Rites of Passage for a Model Railway - 31: Let Me Introduce You to Ainthorpe Junction
Take a look at the real world as it was - close to home or away. Use old images, get or create a diagram or map, work from that
The plan - where the 'fun' started
[If there's a group of you, maybe you could hire a mini-bus and go to survey the site of a station or other railway site feature as it is currently. This could be a locomotive or goods depot, or it could be a livestock dock close to a mainline as there was near the East Coast Main line station at Grantham in Lincolnshire. There might be one or two buildings or structures still standing - maybe a weigh office near where livestock, goods and coal depots shared a common entry point - and maybe there's a station building/office still there... or more. Photographs, maps, track diagrams from OPC and from other proven sources]. Take photographs, make measurements by pacing along and across open ground.
Whatever you do, don't trespass as it makes things harder for others who might want to do their research of the same location or elsewhere. Always ask permission for access first from the current site owners if what you want to measure is behind fences that sport "Private - No Entry" signs.
Wilson Worsdell's Worthy Workhorse - harking back to that first image...
Here's a look at the Oxford Rail computer design image of the 0-6-0 we've all waited for
... A modification of its forerunner...
... The most important change from Worsdell's earlier Class P2 0-6-0 (LNER/BR J26) was the deeper firebox with a shallower, sloping fire grate, achieved by raising the boiler. Accompanying this modification was the reduction of the of the clearance between the firebox and rear axle. In the locomotive being earmarked for heavy freight work within the region they were never (in NER/LNER/BR days) fitted with vacuum brake and screw couplings for faster running on the main line. At first 80 were built between 1906-09 in five batches at North Road Works (Darlington), North British Locomotive Company (Glasgow), Beyer Peacock & Co., and Robert Stephenson & Co. on Tyneside. Twelve years on, when Vincent Raven was Locomotive Superintendent, a further batch of five was built at Darlington with Schmidt superheaters and piston valves. These were delivered 1921-2, followed by a last order of ten - also through Vincent Raven - from Darlington in 1923 (including the preserved J27). The superheated locomotives were identified by extended smokeboxes.
After WWII Class J27s were taken off goods working - although some were on branch pick-up goods, such as 65894 from York. Withdrawal started March, 1959. In June 1966 thirty-six still worked hard on coal traffic in County Durham and southern Northumberland. The last J27s were withdrawn from the Blyth area near the coast north of Newcastle-upon-Tyne, where they worked on short trips from nearby pits to coal staiths on the Tyne. The last J27 was withdrawn September, 1967.
Number 65894 was bought from BR by North Eastern Locomotive Group (NELPG) on 1st December, 1966 with restoration work following to full working order, being moved around from storage at Tyne Dock shed via National Coal Board shed at Philadelphia workshops (not far from Washington CD!) to Thornaby's newer roundhouse (opened 1958 to locomotives from decrepit sheds around Teesside bombed in WWII) and finally to ICI Billingham before transfer to the North Yorkshire Moors Railway in her NER lined black livery as P3 2392, October, 1971. She appeared in this livery in the S&DR 150 steam cavalcade at Shildon on September 25th, 1975. Withdrawn from active service for boiler repairs, she was exhibited at the National Railway Museum, 1977-82. Turns have seen her on various preserved railways from the North to the East, on the North Norfolk Railway. More recent performance saw her more recently, August 2018, on the Wensleydale Railway between Leeming Bar and Redmire.
Allocations, BR/NE 1950-58: York (50A): 8; Selby (50C): 9; West Hartlepool (51C): 8; Stockton-on-Tees (51E): 3; Haverton Hill (51G): 7; Saltburn (51K): 1; Heaton, Tyneside (52B): 12; Percy Main (52E): 24; North & South Blyth (52F): 24; Sunderland (54A): 19
All 115 accounted for 1950-58
Let's see how the Oxford Rail J27 turns out when it's released later this year (18/4/2019 at the time of writing). At the price it's advertised, £94 I should be able to afford one a month for at least a couple of months. I don't intend to model Percy Main or Blyth (North and South). It would be nice if Oxford Rail came up with a J26 as well. Several sheds around North Yorkshire and County Durham had them.
Current features completed: units 1-7 in situ, a start made on foam trackbed and viaduct exit on first fiddleyard unit
As a contrast to the rural feel of 'Thoraldby', 'Ainthorpe Junction' is to be on the edge of an industrial town...
Dreamed up whilst in a hospital bed in early March, 2018, 'Ainthorpe Junction' has been furnished with sidings, some features associated with towns such as a large livestock dock for the sale of animals for meat or dairy, and a goods depot next to the exit from the displayed part of the layout to a fiddleyard and possibly another display section as before. Along the way there is be a double track viaduct. There is a steep gradient which will tax even the strongest locomotives.
There are endless possibilities that can be entered into the planning, and I've thought of a brickworks to be added into the corner where the main running lines pass on a wide curve.
An eight-coupled workhorse from Vincent Raven's drawing board
Vincent Raven's NER Class T2 was re-classed by the LNER from 1923 as Q6...
A class of 0-8-0 steam locomotives meant for heavy freight haulage. A hundred and twenty were built between North Road Works, Darlington and Armstrong Whitworth on Tyneside from 1913 to 1921. They were based in design on Wilson Worsdell' Class T and T1. The fifty Armstrong Whitworth locomotives built from 1919 at the Scotswood were their first locomotives after conversion of the works back from ordnance to civilian use. All were taken into service by British Railways' North Eastern region in 1948, numbered 63340-63459 (prefix '6' added to LNER's 1946 number sequence.
Number 63372 of Consett (54D) was withdrawn after an accident. Withdrawals generally took placed from 1963-67.
NER 2238 (LNER 1946 3395, BR 63395) was withdrawn from Consett in 1967 and it was touch-and-go whether the North Eastern preservation group NELPG had secured her purchase after BR insisted no locomotives should be sold into private hands once released to the scrap merchants. Agreement was reached through one of the founder members of NELPG to release the locomotive into the hands of the group as she had not yet strictly passed into the scrap dealer's yard.
Locomotive Class Q6 axle load RA*6; BR power classification 6F
Allocation area British Railways' North Eastern Region 1950-58: Leeds Neville Hill (50B) 2; Selby (50G) 15; Newport (Middlesbro') 14; West Hartlepool (51C) 15; Middlesbrough (51D) 15; Haverton Hill (51G) 11; Blaydon (52C) 13; Tyne Dock (54B) 4; Borough Gardens (54C) 12; Consett (54D) 11 [8 went adrift between building and BR ownership, possibly lost in WWI/WWII]
Two Hornby Class Q6 models will appear on the layout: 63420 was a Middlesbro' allocation, 63443 Haverton Hill (between Billingham and the Tees).
Some 'faces' you'll remember from 'Thoraldby', the locomotive fleet you'll meet: First, Gresley's 4-4-0 owes more in design to Darlington than Doncaster...
After 'Grouping' in 1923 the newly appointed Chief Mechanical Engineer (CME), Nigel Gresley's priority was to build up the company's 'Pacific' (4-6-2) fleet, the then Class A1. By 1925, target achieved, Gresley switched his attention to replacing ageing intermediate power North Eastern and North British Atlantic (4-4-2) classes, although some were rebuilt, for routes closed to the much heavier Pacifics. The new class had to be strong for its size. Gresley opted for a three cylinder arrangement that used his patented conjugated valve gear. Owing to a need for economy a 4-4-0 ('American') wheel arrangement was adopted over the earlier Atlantic design. Economy also dictated the use of the same boiler design as used on the proven J39 0-6-0 goods locomotive. The completed design revealed February, 1926 was followed by an initially built 'Yorkshire', numbered 234 at Darlington Works in October, 1927. The D49 would be the last 4-4-0 type built, and altogether 76 of the class were built in three variants between 1927 and 1935. Class D49/1 was built with conventional piston valves, twenty-eight of these being built in three batches over three years. D49/2 was built with Lentz rotary cam operated poppet valves, forty-two of this variant turned out between 1929-35. The last variant, D49/3 carried the same poppet valves, six only being turned out in 1928. Ten years later they were rebuilt to D49/1. The Class D49/1 was named after LNER region shires (counties) in England and Scotland; D49/2 locomotives were named after the same region's rural fox hunts, with a brass running fox totem affixed to the nameplate carried over the splashers. Some exceptions were renamed to achieve uniformity within sub-classes.
