BASINGSTOKE IN OO - PART FIVE

BASINGSTOKE IN "OO"

PART FIVE

Scenery and Structures

Above: The scenery around Basingstoke, seen from the cab of a Battle of Britain locomotive, as it passes over Battledown Flyover. Faintly visible on the horizon is the town of Basingstoke. April 1967.

Much of the scenery is already pre-determined when basing a layout on a real life location. This also of course involves all the buildings and structures, and means that virtually all of these will have to be scratchbuilt.

Above: Model scenery, including the local farmers cows....

A clear understanding of the scale of Basingstoke station can be obtained by refering to "Part One", where you will find scale plans of the station in the 1950´s.

Basingstoke station grew in stages. It began with a two track line constructed by the London and South Western Railway (LSWR). Then the Great Western Railway (GWR) arrived with a broad gauge single track branch from Reading, and constructed a small terminus alongside the LSWR station. The problems of trans-shipping goods between broad and standard gauge, resulted in the GWR making their line dual gauge. It was also doubled as business grew. 

Growth affected the LSWR as well, and the station was rebuilt first in 1861. Continued growth as the LSWR network expanded resulted in the line from Waterloo to Worting Junction, just to the South West of Basingstoke being quadrupled, around 1899/1900.

This resulted in a major rebuild at the station as an extra two tracks had to be accommodated. So nearly all of the 1861 station was swept away and replaced, with completion of the new and much enlarged station in 1910.

Above: Basingstoke station soon after the reconstruction of 1910. The platform canopy next to the London bound local train being about all that remained of the 1861 rebuild. 

In 1935, the GWR agreed to let the Southern Railway (SR) who had taken over from the LSWR, run the complete station including the GWR part. This resulted in rationalisation of the GWR part of the station. The GWR overall roof dating from the  1840´s was removed. The two GWR terminal platform tracks were altered at the buffer stop end. They were linked together to provide a run round loop, and this track was also extended to connect with the SR locomotive shed, and SR Up freight sidings to the South. Only the GWR platform forming an island with the SR Up Slow, continued as a passenger platform. The other GWR platform simply becoming the run round loop, and a connecting track for SR-GWR freight from the SR Up Yard. 

Above: All that remained of the ex GWR part of the station, seen in 1958. This shows the normal passenger platform right. A railway special is using the normally unused platform, run round loop. Although normally unused for passengers, this platform had to remain in place as there was a station entrance and connecting subway.

When BR closed the little GWR engine shed in 1950, the building was quickly demolished, and the space used to expand the ex GWR goods yard (North Yard). By this time ex GWR locos were mainly involved on Inter-regional workings and needed to use the SR shed turntable as the ex GWR shed had no turntable.

Above: Basingstoke station looking towards London, around 1962. This reveals the station as it will be modelled. In the left background can be glimpsed the ex GWR part of the station as seen in the previous photo. Virtually everything seen here, except the platform lamps will have to be scratchbuilt.

Freight at Basingstoke was catered for by goods yards provided by both the GWR and LSWR primarily to serve the town and surrounding district. The GWR goods yard was basically alongside its small terminal station, cut into the low hillside, on the North side of the railway, and later named the North Yard.  The Southern Goods Yard being positioned at the opposite end of the station and on the opposite (Down side) of the line. Both Goods Yards had large Goods shed buildings with two internal tracks. 

Further freight sidings were provided in the "V" between the junction of the GWR and SR lines at the London end of the station and next to the line to Reading. These were the original "Clearing House" sidings for Interchange freight between the Two Railway Companies.

Yet further the Southern found it necessary to install a handful of freight sidings on the Up side of the mainline, which used basically the same access as locomotives going to the locomotive shed. These sidings being opposite their main Downside Goods Yard. These freight sidings became necessary post 1935 as a result of the new freight and locomotive connection between the SR shed, and the ex GWR station. 

Above: Having just departed the Up sidings South Yard, Class S15 4-6-0 No 30509 trundles through the Up Slow platform at Basingstoke with a trip freight for Woking Yard.

Also at the south western end of the station was the large Southern locomotive shed. This being on the Up side, of the line and conveniently placed to allow ex GWR engines direct access from the ex GWR part of the station, via the connection installed around 1935. 

Above: Devoid of name and number plates, Ex GWR 6851 "Hurst Grange" 4-6-0 simmers on the connecting line between the GWR part of the station and the SR shed, seen in the background. August 1965

The pictures above, clearly reveal much of the size of the station area, and many of the structures to be modelled. Of course the scenery doesn´t stop here, as the layout actually portrays a scale 5km of line. So much of the rolling countryside, as seen in the initial picture at the top of the page, also has to be made, including the flyover.

