I took the morning away from the trains today to noodle about on the computer and give myself a break from laying track. I do actually enjoy building track however it can get a little repetitive, especially the plain track. I normally try to break the repetition by listening to podcasts on my ancient iPod and at the moment I’ve been enjoying G’Day Patriots, an Australian take on American politics which I find quite distracting. However it really is for serious political tragics like yours truly, so you have been warned 🙂
Anyway, while I was wasting valuable modelling time at the computer the mailman popped up the driveway and delivered a small package from the UK with the wheels for my next scratch-building project: the SMR 10 class. I’ve been waiting for about 2 months for a package from NWSL in the US with a new motor for my 44 class while this package from Slaters arrived in about 9 days. I’m not sure how lots of US and UK companies can get a package to Australia in just over a week while it takes NWSL two months but there you go. I won’t be buying motors from this source again and will give buying direct from the Maxon site a try next time.
The 10 class has a 2-8-2 wheel arrangement with the two centre drivers having no flange. Slaters offer a flange removal service which costs two pounds fifty pence per axle (about $AU4.50) so it doesn’t add significantly to the cost. I have all the equipment in the shed and the motivation (I’m a cheap skate) to do just this sort of task myself, so you might ask why I forked out $9 to have the flanges removed from four of the wheels rather than doing it myself. The simple answer is that if I’d been going to do 10 or 20 of wheels (say if I were converting all my locos to S7 standards) then I certainly would have done the job myself. However for only four wheels it just wasn’t worth the set up time or the cost of materials. The amount of metal I’d have needed to use just to set up the work holding jig to remove the flanges would have come out at a lot more than the cost of the Slater’s removal service and this would have been a one use only proposition. Unless I’d been going to reomve the flanges from wheels of the exact some diameter in the future the jig would have essentially sat in a drawer. So as I said yesterday, I like to do things myself but I’m not stupid 🙂
I also spent some time over the past week catching up on my reading and was taking a look at Trevor Marshall’s Port Rowan blog. I was interested to see that Trevor had recently got himself a Sherline lathe and also a mill. After pointing out to him that Sherline had originally been an Aussie company, I wrote and asked him whether he’d written about the reasons for getting the lathe on his blog. Trevor’s a serious modeller and quite a deep thinker about our hobby so I was expecting his reasoning to run the gamut of perhaps a mid-life crisis, being dissatisfied with commercial offerings in his chosen scale, perhaps a developing need for an authentic experience of making things himself or perhaps a long held desire to replicate the fine detail on the models he needed for his layout with the deep satisfaction that comes from this. He replied that he hadn’t written about his reasons for getting the machines and that he bought the lathe because a person he knew was selling it and they offered him a price that was too good to refuse. See, I’m not the only one who likes to make things but isn’t stupid 🙂
I have to admit to indulging myself with a bit of a pat on the back over the past couple of days. I had been planning to continue laying the track on the Raworth coal line but for a couple of reasons I decided to put a hold on that and move back down the line to finish the track laying in Raworth itself. It’s possible that I haven’t been all that clear in my posts that I’ve been using a mix of track and techniques across the layout and Raworth is no exception. On most of the off scene track I’ve been using Peco code 124 bullhead flex track and their matching switches. For the on scene mainline track I’ve been hand laying the majority of the plain track with code 125 ME rail on pre-stained sugar pine Kappler sleepers (ties) and hand building points where these were needed. The vast majority of the switches on scene are actually located within the Morpeth town and QW yards and were thus made quite some time ago, up to 13 years ago in fact. On the sidings and the coal branch I’ve been using the same sleepering but have been using ME code 100 rail. I buy all my ME rail in their 33 piece packs of yard long rail and have used about 4 or 6 packs of this in total mixed between both sizes. I use small ME rail spikes on all the hand laid track and most of this has been laid on 4mm (about 1/8″) ply bases I cut to fit and on which I draw a centre-line. I’ve used a few Peco switches in on scene locations when the circumstances called for a “challenging” point formation (curved switches and a double slip) and I’ve recently used a ModelOKits sleeper layout on the first point I made for the coal branch (as can be viewed in my most recent video Morpeth Video Update #1).