All three variants were turned out with the same boiler design, all fitted with Ross pop safety valves. Boilers were made at the former NBR Cowlairs plant, Robert Stephenson & Co. on Tyneside and at North Road Works, Hopetown, Darlington. All the boilers were long-lived, the standard Darlington boilers averaging 20 years, the others just less than nineteen. Boiler exchanges with Class J39 were possible, obviously, although this rarely happened, the two exceptions lasted over thirteen years on Class J39. The only other exchanges happened later with Class D49 when boilers were transferred to Class J39 that were still in service (after diesel multiple units took over local passenger workings).
*[For further information see: lner,info/locos/D/d49.php]
Three Class D49s will be seen around 'Ainthorpe Junction', two are 'Shires', 62700 'Yorkshire' of Hull Botanic Gardens (53B) and 62701 'Derbyshire' (after I've fixed the new name and number plates to her splashers and smokebox door). I bought another 'Yorkshire' in BR black livery to convert the model by means of a kit (the company is no longer in business) to a 'Hunt' and with a new set of nameplates renamed her 'The Garth', 62764 of Scarborough shed (50E). The class was largely withdrawn by 1959, 'Derbyshire' being re-allocated around that time to Botanic Gardens from 53D Bridlington after that shed closed along with Whitby (50G), Malton (50F) and Scarborough.
Work started 25th September, 2018 on the 'Ainthorpe Junction' layout - easy does it.
A number of short lengths, "risers" of 4.5" attached vertically, will give the base height and provide support for a stable 'floor' on the front fiddleyard (divided into two, front for goods and mineral traffic, rear for parcels and passenger traffic. It will also be the working level for the layout. Scenery around the track bed can be úndulating and provide a basis for short viaducts. There will be a short intermediate unit before the awkward corner where the main running lines follow a wide curve. On the other side of the corner unit another straight length will be inserted before the overbridge that will be skewed across the layout to carry a main road or bypass around the town. Counting the u nits starts from the front end this time (on 'Thoraldby' I worked from the other direction) and the sequence numbered anti-clockwise. There are a few details that need to be sorted out, but it's on its way. The first fiddleyard has started to take shape, with only assembly left before the board decking gets measured and screwed down (lots of hardware in stock, luckily), with a few metal right angle braces to buy.
Fiddleyard unit 1 will be on two levels, the rear half at 5.25" with a baffle between them to prevent stock from accidentally falling through. The track from the rear fiddleyard section will be lowered on a falling gradient to the main layout level in the distance to the junction on the level. Signalling will be added on the falling gradient before the junction and in the opposite direction for the double track turn-off.
Let's see how long it takes before there's something recognisable, and something to test new locomotives (my A1 conversion for a start, and a couple of BR Standard classes I bought second-hand from Hattons - see pictures below)..
Board will be fixed down onto the 'risers', underlay glued with spreadable wood glue where the track is to be laid in order to dampen the noise. That's a little in the future yet. First things first: unit assembly, fit, test and lower into place. A lot of thought will go into the assembly stage, believe me.
Follow progress below the next set of Unit 1 pictures....
A more recognisable Gresley 2-6-0 shape...
LNER/BR K3 2-6-0 (GNR H4), a more powerful variant of the previous Great Northern Railway Class H3 (LNER K2), the 6'-0" diameter (1.8m) boilers were the biggest fitted at the time to a British steam engine. After Grouping the class was re-designated K3 with subsequent batches numbered (e.g. K3/2) in build sequence, and adopted as an LNER standard design. The nickname 'Jazzers' was given them due to the rhythm of their exhaust beat and their unbalanced gyratory movement.
The first ten were built at 'The Plant' (Doncaster Works) in 1920 to Gresley's design. Six batches were built subsequently at both Doncaster and Darlington works, some contracted out to Armstrong Whitworth. The last of 193 built were outshopped in 1937. The class was an exemplary mixed traffic design in accordance with Gresley's "Horses for courses" policy of locomotive distribution by needs. In 1945 Edward Thompson had K3 No. 206 rebuilt to a two-cylinder variant, classed as K5. No others were thus rebuilt, although several were later given K5 specification boilers.
The first ten, built as Class H4 in GNR days were numbered 1000-1009, became LNER K3 4000-4009 in 1923. Those built for the LNER were numbered haphazardly to fill gaps in the company's numbering scheme. In 1946 renumbering saw the class (K3 and K5) in the 1800-1992 sequence. They were to become 61800-61992 in British Railways' ownership.
All were withdrawn and scrapped from 1959-1962. The K5 went for scrap in 1960. None was preserved, although one Gresley designed 2-6-0, K4 'The Great Marquess', was bought by the late Viscount Garnock reliveried to LNER green and renumbered 3442 [she is now back in BR mixed traffic lined black as No. 61994 and can be seen at Grosmont awaiting work on her boiler].
BR/NE K3 Allocations in 1950-58 saw fifteen at Heaton, Tyneside (52B): 61818, 61875, 61884, 61901, 61904, 61906, 61917, 61930, 61952, 61962, 61969, 61984-7; twenty-one were allocated to Hull Dairycoates shed: 61813-4, 61819, 61871-2, 61874, 61883, 61892, 61899, 61902-3, 61920, 61922, 61934, 61935, 61941, 61945, 61965
Some time ago I bought a Bachmann K3 at Monkbar Models in York and renumbered the model to 61927, a visitor with a stepped-out tender from the Great Central (Eastern Region) with coal traffic in BR steel 16 ton and pre-Nationalisation ex-private owner wood-built wagons
Fiddleyard, unit 1 takes recognisable shape, foam laid for trackbed, track and pointwork trial-fitted ready to fix down
'Fiddleyard' unit foam has been laid (and as far as where the second meets the third unit, ready for track-laying)
1/5/2019: The first couple of yards of foam underlay have been fixed down ready to take the track (see images above). Track spacing will be verified in the laying of pointwork and then I can get moving. I also need to get hold of some Peco isolators, as I had on the 'Thoraldby' layout for loco release. The first pointwork will be at the back, where the short single track will lead to the factory/warehouse in the corner of Unit 3, and then on either side of the distribution platform face for run-around purposes.
2-15/5/2019: Slowly does it. Putting together the elements of the viaduct in a different way to the instructions in order to fit the situation is a bit involved. Partly also due to waiting for bits, and working on a modified Parkside mineral hopper. At the moment I'm waiting for a few Peco *Setrack isolating straights (single unit length) to lay in the fiddleyard. I'll have to order a lot more track and points as I progress, bits at a time (going to be a 'bitty' layout, as 'Thoraldby' and 'Thorpe Carr' were). The isolating tracks are in, four of them, and I can start to get to grips with the beast.
16-29/5/2019: Work has been progressed not only on laying the foam trackbed, but working on the viaduct detail. There's some left to do there, and the foam laying has got halfway around Unit 3;
1-5/6/2019: Work more or less finished on the viaduct brick frontage; the track and pointwork has been laid ready for fixing down. Left and right-hand facing points to be set on the non-scenic side of Unit 1, also isolating track on all four roads a large locomotive length from the end. No need for buffer stops.
6-7/6/2019: Track has been set down - but not fixed - in the formation as it'll be when complete. Then the 'juice' can be tested, and will be tested as it's laid from u unit to unit;
*Trademark name, like Peco 'Streamline'. They've both got their uses.