As I had transfered from 2mm Japanese outline modelling, when starting construction of Basingstoke. Changing scales involves a little re-coordination shall we say. So with respect to structural modelling in 4mm I decided to tackle something fairly straightforward for starters. This being an industrial building or small factory at the London end of the station. The building is actually fronting a road that passes under the railway at this point. So little more than the roof is visible at track level. 

Above: The first building tackled was this industrial building. The original also visible in the magazine picture strategically placed, you might note ! 

Buildings such as this, I make using plain white plasticard for the basic shell and strength. Then Slaters embossed "brick" plastikard is overlayed. The original roof during the period modelled appeared to change from corrugated asbestos to asphalt matting. The latter being simpler to model was made by spraying a sheet of A4 paper, in a subtle variety of deep grey shades. Then simply cut up using a scalpel into strips, and glued to the plasticard roof. Items such as downpipes, guttering and the chimney, were then added, made up from round, and half round plastic rod. Other items such as bargeboards were cut to fit from thin plastikard.

Above: An aerial shot of the Industrial building, revealing its full height and size. The road bridge and retaining wall also now added.

Next I decided to model something more challenging and useful. So I turned my attention to the Locomotive shed. Basingstoke shed was a three road structure. At 170ft long it was obviously intended to accommodate a maximum of three tender engines on each of the three roads. Something the size of Mr. Drummonds quaint little T9 "Greyhound" 4-4-0´s for example.

Photos of the shed in the 1960´s often reveal that three modern tender locos the size of Mr. Bulleids rather larger West County Class, wouldn´t quite fit and spilled out a little. This is rather inconvenient, as I wanted to get three "bigun´s" inside. Mainly to keep the inevitable dust of as many locos as possible, as much as possible. I therefore decided to build the shed slightly over length at 200 feet, or a scale 800mm long in 1:76th scale. 

Above: The main shed "shell" in 3mm modellers plywood. A start having just been made to cover this in Slaters plastikard "flemish bond" brickwork. 

In addition to the length the actual shed area is also 56ft wide, and 40ft to the roof hip. Further attached to one side are crewrooms and workshops making the whole building even larger. The shed incidently had no roof windows, making it rather dark inside. So I realised that sooner or later someone would derail a locomotive by hitting the buffer stops inside the shed. Obviously the shed would have to be removable to re-rail anything. I therefore decided the main shed structure and the attached workshops would have to be built as two separate structures. The "attached" workshops, would be fixed, and also act as a guide when lifting off and replacing the main shed building. Even so the actual shed part is still quite large, and fearing plasticard alone may not be rigid enough, I decided to also use plywood. This being special modellers plywood 3mm thick and intended for use in radio control aircraft or boat construction.

Above: The exterior being covered with "Slaters" embossed plastikard brickwork. Interior sprayed matt black, the normal colour inside any steam shed ! Roof construction just started.

The ply was cut and glued together in up to three layers. So as to achieve the buttress and other layered brick effects of the shed design. Once the shell was constructed, and tested for strength and rigidity, Slaters "Flemish bond" embossed plastikard was cut and glued to the wood. A start was then made on the roof in 1mm plastikard. The original engine shed roof, appears from most photos to have been made of something such as lead covered timber decking, possibly also coated in Bitumen to ensure it didn´t leak. To replicate this large "panelled" effect I simply cut up oblongs of 0.25mm thick plasticard, and layed them like very large tiles over the supporting 1mm plasticard. Then sprayed the whole roof in Halfords Matt black.

Above and below: The front and rear of the model showing the awkward glass panelled areas in the apex of the roof. Also the rear access door in green, and the blank section of walling where the seperate workshops and crewrooms will butt up when constructed, (upper photo).  

The main roof chimneys were of metal construction, and thankfully fairly simple to construct, as no complex brickwork or oddly shaped chimney pots were involved. More complicated were the large glass panels at each end of the shed in the apex of the roof. The one at the rear would appear to have been repaired, possibly as a result of WW2 bomb damage, with fewer panes. The front panel above the track entrances, always appears to have had one or two broken panes, in various places. Probably as a result of locomotive chimneys being parked directly beneath, and the heat cracking the glass. So the model replicates this. 

Above: The nearly complete main shed building, with just the chimney tops to construct. The pits infront of the shed, are from the "Peco" range. 