The last small section of track needed for Raworth yard involved building a code 125 switch and installing a 60′ turntable with short lines leading up to this. This turntable is a CIL product and it has made appearances on this blog in the past. However I’ve recently rebuilt the electrical system that lies underneath this piece of equipment and I’m going to hold off writing about it till I’ve installed it and given it a thorough test.
I will admit to being knocked over by how easy laying the switch on the ModelOKits point layout was and the time it saved me. So I wasn’t looking forward to having to lay a point in code 125 using my old method of cut sugar pine sleepers. I could have purchased a code 125 point base from ModelOKits however I have some sleeper material I wanted to use up and I was also hoping to save myself a few dollars by not using a laser cut base. So out came the 4mm ply and the paper templates and I’ve got to admit that the switch went together like a dream. It obviously took longer than if I’d been using a cast frog and a laser cut sleeper base but it really took no time at all and everything worked as it should the first time. I took the time to add up as accurately as I could how much the switch cost me to build and the total I came up with was $29.11. If I’d used the MOK switch laying aids you’d have to add something like $55 to this, taking the total over $80. This won’t be completely accurate because I haven’t checked the prices but it is equivalent to buying a Peco r-t-r switch.
So while I’m very chuffed with the low-cost of this switch and the progress I’ve made on the layout this is probably the last code 125 point I’ll make for this layout and unless I build a new layout somewhere along the line, possibly for ever. I’ve got 2 more code 100 switches to build but these are both going to be built on the sleeper bases using frog castings. I like to be careful with my money but I’m not stupid 🙂
Normally I don’t post photos that aren’t mine because I’m very conscious of copyright: I don’t like people using my photos without permission and especially without attribution. However in this case I’m going to pretend it’s justified because I did pay for calendar this scan comes from, I’ve deliberately left the photographer’s name (Bob Grant) on the image and I fully acknowledge the source was this year’s SCR calendar. I would highly recommend buying a copy of the calendar each year because it’s one of the best going. The reason I wanted to post this photo (June 2018) is because it so beautifully sums up the atmosphere I’m trying to create on Morpeth at the moment. The photo was taken at Hexam in 1972, which is not a million miles from where the main northern line branches to Morpeth at East Maitland. This was and still is possibly the busiest stretch of railway line in the country and the fact that a private coal railway crosses the government lines at grade makes it fairly unique in this country where these sorts of crossings were rare.
I haven’t been posting to the blog very much recently, mainly because the work I’ve been doing on the layout has been very repetitive, so there hasn’t been much to add to what I’ve written in the recent past: install some sub roadbed, make some track, lay the track and wire it up! That about sums it up. However I have reached a bit of a milestone by running a train right round the room so the track laying is progressing well although these is still a bit left to do. I need to make 3 more switches, sort out the track to the engine facilities at Raworth and finish laying the track in the yard at the coal loader.
As I’ve worked on Raworth I’ve been thinking carefully about the type of operation I want to run on this part of the layout. The operation of the coal trains on this part of the layout will involve an exchange of wagons on the balloon loop in Raworth yard. A NSWR loco will either drop off or pick up a string of coal hoppers into the loop and this will then be picked up by the 10 class which will be waiting at the engine facilities just out of the photo above. After hooking up, the hoppers will be hauled up the coal branch to the tipple, loaded and pulled back down the line. I’m going to institute a rule on the branch that the loco must be running forward both up and down the grade so the 10 class will have to be run light down the line after loading at the tipple so it can be turned on the 60′ turntable that will be at the end of the line indicated in the photo above. All runs will include a dedicated brake van at the end of the train and this will not be permitted to be run under the tipple so this should complicate things nicely for any operator doing the coal run. I can envisage this operation happening twice during a normal 2 or 3 hour operating session.
I’ve now decided to go ahead with building a SMR 10 class in the next few months and have purchased the wheels for the project. The NMRA are holding their convention in Brisbane later this year and I’ve agreed to give a talk on scratch building locomotives at the convention. I’m also giving a talk on the same topic at this years Modelling the Railways of Queensland convention. I thought it would be a wise move to be actually building something for these rather than just talk about past projects. I’ve also agreed to open the layout up for the self drive visits of the NMRA convention so there’s a bit of pressure on to get the majority of the track installed and running. And finally I’ve also agreed to take the portable part of Morpeth to the New England Convention in November so you won’t be able to turn around in the second half of this year without seeing my ugly mug pop up 🙂
I’ve been putting in quite a bit of work on track laying and I have run a train round the room but I must admit to feeling like a bit of a break from crawling around under the layout. I’ve moved inside today to make a new code 125 switch that will be used in Raworth yard and lead to the turntable there (not the one you can see at the end of the storage yards in the above photo). It won’t be long before I have to really make a move on getting the portable section of Morpeth ready to take to Armidale in November and I have decoders to install into a couple of locomotives so I have more than two locomotives to run on the layout during the open house.
