ed 66 plant

Try cv267 - virtual chuff sound frequency. cv268 needs to be 0.

Mr Tender,

                  Your advice was spot on. I had no idea of cv,s 267/8 .

I checked that cv 268 was zero and increased the cv 267 setting from 50 (as delivered new) to 70.

I immediately achieved 6 chuffs  per driver rev.

Thank you so much for your help--greatly appreciated.

Ed

Hi gentlemen,

                      I have an original W.C loco fitted with a Zimo mx645 decoder.

At my set max. speed of 38mph there are too many chuffs relative to road speed.

At a crawl I can see there are approx. 8 chuffs per driver rev.and there should be 6.

My settings are--

cv2        1

cv3    100

cv4      67

cv5    128

cv6      60

cv57  100

cv58   255

cv61     97

cv62       0

cv63     62

cv249     0

do I look at cv 58 first--it appears to be set on max?

regards,

Ed

Some previously unseen and some fresh pics. for your perusal.

 

P1010246 - Copy.JPG

 

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Featuring the buildings details', soon to be, mostly, hidden from view, once the platform canopies are in situ.

 

P1010339 - Copy.JPG

Seen here, left to right, is the 'Enquiry Office' (across the end), followed by the 'Station Master's Office' with the 'Clerk's Office' on the far side, facing the station approach. The 'Tea / Refreshment Rooms' occupy the remainder of the ground floor.

The original 1874 station was, apart from the 'Refreshment Rooms' being across the station's approach road, opposite, made up of two separate, major buildings facing a single tracked platform with a run-round loop. This large building being the 'Station Master's House' and featured ground floor offices and living quarters including Kitchen, Larder Pantry etc. with  Scullery / Wash house, W.C. Outhouses and Yards added at each end.

Whether the SM's position befitted a live-in Housekeeper / Maid, isn't shown, but the upper floor once comprised of eight bedrooms. Maybe some were used for Staff dormitories.

 

In 1889, the station was enlarged and 'Improved' by connecting the above to the 1874 station building, shown below*, extending the buildings / platforms / canopies westwards, expanding the number of platforms, two to the north and, initially, one on the south, followed shortly afterwards by two more, These two were originally known as the 'Excursion' platforms. Strange as it seems, none were now provided with run-round loops.

 

P1010337 - Copy.JPG

This shows the 1889 building, (centre left) connecting the two 1874 buildings.  

The building with the Spire, to the right, is the two storey portion of the original 1874 station building*. The adjoining single storey portion was also part of this. 

Firstly, left to right, we have the 'Ticket Office' occupying half of the connecting building's full width. The remaining half, with the large window and double doors is, again, half of the 'Booking Hall' (By'eck, this is getting harder to describe, by the minute).

Moving on to the two storey portion of the 1874 building. Again, alterations have taken place over the years. The ground floor is now, as modelled in accordance to the 1962 ground plan, occupied by the remaining half of the 'Booking Hall'. Alongside is W.H.Smith's shuttered store room.

 

P1010579 - Copy.JPG

* Shown here is the whole of the 1874 building. The extent of which is marked by the traverse gabled roof which now covers the 'Ladies Room'.

 

P1010338 - Copy.JPG

Adjoining this is the 1889 extension. From left to right, which, in 1962, was made up of the 'Waiting Room', 'Porters' Room', 'Inspector's Office', ending with the 'Gentlemen's Room'.

 

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Working around to the south side with this view of the east facing 'Enquiries Office'.

 

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This time right to left :- 'Enquiries Office', 'Station Master's Office',  'Refreshment Rooms' Staff entrance. There used to be a trap-door access to the cellar in the pavement below the two r/h windows here, but this is not shown on the 1962 plan.

 

P1010342 - Copy.JPG

The roadside view of the 'Ticket Office' and the majority of the 1874 station with their shared 'Booking Hall'. This used to be the venue of Bournemouth and Poole Model Railway Club's annual exhibition back in the days when the station was a going concern.

 

P1010345 - Copy.JPG

Again, right to left :- The 'Staff Room' lies behind the recessed wall with the two windows (and two doors, one sealed, seen in the previous pic.) followed by the 'Ladies Room', 'Waiting Room', 'Porters' Room', 'Inspector's Office' and 'Gentlemen's W.C.'

 

As an aside, Previously referred to as 'Soldier courses', I've been taught / shown the differences in the elaborate Gothic style arches found over the doors and windows of this station (and other Westbourne buildings). It all depends on the arch's geometry. The two-centred variations range from the shallowest being 'Pointed Segmental' through to the most acute, known as 'Lancet'. The arches here, over the 'standard' doors and windows are either 'Drop' or 'Equilateral'.

 

P1010347 - Copy.JPG

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A couple of views of the 'Pump House'. The 'Tank House's and, thus, the locos' water supply having to be pumped 'up the hill' from Bournemouth East / Central.

 

More recent pics to follow.