One other point to note is the fact that the adjoining workshops and crew rooms did not stretch for the whole length of the shed. But only for two thirds. The final third of shed walling included a pair of large double doors, I assume to allow locomotive parts to be dragged in and out on trolleys. I should add that in addition to the workshops and crewrooms built onto the side of the front two-thirds of the shed, there was a veritable "village" of other small buildings and huts scattered around the rear and between the shed and the mainline. 

Above: The rather run down real shed on 30.4.66, with a selection of BR Standard Class 4 and 5 locos. Class 5 No:73171 seen left is displaying the headcode for "Inter-regional" trains via Reading. Which was intentionally the same as other regions express headcode. The Southern 6 position headcode system denoted route, not class of train, as on other regions !

The next building to be tackled was a first step in construction of the numerous and large buildings required for the station and its immediate environs. The first of these being the oldest structure still remaining, that of the canopy at the country end of the Up Slow platform which dates from 1861 and the stations first rebuild. It doesn’t match at all with the newer canopies (one of which it is connected too) that were installed during the second rebuilding around 1900-10. This odd canopy has a mix of brick and timber for a rear support wall with a rather low V shaped canopy roof. The cast iron support columns are not centrally placed but nearer to the support wall than the platform edge. The model uses a piece of hardboard as the rear support wall with plasticard planking and embossed brick parts, and a plasticard roof section, with brass tube dressed for the supports. The Ratio SR style concrete platform lamp seen in the photo below, has a loudspeaker hanging from its nearest bracket, if you look carefully !  

Above: The odd 1861 era platform canopy being test fitted. In the foreground is the GWR to SR connecting spur. The two under bridges with the local roads which actually joined beneath the platforms, part constructed. In the background an M7 0-4-4T in the Down Bay, with a kit built Pull-Push set. In front of the train are the first brass support columns for the next section of platform canopy. 

To finish up this section on scenery are a selection of shots taken "out in the countryside". The first reveals the part built formation around Oakley station. Which on the "Mk1" layout had to be incorrectly positioned on the four track section for the problems stated in Part 1. However it does reveal typical rolling countryside as found in this geographical area. The scenic materials are mainly from "Woodland Scenics" which are made not from coloured sawdust, like many cheap scatter materials, but from ground foam which uses a colour fast dye to resist the bleaching effects of the sun. 

It may be pertinent to point out here that all the Peco track used on the layout is of course the new code 75 NEM system "finescale" track. This fairly new "finescale" track system was of course designed to meet the new refined tolerances of the NEM wheels as fitted to virtually all new model trains for some years now. Simply put if you insist on using the old code 100 type track, with modern NEM fitted rolling stock, you will experience more derailments than with the new "finescale" track. 

If locos in particular still derail, then its most likely the back to back measurment on the loco wheels is either to narrow or wide. This problem is easily cured if you buy and "NEM Back to Back gauge". You simply push it between the wheels to check the wheels accuracy. If the gauge won´t go in, gently force it in. If there is slop, then you have to carefully press the wheels together a bit on the axle. You´ll be surprised just how many commercial models are fractionally out when purchased, and how much better everything runs as a result of this quick check....

Above: A view of a hillside under construction. The polystyrene having been glued in place earlier is now being sanded to shape using a surform, prior to being covered in newspaper (see text).

Above: The area seen in the previous picture now papered over, and part painted in brown earth colour. 

Hillside construction is achieved fairly quickly and cheaply by using scraps of old polystyrene packaging, easily cut with a small saw and stuck in place using non waterproof PVA Woodwork adhesive. You can then sand the polystyrene to exact shape, once it´s glued firmly. Then rip up some old newspapers into strips and dunk the strips in a bowl of PVA (20%) and water (80%) well stirred. Slap the newspaper over the polystyrene about 3 or 4 layers thick and leave for 24 hours to dry. Paint with a cheap brown/earth coloured water based paint. When that´s dry, you´re ready to apply the scatter materials, again using the non waterproof PVA, smeared neat, in a thin film, over the painted paper. Only spread small areas of PVA about 150mm x 150mm (6" x 6") at a time, as the glue loses its tackiness fairly rapidly, because it forms a skin. The scatter material should also be gently patted into the glue to ensure it makes a good contact.

Above: The rolling Hampshire countryside, under construction around Oakley station. Polystyrene leftovers ready to form the next section of hillside in the background. Much of the track has been given a spray of "Track colour".

Ballasting can be achieved in a similar manner to hill construction. I use two slightly different methods. One for plain track and another for pointwork. It should be said that ballasting is a long laborious job, but if you don´t get this job right, your track simply won´t look realistic. 