Riddles' 2-8-0 wartime 'austerity' stand-in for the London Midland & Scottish eight-coupled
Robert Riddles' 2-8-0 heavy freight steam locomotive introduced in 1943 for war duties...
Altogether 935 were built; the class was based on the LMS 8F design, until then the Government's standard type. Several modifications were made by Riddles to the 8F design to produce a low-cost rather than aesthetically designed machine. The boiler was of simpler construction, parallel (LNER type) as opposed to the traditional tapered. A round-topped firebox was preferred to the conventional LMS 8F Belpaire type, and of steel rather than the rarer, more expensive copper.
Construction was divided between the North British Locomotive (NBL) of Glasgow who divided 545 between their Hyde Park and Queen's Park works, and Vulcan Foundry (VF) at Newton-le-Willows in Lancashire who made up the number. WD 800-879 were ordered originally as LMS Class 8F, the last named 'Vulcan' from new. All were renumbered with a '7' prefix before shipping to mainland Europe after D-Day, 6th June, 1944. The '7' prefix was applied when newly outshopped to those built on or after 5th September, 1944 and all but three saw service with the British Army. After WWII the War Department sold 930 locomotives, two were kept, three scrapped. The LNER bought 200, classified them O7, numbered 3000-3199 in 1948. Another 533 were bought by the British Transport Commission (BTC). All 733 locomotives on British Railways in 1948 were renumbered 90000-90732, the one only named 'Vulcan' kept her name.
In 1946 twelve were exported to Hong Kong to work the Kowloon-Canton route. Six were scrapped in 1956, the last two surviving until September, 1962. The other 184 locomotives stayed in mainland Europe, mainly employed by the Netherlands railway. One went to the USATC in exchange for a USATC S160 class locomotive (Baldwin 2-8-0) in a postwar agreement between the WD and USATC. One, Vulcan Foundry works number 5200 was brought back from Sweden (after being sold to them by the Netherlands railway) and overhauled to ex-works condition by the Keighley & Worth Valley Railway Railway (K&WVR) in 2007. A new cab and tender were necessitated as the SJ had modified both. The engine was given its BR number 90733 and took its initial passenger working on Monday 23rd July, 2007
British Railways' North Eastern Region was allocated 123 of the LNER lot, divided between the East and North Ridings of Yorkshire, Durham and Tyneside, the largest of which was 36 at Newport (Middlesbrough). Steam finished officially in the North East in the autumn of 1967
One WD 2-8-0 - a Bachmann model - will be seen on the layout. Number 90446 was a Newport (51B) allocation between 1950-58, the timespan of the layout
Edward Thompson's 2-6-0, modified by Arthur Peppercorn and introduced from 1948
Thompson's 'Mogul' reconfigured by Peppercorn, introduced in BR days, 1949-50
Thompson opted for two-cylinder designs for this mixed traffic 2-6-0 locomotive, rather than the more complicated three cylinder designs of his predecessor Gresley. The 70 produced were to be split between the Eastern and North Eastern regions of British Railways. Thompson's prototype for the K1 was the rebuild of K4 3445 'MacCailin Mor', classified K1/1 entrusted to his principal assistant Arthur Peppercorn and became British Railways number 61997.
When Peppercorn succeeded Thompson as the LNER's Chief Mechanical Engineer in 1947 his first task was the 2 cylinder rebuild of K4 'Mogul' (2-6-0) 3445 'MacCailin Mor'. Running plates were reconfigured to improve access from side and fore to the cylinders for the fitters, and changes were made to the two-wheel 'Pony truck' to the front of the coupled wheels. Cylinder linings and boiler were also changed. These new engines (Class K1) were also longer, receiving larger capacity tenders to hold 4,200 gallons of water instead of the standard K4 3,500 gallon tenders. Seventy Class K1 mixed traffic locomotives were built by North British Limited (NBL) of Glasgow, the last LNER type of its size and the last 2-6-0 to be built for use on main line routes. They entered service under the au spices of British Railways between May, 1949 and March, 1950. Class K1 was useful and versatile, working widely on ex-LNER metals, although largely in the BR/NE area. Like the K4 they were also used on the West Highland route between Mallaig, Fort William and Glasgow on fish and passenger workings. They were all withdrawn after all-too-brief working lives between 1962-67. The last to be taken out of service only just escaped scrapping. 62005 was originally bought from BR by Viscount Garnock as a source of spares for his K4 3442 'The Great Marquess'. However, realising he didn't need her he donated 62005 to the North Eastern Locomotive Preservation Group (NELPG - see the page link on my Profile page). By 1975 she was restored to main line running order and appeared in Darlington apple green livery as the fictitious LNER 2005 at the Stockton & Darlington 150 Cavalcade in September, 1975. She runs mainly on he main line simply as BR 62005, yet appears on the West Highland line for much of the tourist season with the 'Lord of the Isles' nameplate, re-liveried in the more accurate BR lined mixed traffic black.
1950-58, 40 Allocations in the BR/NE Area between: 51A Darlington - 17; 51E Stockton-on-Tees - 8; 52B Heaton, Tyneside - 5; 52C Blaydon - 10
Two Hornby-made class K1 locomotives will be seen on the layout, 62059 was a Darlington allocation, 62064 at Stockton-onTees
Completed conversion job and planned addition to the Ainthorpe Junction 'fleet'
Rites Of Passage...
Make your way through the series and see how you measure up. Some of you may already be 'further along the road' than I am, some enthusiastic beginners. Whatever stage you're at, you'll find something in this series to interest you, maybe re-enthuse you if you haven't been involved for a while to try your hand again. You might enjoy assembling units and laying track, pointwork and building bridges for others to 'pretty up' with scenery. You might enjoy scratchbuilding structures, as I do, or you might enjoy 'kit-bashing' to adapt kits to suit your own purposes. Like making wagons and other rolling stock or locomotives either to drawings or with kits? There'll be something for you. There are some links on the right of this page that you'll find handy, and enable you somehow to navigate your way through the series at your own pace.
Just remember you're in this to enjoy yourself... Or go out and get yourself another job.
Thompson's gazelles (4-6-0 class nicknamed 'Bongos', named after species of antelopes), built1941-48
[LNER Class B1 4-6-0 was introduced in 1942 by Edward Thompson, 'successor' to Nigel Gresley. Built to Lot 2011 at Darlington North Road Works in 1948, Number 1031 'Reedbuck' would see service as 61031 and allocated to a Leeds area depot 37B Copley Hill. She would be transferred to 37A Ardsley before withdrawal in November, 1964 and scrapped by Drapers of Hull at the end of January, 1965.
A small number of the class would be spared the cutter's torch, one of which is 61264, one of many never given a name. She can be seen on the North Yorkshire Moors Railway and is shedded with others of the NYMR fleet at Grosmont, A year ago (Winter 2017-18) her boiler was in its fifth year and tubes were being removed, a thorough inspection being made to ascertain her working life could go a further season in revenue earning service. A new coat of paint was also due]
Two of the class will make an appearance on the 'Ainthorpe' layout when completed, both Bachmann models, 61016 'Inyala', a York (50A) allocation and 61339, one of the unnamed B1 class, of Neville Hill shed (50B) near Leeds
This will be an ongoing 'report' on progress, a major feature as you can see from the distance covered along three cellar walls.
'Ainthorpe Junction' will be treated differently to 'Thoraldby' insofar as this will have a townscape as a backdrop, and industry will figure to a degree
Instead of a mostly single track country branch line with a passing loop and other NER station features at 'Thoraldby', this will be double track throughout to enable through running, with sidings for wagon storage, a coal depot, probably a couple of level crossings and over/under-bridges, the junction itself and a goods depot with larger cattle dock at one end next to the exit from the scenery. A canal may be hinted at, with a tunnel mouth to face front (it's on the cards to have a commercial narrow boat about to emerge from the gloom) and maybe a lock... Who knows how the scenery will go?
