Now, I wonder if that heading will gather a few extra viewings………..?
As I have mentioned before on this blog, every few months I catch up with a group of mates to have a joint modelling session. The general gist of these is a combination of banter, a bit of modelling, more banter, a visit to the pub, even banter, a bit more modelling and all nicely rounded off with some more banter.
Last week saw us on the south coast to do some weathering – or rather some of us. One of our number was preparing for their imminent marriage whereas Oly (one half of OTCM) felt his budding TV stardoom was a sufficient excuse to hang up his airbrush. We do fear that Oly may not return to the fold; preferring instead to do his modelling with Brad, Leonardo and Denzil once he makes his silver screen debut in the autumn – don’t forget your roots Oly……….
We were all concentrating on different things; Peter constructed the better part of a bridge for his Aultbea layout and Chris was weathering some rather neat little shunters. For my part, I concentrated on weathering some of the stock that I have been building lately (and sometimes not so lately!):
First up is a pair of horseboxes. On the right is my HR version based on a Microrail kit – still in need of some glazing. On the left is the Caledonian’s equivalent based on a kit from by Spratt & Winkle. Both are in their pre-group livery as can be seen. As such stock was used in passenger trains, I have sought to give them an aged but largely cleaned feel – with the dirt largely present around ironwork and difficult to clean spots.
Having mucked up the weathering of some brake vans at the previous weathering session, I was also keen to get these corrected. This is where I have got with them.
As can be seen, I do not follow the school of thought that the pre-group or 1920’s era stock was constantly pristine. If you bother to look at contemporary photographs, little is clean and some of it is downright grubby. Railways in the steam era were very dirty places; it is inevitable where so much coal, ash and smoke prevail. Furthermore, I can not see even the most houseproud of railway companies regularly (or probably ever) cleaning their goods stock and most of these show stock that is care worn and soiled. This is the feel I am seeking to capture; not the utterly neglected and on its last legs look of the final days of steam but of railway materials that earn a living the hard way.
The pair of brake vans above are to HR diagram 39 from 1922 and are from a Lochgorm Models kit. There is some doubt whether they were delivered in 1922, as there are no known pictures of any of them in HR livery. However, I applying the “its my trainset rule” a number of modellers have painted them in Highland colours; including Paul Bannerman whose example is below.
The other highland brake van I weathered was the diagram 38 brake van. This originates from a Microrail kit and may well still be available from David Geen occasionally at shows as he does own the rights to the artwork. I have modified this with the early pattern roof look outs. These allowed the guard to look over the train around the twisting curves that characterised parts of the Highland’s system. However, there were complaints about whacked heads as the guards came up and down the steps to look onto the lookouts and as a result they were modified with approach cutouts on the roof – take a look at the Lochgorm’s page above to see an example.
Next up on the weathering front were some wagons and NPCS. The first pictures being the weathering to a couple of the items I have described in the pages here – the Oxford Rail NB jubilee wagon and the Mousa Models LNWR van.
And then some rather more ancient models of mine, a Highland Railway meat van from a Sutherland Castings kit and a GC van from another Mousa Models kit.
Finally, a group of wagons for Benfieldside. The hoppers have been seen before and the brake van we will hear more of another day.
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!
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 I mentioned in my previous post the Oxford Rail Jubilee wagon is a pretty good rendition of the original but it does have a few small issues and is fundamentally the wrong colour! Actually, these proved very simple to fix and the conversion to P4 was relatively painless; so within a couple of hours you can have a good rendition of this typically Scottish wagon.
First off was the conversion to P4 which is not possible to do with the existing underframe as it is too narrow. In an approach that I have not seen before, Oxford Models have created an underframe that slips between the solebars. Even better, this is not secured with glue and merely popping out the buffer shanks from their housings allows this to drop out. Neither the buffers nor the brake gear are secured with glue either and I elected to temporarily detach these from the model throughout to prevent any damage to them. Bill Bedford pre 1907 RCH sprung W irons were then used but it was necessary to scrape back about ½mm of the inside of each solebar to get these in. Checking the ride height against the buffer height gauge I found that the right height was achieved without the need for any packing.
Although the axleboxes that are provided as part of the model are a bit crude, I did not have any better ones available (although 51L do provide them) so sought to retain these. There is a fair amount of cutting required to remove the remains of the plastic W iron and open up the rear of the axle box to take even a waisted pin-point bearing. Definitely do this with a finger drill and not a powered one as you need to remove as much plastic as you can short of actually going through it. Cutting these rebates was the slowest part of the whole task.
The end stanchions were separate pieces and popped off without bother but the planking joints did not run behind them continuously. Therefore, whilst it was easy to reattach the stanchions with glue, I had to score the missing plank joints in first. The buffer shanks are a tad too long, more appropriate for NBR fitted wagons than unfitted but these were easy to deal with. The metal heads pop out easily and then a few strokes with a file takes off about ½mm to reduce the length. The fixing hole needs to be deepened slightly and then the head can be resecured with a dab of glue.