 

All the best,

Frank.

Thank you very much Frank--I would love to meet up with you at Swindon, Sat 9/9 and thank you personally for the great help you offer freely to others.

Best regards,

Ed

Whilst post WWII West Countries/Battle of Britain Pacifics were often used on Cunarder boat trains, on many occasions, Lord Nelsons and King Arthurs were also used.  Indeed, of the 4 post war pictures of the Cunarder in Bert Moody's book on Southampton's Railways I have found, 1 is King Arthur hauled, 2 are Lord Nelson hauled and 1 is Battle of Britain hauled.  Whilst only known as the Cunarder when servicing one of the Cunard/White Star liners (which, if I remember correctly, would be one laden train in and one laden train out a week) what was essentially the same train was also run for other large liners, certainly for Union Castle and United States Lines ships.  So far as I know, they were only laden one way, though where the empty stock was stabled I could not say.

I will have to check, but I think the train in its glory days had at least 12 carriages (with some ordinary SR coaches tagged onto the Pullmans) and usually 1 or 2 Utility vehicles at or near the front to take baggage (may have had some at the tail as well).  However, my memories of these trains are now over 50 years old so could well be a bit wrong!

Edit to add:

Just had a look at the 1952 British Transport Film "Ocean Terminal" and shows the following Pullmans in use: Penelope, Hawthorn and Rainbow.  Quite a few others, but not clear enough to read the names.

My friend,

                  Many thanks for your kind reply--very useful.

regards,

Ed

Gentlemen,

                  I have searched high and low but have failed to come up with anything other than it was essentially a first class Pullman car service operating between London Waterloo and Southampton, connecting with the Queen Mary/Elizabeth liners. I also know of certain coaches allocated to this duty including both 8 and 12 wheel cars.

I run this train on my layout as follows--- 

PBV  S 663 S 

PF     Rosemary

KF     Argus

KF     Monaco

KF     Ibis

PT     Car 34

KT     Car 171

BPT   Car 154

This being my best guess so far.

I also believe this was mainly light pacific hauled judging by the pics so far seen.

Also presumably this ran to coincide with ship departures and arrivals and therefore would work as ECS one way?

Frequency would be another query and finally would any /all of the cars be turned?

Thank you ,

Ed Plant

correction---61 was 8 wheel and 6 was withdrawn May 1961.

Car 107 also featured in 1961

There were of course many more 12 wheel cars running earlier, say to 1959/60.

Dirty Den,

                  Replying with what info. I have rather than offering expert opinion I have the following for 1961----

Brake 162 

Car 106

Car 61

Car 6

Car 58

Onyx

Sappho

Rosemary

Evadne

Car 97

Brake 63

All 8 wheel by this time other than cars  6,61 and 97, 12 wheel

regards,Ed

Hi---34043 got her 4500 gall. cut down tender June 1952  and second emblem March 1957.. 34032 Camelford had the second emblem applied March 1959  and ran  with a 4500 gall.high sided tender to the same date--thereafter cut down.

I understand that Wilton as previously issued by Hornby is a good starting point for modification to 34043.

Hope this is of help ,

regards,

Ed

Just an update. Today, at long last, the 16 road traverser and accompanying loop, to reverse full trains ready for their next turn, was finished and tested. Hallelujah!

To be fair though we have only run a loco through everything so far - testing with up to 12 coaches is still to do.

 

We had obtained the original plans of all the major railway related buildings some time back and Frank (better known as Ceptic Frank on this website) has done some fantastic work on scaling and drawing these to 4mm. The main station building has been broken down into 3 main parts and I hope to cover the build of the model in stages as I do it. The main shell will be from Foamex, as was the goods shed, with overlays of SEF English bond brick sheet. The main building was quite a complex shape. The following should give some idea but I will try and entice Frank to add some of his stunning drawings as well.image.png

 Frank---What a wonderfully detailed drawing beautifully drawn for others to share--thank you,

Ed

I removed the cabside numbers with Microsol, leave it for 10 to 15 minutes and then they come off very easily with a cocktail stick, if they don't I use a bit of very fine wet and dry - scalpel is the last resort. I then use a bit of Auto Glym Paint restorer to get a gloss finish where the new numbers are going.

 

The cabside numbers are complete sets (water-slide) from Fox Transfers (ref no: FRH4008/35XXX 10" )

 

I think putting the etched plates on top of the original plastic ones makes them stick out too far on the air-smoothed casing, plus it think there are a couple locos where the plates weren't mounted in the same place.

Thank you very much for your kind assistance--I have ordered the cabside no.sets and the microsol.

Ed

SPOILERS   

 

35022_inWorks.jpg

Hi TOBOLDLYGO,

                              Did you remove the cabside nos. with a scalpel and were the replacements a single complete transfer/from where etc?

I am in the process of converting 35028 to 35030 and have everything but these.

You obviously thought it better to remove the nameplates rather than glue over?

