been mouldering in a remote siding for some time judging by the lichens covering its body. There should be plenty of interest! Ian T

The next instalment of Day 12 is available. 175. A disagreement now arises. The Karushnastrato has now been blocked twice in the last quarter of an hour, causing congestion, and the engine crew want to cross it yet again. Licamo, the crossing keeper, is unhappy at this. The engine crew are eventually told to cool their heels and wait until the FDV-LAC goods arrives. It might not do any harm for the scratch crew to put up with the inconvenience, particularly as they are in positions of some authority. The daily realities of operating diverge significantly from the theories of “Office railwaymen”. There are more than a few similarities with the famous ‘Durham Ox’ crossing at Lincoln, except that there is no chance of a relieving bridge being built in the Karushnastarto! 182. A glance in the opposite direction shows the pilot in the middle of the yard. (You will have to air brush out the ‘safety fence’ because it is ‘not there;.) This is similar to many other views and might not be worth repeating. It was included to conclude the journey of the fish van from Eromarbordo earlier this morning. This was shown beside the quayside in photo 57, in the branch train in 111, and transferring to the local in 112 and 113. It was seen in photos 146 and 158 at Boursson and arriving in Lacono in 169. It is at the rear of the cut of wagons in this photo. It might seem to be a mundane subject to bring up but this is one of the pleasures that I find in operating a system type of layout. The whole journey takes place on the layout without recourse to a fiddleyard. 192. The KTT afternoon up goods stands at Relforka, behind La Besto, ready to depart. As has previously been remarked, “the creature” (from the Black Lagoon) is a disreputable diesel based upon no known prototype other then a dilapidated garden shed. It has been cured over the years of its more revolting habits, which used to include regular buffer locking and leaping upon unsuspecting, although not entirely innocent, wagons, rather like a cattle dog. With 434 commissioned and Ichdoclo away the creature has decided that it too will enter the filthy pall diesel exhaust stakes. The first van looks to have been mouldering in a remote siding for some time judging by the lichens covering its body. There should be plenty of interest! Ian T

It was my Grammar School, back in the day. I played football for Old Batelieans for some years afterwards, only at 3rd XI level. Like everything else, its all gone now. The football team survived until a year or too ago. The Yorkshire Old Boys' league continues, but with very few Old Boys sides remaining, as opposed to other amateur sides. I am not sure what the school is anymore. There was some national scandal there a year or two back over Muslims. views. Sorry thread drift! Ian T

They were still going in the 'seventies, cascaded down to the Grammar School cadet force that I briefly joined. To a 14 year old they seemed to have a kick like a mule. We used to put our berets down our uniform to protect our shoulders when firing multiple rounds. We were only allowed, as school kids, to fire from the prone position when using live ammo. This did not please the "officers" (teachers mad enough to "enlist"). The disdain went both ways and the NCOs, older kids, just about had it right. Upon being instructed to follow a creeping mortar barrage (using blanks) on excercise, we were advised not to get too close by the Sergeant. "CoCo ( as in "Clown" and also one of the masters) is firing the bloody thing. Keep well back!" As school outfits went we were apparently quite good and certainly had some resourceful characters. The unit had "accidentally" acquired a bazooka, totally illegally, of course. Unfortunately we lacked any rockets, otherwise Batley GS might have resembled the Ukraine at the end of Wednesday dinner time. Ian T

Re the latest iteration of the track plan. From experience I would be wary of such a long hidden run to the cassette and the hidden point. There are one or two similar places on my own empire and guess where most trrouble occurs?! I recently spent a couple of days re-jigging some hidden pointwork which began to play up. It had been in place for twenty plus years and had worked fairly well. Part of the new works included placing a "window" on the workbench so that the points are now visible and can be monitored. I know that removable sections can be installed to retrieve derailments but, having beeen there, seen it, done it etc., is this how you want to spend your modelling time? One other point (no pun intended). If you are going to have sharp curves using flexi tack in hidden trackwork can I suggest that you solder the curves together before laying. This will stop kinks developing. Also I insert copper clad sleepers at the joints so that the rails can easily be adjusted if needed. This paid dividends when my 2-10-2T intermittenlty derailed. The fault was traced to a slight tightening of the gauge and was easily remedied once diagnosed. Set track avoids these problems, of course, but then you are restricted to whatever radius is available. I don't suppose that the WNR will see too many 2-10-2Ts. Ian T