Aside from a lineside coal depot, several features will be incorporated into the eye-level view, such as bow girders, level crossings, sidings and foundations for structures such as signal cabins and assorted smaller buildings, gates, lineside low relief terraced housing, corner shops, pubs, high walls, spearpoint fencing and so on. Under-bridges and pedestrian underpasses will be added for interest, a ramp to the back of an old (abandoned) station as an example. On the far side of the tunnel/modern overbridge will be a cattle market and goods depot. Passenger trains will be through-running unless held at signals on slow lines to allow higher priority traffic through. This might mean investing in the odd Class A1/A3 Pacific (Peppercorn Class A2 such as 'Blue Peter' were based largely in Scotland, although some Thompson A1/2 rebuilt Class P2 2-8-2 engines were shedded at York North - 50A - prior to scrapping in the mid 1950s) and as this will be a diversionary route that will be the odd thrill for schoolboy trainspotters on a footbridge (known these days as 'anoraks' for obvious reasons) or lineside, who collected engine numbers when they weren't at stations (where they were known as 'platform enders', with their Ian Allan pocket books into which they could enter the different class loco numbers. Halcyon days, eh? There'll be lots of signals to make, such as late LNER brackets, the odd signal bridges (that's how they were described in the North East, gantries elsewhere) and ground signals.
Next to be started is Unit 2, the first of several scenic units. This will be a short one, at 4 foot about half the length of Unit 1, to lead onto Unit 3, the corner 'L' unit that will carry the junction itself as well as a few features such as coal depot, underpass, canal lock leading to the canal tunnel. Unit 4 will be the next connecting unit to the gap in the wall and Unit 5 with its goods depot and livestock dock. Unit 6 will be the far end fiddleyard.
Let's see how this develops. Unit 1 has been completed by securing the plastic 'L' sections that cover the gap between levels and the gap between the lower level and front wall and is now in situ. Time to start on the intermediate, 3 foot 6 inch long Unit 2.that will see the upper level gradually drop on a gentle gradient to join the lower on Unit 3. Freight and heavy goods traffic enters on the level over a curve. I've had thoughts of carrying on the back level to the corner on a wide curve. This should be where a factory or parcels depot occupies an upper curve. That would be an ideal continuation of the upper level and give visitors something to look at when taking in the back and corner area if nothing's happening on the main line.
I'll see to completing the basic Unit 2 and develop the embankment into the fiddleyard. Hey-ho, here we go! . .
Thompson's 2-6-4 tank locomotive
One of LNER CME Edward Thompson's later introductions was Class L1 2-6-4 tank locomotive, the prototype No. 9000 built May 1945 at Doncaster Plant. The rest of the 100 strong class was built by British Railways at North Road works, Darlington between 1948-50. Only eleven were allocated to the North Eastern Region in 1950, five to Darlington (51A), the rest to Middlesbrough (51D). Most were dispersed around the Home Counties, to the Eastern Region. Most of the North Eastern allocations had been withdrawn by the late 1950s due to the allocation to the region of Birmingham-built Metro Cammell diesel multiple units (dmu's) during those years. Those remaining were put on empty stock or local parcels workings.
One of the (Hornby) class, 67742 of Darlington will appear on the layout with local workings.
The short 3'-6" unit has had its foam laid up to the third unit (corner curve), ready for tracklaying.
Unit 2 structurally complete, foam underlay added to align with fiddleyard unit (1) and corner unit (3)
The unit only needs front and back facing boards to complete the structure. As with Unit 1 the felt base for the trackbed will the dealt with when I've got at least as far as the 'divide' (the box inset in the abutment wall). The rest is plain sailing, compared to this at least. The scenic plans I have in mind will test my ingenuity - or what passes for it - in building the corner of the 'L' shape and bringing the two levels together on the junction. A coal depot will be built at the front, as with 'Thoraldby', to show the simplicity of the hopper bunkers at their best. A ramp will be included from road to depot level. Units 3 and 4 will be 'busy', with a level crossing, road-under-rail and canal tunnel mouth. Let's see what I can squeeze in, eh?
Back panel board's screwed in place, front panel awaits cutting to attach Ratio Retaining Wall and Wills' brick wall with arched factory window cavities. Wills' Factory Window Frame units are in stock. They can be glazed, or the backing timber painted patchy black to resemble broken or dirty glass. Lichen to be attached at a later date to suit. 'Ideas time' will follow when the foam trackbed is fixed, with rails laid down and ballasted.(brown for dirty ballast, black for ash in sidings. .
Profiled plastic Ratio retaining wall and Wills' factory wall fixed in place. Lugs were cut off at the back of the Ratio sheets that are designed to give a 'leaning' effect in a cutting. As they've been used to resemble a viaduct side they were unnecessary. On the factory walling, due to an accident in breaking off waste the sheet split. This proved a lucky break, to show a deep crack in the wall (see picture above) that might have been brought about by bomb damage in WWII. The effect was improved on by adding plastic backing and fixing the window part to the unit side as pushed away. On another unit damage to the retaining wall parapet can be shown as broken off and opened out. A plain painted false backing wall and 'flooring' can give the effect of factory floor bomb debris, with bits of painted plastic and rubble within, window frames blown out or in, discarded, dirty red 'UXB' signs (hopefully the bombs had been defused on discovery), boarding on some windows and 'Keep Out' posters on the walls.. Lots of options in modelling a fictional location using photographs of bomb damaged property.
20-21/5/2019: trackbed foam to dampen wheel noise has been laid, ready for track to be positioned. It's the next units that will be more challenging, with the junction to be laid and coal depot access on Unit 4 to be configured.
15/6/2019: I await delivery on Monday of a pair of Peco Streamline medium radius left-hand points ('turnouts' in their catalogue, using US reference), plus rack pins and rail joiners - lots of Streamline Flexi-track to get down between pointwork. The real job comes on Unit 3 with the depot and beginning of the junction that continues to Unit 4 - although no points will be laid over where the two units meet. On this unit, then there will be only the two points, a right hand Setrack point and left-hand Streamline point with Setrack single curve and right-hand catch point facing. These measures were taken to avoid runaways fouling the main running lines. The catch point diverts the runaways away from the pointwork. You'll see when it's all laid down an photographed. The real fun comes soon...
More soon (easy does it).
* For our friends across 'the Pond', in the UK we put the day of the month first, then the month. For example your 12/3/18 is 3rd December, 2018, ours is 3/12/18. Simple really.
Gresley 2-6-2 tank locomotives
Gresley's Class V1 2-6-2 tank locomotive was first introduced 1930; the further development (rebuilding to V3) came later in the same decade, a last batch built 1939-40 as Class V3.
Altogether 82 of Class V1 were built, 71 rebuilt to V3 and the last batch rolled out of the works 1939-40. All were built at Doncaster Plant between 1930-40.
Thirty were recorded as allocated to the North Eastern region in 1950 at Middlesbrough (8). Stockton-on-Tees (1), Gateshead (6), Heaton [Tyneside] (10) and Blaydon-on-Tyne (5). Two Class V3 locomotives - 67685 and 67686 - will be seen on the 'Ainthorpe' layout, both were Middlesbrough allocations in 1950, neither is recorded as having been relocated in 1958 to Thornaby (down the road) when the dilapidated Middlesbrough shed was closed down.
The roofing in the three roundhouses was never repaired or replaced in the decade-and-a-half between bombing and closure, probably earmarked for a closure that was never acted upon before Thornaby opened. Several other Teesside sheds were closed at the same time as Middlesbrough, much of their steam allocation going for scrap.
Unit 3:assembly, the basic framework with risers (unit 3 to 2, 3 to 4), and mostly laid with trackbed foam
Unit 3 progress from cutting to assembly and foam for tracklaying...
With Unit 2 set on the supporting framework (some minor adjustments to make), Unit 3 is to be tackled. I can take my time, some materials still need to be bought, and curves marked for the trackbed from the front fiddleyard end.