Incidentally I have had it fitted with the ESU Loksound decoder and it sounds great--still some tweaking to do .

The only thing missing is wheel slip but I have a Zimo + Bullied sound file about to be fitted to Bude--this has wheel slip.

It will be interesting to compare.

regards,Ed

Good pic in outdoor light, Clan Line looks really good. I like the "Welcome to the Strong country" beer advert,  that really brings back memories of journeys long ago.  When we spotted "you're leaving the strong country" signs, (think it was a Hampshire brewery)  it meant we were really on our way west....

I think it was in Romsey--maybe still is under some other name? I remember the caption---Strong and Co. of Romsey

Ed

Hi Mattingleycustom

                                 Having picked up my R3436 from Rails  today I completely agree that Hornby have come up with a stunning loco model---I would add to your last sentence by saying that there are very few modellers capable of attaining this level of detail,performance and finish,let alone reaching the perfection level you speak of. I am not saying we should not attempt to build whatever ourselves--I believe I am just being realistic.

regards,

Ed

Do not forget the tender changes as well--e.g. 35029 ran with a high sided 5100 gallon tender from July 1952--not the 6000 version as on Clan Line.

Ed

I agree except for one small detail. Hornby's model will have the valance in front of the cylinders as can be seen here (not on Clan Line though):

 

https://www.Hornby.com/uk-en/br-mn-35023-holland-afrika-line-early-br.html

 

This then places her from March 1952 to May 1953. Unless it is a loose part like the light pacifics in which case owner can switch between the two periods.

I of course agree--my focus is on Clan Line and its conversion to 35030.

I believe that will cover the period May 53 to April 58.

Having looked high and low I can find no evidence of 35030 having resited safety valves before its rebuild in 1958.

Its 3 boilers and  changes ,boiler 1120 /1949 as original,1113, 1954 and 1111 in 1958.The latter with resited valves as previously fitted to 35016.

Hi Bob--

             my understanding is--

35023 ran with a 6000 gall. high sided from new until rebuilt 16.2 57 

B.R green from 23 .3 52

Early emblem from new until well beyond rebuilding(11.62)

New style cab from new,11-48

Cyl val.removed 5-53

Safety valves resited 10.54

Fluted con rods from new to 12.55

Therefore the model would appear to represent the loco as running from 5.53 to 10.54

regards,

Ed

Choose wisely. 35029 is Port Line. She ran in Blue with golden arrows. Now imagine how you would feel if you rename and number only for Hornby to do her like that.

Ellerman Lines ran with a 5100 gallon high sided tender from July 1952--The air smoothed Clan Line model is coupled with a 6000gall. high sided tender.

Gentlemen--on the Hornby website it clearly states pre allocation  for R3436 ( the one holding my interest) is sold out at Hornby direct and I think maybe the Summer availability refers to the next batch in?

Therefore the presumably limited numbers forwarded to the retailers remains on/after end of March/early April.

I sincerely hope so.

regards,

Ed

Martin--have a look at Southern E Mail group--modelling section--M,N Model variations--you will find what you need there except for the R3130XS version, with I believe  TTS sound in the tender

The TCS DP2X-UK decoder will just fit in the loco DCC ready models--otherwise you need to lengthen the opening at the loco body base  to free the ballast weight--move it forward to the smokebox.You can then introduce a Lenz std chip.

regards,/Ed

Thanks for that----were they all built with single chimneys initially, irrespective  as to whether they first emerged in streamlined or non streamlined form?

Ref. the term Semi--it was the word used for the Coronation class by all (or nearly all) trainspotters in the Stafford/Norton Bridge/ Crewe area when I was in attendance 1954-1959.

On a quite different note--although I am a great admirer of the splendid proportions of these rather magnificent locos. I am not fully au fait with all the detail differences between class members---but if you look on the Hornby web site covering the latest livery pictures of the initial 3 releases you will see Atholl with a SINGLE chimney---I cannot find any evidence to support this--is this in fact so ?-----and is this a clue as to what might next be on the development line---as far as I know Princess Royal class had the single version.

Interesting?

I'll be more interested in seeing how BIL compares with the real thing due back out on the main line in the coming months................

 

Cheers,

Mick

prepared for main line running ?

Ed

Hi gentlemen,

British India Line is likely to prove irresistible to me.However do we know if this will come out with sound decoder facility in the tender and will it reflect those few but noticeable differences with clack valve pipework bends,bend in the ejector pipe over the nameplate on the left hand side and long sand filler?

Thank you,

Ed

Thanks Bob--I enlisted Bob,s help to show the marked difference in nameplate length.I will now use the correct shorter length red backed

plates ex CGW.This does away with the need to get the Hornby red backed scrolls off.I appreciate that the scrolls should be positioned

higher up but I did not want a body paint touch up issue.

regards,

Ed

Thanks John--I think you are correct when you say that the new emblem would be applied when the tender went in to works for the cut down modification.

regards,

Ed