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MAY 2021 UPDATE
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KARL CROWTHER
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HYWEL THOMAS
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GREG BROOKES
A selection of clips starting off with Greg's SLW sound fitted Class 24 running on
conventional 12V DC at Hornsey Broadway and Shenston Road, as well as a few other items
of rolling stock.
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KIER HARDY
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STEVE CARTER
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PETE JOHNSON
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I know this looks similar to a previous view, but the track has all now been fixed down
(Evo-Stik Time Bond) and overall I’m pleased with the ‘flow’ of the completed trackwork.
To me at least - very Lakeside…. The servos have been fitted into place along the baseboard
edge, but await the wire in tube (just realised I’ve run out). The disc of white paper in the
left distance marks the location of the 60’ turntable, while the Class 40 is standing in Platform 3.
A closer view toward Natland Junction, and then in the distance, Heversham Junction. The main
line tracks are hopefully obvious (running diagonally) as they connect these two locations.
Some of you may be wondering why the Kendal goods headshunt joins up (offstage) with the
Marthwaite sidings! Well to be honest it just worked out this way and in effect maximises the
length of the mostly concealed headshunt. Yes it has cost me a storage road at Marthwaite,
but siding space remaining there is still more than adequate for the traffic (i.e. no more
than 2 trains up there at any one time). Just woe-betide anyone who runs a train from
Marthwaite directly into Kendal goods yard…….
Natland Junction track layout with Marthwaite sidings beyond. Once again, all point servos
mounted on the baseboard surface for ease of access. All of the dropper wires have now been
fitted, the next job being to disassemble and up-end the boards so that wiring can commence
(so hopefully something a little different to look at next month!).
Marthwaite sidings from the other end. Two-coach passenger trains and goods workings of up to 7
or 8 wagons can comfortably be handled, which should be perfectly adequate for the planned traffic
requirements. I’ve decided against a turntable here for a couple of reasons. Firstly the loco sector
plate was simpler to arrange than a turntable! Remember also that not all trains traverse the whole
length of the branch to Dent Head where the only ‘potential’ turntable on the route is supposed to
be located. Thus I’m working on the proviso that trains arriving Kendal bound for the branch, use
Kendal’s turntable so they can work head first out to Marthwaite (or indeed Dent Head). They then
return to Kendal bunker first (this being largely downhill), whereupon they are already facing the
right way round to continue their onward journey – thus saving another visit to the turntable at
Kendal. And if any further justification were needed I could use the excuse that the turntable at
Dent Head is only 50ft, therefore excluding some locos and also, out of use anyway by this date……
The completion of 5180 inspired me to dig out a few more locos for the layout. Here we see
the hybrid Bachmann/Hornby class 25 on its first visit to Morfa Bank. Carrying the livery and
details it wore just after returning to Newport Ebbw Junction from driver training at Laira.
Two more diesels that made the transition from boxed in the cupboard to hauling trains were
this Bachmann pair. The class 45 is now 77 ‘Royal Irish Fusilier’ and the Warship is 812
‘Royal Naval Reserve 1859-1959’. The Morfa Bank trip from Margam Yard utilises any available
loco from the MPD alongside the yard and both these classes were frequent visitors from
afar on freights.
A recent unexpected bargain buy was a half-price Busch Feldbahn diesel. This has provided
the inspiration to get on with the last corner of the layout needing some scenic treatment -
the sand wharf. Here we see the site with the Wills piling balanced in place and the wharf
part cleared to see what might work within the space.
The dry dock offices (originally from Newport) that had been the scrap yard office on the
original layout hadn’t found a home on the rebuilt version. I always liked the building so
decided that it could function as the sand wharf office and ‘garage’ for the little diesel.
It was a scary moment making the first cut of many…
The ground is now being prepared to fit the building in against the AW&T tracks behind. The
wharf will be served by a small sand dredger. I decided upon the Bristol-based vessel ‘Sand
Pearl’. I’ve drawn up the plans, slightly shortened from the actual 100ft length to fit and
so that’s ready to start. It will be a complicated future project…watch this space!
Various parts of the ground floor walling have been cut out and the parts used to assemble a
small generator building on the right side. The gap in the wall will be the entrance to the
workshop and loco garage. Another remnant of Morfa Bank 1 was a low relief structure that was
once part of a pallet manufacturer. The end of that building made a suitably ugly addition
to the right side.
The two unlikely bedfellows have been blended together and the character of the new building
is now starting to take shape. The roller shutter door allows a good view of the interior. I
will probably add some lighting eventually so decided to add some detailing to the interior.
Here we see a longer view along the wharf. The Ruston-Bucyrus will be used to unload the
dredger. Alongside it will be the sand hoppers with piles alongside and further silos beyond.
I’ll tackle these once the office is completed, along with the river walling.