3/12/18: Stretchers have been cut, some marking out for where they meet the sides and other stretchers still to be marked. That's - as they say - a five minute job. Drilling on the inside edge of the unit and stretchers needs to be done before the screws can be driven in. Some counter-sinking needs to be done, some longer screws to be bought. This is not the only unit where angles need to be taken into consideration. Units 5 to 6 will be linked by a narrow 'bridge' to carry double track to the far (6'-0") fiddleyard, although that will be no issue. Fairly straightforward (sez 'e). Still, it's a challenge, innit.
The framework has been clamped onto the 'Workmate' for completion - addition of risers and possibly two extra stretchers on the outer side to carry the outer curve and 'back road' to the depot/factory with a run-around for a locomotive. We'll see how it works out. Still a fair bit to do on this unit, but it's fairly straightforward now I've got my bearings.
2/1/2019: The main trackbed layer of 6mm ply has been fixed down, screwed to the end risers and a jig-saw blade used to cut down the middle. Another box of 1.5 inch X 6 countersunk, crosshead screws has to be bought. Unit 3 took a fair number of the previous box and I ran out of them. About another score needed to finish the unit. ten for the 'back road' to the warehouse/depot including for the three 5.5 inch risers. I might scratchbuild that, or use a Metcalfe kit as it's far back enough. What's at the front of the layout will be more detailed, 2-dimensional for what's fixed on the front and 3-dimensional for free-standing structures such as signal cabins, lineside buildings and so on. The canal lock gate will feature here, a short double track viaduct further along towards the break between Units 4 and 5. I might add plastic detailing to the front of a brick Metcalfe viaduct unit to catch the light, weather it and add vegetation in the edges and on protruding features. Terraced house backs to the rear and a road emerging from an underpass. Ideas, ideas eh? Got the get the basics done first though. More soon.
4/1/2019 Got the back road fixed down as shown in the images above. Next job is the side walls, straightforward at the back, with two lengths of 1 ft deep 4 ply. At the front it'll be three shorter sections of 4 inch deep 4mm ply to accommodate the canal lock. I might make a long 'U' cut, about three-quarters of an inch deep with a chisel and insert a perspex canal 'surface' over some painted board. Some studies of emerging canals with towpaths and locks should come in handy..
8/1/2019: with the back and front panels (side walls) cut and clamped in place completion was straightforward to drilling and insertion of round-headed screws with washers so as not to foúl the insertion alignment. More screws had to be bought to complete, and hopefully forty will be enough. Taking the layout around the corner, Unit 3 was structurally more complicated, thus absorbed more material including screws. Three types were used for assembly, 2 inch X 8 to link horizontal strakes (drilled through the 2 X 1 timber), 1.5 inch X 6 to fix down the 6 mm track base boards and risers to the horizontals, 1 inch X 8 round-headed cross-and slot-headed to fix the back and front 4 mm panels to the unit frame. Setting Unit 3 in place on the supporting framework was tight and needed minor adjustment before I could contemplate Unit 4.
[More Peco Streamline (and some Setrack) flat bottomed rail and pointwork also needs to be bought to complete the junction, including at least one double slip - not cheap by any stretch of the imagination, but necessary. Another, plus possibly a single slip, is needed for the goods depot and livestock dock junction on Unit 5, out to the second fiddleyard near the stairs. Lots of scope for logic and imagination, observation and research. The logic is needed to calculate for the shunt movements, the imagination for the scenery, observation and research come together for signalling and secondary junction. There will be a second level crossing and I shall also need to study signalling arrangements].
That thinking cap still fits since I completed 'Thoraldby'.
1-4/6/2019: The foam for the trackbed is almost complete but for the back road to the warehouse/dairy depot passing loop. The 'throat' is there. I'll finish that before I go on to Unit 4. Also, extra foam has been added to the inner side of the curve for pointwork to take the track to the coal depot;
9/6/2019: The warehouse/dairy depot foam has been laid. Time to assess how long the loading platform will be, although I think no more than three four-wheeled vans or wagons. I'd say more likely to be a small warehouse than dairy but we'll see. Time to consult an image archive of mid-1950s dairy versus warehouse depot faciities;
Three units in place and the trackbase has turned the corner.
On to unit 4: 'easy street'...?
Fun and games in the offing for Unit 4, although not in the basic construction. A trio of features is planned, 1) railway junction and sidings/headshunts, 2) nearside coal depot, 3) low relief (Metcalfe) terraced house backs at rear.
Question is, will I get it all in? Let's get the basics done first.
13/1/2019: Side-pieces measuring 83.5 inches were clamped between Unit 3 and the abutment (where the hole in the wall served the 'Thoraldby' layout); end pieces were cut to span at either end; the spacers cut to length were inserted, pushed into place.
22/1/2019: Risers cut and fixed to spacers, falling gradient prepared and ready for the trackbed board to be mounted and cut to size. At front and back will be two end-shunts, front longer - with pointwork for the coal depot shunt. Entry to the coal depot and access back to the running lines will be from Unit 3. [Locomotives will draw wagons onto the coal depot siding, detach, run forward and reverse, run forward again to draw empties back, push empties to the back of the rake of laden wagons, attach and draw back. Final movement will be to push laden wagons onto the depot deck, detach and reverse with empties, re-attach brake van and away again].
24/1/2019: 6mm ply board set in place, screwed down in places, jig-sawn along cut lines between the shortish end-shunt at the back of the layout, the main line down the incline to the tunnel and the long head-shunt at the front. This is where the coal depot will be on a spur (locomotives were not meant to run onto the decks (too heavy), so shunting empties and laden wagons will be interesting as I've mentioned above. Hopefully I can get three tracks in, and be able to use the third as wagon standage or storage ('cripples', spare stock etc) with some scope for rusty old NER/ LNER rail-built buffer stops and earlier types, grass and bushes between rails. That's for later.
25-27/1/2019: Got the weekend off for an AGM near Skipton on the Embsay & Bolton Abbey Railway aboard the 1903 NER Autocar that was recently 'out-shopped' amid great railway press fanfare. I shall experience it for myself.
5/2/2019: Change of plan, the viaduct will be positioned on Unit 6, a double track affair beyond the goods and livestock dock, that spans waste ground to the second fiddleyard, Unit 7. So what will be on Unit 4? A shunting road past a twelve cell coal depot for six hopper wagons in three pairs on the nearside. Next to the coal cells at the lower road level will be a weigh office and weigh bridge with protective girder to prevent lorries accidentally hitting it when reversing onto the weigh bridge (if they've accidentally passed it). A ramp road will lead along to a two lane road underpass. Nearer to Unit 3 will be a high brick wall with brick-infilled window arches (more under-track factories abandoned after WWII). On the far side is a short single-track end shunt for 'cripples' etc. Between the two level shunts is a falling gradient to the tunnel mouth/overbridge (still haven't made my mind up, there's time enough for that). Make a start on Unit 5 by this weekend or beginning next. Fit Unit 4 into its space first, set it right and work on securing the 'deck' that joins Unit 4 to Unit 5. Enough to keep me occupied at least until the weekend.
10/2/2019: Unit 4 was completed, with a 'baffle' added on Friday 8th, set into place with some adjustments made today. I think one of the side walls was warped, so Unit 4 needed to be screwed into place on both sides at both ends. Heavy stuff! It involved crawling in behind the un it and pressing down whilst I drilled and screwed. Good job I left plenty of room when I built the framework for 'Thoraldby'. Foresight is better than hindsight..
4/5/2019: The coal depot has been modified, two bays being turned into one for five hopper wagons (ten cells), the third will be four coke delivery cells for factories and households (many familes from the mid-50s began to choose coke over coal for cleaner handling and burning). An underpass will be sited beyond the weigh office for road delivery vehicle access, the basic structure completed and awaiting later detail. A cobbled road surface will be added to the cell floors and in front of the cells, 'bled over' the unit side (see images 2-5 below).