Above: Ballasted track. Here a four track section of Peco "Finescale" track, complete with 3rd rail, soldered to tiny brass screws for strength, has been laboriously ballasted and spayed "Track colour". The chalk cutting uses "Plaster of Paris Bandage" (from a chemist).  

An important tip when laying track, is NEVER pin, screw or nail the track down. Screws, pins, nails will cause little dips in the track, and upset the smooth running of trains. I simply glue the track in place using PVA woodwork adhesive. This is strong enough to hold the track until you get around to ballasting it. I use "Tracksettas" (aluminium track rulers), to get nice sweeping curves without odd kinks in it. Then using Peco N gauge track pins, I very carefully just tack the track in place. Driving the pins only part way in.  These pins are of course removed, as soon as the glue has dried. This will be sufficient to stop even flexi-track from moving while the glue dries. 

I should add that to remove the rumbling effect of trains, I lay all my track on 1/8th inch ( 5mm) thick cork WALL tiles or rolls of this material. (Not floor tiles they are too hard). Purchased from DIY stores. As the PVA glue soaks into the cork material slightly, you need at least 1/8th inch thick cork, or the glue makes it to hard to remove much, if any of the rumbling effect !     

Above: Peco and handbuilt track laid on 5mm thick cork. Note that 5mm cork also helps provide depth for Kadee under track uncoupling magnets, one of which can be seen under the handbuilt track, this side of the steam locos driving wheels. The Peco third rail "pots" (white) were not strong enough being plastic, the 3rd rail being soldered instead to tiny brass nails. The locos (both modified Hornby) were testing 3rd rail clearances. 

Firstly plain track. I carefully pour Woodland Scenics real granite fine (intended for N gauge) chippings onto a a section of track a couple of feet long. I then fiddle about smoothing it out so it reaches the top of the sleepers. If there is another track parallel I fill the complete space between the tracks to the top of the sleepers. On the track side next to scenery, the edge of the ballast needs to extend about 8-10mm beyond the sleeper ends. The full depth of the edge of the ballast should finish with a nice 45 degree bank, and this edge should stay neatly parallel with the track. Beyond the ballast on many sections of track was some sort of drainage ditch, particularly if the track was in a cutting. 

I then spray the area from a few feet away with water using an old window cleaning liquid spray, to get the ballast damp. This helps to hold the ballast in place for the next step. Using an old Evo Stik PVA bottle, I fill this with only 15% PVA glue and 85% water, along with a couple of drops of Washing up liquid (to destroy surface tension). Give the bottle a good shake, before very carefully dripping this mix onto the fresh ballast. 

Above: Plain track ballasting in progress, and a long 5ft/7ft curved handbuilt point at the end of Oakley station platforms.  

With pointwork, because we don´t want to get ballast and glue into the moving parts if possible. I fill a jam jar half full with ballast, and then add the PVA/water/washing up liquid mix. Give this a good stir, and then carefully using a small old screwdriver (small enough to fit between the rails) apply little lumps of this ballast glue mix. Obviously the screwdriver acts as the applicator, and you can ensure the ballast only goes where needed and not around the moving tiebar, or other mechanism moving parts.

When the ballast is dry (usually a good 24hrs), it should be rock hard. You can then use something like "Railmatch Track Colour" spray paint, to cover the whole track area. Ensure all the rail sides are also covered. When this is dry you simply use a Peco track rubber or similar to rub the rail surfaces clean. 

Above: More scenery. The A30 road, crossing both the Southampton and West of England lines on Basingstoke Mk1. Here the track, bridges, and cuttings are virtually finished, and a start had been made on constructing the railway cottages at this point. The King Alfred (of Winchester) buses, even have the right destination blinds - Basingstoke and Stockbridge. 

One last and important point about my method is this. Having used the PVA non waterproof variant (In the green bottle if using Evo-stik). It is possible to lift your track, and replace, move or salvage it, should you need too. You simply pour warm water onto the track, and leave for about ten minutes to soak in. Then using a steel ruler you can carefully slide this under the track, and lift it. You can then wash the track, to get remaining bits of ballast off.  

Above: A little detail. A speed sign for the junction, a signalling electrical cabinet, and some point motors of the type found around Basingstoke, and of course those telegraph poles. 

Above: Oakley station car park area. Track and ballasting complete. Hillsides and platforms in place. Etched brass Scots Pine trees planted. Fences and hedges now being installed, as the tail of an Inter-regional train, Gresely & Thompson coaches, passes. Now wheres that station building got too....         