The next installment of session 12 is available here. There are about 30 photos and the file will take some time to load up. 143. The long distance morning goods pulls into the merkatubaxu at Isuri trailing the SG wagon. As is often the case some students from the University are whiling away their time in the Station café rather then reading for their degrees. The table football machine is obviously not in use at the moment as a young gentleman props himself up on it, whilst chatting to the young ladies. It will see more intensive use this evening as the game is sufficiently popular for the University league matches to attract large crowds, complete with boisterous behaviour and not a little illegal betting. 100 Kronoj, a King’s ransom, isn’t unknown in the First Division. (None of that posy Premier League nomenclature here! Monday is relatively quiet as it is the night when Division 4 games are played. The loco running plate seems to have taken a bit of a bashing but will get a quick fix from the fitter at Rivabordo before it returns on the afternoon train. 148. The FDV-RFK goods crosses the fertile valley bottom in the latter stages of its 70 kms journey. I was a little dubious about marshalling the empty flat at the front of the train, especially given the curvature, but everything has proceeded smoothly… so far anyway! The train, which stretches into the distance, is 8 or 9 feet long and hauled by a bruiser of a loco, in contrast to the usual twee image of the narrow gauge. 156. As there are insufficient steam locos to cover the roster of the mixto Relforka shed has turned out ancient diesel No 434, which harks back to the beginning of internal combustion. It is a bit of a strange choice given its unkempt condition but needs must when the devil rides. The loco has been sidelined with a few problems recently so it is being accompanied by a fitter to keep an eye on it. As the train waits for the incoming railcar, Ichdoclo, the diesel fitter, instructs Aldmahano, the driver, to, “Rev the old b****r up”. (Part caption) Ian T

The next installment of session 12 is available here There are about 30 photos and the file will take some time to load up. . 143. The long distance morning goods pulls into the merkatubaxu at Isuri trailing the SG wagon. As is often the case some students from the University are whiling away their time in the Station café rather then reading for their degrees. The table football machine is obviously not in use at the moment as a young gentleman props himself up on it, whilst chatting to the young ladies. It will see more intensive use this evening as the game is sufficiently popular for the University league matches to attract large crowds, complete with boisterous behaviour and not a little illegal betting. 100 Kronoj, a King’s ransom, isn’t unknown in the First Division. (None of that posy Premier League nomenclature here! Monday is relatively quiet as it is the night when Division 4 games are played. The loco running plate seems to have taken a bit of a bashing but will get a quick fix from the fitter at Rivabordo before it returns on the afternoon train. 148. The FDV-RFK goods crosses the fertile valley bottom in the latter stages of its 70 kms journey. I was a little dubious about marshalling the empty flat at the front of the train, especially given the curvature, but everything has proceeded smoothly… so far anyway! The train, which stretches into the distance, is 8 or 9 feet long and hauled by a bruiser of a loco, in contrast to the usual twee image of the narrow gauge. 156. As there are insufficient steam locos to cover the roster of the mixto Relforka shed has turned out ancient diesel No 434, which harks back to the beginning of internal combustion. It is a bit of a strange choice given its unkempt condition but needs must when the devil rides. The loco has been sidelined with a few problems recently so it is being accompanied by a fitter to keep an eye on it. As the train waits for the incoming railcar, Ichdoclo, the diesel fitter, instructs Aldmahano, the driver, to, “Rev the old b****r up”. (Part caption) Ian T