The missing ironwork to the solebar was from a left over etch; Mainly Trains do alternatives. I found that the bolt heads to the straps either side of the door had some of its bolts in impossible locations (in the joint between planks) and I therefore shaved these off prior to applying replacements with Archer transfer rivets. This is the first time I have actually used these and they are really easy to use; much quicker than any other method. The strapping to the inside of the wagon was missing, so this was added with microstrip and more Archer’s rivets. The hinge rings to the end door should be almost a full circle so these were replaced with pieces of bent wire to conclude the physical modifications.
The model comes fitted with scotch fulcrum brakes to both sides which is correct for some vehicles but I cut away one side as I wished to represent the more common variant that had these only to one side. The actual fulcrum and brake block detach from the underframe without difficulty and I found that I could reuse it, after first mounting them on a piece of plasticard secured to the underside of the floor. I did, however, change the brake lever which I thought to be a bit clunky with an etched replacement and added a fair amount of lead as the model is very light. I also attached a piece of scrap brass to the underside – as seen below – as a temporary means to hold the wagon whilst it is painted.
I chose to lightly abrade the surface of the existing lettering with a fine wet & dry paper as I was concerned that they might leave an impression through the new paint. Thereafter I painted them all over with Tamiya Paints, German Grey, picking out the ironwork to the solebar and below with black. The lettering was from PC Transfers sheet 20 but it will be partially lost below weathering; when I get it to this stage!
Here we can see the benefit of the brass strip to hold the model with during painting and weathering.
In my travels, I have managed to blag an invite to see Bob How’s developing model of King’s Cross and portions of the Great Northern’s main line in north London. This is depicted in the mid 1950’s when the pacifics still reigned supreme and there was a full mix of locals, semi-fast and express passengers, along with a modicum of freight on the metropolitan widened lines.
It is hardly surprising, given the magnitude of the layout, that this is still a work in progress but what has been built is largely operational and therefore playing of trains is a regular feature in the How household. Given the location of the prototype, this means even the relatively short trains were 6 coaches in length and the full expresses upto 10. All this is in P4 and includes various gradients/curves to allow the lines to cross each other, so it tests the haulage power of loco’s upto prototype levels!
The more scenically finished portions of the layout are on the continuous run outer loop which comprises twin tracks to one side and four tracks to the other. This culminates in a very impressive junction where the main line to Kings Cross joins and a dive under to give access to the fiddle yard passes below.
As can be seen, there is still lots of work to do to these areas, including the provision of signals but the impressive nature of the layout is immediately apparent. But the real magnitude of the endeavour becomes apparent once a look at the terminus is made.
Even without any meaningfully completed elements of scenery, this is unmistakably Kings Cross that no doubt all of us are familiar with either from personal experience or photographs. Just imagine what it will be like with the full trainshed and a batch of northbound trains waiting their due departure time?
Bob’s intentions are to model the full station, including the MPD, the suburban station and milk depot; although at present these last areas are sill to be started. It will be a monster when it is finished! As you can see, even the fiddle yard is somewhat of a giant, although Bob was close to admitting that it is rather too small for the layout!
Apologies for the grainy photos, the layout lighting is a task still to be confronted and photography was pushing the camera to its limit!
You have some catching up to do Mr Hanson………….
I have been back onto the layout of late, with a view to get the first wheel turning on it before too long. That means attacking the electrickery things, beginning with the control panel.
I made a start on this by drawing up a diagrammatic representation in MS Paint and then using this to get one of the online firms (Vistaprint) to print me up a poster board to form the basis of the control panel. I am not sure I chose the right material as it turned up on a light weight foam board and I had to mount a sheet of aluminium behind for it to be stiff enough to be useable. But it did look pretty smart I thought………….
The control panel deals with all of the signals and turnouts that the cabin will have controlled, with local ground frames (which will be located on the boards locally) to be used to control the goods yard and the MPD. The latter will be arranged such that it can be located either to the front or the rear, to allow some flexibility in operation.
I have got to the point where the full extent of switches have been wired in and I am just completing the jumper leads. I took a lot of care to plan the wiring prior to any construction – despite the locos being DCC controlled, there are an awful lot of wires. This is because I have stuck with traditional control for the turnouts and signals. There is further complication as a result of the desire to incorporate some bells and even a block instruments (well maybe, at the moment it is just the wires!). So in all, there are 90 odd wires doing something or another on the layout.
Somewhat in contrast to Portchullin, I have sought to keep the wiring as tidy as possible; everything is neatly collour coded and even labelled (to be fair it was labelled on Portchullin, but in a non colourfast ink………..!). I am hoping that this will make the wiring easier to debug at the start of the matter and repair if it does get damaged.
I am proposing to use a variety of connectors between boards and to the control panel, including this rather nifty varient of the D-sub range that is wired directly onot a cheeseblock wireless connector. Available to a variety of types from ebay including from this seller.
