Revised trackwork

The appeal of the single track curved girder bridge at Barnstaple is tempered by the knowledge that such a structure and attendant 15 mph speed restriction would not have survived long in a main line, albeit, single line diverging junction situation. The tapering and more lightly curving structures shown on the revised plan are also likely to require stone pillar supports as against the more fragile looking metal versions.

Revised trackplan

Templot for the journey

Current TG activity centres around the first experiences of using Templot to produce the actual trackwork plan for the layout. There is much to learn and I can see that some serious time is going to be required to produce the right result. However, having seen the benefits of its use with other layouts then there is no question that it is the correct way to go.

Bedtime reading just now is one of the excellent Irwell Press tomes- The North Cornwall Railway (£12 secondhand off the ABE books website). It is a fabulous read and due for a reprint/update at Easter. The Okehampton line edition is already on order.

Expensive day

We now have the 6 feet by 2 feet sheet of 8mm toughened glass which once properly supported will be the flat surface on which the baseframes for TG will be formed and checked. Cost £180 but should be a one off payment for a very useful surface. Once the 1 metre stainless steel straight edge arrives then the truing of the supporting table will allow the glass to be laid perfectly flat.

Metal toothpaste and mustard tubes for wagon sheets

Having had a recommendation from one of the noted wagon builders within our hobby I tracked down some 'Euthymol' toothpaste (available at Superdrug) in metal tubes. Cutting off the rolled tube bottom and slicing along its length allowed me use a spatula to remove and discard the toothpaste without deforming the malleable metal of the tube unduly. We also have a Colmans mustard tube which appears to be made of the same material. It should be possible to get two clay open wagon sheets from the metal of each tube. It does seem ideal for the job.

Modelling in the best light

Current progress with TG centres on completing a small work bench which can remain in situ in the conservatory without offending higher management. The link below shows one of our earlier sessions with the larger modelling desk, this requires rearranging the whole conservatory   http://www.flickr.com/photos/43564631@N08/5385141671/in/photostream

The brass u channel and sprung W irons from Eileens are now here and a start can be made on the initial 12 clay opens once the bench is complete. I'm collecting metal toothpaste and mustard tubes at the moment to fashion into the wagon sheets.

The smaller work bench is now complete and modelling is under way. Todays progress limited to cutting and finishing lengths of brass U channel for the underframes. Much of the Ratio kits incl. wheels, couplings, side frames, transfers and buffers have gone straight into the bin. The wagon sides, ends and floor are being prepared for fitting onto a new, sprung brass underframe with Ultrascale 3 hole disc wheelsets. Experiments with the Alex Jackson coupling to come. All dimensions checked between BR Wagons  Vol 1 and the BR line diagram for the 1/051. 

Initial wagon/consist build

The first train to be modelled for TG is the typical 1960s loaded china clay opens rake of 12 x diagram 1/051 (lot 2697, 2871, 2974 or early 3098) with tarpaulin sheets over the clay. The rake will be worked into TG by a Beattie well tank off the Plymouth line, for forwarding to Fremington quay behind a class 22 or else will appear from the Barnstaple direction heading for Exeter Riverside. The basis of the 1/051 wagons will be the Ratio clay open but the solebars/headstocks will be in brass channel from Eileens, the buffers and drawhooks courtesy of Dave Franks, the W irons also from Eileens, axleboxes and springs probably ABS, the wheels from Ultrascale and the couplings from Smiths/Ambis. The tarpaulins will be out of metal toothpaste tubes once they have been sourced and the paintwork will be Phoenix with Carrs weathering powders. The brakevan will be one of the new Hornby standard planked varieties with a Dapol 22 or Beattie well tank providing the motive power.   

Reference sources for the wagon build include: An Illustrated History of BR Wagons Vol 1, Early BR wagon diagram of the 1/051 courtesy of Mark Saunders, 1961 colour picture from Steam in Cornwall by Peter Gray. 

Coupling types and attention to worthwhile detail

The proposed river valley/train in the landscape setting of TG with its lower height baseframe construction and 'banked' sides will mean that the average minimum viewing distance to the nearest train/stock will be around 6 feet. At this distance the advantages of bespoke P4 trackwork, avid attention to scenic detail and prototypical train operation are easy to observe, whereas wagon numbers, underframe detail etc are less important. A project such as this is already going to require heavy time commitments, therefore, using the available time to best advantage is vital. The Alex Jackson coupling system will be virtually invisible at these distances and there are advantages in terms of realistic shunting/run round manouvres. The need for the 'hand from the sky' will remain at times of derailment and all trackwork will need to be easily accessible. Current thinking is for 'barn door' style opening sides to the layout to give a real sense of depth to the valley and they can be opened fully when access is required.    

Building flexibility and operational interest into the design

The diverging single line nature of Torr Giffard (TG) along with the goods and passenger runround facilities give good levels of potential operating interest for onlookers and operators alike. This potential can be multiplied if a period of railway history can be catered for rather than a single date. A train of thought (pardon the pun) at the moment is to plan a range of prototypical stock for September 1959, a 2nd for September 1963, a third for September 1966 and the last for September 1971. TG 1959 would see Southern steam classes 02, M7, Beattie Well tank, T9, N and WC/BB unrebuilt pacifics in action hauling mainly Bulleid and Maunsell stock. TG 1963 (ownership transferred to BR (WR)) would see a predominance of standard steam types, 1366 PT 0-6-0, Southern N class and WC/BB unrebuilt pacifics in action along with class 22 diesels. BR Mk1 and WR stock types begin to make bigger inroads amongst the SR types. DMUs start to appear. TG 1966 comes with some changes to the railway infrastructure of North Devon and Cornwall. The Halwill jnc and N. Cornwall route off the Plymouth line closed in 1966 and the Plymouth route itself is under threat with WR Warships working the through trains. The Bulleid coach sets have been disbanded. The Barnstaple and Ilfracombe routes have a fully dieselised service with WR Warships and Hymeks dominating, supported by DMUs. WR Westerns appear on ballast trains to Meldon quarry. By 1971 the class 22s are giving way to ex LMR 25s. The Ilfracombe route has closed and Meldon quarry is the limit of the Plymouth route. Fremington quay is a shadow of its former self. BR Mk1s and DMUs are the predominant passenger stock.