An unusual view to show the layout of the interior. Already installed is the pillar drill,
some shelves and a desk with more to follow.
And some of the bits that will populate the workshop and shed. The excellent etched tools,
boxes and step ladder are from Severn Models and the laser-cut tools from the much-missed
American supplier Vector Kit. The fidelity of the laser cutting on the latter is quite
incredible and much finer than a lot of the rather chunky products we find over here. The
building, if not the wharf, might even be completed by next month’s update!
This last month has seen the permanent way gang out laying an additional 3 sidings at the back
of the off-scene extension baseboard, as well as the pointwork to serve them. All laid and cut
in situ' using code 75 bullhead rail and copperclad sleepers.
All finished, wired and tested, with the point blades being connected to slide switches. The
reclaimed SMP track is well suited for the sidings, even with a few missing sleepers.
The nearest track is the start of the branch line, and also acts as a headshunt for the group
of 4 sidings. A return cross-over is to be constucted in the lower foreground so as to easily
release stock without the need to propel back on to the main line. The furthest (and sharpest)
main line radius is 34 inches, but looks deceptive in this image.
A couple of the sidings have non powered extensions, allowing for slightly longer formations,
but a 6 coach DMU/ EMU, or train with loco fits in comfortably, freeing up space in the larger
storage yard. Additional sidings will be laid between the 2 sets of main lines, and also to
the right where the stabled locos can be seen.
Please make a note in your diary for the 22nd of May when the virtual Expo EM 2021 takes place,
featuring new footage of Hornsey Broadway with a brief history, and the concept behind the layout.
I've not been able to do any meaningful changes on the tank wagons during the last month, so I
thought I'd outline a process I use for producing the domed ends of the tanks.
A large (38mm) steel ball bearing is sandwiched between a thick rubber mat on the bottom and
a square of 3/4" timber above with a sheet of 40 thou plasticard beneath it. The timber square
is then used to roll the ball bearing in a circular manner whilst at the same time using a
downward pressure to introduce a 'dimple' in the plasticard. By altering the downward force as
the ball bearing moves away from the centre point then a graduated dome can be formed (It should
be added that the smaller the tank diameter then the smaller the circular movement of the
bearing will be). Most tank ends are not as curved as one might think, measuring approx 6" at
the height of their curve when measured from the end of the barrel sides, so an approximate 2.0mm
'dimple' height is sought.
The dimpled section is then removed from the sheet and roughly cut into an octagonal form with the
reverse side of the curve being covered with ink from a permanent marker pen. Using sandpaper
mounted on a flat surface, the marked side of the octagon is sanded back with the result that it
will modify the marked area into a circle. By using a square against the flat edges of the octagon,
the circle's diameter can be established at a number of points and from these the centre point of
the dimple can then be found and marked accordingly.
A caliper divider set to the required diameter is then used to mark out a circular section equal
to the diameter of the tank barrel (once set then identical diameter components can be marked out,
an important factor when there are two ends!). The marked out item can be roughly chopped to shape
before being finally finished using a file. Holding the disc against a small block of wood raises
it and allows it to be rotated a few degrees at a time which helps in achieving a circular form.
The final step is to impart a rounded chamfered edge to the front face - the severity of these
depended upon the builder so should be matched against images of the prototype. With the completed
tank end - a point to note is that it is better to create an overlong tank barrel along with the
ends, and then cut it back to size accounting for the height of each end thus giving an accurate
overall tank length.
This month Canada Street recalls the changing times by the Solent. We begin at the dawn
of the sixties with all-green Class 08 ‘D3381’ resting in the headshunt.
A few of the Adams ‘B4’ class of dock tanks, built in the 1890s, still remain in use
although largely displaced by the arrival of the ‘USA’ tanks. ‘30096’ stands on a short
train of 1938 Shell-BP class B oil tank empties from the docks.
A railside view of the same train, the bunker oil it contained now aboard some of the new
diesel-powered vessels that have recently been alongside. In the background a classmate
stands in reserve in the headshunt.
Walking on, we get a closer view of ‘30102’ awaiting the call of duty.
A final look back at ‘30102’ by the engineman’s cabin as we head under the railway
bridge towards the docks exit.
Fast forward a decade, and blue is the colour…..Recently ex-works ‘3040’
is pictured in the low level sidings behind the dock wall.
Elsewhere in the yard Drewry Class 04 ‘D2294’ makes its way up the centre road.
‘D2294’ again, now buffered-up to a Conflat and ‘AF’ insulated container.
‘3040’ lifting a lone Vanwide past the back of the weighbridge hut.
…and posing for a moment by the old dock entrance before completing assembly of the departing trip.
On the bench, the first of the North British type 2s has been completed. ‘D6121’ was new
to Ipswich shed in the livery modelled just a few months before the end of the 1950s, but
within less than a year had been sent north to the Scottish Region.