21/5/2019: The scenic break featuring a short length of railway that goes nowhere. Part of the Metcalfe double track bridge kit has been modified as a scenic break which will incorporate some extra scenic features such as rusty trackbed, weed growth, a buffer stop and maybe some barbed wire if I can get hold of some (was it Scale Link?) as I used what I had left on my son's mini-layout after work on 'Thoraldby' and a previous layout, 'Reeth'.
8/6/2019: More work on the scenic break to make it look the part. Where the end of the bridge should be will be made to look like a part-demolished structure with signs of dereliction, a rusting buffer stop, rusted rail and sleepers rotting. Got to figure out a way of doing that effctively - probably with the use of acrylics (bought some at the craft shop in Romford, so I can experiment with them).
Unit 4, another twist to the tale - another falling gradient
Metcalfe railway structural building kits
"The engines that won the war"*
*These are not my words, it's what's called 'received knowledge'.
Class V2 - no bomb, just a horizontal flier, and powerful with it!
Designed in the mid-1930s by Nigel Gresley for mixed traffic working, built both at Darlington North Road and Doncaster 'Plant' from 1936-1944, the best-known of the class is the preserved No. 4771 'Green Arrow' (1946 No. 800/BR 60800) and usually on show at the National Railway Museum, York (what had been York North Shed).
They were the sole major 'Mikado' class used in Britain. Where 2-6-2 tank locomotives were fairly common, the only other tender types were Paget's unsuccessful Midland Railway version, and the two later, smaller Gresley Class V4's. the 'Mikado' 2-6-2 wheel arrangement permitted a large firebox unimpeded by the rear coupled wheels, and the leading pony truck afforded greater stability at speed.
The V2 was a derivation of the Class A1 (A3) Pacific, with smaller wheels that increased adhesion on heavy trains. A shorter boiler also marked out the class, keeping Gresley's favoured 3-cylinder arrangement in an unusual monobloc casting. One hundred and eighty-four of the class were built in fourteen batches between 1936-44, almost through the duration of WWII, proving their worth in both freight and passenger traffic. The final batch of four were reconfigured by Edward Thompson as Class A2/1 Pacifics.
The relatively weighty 22 ton axle loading meant route availability was limited to main line working (forty percent of the LNER network, not including former Great Eastern routes). Gresley acknowledged a lighter mixed traffic 'Mikado' was necessary and the 'Bantam Cock' was designed for this purpose, allocated largely to Scottish routes. It was however Thompson's Class B1 4-6-0 that took up the baton from the V2 on lighter mixed traffic, rather than the V4 across the network. The last of Class V2 to be built as V2, numbered 3695, was turned out from Darlington in June, 1944. The class had the free-steaming qualities that the LNER's operating department needed. They were not only capable of working vacuum-braked freight at up to 60 mph (97 km/h) but they could be substituted for Pacifics on heavy wartime passenger (troop train) duties. A V2 in peak condition could almost match a Pacific for sustained high speed running, one being logged at 93 mph (150 km/h) on the 'Yorkshire Pullman', while another under test conditions notched up 101 mph (163 km/h). Their reputation was enhanced during WWII on epic performances, such as in one instance a V2 hauled 26 carriages over around 100 miles from Peterborough to King's Cross (London) with only ten minutes added on the scheduled timetable owing to a slippery start. For more details see: en.wikipedia.org/wiki/LNER_Class_V2
Allocations in the BR/NE area 1950-58: York (50A) - 30; Gateshead (52A) - 9; Heaton, Tyneside (52B) - 27; Tweedmouth (52D) - 2 Total 68, just over a third of the total built.
Bachmann brought out Class V2 in model form in LNER and BR liveries with early 'cycling lion' and later lozenge emblems.
My own V2, unnamed 60864 was a York allocation and will be seen frequently running through with either semi-fast passenger or goods workings
Railway building and materials - real life
Scenery, as you've guessed from a previous page in this series, is important enough to write books about.
The books are listed in other pages, so I won't go into detail. It's enough just to give one a mention:
One of a series in the Silver Link Library of Railway Modelling that gives a grounding in model railway construction - CREATING THE SCENIC LANDSCAPE by Trevor Booth, (ISBN 978-1-85794-023-7), 95 pp, colour and b/w images and diagrams in sections on 1. the scenic base & ballasting, ground cover; 2. developing the landscape; 3. the urban scene; 4. signalling; 5. 'populating' the layout
*details of further books in the series can be found on Amazon UK
Unit 5 begun, 12th February, some detailing added late April
Unit 5, from 12/2/2019
12/2/2019: The unit was assembled on the framework, side pieces clamped in place an inch and a half from the brickwork. Measurements were taken to establish the length of spacers and end pieces, timber sawn to specification and laid in place. End pieces had cut-outs measured to fit over the framework.
13/2/2019: Spacers were screwed in place on the nearside, end pieces ditto and the unit so far assembled was unclamped, laid on a 'workmate' and clamped from the under-inside on to allow work to be completed including 6mm trackbed board as well as 4mm front and back 'scenic panels';
14/2-15/2/2019: Risers cut from a new length of 2 X 1 - eighteen altogether, and screwed on using a short length of 2 X 1 clamped to end pieces and spacers as I went along, as a gauge to set them vertical. It's not crucial here to have them exactly aligned as the board will overlap on the sides to where the back and front scenic panels form the break. The 6mm ply will butt onto them, leaving no space. There should be less than an inch at the front from trackbed level to panel height. The 12 inch deep back panel, as on the others, will be where backscene is fixed where applicable;
18/2/2019: 6 mm thickness ply board was cut to shape where it meets the short inter-unit section, and partly screwed down. This will be completed when the 4 mm back and front panels.have been cut to shape and attached. With a bit of luck I'll be able do the whole lot in one day, maybe Wednesday 20th - turned out it was Thursday 21st, and as you can see from the pictures above we're nearly there.
21/2/2019: a good run with drill and screwdriver(s), 1.5 inch X 6 crossheads inserted downward, .75 inch X 6 'cheesehead' screws horizontally at front and 1 inch X 6 'cheeseheads' with washers at the back avoids fouling the runners to sit and slide along on the framework to butt up against the wall end where I took out a brick way back when and inserted thick board for track to be laid through. The same thing will apply this time around.
26-28/4/2019: A Metcalfe bridge over the planned double track course was added in modified form as a scenic break, backscene to be added later, with some of the same maker's low relief terraced house backs behind a long Ratio retaining wall, probably topped by spearpoint railings. The foam trackbed will be added for the through running lines as well as for the livestock dock and goods depot nearer the front of the unit, with Wills' cobblestone laid between tracks and platforms. Let's see...
Ratio cattle dock and provender store kits
Units 6 and 6a, 12-31/3 & 1-9/4/2019
Work on unit 6 started 27th February with measuring-up and cutting of first the sidepieces... Unit 6A was started 12/3/2019.
25/2/2019: Timber for Unit 6 was bought and arranged to start 'processing' when time allowed;
26/2/2019: Some measuring-up and side pieces clamped to the support framework, preparation for the turnoff to Unit 7;
27-28/2/2019: Cutting out from the side pieces to accommodate the 45 degree angle that joins Unit 6 to Unit 6A and the end of the scenic element.