I decided that it was time to do an update of what’s been happening on the layout but I decided to video it instead of writing it out. So this is possibly the first of a few video updates.
I’m like a lot of railway modellers: I can rarely resist the temptation to fill a piece of empty layout real estate with another siding if the opportunity presents itself. I’ve spent the past couple of weeks gradually working on laying the track through the last empty part of my layout in the section called Raworth. Raworth is a real place on the Morpeth line but it was restricted to a single line with a through station on a gentle curve. The brick faced platform had a small wooden waiting shed and that was it in terms of line-side facilities. However in the deep, distant past Raworth sported a small balloon loop long enough to hold approximately seven S wagons (short, 4 wheel open wagons) that were used to ship bricks out of a brick works that used to exist at this spot. The brick kilns in this works were fired using coal that was dug up from a deposit on site (well that’s my surmise). This small coal deposit was rich enough and close enough to the surface that at certain times in the line’s history limited amounts of coal were shipped out from the same loop and exported via the wharf that once stood about 2km away at, you guessed it, Queens Wharf.
In my extended version of history this coal deposit was more extensive and economic than the real deposit and as such a coal loader was built at the end of a short coal branch which headed back south from the now extended Raworth passing loop. Non air coal wagons would be hauled up to the loader by an South Maitland Railways 10 class tank locomotive which was leased from this private coal railway. This coal branch is above the bank that runs to the south of the line and as such requires quite a stiff 3% grade to reach it.
Anyway, I had all the the elements in place to start laying track through Raworth, connect the circle of track around the room so I would have a continuous run and then make a start on laying track on the coal branch that would curve back around the same real estate as the main line and rise something like 14cm to cross the throat of the storage sidings and then run along the back of these sidings on a narrow 220mm wide shelf where I’d eventually build the Raworth coal loader.
Then I ran out of code 125 rail!
While I waited for more rail to arrive I looked around for something to productively fill the interregnum and decided that I could make a start on the coal branch. I was going to use code 100 rail on the track on the coal branch and I had a good supply of this on hand. So after I used up the last of my code 125 on laying the last of the main line through Raworth I stopped to take a look at where the track exits Raworth yard and decided that I might just be able to squeeze in a #6 point and use the resultant siding as a line into a brickworks scene or perhaps as a engine siding for the 10 class tank between its trips up and down the line. Which is the explanation for why the video of me making a code 100 point appeared yesterday.
This morning I got up, took the point out to the layout room and sat down to actually calculate the grade and the risers needed to get it to the height needed to provide sufficient clearance so it could cross above the throat of the storage sidings. The point lasted in that location till approximately lunchtime. I knew I could get the track to rise to the height I needed and I was pretty sure I could get a train up that grade, but it turned out that the needed grade was a smidge over 3% and the spot where the grade really kicked in needed to be plain track at the start of the hill. Guess where there point was going to be sitting…
Placing a point at this location was only an experiment so nothing is lost. The point will be used on the run around loop at the end of the coal branch. I had intended to commence the grade just after the point but that required pushing the grade across another joist to give it some support and stop it transferring this grade into the section of benchwork where the point was sitting and this then telegraphed itself into an even stiffer grade. The end point and the starting point for the grade are fixed elevations so every centimeter I nibbled from the length of the line would result in a steeper grade and this was going to be on a tight curve as well. Getting the point out of the equation put approximately 800mm of clear, single line track back in the run and removed something like a 2mm rise from every 500mm or run. That might not sound like much but it took the grade down from about 3.5% to about 3.1%. Did I get the roadbed’s height where I needed it to be at the end of the line? I’ll let the photo do the talking…
Here’s a new video about building a point using a ModelOKits laser cut sleeper base.