Snap! Not the same magazine, nor the same editor, but been there, seen it, done it, and and got the identical rejection slip! That was the spur to creating my own website, subject only to my own misguided autoctratic rule I occasionally wonder what might have happened if Iain Rice had come onto the scene today. No chance mate! It has to fit our strictures exactly. Individuality, idiosyncracy?. Out the window now! Yours, bitterly, Ian T

I'm not quite sure what you mean by this. Maybe it's me that's the problem! I cannot imagine that too many people set off to build a system without having some idea of what they are roughly trying to achieve! My own line covers 70 imaginary kilometres and has two branches. It also runs on three levels in some places. The line did not just leave the bottom terminal without there being any idea of what would be found around the corner at the next station. A large number of drafts were produced, and many hare brained ideas discarded, before any wood was butchered. As Edwardian noted, aspects of it are probably still the height of madness. There are eight main stations, two branch termini and five minor stations with sidings as well as some halts. This is in a room roughly 22 feet by 10 feet in 7mm narrow gauge. Such a complex plan required a juggling of space allocations for each station based upon the traffic anticipated at each site. Basic station sketches were prepared for each location, as with CA, to see what would fit. They reflected the imagined economy of each settlement. Like many military plans, they rarely survived contact with the enemy. If you mean that a complex backstory has evolved for CA whilst the model doesn't physically exist I would agree. I have been quite surprised how my own layout has conceptually developed since it was built. Even so I had anticipated that there would be linguistic and cultural differences between the mountainous areas and the valley floor before a length of track was laid. I even went so far as to draw out the system on corrugated cardboard and to run through the initial timetable with drawing pins representing trains. I would not have thought that such basic procedures were so unusual in planning most large systems. I don't want to hi-jack the thread so: The basic layout plan is available here for anyone who wants to see it with individual station plans here. The backstory is here, although some of it evolved after the layout was built. Warning! It is long and detailed! Ian T

I certainly concur with this argument. When I worked the boxes on the Lynn branch there were only two over bridges between Lynn and Ely. These were for Lynn by-pass (1970s/80s?) and the older one over Hardwick Road. I suppose to counterbalance this one should consider that the M&GN had crossed the GER on a bridge just outside Lynn into the 60s. We are, however, talking about the Fenland edge here. Once you go eastwards the landscape subtly changes to become more hilly. You only have to walk into Downham from the station and stand beside the church to realise this. This "High Norfolk" is the area occupied by the layout. Alright we are not talking about the West Riding valleys, where I grew up, but there are more bridges. There was, for instance, one over the Wells harbour branch, a couple of hundred yards from the sea, that is still there. Re cassettes: I would be loathe to hide them behind anything. They really need clear access to fiddle with stock. They can be disguised or dressed up but they definitely need easy access. I use a couple on my own layout to allow for extensions of the modelled area. In effect they are removable "fiddlesticks" rather than true cassettes. This crude one was retrospectively fitted to serve a new paper mill (totally off the layout). It curves on a grade to cross the mainline seen in the right foreground. There is no requirement for such attatchments to be flat, level and square! (It wouldn't fit in with the rest of the layout otherwise!) It also requires removable scenery so it is a pain to use. It is still easy to access however, once set up. I assume that train formations are adjusted on the Castle Aching ones. The stock for the mill resides in a drawer across the aisle to allow for different formations. This is the main terminus with the standard gauge which is effectively a "dressed" fiddleyard. It looks plausible (in my opinion any way, and that is all that maters, Rule 1 etc!) It is just two narrow gauge sidings loaded from the far end. Once again access is easy and the platform nearest the aisle has no obstructions for reaching in to lift stock off. The hut in the foreground is loose to allow for knocks. Loading is from the short pieces of track beyond the footbridge and the train is pushed into the scene by hand. Trains can credibly stand here as they make connections and there is a (working) signal whilst freights await access to the single line. At the end of the day James has to decide for himself what he wants to achieve. Designing the layout has become an interesting excercise for a number of us but it is his own choices that should prevail. It reminds me of the story about a horse designed by a committee. They took everyone's ideas on board and ended up with a camel! Don't know if it was a Bactrian or a Dromedary! As an aside I would be interested to know, from some of the other people who post on here, and who own largish layouts, how much they consulted others before building their little empires. I know that I definitely took no advice but there were no internet forums at the time and I have never been a club member. Iconoclastic views perhaps but there we go! Ian T

