Back in one of my very first posts I explained the origins of the layout’s name; which has a lot more to it than might first appear (for any of you that have missed this post, follow the link back to discover the world of Glenmutchkin that Professor Aytoun created.
I had been aware that others had discovered the name and, like me, piggy backed a good story for our own purposes – there is even an entry in “Railscot” for the line. What I had not realised was that this seems to have been going on for more than 100 years!
This changed when I had an email out of the blue from a charity seeking to discover a bit more about the story and had come across this blog. Their email was prompted by a donation they had received of the medal below, which they were trying to find the story behind.
We have been able to find out very little about the medal beyond the hallmarking (Birmingham Assay Office in 1898) and that it was made by Shipton & Co (who are – as you will see if you follow the link – still trading. Our supposition is that, 50 years after the publication of the story, it was still known of and a group – perhaps a university society or similar – used the story to mark some sort of event or other action of one of their members by striking this medal. Given that Professor Aytoun’s story is centred on skullduggery and tall tale telling it is intriging to wonder what it might have marked!
So if anyone does know more about it, do please let me know and I will update the blog if any more information comes to hand.
I have been building a couple of Mousa Model‘s kits lately; which has been a bit of a tale of the good, the bad and the ugly. Whilst the bad one will be written about in due course, this is the good one! The remarkable thing about it is its ease and speed of construction – so much so, I timed its construction just to see how fast I could build and paint it. The prototype is a LNWR dia 32 covered goods van, with a door to one side only but also with a roof door. This is the tale of its construction:
0hrs 1 min – Straight out of the box, the body & underframe are separate cast resin parts, as is the fret with the axleboxes, springs and brake gear. The underframe is an etch kit and the buffers are 3-D printed.
0hrs 15mins – The operational underframe has been folded up and fillets of solder run down the joints. Waisted top-hat bearings inserted in the bearing carriers along with the suspension springing wire. The first two carriers have been cleaned up and are inserted in the W-irons ready to receive the first wheel.
0hrs 25 mins – The remaining bearing carriers have now been fitted and the operational underframe has been stuck to the underside of the cosmetic underframe – wait 10 mins for the araldite to fully go off – so time for a cuppa!
0hrs 45mins – the casting has been cleaned up to remove any casting burs/flash, which was apparent in small amounts around its base but actually the main casting was pretty good. The first two axlebox/spring assemblies fitted – but only after I opened up the rebate to their rear to ensure that the top hat bearings had room to slide and cleared away rather more flash. Being cast resin, the vehicles are pretty light so some weight has been added – 25g per axle is my rule of thumb. One thing I have found with vans is that the weight can detach so I tend to mechanically fix the weight too now, in this case with a couple of 8BA screws.
1hr 0mins – the second set of axle guards and springs now affixed, as is the body to the underframe. I decided that the bolt heads on the solebars were a bit too proud, so took them down a little with some wet and dry paper. A brake block has been attached – the kit provides a choice of timber brake blocks (for early periods) and cast iron – I went for the latter. I also decided, however, to cut away the brake lever as I felt it was both a bit too delicate to survive and also it was not quite straight. Instead, I provided a piece of 0.6mm brass rod to both help secure the brake block in place and to provide a mount for the replacement brake lever.
1hr 15mins – the buffer shanks have now been fitted (a tiny amount of fettling was required to the open the holes out slightly) and coupling hooks have been added. The kit does provide etched versions which I only failed to use as I thought I could save 5 minutes of the build by using Exactoscale hooks). A new brake lever and lever guard are etched brass from 51L models and should be more durable than the resin one provided in the kit.
Still 1 hr 15 mins – a piece of PCB has been provided for the eventual fitting of AJ couplings and I took advantage of this to provide a temporary bracket of metal to hold the model by during painting. A good scrub in warm soapy water, followed by a rinse and a second clean with a cream cleaner (washing up liquid leaves a residue, so I always do the final clean prior to painting with a cream cleaner) occurred next. So that is the model built in only an hour and a quarter, which is faster than anything I have built before – including converting r-t-r stock!
1hr 45mins – after masking the inside of the bearings, the whole model was painted in a mid grey – Tamiya TS 4 (German Grey). I thought this was about right for LNWR grey but as all greys of the time were lead based and thus darkened considerably over time, I tend to be quite cavalier about wagon greys! I did have a bit of an accident such that it ran on the roof but this was salvagable with a little bit of wet and dry once it had dried off. These paints finish to a semi gloss and thus are ideal for taking transfers, in this case HMRS Transfers sheet 16 in methfix because the vans were pretty archaic by the time that the grouping occurred, so I presumed that few would have been repainted in LMS livery.
