neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Aug 23, 2008 11:04:49 GMT
It got into the back garden by low-loader, quite a task as we had to dismantle the front wall, and re-build it afterwards. If you are on myspace, have a look at www.myspace.com/neildwhite if you are on facebook, have a look at www.facebook.com/profile.php?id=680956008 there are some pictures of the event plus some later ones after I cleaned the outside.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Aug 22, 2008 16:18:07 GMT
Sorry Happybunny, yes the car is on a 60 ft panel of track so there are 4 ft at each end left over. The panel, quite by chance, is from the Hainault loop, somewhere near Roding Valley. I still need to source some conductor rails to complete the scene, but I'm not sure how to get them in place because of the weight (and how to slide them under the car). I might have to mock them up from another material!!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Aug 22, 2008 16:11:23 GMT
The item in my garden is a 62 DM, so I guess one car doesn't technically constitute a "train"!! ;D I'll take some pictures of the cab for you Darren, when I get a moment, might need to give it a bit of a clean first!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Aug 22, 2008 15:17:44 GMT
Just been in the garden for a look! On 62 TS at least, the flag is lifted up by hand, turning from a horizontal position where it is hidden, to a vertical one where it is on display. On the spindle about which the flag rotates are the electrical contacts which do the switching. The 62 TS on the Central all had their flags removed to prevent weak field being selected, does anyone remember why? I also recall being told that the change of acceleration of a standard stock train was very noticeable if the flag was lifted whilst the train was under power, but on a 62 TS nothing much happened.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Jul 31, 2008 9:01:27 GMT
you can see the tunnel mouth location if you use maps.live.com. Rails Through The Clay p329 has a diagram of the layout at FP, which shows the NCL running East of the Pic, so I guess it did most of the way to Arsenal. It also says that the Vic "took over the NC tunnels from about 1/4 mile North of Drayton Park" If so, then most of the old route is now occupied by the Vic? If so then there should be a section of cast iron tunnel segments in each direction on the Vic, joining the concrete ones of the new alignment that connects to Highbury. You could try riding up and down to see if this is so, unless a Vic t/op on here could enlighten us?
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Jul 3, 2008 13:05:17 GMT
congratulations to you both.........look after each other
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Apr 15, 2008 15:33:59 GMT
when I bought my 62TS car from the scrap man, most of the seats from the cars being scrapped went to landfill whilst the aluminium, steel, copper etc was "recycled". The moqettes used by LUL were generally produced by the company John Holdsworth, www.holdsworth.co.uk , but when I discussed with them about material for recovering the seats on my car, even that was too small a quantity to be viable. I suspect the material used by the museum is not "real", as the real stuff is pretty heavy duty, especially if you are seriously planning to wear it! Perhaps there are specialist companies who could make small quantities (just like people who make knock-off designer clothes, handbags, etc!) Alternatively, it maybe worth talking to Holdsworths, they obviously spend a lot of time dealing with train and bus restorers as well as with "proper" customers.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 18, 2008 12:42:12 GMT
Whilst it won't help with heights of canopies etc, I am using aerial pictures to scale various lineside features for my model of the Eastern end of the Central. I use www.maps.live.com. There is a very useful "birdseye view" facility.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Jan 31, 2008 13:49:34 GMT
thanks metman, yes you're right if I'd used my eyes! Still the old GE track, or at least LNER.....You can still see the check rails too, I remember them from when I visited my Grandparents at NP, always thought it was a tad excessive at a tripcock tester when the train speed was down to say 10 mph!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Jan 31, 2008 11:21:58 GMT
Is it my imagination, or is there still a gap in the conductor rail on the WB exactly where the tripcock tester used to be? Surprising, since all the track has been renewed since then?
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neilw
now that's what I call a garden railway
Posts: 284
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Newbie
Oct 17, 2007 8:28:52 GMT
Post by neilw on Oct 17, 2007 8:28:52 GMT
You won't be disappointed, it's one of the definitive Underground books, and a lot of book for the money
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neilw
now that's what I call a garden railway
Posts: 284
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Newbie
Oct 14, 2007 11:12:50 GMT
Post by neilw on Oct 14, 2007 11:12:50 GMT
Richard
I've found the picture I was thinking of, page 321 of "Rails Through the Clay" by Desmond Croome and Alan Jackson. Photo is attributed to a Tony Milne, and shows an eight car 60TS at Leyton EB, destination Hainault via Newbury Park.
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neilw
now that's what I call a garden railway
Posts: 284
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Newbie
Oct 12, 2007 11:12:34 GMT
Post by neilw on Oct 12, 2007 11:12:34 GMT
I seem to recall a photo of the 60TS at (almost certainly) Leyton, but where I saw it was another matter! I remember travelling on one from Newbury Park WB one Sunday when I was a kid. I also recall travelling endlessly back and forth on the Hainault loop on the original ATO conversion which had the equipment in the space between the cab and the first set of double doors, with the windows sort of whitewashed out. There's probably a picture somewhere.......
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 9, 2008 17:03:11 GMT
Could someone clear up something which has bugged me for years, please? Travelling around on the Central during the 60's, I'm sure there used to be warning signs on the cable bridges around Newbury Park-Hainault which said something like "danger-carbide of carborundum". I never did understand what it said, and as a kid I probably never read it properly either! Can anybody shed any light for me please?