More happenings in the Little World can be found here. There are around thirty nre photos. As usual the file is now so large that it takes a little time to load up. 115a. Nature red in tooth and claw! A bonus archived view of the birds and their fish below the bridge. Winter stays late in these parts and the ice floes jam the exit of the Lagabianca as the birds struggle to find the protein needed for the short breeding season. 122. As has been noted before, working the siding at Varden is difficult and dangerous, rather than simply awkward. Miraro’s task is not helped by the fact that the Fenditavalat crew do not usually shunt here therefore requiring even more care and attention. The wagons cannot be released from the loco until the brakes have been applied, hard, and the wagons coupled to the bufferstop. In actuality the wagons are secured by the short pole permanently fixed here. The loco has uncoupled and slightly backed off so that it can be ascertained that the brakes are holding. Space is restricted so access to the siding is through the platform. The loco is standing on a concrete patch which allows road vehicles and passengers access. The ski-lift is on the list of things to do. 132 Now that the anonymous tunnel has been named it seemed a pity for the photographer in the Neoŏra Aeptogil not to capture the railcar emerging from the Höggormshöfuðgöng. The Aepto is constrained between a retaining wall and the cliff face. As has been noted before the scene could do with a little more greenery. 137. Eromarbordo has fallen behind the rest of the layout and now receives attention. As has been observed before this is a difficult place to shunt and it contains a number of complex track formations. The first priority is to get the two grain hoppers unloaded. These are propelled across the diamonds into the grain shed whilst part of the train stands to the right. All three roads are jammed solid with wagons, the headshunt along the quay and the sidings beside the warehouse are also full. One wrong move here could be disastrous. Some ‘lazy day’ at the seaside for the crew! The railcar has been run onto the Town Staithe to leave room for the shunting. I hope that you find things interesting. Ian T

More happenings in the Little World can be found here. There are around thirty photos. As usual the file is now so large that it takes a little time to load up. 115a. Nature red in tooth and claw! A bonus archived view of the birds and their fish below the bridge. Winter stays late in these parts and the ice floes jam the exit of the Lagabianca as the birds struggle to find the protein needed for the short breeding season. 122. As has been noted before, working the siding at Varden is difficult and dangerous, rather than simply awkward. Miraro’s task is not helped by the fact that the Fenditavalat crew do not usually shunt here therefore requiring even more care and attention. The wagons cannot be released from the loco until the brakes have been applied, hard, and the wagons coupled to the bufferstop. In actuality the wagons are secured by the short pole permanently fixed here. The loco has uncoupled and slightly backed off so that it can be ascertained that the brakes are holding. Space is restricted so access to the siding is through the platform. The loco is standing on a concrete patch which allows road vehicles and passengers access. The ski-lift is on the list of things to do. 132 Now that the anonymous tunnel has been named it seemed a pity for the photographer in the Neoŏra Aeptogil not to capture the railcar emerging from the Höggormshöfuðgöng. The Aepto is constrained between a retaining wall and the cliff face. As has been noted before the scene could do with a little more greenery. 137. Eromarbordo has fallen behind the rest of the layout and now receives attention. As has been observed before this is a difficult place to shunt and it contains a number of complex track formations. The first priority is to get the two grain hoppers unloaded. These are propelled across the diamonds into the grain shed whilst part of the train stands to the right. All three roads are jammed solid with wagons, the headshunt along the quay and the sidings beside the warehouse are also full. One wrong move here could be disastrous. Some ‘lazy day’ at the seaside for the crew! The railcar has been run onto the Town Staithe to leave room for the shunting. I hope that you find things interesting. Ian T