As originally conceived by Barry Fleming, the floor was to be permanently attached to the body sides and so too were the lower roof sections. The only access internally, therefore, was to be the clerestory roof/sides to the centre of the roof. In addition to being very restricted, over time there was a little distortion of this section relative to the more chunky body, such that it has developed a bit of a bow – see the final picture of this post. I have been building a few coaches of late and have arrived at the view that it is desirable to have the underframe detachable from the body and if at all possible the roof too. In this case, I am going to give up making the roof detachable but will keep the underframe as a separate piece and arrange for the floor and interior to slide out of the body. In order to provide a mount onto which I can secure the securing bolts to retain the two parts together, I came up with a metal bracket that has been glued into the coach vestibule where it is hidden as below.
With this completed, I turned my attention to the bogies. These are based around the Bill Bedford sprung bogies, now supplied by Eileen’s Emporium – there is one with the right dimensions for the ECJS bogie. These are only the sprung assembly and offer no detail of the real bogie at all and these were quite characteristic riveted plates. I am not aware of any offerings from the trade for these, so I have had to create my own – out comes the CAD machine again! Actually, they are quite easy to draft and there was a fairly good drawing available. As with some of my other etch designs, I have used folding jigs to ensure that the layers come together correctly without bother. In the photo below you can see the basic Bill Bedford sprung frame on the left upper, the basic etch to the bottom right and the finished side with the layers laminated to the bottom left.
And this is a close up of the bogie sides fitted and some of the brake hangers fitted.
After searching around, I decided that the best means of making the axleboxes and springs was to use the Drummond pattern axlebox/spring assembly from Lochgorm Models. These are really nice but the springs are too long such that the hangers are a bit far out for the six wheeled bogie – hence I formed a hanger point as part of the etching, which you can see yet to be folded down on the above picture. The intention will be to insert a brass rod through the hole in this and to then mount small washers on it to give the impression of the springs. A similar rechnique is used on some of the 5522 models bogies and is quite effective. With this representing the hangers, those to the casting could be cut away.
The axleboxes are rather nice, as you will see, and are of cast brass. The bad news about this is that they are really hard and quite a lot of work is required with a dental burr to open out the rear to be free of the bearing.
And a look at both bogies together, now with the bearing spring hangers in place along with the brake hangers and rods.
A key feature of these bogies was the transverse bolster springs, which are apparent between the axle spacings. I did come up with a scheme to form these but they have not proved to work. I think I can cut and paste a pair of the bolsters from what I have produced (ie half the number I need) so I am going to have another bash and if not, it is back to the drawing board! So whilst I work out how I am going to wrestle with this (I do have some ideas, I just need a bit of time to implement them!), lets at least admire what the coach looks like in its semi-complete state:
There are other things to do with the coach; the centre part of the roof has a bow, there is various detail missing from the underframe, roof and ends yet to go – but it does look the part doesn’t it?
In response to the first part of this blog, Bill Bedford did contact me to help with some prototype details. He was able to tell me that the buffers that I used would only be correct for the brakes and that the udnerframe only had two trusses, not the four that I have modelled. So some corrections will be required……………but first those transverse bolster springs and maybe give the carriage a bit of an outing (I will bring it to Scaleforum for that).
Don’t worry, it is not as dramatic as all that, I have not burnt it or anything……………………oh hang on a minute, I have – well a bit of it anyway!
One of Portchullin’s quaint little foibles was it did occassionally like to derail trains as they left the fiddleyards; especially the fiddle yard representing Kyle. There were various reasons for this; including some proper cr*p woodwork on my part, the hand shunting that occurred every time a train was turned around, the effects on thermal expansion that was not catered for and, something that I had not seen until recently, a bit of a dogleg at the baseboard joint. Add to this the rather Heath Robinson approach to the legs for the fiddle yard boards, electrical connections and facia support and it was fundementally a b*ggers muddle. So something had to be done and, a mere 8 years after the layout’s first exhibition, it now has!
So with lots of thanks to Tim and Julian at the Electric Loft Ladder Company again, we have a new fiddle yard at the Kyle end and redesigned legs at the Inverness end. The design adopted is an adaptation of the sector plate that was in use before but with a refinement that it uses cassettes for the locations that the loco arrives and departs at. The idea being that these are both storage points at the end of the fiddle yard roads but also the means to move/turn the locos ready for their next duty. This is a development of the system used by Simon Bendall on his layout Elcot Road, but with a rotating sector plate rather than a traverser.
Other halfway novel ideas are the use of the tray below the traverser as a storage tray for stock (and maybe tea!) and the projection of the sector plate beyond the end of the fixed board to make the ensemble smaller to transport. The facia also folds up rather niftily as well – photos of this will follow once I have taken them!
The new fiddle yard has not yet been tested but will very shortly get its chance to prove if it is a good’n. Portchullin will be out at the Barnstaple MRC’s show in Bear Street, Barnstaple – you can find details here. If you are in North Devon at the weekend, stop by and say hellow?