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Nov 1, 2007 9:40:29 GMT
I remember the Acton main works canteen from a Summer job I had there in 1975, it was huge, and for me at the time, quite intimidating. It was hard to work out where to queue for what, ISTR huge blackboards with the menus on. Leytonstone was always quite smart, sausage/egg/chips, but can't remember the price!! I also remember the "brewing up on the move" sketch referred to earlier in this thread, popping out from the cab at Marble Arch WB, where the signal cabin (complete with kettle) was adjacent, brewing up on the move before depositing it for the guard at Lancaster Gate. I can still recall the perplexed looks on the faces of the passengers as the train drew to a stand one car length in, and a billy can was deposited at their feet, after which the train restarted, to stop again in the normal place!!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Oct 26, 2007 11:35:08 GMT
thanks everyone, very helpful. I will need a bit of time to digest, and will bump this thread if I need more advice. You never know, maybe the layout will be sufficiently advanced one day for me to post some pictures
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Oct 20, 2007 9:58:58 GMT
sorry Tom, I meant the 45 degree split to platform 2. There are two theoretical routes to platform two, namely first right at the signal, then straight on, or straight on then right. The latter would normally be used, I am assuming, but I was just checking whether my proposed signalling was correct. How would these two options work in real life?
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Oct 19, 2007 12:46:23 GMT
Hi everyone. I am building a model of the Eastern end of the Central, at a fictitious location where the tube takes over a former GER line. The present day (1970's) terminus was originally going to be a through station, and the sidings were a short term measure using a shunting neck on the former GER trackbed. However, the final part of the New Works extension never happened, leaving the present day layout. I have taken the track layout from a mixture of termini. Some help from the experts on the board would be appreciated, particularly regarding signalling. I have put a schematic at www.geocities.com/n.white3@btinternet.com/signalling (sorry, you will have to put the last bit in your browser, spent hours trying to get a hyperlink to work!). My questions are *Is signal BC1 correct, in that if showing the extreme "hard right" on the harbour lights (sic?), the route would actually be straight on first then taking the last set of RH points if a conflicting move from plt 3 was to be avoided? *Would BC 2 and 3 both be on the platform end to enable sighting by the Guard? *The shunt signals allow for a double shuffle of a train in plt 1 to gain the sidings, would there be anything on either running line to mark/ protect a shunt limit? *I think I need trap points as shown, one to protect the siding exit, the other to protect the exit to plt 3 (like Hainault) but I'm not 100% sure.could someone enlighten me please? *Any other comments/advice would be very welcome cheers Admin comment: the reason your link won't work properly is that the forum won't recognise the symbol '@' within a URL - it thinks it's an email address! Colin.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Oct 29, 2007 10:54:49 GMT
the Scalefour insulators and conductor rail are, as you would expect, pretty much exactly to scale. I am using C and L finescale track in EM, and it all seems to work OK with EFE TS, although, just as with the real thing, the clearances are small
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 21, 2008 10:12:12 GMT
Thanks everyone! Next task will be autotrains, so no doubt some more questions to come.....
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 20, 2008 17:49:06 GMT
On a typical miniature lever frame box, eg Newbury Park prior to resignalling, were/are the levers only locked against each other to prevent conflicting moves, or are the track circuits also involved? Say a shunt move was selected, I understand that all the right points would have to be selected to allow the shunt signal to be cleared, and this in turn would block any conflicting moves, but if the siding selected was already full of train, does the lever stay physically locked in the normal position, or does it move but the signal not clear? I know the signallers on here would not attempt such a dumb thing, I am trying to design some interlocking for my model!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 13, 2008 16:30:23 GMT
Harsig, you're a star!! Now that's what I call service!
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Feb 13, 2008 15:04:00 GMT
could someone please clarify some things for me which I feel I ought to know but don't, please?
1.If a semi auto is cleared by the signalman/woman, but the route ahead is occupied and then clears, presumably the signal clears just like an auto would when the block it is protecting clears?
2.As the train passes the stick, it would revert to danger. If the signal lever is left in the cleared (reverse?) position, does the stick clear again when the block it is protecting clears, or does the lever have to be normalised and then reversed again?
3.Shunt signals still have to have clear track circuits to allow them to signal to unoccupied blocks, right?
4. What returns a shunt signal to danger when the front of the train passes? Presumably the track circuit as normal? Does the lever controlling the shunt need to be normalised before it could clear the same signal for another train (hopefully going to a different siding road!)
5.Are the numbers displayed on a theatre indicator at a shunt automatically displayed as a function of the route set beyond it, or does the signalperson dial this up somehow?
6.In principle the levers in a frame correspond to the numbers of the signals or points. What happens when the same signal number has multiple shunts, eg at the outlet of car sidings eg LT49 a/b/c/d/e/etc. Is there a separate lever for each shunt or some other way of selecting a/b/c/etc?
7. Finally, interlocking is presumably quite a science. Is there a beginners guide someone could point me to?
I know these questions are probably basic for the professionals, but all help greatly appreciated, thanks.
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neilw
now that's what I call a garden railway
Posts: 284
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Post by neilw on Mar 26, 2008 10:12:22 GMT
Hi there the book has no contents page as such, so it's a bit difficult to list everything. It is basically a photographic history of the std stock 1922-1945, telling the tale in strict chronological order, starting with a wooden mock-up at GG depot, through to production and the various improvements to the design as the result of experience and technological development. There are 77 pages, with generally two b/w photos per page, plus associated lists of stock by type, manufacturer, line allocation etc. I wouldn't want to part with mine, but I'm sure a request via DD or the LURS might reveal a spare somewhere........
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