2hr 15mins (but 10 mins of this was me correcting my messed up roof painting!) – ironwork below the solebar, the draw bar, buffer shanks and brake lever were all picked out in black. All then sealed with Testors dullcoat a couple of times.
So whats left? – I do need to weather it, some AJ’s need to be fitted and the “holding tab” will need to be removed. I am waiting to do a batch of weathering, so it will be a bit quicker; maybe 30 minutes for the vehicle. So I reckon this will be a complete, painted and weathered very good quality van or wagon on the 3 hour mark – well worth doing and no need to moan about when the r-t-r manufacturer is going to produce it!
Having taken a few days off to make a long Easter break and absent the family for a few days, I have set about the wiring of the layout as it has laid untouched for too long!
First things first was to mount the control panel and rather smart it looks too……….
Then onto the wiring itself, which takes a surprisingly long time…………….this is only about 50% finished!
One of my slightly better ideas (you’re about to find out about a less good ones!) has been to make up mounting pieces for the DCC Concepts Cobalt point motors. These are inspired by those designed for the Tortoise units and work on the same principal; they have a uniform mounting arrangement so once set up the actual point motor can be swapped over if need be without disturbing the set up. This is what they look like:
Nothing too revolutional, but I hope it will make changing these at exhibitions a lot easier as this is the absolute devil on Portchullin.
And the less clever idea? Remember the multigang sockets I had used on the control panels (link here) well they are not rated at a sufficient capacity to operate the point motors. I think this is because Cobalts operate on a stall basis (the motor doesn’t turn off, it just stalls when it reaches the resistance of the physical stop). My guess is that this results in quite high ampage draw and has led to the following:
Ooops! Back to the drawing board (or rather traditional tag strip) for the linkage of the control panel to the board.
There have been other problems too; the carefully recorded wiring lists proved to be wrong on occassions so I have had to prove each cable run (dooh!) and I found one of the power district switches was defective (but only after a couple of hours of trying to trace the fault!)
So things are getting there, but we are still not at the stage of the first wheel moving!
I had a delivery at work which was rather more interesting than the average box of lease documents I usually get…………it looked like this.
There are a number of items in this, some parts for some locos I have underway and an attempt to adjust the ECJS 6 wheeled bogies but the key goodies in this are a MR 6 wheeled full brake (to dia 530) and an HR bogie full brake (to dia 51).
The MR full brake should look like this:
and the Highland’s full brake here
So all I need is some time to do some more testing building…………..
Well, that’s true of the top side, where nothing visible has happened of late but there is progress when you look underneath.
I have spent more than a few hours soldering dropper wires on about half of the track that has so far been laid. All is neatly colour coded (hopefully).
Another development in comparison to Portchullin is the painting of the entirity of the underside of the layout white. This is to make everything clearer and will, hopefully, make it easier to deal with issues with the layout set up – although I am hopeing for less issues!
Even more hours (weekends even!) have been spent making up jumper connections, so hopefully the wiring will speed up in the coming weekends! I have spent this time to work through the logic of the wiring across all boards and there is a full wiring schedule in place – none of the wonky logic on Portchullin this time!
Portchullin’s next outing will be this forthcoming weekend at the St Neot’s show:
Come along and see some noisy diesels like this? I rather hope to have a type 1 make an appearance over the weekend and any HR enthusiasts might wish to see a Barney put in an appearance (still in brass, don’t get too excited!)
As tonight is Oscar night and I am sure this phrase will make a few outings, I thought I could get in on the bandwagon……………….well, a more honest answer is that work has been rather too intense in the past few weeks for me to have done any modelling so I need an idea for a blog post!
So I thought I would share with you one of the most important tools in the Tatlow modelling armoury – a Proxxon TBM 220 bench drill. The difference of this to my modelling is a much improved control over the drilling – its great when the hole appears where you want it!
Equally important is the really significant saving in drill bits (don’t laugh, it is true!). There is a world of difference from a DIY store bench dril or even a Dremmel to these Proxxon drills. Their accuracy is stunning and they are very well made so are smooth to use so you can control pressure with ease.. Add to this the chucks are such that they will hold down to a 0.3mm drill and these are so delicate that I really don’t think you cna use hand pin vices for these. Thus, this gives you the ability to drill much smaller holes and without costing a fortune in fine drill bits.
I have not presently got the compound table that I would need to enable this to be converted to a lightweight milling machine, but it is on the shopping list!