The next few days were spent adding stretchers, fixing them and the ends. The wall end only needed to be attached, no cutting out necessary (as with the wall end of Unit 1). The unit was taken off the supporting frame and turnoff addition screwed in from behind;
5-8/3/2019: Risers cut and attached to stretchers and ends, extra ones added where the turnoff or spur will need support, the main length cut out on the left in a 'V' shape to allow insetting the spur 'deck' to where it joins with 6A;
9/3/2019: The 6mm ply board has been attached, first the 'arm add-on' cut out of a piece of 14 X 14 inch 6 mm ply and screwed down. Filler was pressed into gaps, the excess scraped off to afford a smoother surface for the foam trackbed to be attached to, using wood glue for strength. The same glue will be diluted for the ballast to be fixed down. When dry it'll be like rock (see also the page in this series on 'Thorpe Carr'). Unit 6A to follow. Not a lot of work here, just to ensure a smooth, level transition to Unit 7
12/3/2019: The bridging unit 6A that carries the double track from Unit 6 to fiddleyard Unit 7, is as yet a framework clamped to a 'Workmate', a portable work bench. All the component parts are cut and in position where possible. The base for the viaduct is cut and will be attached at the end, when the unit framework has been screwed together. Before I can embark on that I have to wait for an assemble a pair of Metcalfe red brick viaducts (P0240), set them along Unit 6A, fix down and add some basic scenery formes that I can build on when I get that far. I may add some plastic brick to the front and balustrades etc (in other words anything that can be closely examined without resorting to gymnastics - no need to add it to the back or under the arches) paint and weather it to look like smoke-dirtied old brick. Meanwhile the basic structure of Unit 7 will be tackled in the next modules.
21/3/2019: After a week had passed, a few days from receiving the kits and I had nothing else to think about, I started to tackle the viaduct. It's a slower job than I thought, having to wait for the glue to take, and miniature pegs as well as tools laid on to keep surfaces in place while the adhesive sets.
22-24/3/2019: Reasonable progress made in construction, although nevertheless slower than using plastics. The viaduct halves have taken shape, five piers in all when both halves have been united. I still have the second half to complete before then. The instructions are clear, so there's no problem there. Identification of parts is straightforward as long as I follow the stages as laid down on the five pages (he's a poet and don't know it);
25-27/3/2019: Both halves are complete enough to assemble with the aid of sprung plastic clamps and heavy-ish tools. There is some modification called for, as the assembly per instructions would be longer than the unit the viaduct is meant for. Extemporise, extemporise...;
28/3/2019: The viaduct has been structurally completed, only the parapet remains to be added. Some card has been cut away at the ends to accommodate the woodwork, although this has given me ideas as to which way I should tackle the wing walls. The board for the canal base has been re-attached to the unit after some modification to accommodate a pier. Sometimes in real life there had to be adaptations when a railway crossed a canal, as long as canal traffic wasn't adversely affected. When the scenery is tackled it'll come clear;
29-31/3/2019: Work has progressed, slowly but surely, on walls, the viaduct structure itself, fitting it onto its unit, adding the side walls and some wall capping. Not a lot to do before it can be set in place for the viaduct surrounds to be fitted. When it's got that far it'll be time to put Unit 7 together, the 'bottle' shape at the end towards Unit 6A (it being the most complicated part);
1-2/4/2019: Viaduct completed with printed card 'stone coping' under the arches and along the sides under the walls, set in place for the next stage: abutments and wing walls. These can only be attached once the scenic level has been attached (card from a cereal box stretched across the unit and fixed down with pva glue. The canal wall will have to be established. Scenic finishing will come at a later stage;
3-5/4/2019: Details, details, details... Thick card has been used to form 'ground level', canal sides and bed. As I had to cut the ends to suit Unit 6A, they became redundant, so served as buttresses at the viaduct ends When the infill is added behind the wing walls all will become clear. The facing board has been attached front and back, the back to the same height as Unit 6 front and 'arm'. More card will be used as formers for landscaping at the ends of the unit, and the side pieces of one of the Metcalfe double-track overbridge kits will be employed as a scenic break (likewise at the corresponding ends of Units 4-5 and on Unit 1 where the scenery starts around the six foot mark. Still some work to do then, on Unit 6A before I go on to Unit 7. That's a straightforward 'landing strip' again.
6-9/4/2019: Work on the basic structural unit is complete until track and scenery stage has been reached. The bridge portal across the end of the unit is set in place at the exit from the scenic units. All that remains now is to proceed to Unit 7, Fiddleyard. Not a lot to do on there, so I should start to lay the grey 'bedding' on Unit 1 with reference to track layout there. Need to get some isolating units to add to the straight track.
Another locomotive class seen in number in the North, Robert Riddles' War Department class 0-6-0 saddle tank design
The LNER tried one of Robert Riddles' ex-War Department (WD) 0-6-0 saddle tank locomotives under industrial working conditions in November, 1945. Seventy-five were bought in, renumbered in the 8006-80 sequence. All were taken on by British Railways - 45 by British Railways' North Eastern Region with its heavy industrial involvement - , the regional prefix '6' added to their numbering, and classified 4F (freight allocation) in their power output. employed largely in shunting duties, in dockyards and similar environments on short trip-working between industrial and railway premises, where their short wheelbase allowed them to negotiate tighter curves than standard 0-6-0 wheelbases. With their power output, one location they were used in was on the Cromford & High Peak Railway (C&HPR) in rural Derbyshire. Here they replaced older ex-North London Railway 0-6-0 tank engines of 2F power classification. Class J94 began to be withdrawn from BR service from 1960 with the advent of diesel sunters, until around 1967. Some were sold into private industrial use, many to the young National Coal Board (NCB) to augment their aging steam fleets around mainland Britain (North, North East and Midlands in England, Central Scotland and South Wales) .
Two (Darlington, 51A allocation numbers) will be seen around 'Ainthorpe', 68010 and 68052. With the numbers of goods and freight wagons I've got, they're guaranteed to be kept busy, loaned out for external duties.
'Final mile' - the second fiddleyard will be a cinch...
Fiddleyard, unit 7 has been begun, 9/4/2019
9/4/2019: Some of the risers have already been cut, about half to be done along with stretchers, 'stair end' and front side 3X1. Some of the more complicated sawing has to be undertaken - the shape of this unit that faces Unit 6A is like a cyclist's water bottle with its cap on the slant. So there's a bit of fancy sawing to be done;
10-11/4/2019: The framework's been assembled, the shape obvious now in the images above. (I interspersed work on this with work on the overbridge/viaduct site on Unit 1). The fancy woodwork stage has been passed reasonably successfully and all that remains to be done is the endpiece towards 6A to be ;screwed in place and the risers can be attached for a gradual descent onto the main fiddleyard level at about 2.25 inches above frame level all the way to the stair end. Then it's the 6mm ply again and 4mm ply back, end and front panels. Then on to trackbed laying (at last!)
12-16/4/2019: Off an on the risers have been added after the 2 X 1 has been sawn to length (3 inch) and three screwed to the rear of each stretcher. The last three were screwed to the inside of the unit end.
17-18/4/2019: A length of 6mm ply has been sawn to shape at the mating end and screwed down onto the risers (see images above). Only the front, end and rear panels remain to be cut to length and shape, and applied using .75 inch X 6 cheesehead screws;
19-25/4/2019: There was a couple of days' wait before the 4mm ply for the front and end panels were bought, a piece of 4mm ply sawn in two to fit the stair end, cut to shape and screwed on. Next the other half of the board was attached to the end adjacent to Unit 6A bridge baffle, Meanwhile work was undertaken on the scene divider on Unit 5, the bridge and approaches. The other side of the bridge will be used on Unit 4. Only the parapets need to be added;
26/4/2019: The unit was completed, front, back, sides and end - to match Unit 6A - holes marked, drilled and filled with a variety of screws, outwardly 3/4 inch cheesehead slots for conventional screws to use them all up, alternating with crossheads. A box formation will be added at the end where it meets Unit 6A, to darken the exit for a dramatic entry onto the first scenic unit over the low viaduct and along to Unit 6.
Another Gresley workhorse with a Darlington makeover
In July, 1926 the London & North Eastern Railway introduced the medium powered 0-6-0 Class J39, a steam workhorse for mixed traffic duties across the LNER network. Based on his earlier Class J38 that had been brought out in January, 1926, although with larger diameter coupled wheels, they were as useful on slower diagrammed passenger work. Nevertheless their 'Achilles heel' was a lower tractive effort. British Railways subsequently classed them as 4P/5F as opposed to the 6F of their predecessors that were allocated largely around the Scottish branches. Larger diameter coupled wheels also meant lower splashers over the leading coupled wheels.