Another batch of photos is now available. They take some time to load. There are around thirty of them. I actually have more images than this at the moment but it takes so long to upload them that it impacts on modelling time. As per usual, when I start writing the captions, it feels more and more as though I am writing a novel! I suppose that it beats having an anodyne model that does not inspire interest! Anyhow you should meet a few more characters in these photos, even though there are no models of them (yet). With my well known dislike of figure painting we could be waiting some time for physical manifestations! 78. The 06.53 from Bitrano which acts as the CFS schools’ train runs into a strangely deserted Merkatubaxu, on time, at 07.48. The AFK equivalent will arrive shortly to tow the train down to Rivabordo so that the electric railcar can avoid running round the trailer and leave for Nordabordo, as the CFS station is colloquially known, although the official name is Orbonakliffo. The locals prefer to refer to it as Norŏourbakki or ‘Bakki in Marranĝaccan. 82. As the crew reverse the loco back into the spur there is some mystification at the empty van’s priority status. There has been an administrative error somewhere because it is only going to take a load of rabbit skins and these certainly don’t merit priority. The gunsights, meanwhile, which are a priority, are still lost in the maw of the coal sidings. The crew are more concerned at the time eating necessity of shunting this rough, remote twisty siding in the middle of nowhere with their large rigid wheelbase engine. Why couldn’t this have been done by the Urteno pilot? Mutterings, mutterings. There are always mutterings about perceived extra work! What it boils down to is that there is no chance of a nice relaxing coffee and pastry at the station restaurant/bar whilst the engine stands on the mainline! 100. The local pulls into Boursson having made the climb from Glissent without issues. It accelerated smoothly away from the Sojonno stop and effortlessly rounded wet leaves curve. The additional weights chucked into the tender after the previous travails seem to have done their job. As an aside the typically heterogeneous nature of an AFK secondary service is epitomised here as the train sways over the back road level crossing at the south end of the station. Ian T

Another batch of photos is now available. They take some time to load. There are around thirty of them. I actually have more images than this at the moment but it takes so long to upload them that it impacts on modelling time. As per usual, when I start writing the captions, it feels more and more as though I am writing a novel! I suppose that it beats having an anodyne model that does not inspire interest! Anyhow you should meet a few more characters in these photos, even though there are no models of them (yet). With my well known dislike of figure painting we could be waiting some time for physical manifestations! 78. The 06.53 from Bitrano which acts as the CFS schools’ train runs into a strangely deserted Merkatubaxu, on time, at 07.48. The AFK equivalent will arrive shortly to tow the train down to Rivabordo so that the electric railcar can avoid running round the trailer and leave for Nordabordo, as the CFS station is colloquially known, although the official name is Orbonakliffo. The locals prefer to refer to it as Norŏourbakki or ‘Bakki in Marranĝaccan. 82. As the crew reverse the loco back into the spur there is some mystification at the empty van’s priority status. There has been an administrative error somewhere because it is only going to take a load of rabbit skins and these certainly don’t merit priority. The gunsights, meanwhile, which are a priority, are still lost in the maw of the coal sidings. The crew are more concerned at the time eating necessity of shunting this rough, remote twisty siding in the middle of nowhere with their large rigid wheelbase engine. Why couldn’t this have been done by the Urteno pilot? Mutterings, mutterings. There are always mutterings about perceived extra work! What it boils down to is that there is no chance of a nice relaxing coffee and pastry at the station restaurant/bar whilst the engine stands on the mainline! 100. The local pulls into Boursson having made the climb from Glissent without issues. It accelerated smoothly away from the Sojonno stop and effortlessly rounded wet leaves curve. The additional weights chucked into the tender after the previous travails seem to have done their job. As an aside the typically heterogeneous nature of an AFK secondary service is epitomised here as the train sways over the back road level crossing at the south end of the station. Ian T