Mine was a nearly new model from ebay at just over £100 but they are regularly available from a number of supplies such as Axminster Tools or Proxxon themselves. Well worth the buy, so go on…………
I promised a number of people that I would be making sure that the layour had at least the main elements wired up over christmas, so that it could at last run. But then it was a bit wet and cold so I did not fancy it out in the summerhouse so I applied rule no 1 – its my trainset!
Instead, I stayed at the bench and made a pair of the signals that still remain to be made for Glenmutchkin. The signalling plan has developed very slightly since I originally showed it back here and is shown below (actually this is the artwork for the control panel facia).
The signals that I built were those that control the main loop prior to the shed link – levelrs 27 & 28 – and then the outer starter (that covers both the main loop and the main line) – levers 23, 24, 25 & 26. Only a pair of two doll signals, I thought, they shouldn’t take more than a day or two? Phew, well that wasn’t right; the more you look at the prototypes, the more you find there is to model!
Having created much of my own etchings and castings for MacKenzie & Holland signals I have obviously made good use of these. In this case, the small brackets, arms, ladders and castings.
Both of the signals have used the small brackets to create smallish landings. The smaller of the two signals has only one arm per doll, the larger two. The dolls and the posts are made up of square brass section which is filed to a taper – a certain amount of elbow grease is needed to acheive this! The posts are then sandwiched between some transom beams that also clasp the doll post – this is all soldered with a high melt solder to stop it ungumming later.
The brackets are then offered up from below, with scrap etch forming the bearing plates to pick up the transomes. In the etch I also included smaller brackets to pick up the free end of the landing, along with the landing itself. This gets you to the stage shown above.
But this is not the half of it on a signal, there are the finials, lamp brackets, lamps, cross stays, access steps, access ladders, pivot plates, handrails, operating cams, safety hoops and ladder still to do………..
In a departure from my previous practise, I made the main ladders detachable (they will be held with the wire that can be seen in the pictures being turned over in secret pockets. I am also going to paint this prior to the final assembly; which will mean some touching uo of the painting later but I hope will make it easier.
And of course, I had to sign them with these rather nice custom name plaques from NBR 4mm Developments.
This is the first time that I have used the brackets in signal making and I was pretty chuffed with how they have come out. This is where things presently stand and we head for the paint shops tomorrow…….
Peter Denny’s Buckingham branch was very much an operational layout; for many years Peter’s children – Stephen and Crispin – were his chief assistant operators. However, as his children grew up they weren’t always available and Peter found himself operating short-handed. He found this frustrating as the need to cover the missing person interfered with the remainder of the operators.
This provoked the creation of the Automatic Crispin, one of the more famous parts of the layout. Long before the use of DCC, micro-processors or automatic shuttles, this was an electromechanical computer – and very ingenious (and mind bogglingly complicated) it is too. This was designed by Peter’s other son – Stephen – and took the place of Crispin to operate a portion of the layout automaticaly, in response to requests and commands from the other operators.
The heart of the system are a pair of disks and a paper chart with holes in it; all powered by motors and the enivitable mechano! The disks contain a series of metal studs or runners, each of which is connected to either the bell, the block instrument, the track or turnout relays. Running across these were a series of wiper blades of brass that connected power to the studs or runner as required.
The operation of the disk was initiated by Grandborough Jct’s signalman. As he sends a bell code, this sends a pulse of power to initiate the motor to rotate the disks or the paper chart on one segment; this first segment sends power to activate a bell code reply (each stud giving a ping). When this is answered by Grandborough Jct, in addition to acknowledging the offering forward of a train with a further bell code, it sets the block instrument. The acknowledgement of the latter being the next command to operate the correct route into the fiddle yard and power up the track in order to allow the train to arrive. The arriving train would hit a dead portion of track at the end of the fiddle yard to stop it running away, but in the process would send the “train out of section” bell code back to Grandborough Jct to allow the line to be cleared.
The story always told by Peter was that the Automatic Crispin was required when the real Crispin went to University but I think it is time to share with the world that this was a white lie. Crispin’s more prosaic explanation was that he had discovered girls at the time and all of a sudden, playing with Daddy’s trainset didn’t seem quite so interesting…….
As can be seen in the pictures, at present the Automatic Crispin is presently in bits, but is all beleived to be complete. It is part of Tony’s master plan to reassemble this; its orignator Stephen is apparently up for assisting to, so who knows?
To conclude the last of these three posts on Buckingham Central, a few photographs and to give you a chance to see the Automatic Crispen in action, take a look at this link to the BBC News article on Peter’s death and some video from circa 1980 of the layout – enjoy!
It is fair to say that Peter Bond and myself were not as proficient as Peter and his sons in this, sounds like we need some more practise Peter……..