Two hundred and eighty-nine of class J39 were outshopped between July 1926 and 1941. Of the total number built, twenty-eight were turned out by Beyer Peacock & Co., the other 261 were built at North Road Works, Darlington. Many of the Darlington produced J39s were built with boilers from Armstrong Whitworth & Co and Robert Stephenson & Co. frames were 29'-3" in length, 6" shorter than class J38. There were sub-divisions in the locomotive-tender pairings, J39/1 had Group Standard 3500 gallon tenders, J39/2 standard 4200 gallon tenders, J39/3 were paired with divers ex-NER tenders. All were fitted with superheaters and Ross 'Pop' safety valves.
British Railways took over the whole class in 1948, numbered 64700-64988. Withdrawal began in 1959, all withdrawn and scrapped by 1962. Although none were preserved, plans are afoot ivery (?) to replicate a J39 in BR livery as 64960, together with a J38 for preservation in the future.
Allocations in British Railways' North Eastern Region 1950-58 were: Leeds Neville Hill (50B) - 9; Starbeck (Harrogate, 50D) - 13; Scarborough (50E) - 2; Darlington (51A) - 2; West Hartlepool (51C) - 3; Middlesbrough (51D) - 2; West Auckland (51F) - 3; Gateshead (52A) - 6; Heaton (Tyneside) - 8; Blaydon (52C) - 12; Tweedmouth (52D) - 14; Hull Dairycoates (53A) - 11; Borough Gardens (54C) - 3 = 79 in all
Bachmann have produced a J39 in OO Gauge according to different subdivisions (including with ex-GC stepped tenders). I have a J39/2 I renumbered 64821, a Middlesbrough (51D) allocation that will be seen around 'Ainthorpe Junction' on mixed goods trip workings.
North Eastern signalling and signal cabin prototypes still in use from pre- and post-Grouping days
No north Eastern-based model railway layout is complete without a plethora of signalling and a forest of signal posts
Whether on posts or as ground signalling discs, every movement was controlled by the 'bobby' (signalman - in early days he would be a policeman, a force introduced by Sir Robert Peel and originally known as 'Peelers, modern policemen are still 'bobbies').
On branch lines a platform was often provided outside of or attached to a signal cabin by a walkway for him to collect the pouches surrendered by locomotive crew after passing through a single track section. The pouches might contain a metal disc or a signatory 'staff' issued by the signalman at the start of the single track section. That applied theoretically on 'Thoraldby', it will not apply here.
Ground signals were situated in goods yards or stations to control the passage of shunters where speed restrictions apply. Sometimes short-posted, short-armed 'calling-on' signals were sited where a ground signal might not be easily seen. In all events a 'home' or 'starter' signal was red on the front face, with a white vertical stripe around a third of its length in from the outer, straight edge. On the reverse the red are was plain white, the stripe black.. The outer edge of a distant signal arm took the shape of a chevron, the main body on the face being bright yellow (for caution), a black chevron about a quarter of the length in. On the reverse the arm was white with a black chevron in the same position as the front. A black baffle behind the lamp ensured a crew coming the other way on a bend couldn't mistake the signal for theirs.
Close to every point where two lines diverged or came together was a signal post, sometimes guarded only by a home. Where more tracks diverged (double scissors) there would be a signal for each road. Traffic followed the semaphore code. A telephone box would be provided for crew to register their presence when joining a main line. Sometimes they needed to remind the signalman of their presence at busy junctions. This they did from telephone boxes at the railside. At no point were they to take it on themselves to ignore rules, and every movement was followed by a rule in the book that had to be learned inside-out to pass a stage on their rise 'through the ranks' (possibly to traffic inspector). You as the railway operator will need to have some sort of guide to run your railway in a more realistic manner. There's nobody there to give you the sack (fire you), so you need to keep your eyes open.
I shall be in touch again with Wizard Models of Barton-upon-Humber, North Lincolnshire in the near future for signal kits. Some I already have from them, of North Eastern Railway provenance (uprooted from 'Thoraldby', as the man who bought it from me intended to give it a new regional identity). The ones I shall need are of the later LNER era as shown in the pictures above.
Over the years - since I started again on railway modelling - I've gathered a fairly extensive range of ex-LNER and ex-LMS motive power...
I started with the Hornby D49 4-4-0 'Yorkshire' 62700 in 1985, stepping into the Beattie's shop on Holborn (there was a signal mounted on the wall outside - anyone who was around at the time would remember) and walking out with a big smile on my face. Various other Hornby and Bachmann products later (including GMR, Mainline and Lima) I think I've got a representative 'allocation' of Class Peppercorn A1 D49/1 and D49/2 (conversion kit from Crownline), V1, V3, V2, B1, Q6, K1, J94, WD 2-8-0 etc to run on the projected double track junction layout. I'll post a few pictures of the models as and when.The ex-LMS motive power so far is a 4MT Fairburn 2-6-4 tank engine, and two Ivatt classes, a 2MT Ivatt 2-6-0 (nicknamed 'Mickey Mouse' for its size, and 4 MT Ivatt 2-6-0, nicknamed 'Flying Pigs' by crews on Teesside where several were allocated. There were numerous large Ivatt locomotives - as well as Stanier Class 8F built at Darlington and Doncaster in the latter part of WWII. The Class 8F locos, originally given LNER identities were allocated west of Leeds and stayed on the LMS/London Midland region of BR and handled freight on the Settle-Carlisle route and around Leeds-Bradford or beyond, etc. Class 2MT, both tank and tender locomotives found work in the York district after the regional boundary changes in 1956. My 2MT was one of the 50A allocations, the 'Flying Pig' is a Darlington (51A) engine and suitably weathered, see 'Thoraldby'..Along with a smattering of Stanier and Fowler 2-6-4 tank engines, the Fairburns were brought east to augment the tired pre-Grouping tank engine classes, although they were scrapped around the same time in the mid-1960s at different sites around the region by very efficient yards (unlike the one at Barry in South Wales, that concentrated on scrapping wagons first and made a 'killing' from the restoration societies keen to give GWR, LMS and BR Standard classes a new lease of life). Very few (2) North Eastern veterans escaped the cutter's torch, and one BR built Class J72 built in 1951 to a Wilson Worsdell design of the late 1880s (see also the 'NELPG' page on this site).
Other new 'belles' of the motive power pool drawn from around the region, and some 'old girls' from 'Thoraldby'
If you recall the motive power 'pool' from the 'Thoraldby' layout, it has already grown by three with more likely soon.
The 'new girls' will complement the selection with their older sisters (two are Bachmann products - mid-1950s Standard classes - the third a Hornby Peppercorn A1 Pacific tender locomotive), with a few more probable additions by the time 'Ainthorpe Junction' is complete.
I think maybe another K1, Q6 from around the Tees area, another Tyneside Peppercorn A1. A J27 is on the cards from Oxford Rail, and I think before I'm finished I'll hope to get at least three. One will have to be 65894, at the time a York allocation; another Q6 63395 of Selby and K1 62005 of Heaton on Tyneside (there's at least one other Heaton, in West Yorkshire).
I have another few wagons built, with more kits to complete as well as carriages to acquire (second-hand of course - have you seen the prices of Hornby and Bachmann stock?!), so the extra motive power will help. Standard Class 2-6-4 tank loco 80117 shows her LMS lineage in comparison with the Fairburn 2-6-4. These, the Stanier and Fowler locomotives were designed chiefly for suburban services, although they were also seen on rural services and latterly as carriage shunters in large stations such as Leeds Central or City (before City was demolished). 42096 may be seen on services out to the coast, as was 80117 after transfer from the London Fenchurch Street-Southend route. Standard Class 4MT 2-6-0 76036 is another locomotive that shows her LMS design lineage.
More soon. Meanwhile take a look at the other pages in the series, 'RITES OF PASSAGE FOR A MODEL RAILWAY' for ideas.
© 2018 Alan R Lancaster