     

The hedges seen in the photos were made from Woodland Scenics foliage material glued over some odd scraps of cork tile. The etched brass Scots Pines and other types of trees, are from an Architectural Company "3D" in London. Many of the trackside fences are made from fine brass wire and square plastic rod with holes carefully drilled through them. Even the dummy point motors were made out of plasticard, to the type seen around Basingstoke around 1960. The signals seen, are modified Eckon heads, on scratchbuilt (plasticard) gantries, or Model Signal Engineering (MSE) etched brass kit gantries.  

That currently completes "Scenery and Structures". See also :-

Part 1 - Introduction.

Part 2 - Further Research.

Part 3 - Baseboards and Control Panels.

Part 4 - Construction and Operation.

Part 6 - Coming soon - Steam locomotives.

Part 7 - Coming soon - Modern Traction.

Part 8 - Coming soon - Coaching Stock.

BASINGSTOKE - PART FOUR

BASINGSTOKE IN "OO"

Above: BR 4-6-0 Standard 5 No73043, passes under the ex LSWR semi-automatic air operated Up advanced starters alongside Barton Mill (Basingstoke) carriage sidings. 26.9.64.

PART 4
Accessories
Signals

Above: Brighton Station 1972. 3 Aspect Up Platform starters. The left hand signal (for track to the left) displays a green (clear line) aspect and "T" for "Through" line (Up Fast). The smaller lower signals are shunting signals to allow EMU´s to go to the depot or similar. The signalbox is to the right accessed by the footbridge. These signals date from the original electrification in 1933 with only minor modification. 

In 1965/6 the area around Basingstoke was resignalled as part of the preparations for third rail electrification. The four signalboxes around Basingstoke and others to the North and South were all closed once the new Computer panel box was ready. The semaphores on the mainline as well as the ex GWR semaphores on the Reading line were replaced with modern colour lights.

On the layout the appearance of a "large white elephant" which was the term rudely applied to the new box because it was large and white, was not in keeping with the period modelled. Therefore the mainline will have modern colour lights but with the original signalboxes (three of them) still in place. On the Reading line ex GWR lower quadrant semaphores are still used.

This situation was decided upon for a number of reasons. Firstly the ex LSWR semi-automatic air operated semaphores (virtually unique in Britain) were nearly all mounted on complex and large lattice gantries. To model them, and make them all work would have been extremely awkward, and they would have been prone to damage due partly to their size. Colour light signals are easier to build and control correctly. So this applies to the 4 track mainline. However the grace of the semaphore was still desired, so the Reading line still has its ex GWR lower quadrants. This also gives museum visitors a better impression of British signalling. In addition the new power box installed in 1965/6 was built on land that had previously been a loco standing point for trains that had previously changed locos here. This would obviously cause problems of operation on the layout if that spur was replaced by the new box.

Above: A example of the 1966 style of 3 aspect colour light signals as installed for the Basingstoke re-signalling. This gantry has the Up Slow and Up Fast signals protecting the station. Both with small subsiduary calling on signals. The Up Fast signal also has a route indicator to take trains over to the Up Slow.

The model colour light signals use a combination of modified Eckon (3 aspect) type heads, and some totally scratchbuilt parts. Scratchbuilding and altering the Eckon signals was necessary to get both the actual type of Colour lights as installed around Basingstoke in 1966, and to provide signal types not actually made by Eckon such as “Calling on” subsiduaries. All the signals work, and they all work in the same manner as their real life counterparts.

Installation of the signalling was complicated by the fact that the four track mainline through Basingstoke is of the Up/Up/Down/Down layout and not the more common Up/Down/Up/Down layout. This required signal gantries, so the pairs of signals, one for the slow line and one for the parallel fast line could be mounted next to each other on a single gantry. The correct style of signal gantry as provided under the re-signalling scheme for Basingstoke in 1966 are not available as commercial items. So all the gantries have been scratchbuilt, using photos and drawings of the originals.

Above: An almost complete scratchbuilt gantry reveals the wiring necessary for the two signals and the method of installing the wiring, the signal once installed is seen below 5/7/2013.

To these gantries the signal heads are fitted once they have been altered to the correct style, and then the handrails and ladder (in brass) and other minor details added. As many of the signals on these gantries have Junction indicators and/or subsiduary signals the wiring can become quite prolific. Fortunately the girder type construction of these gantries allows space down the inside of the gantry support column for up to 15 (fine) wires, which are carefully superglued neatly side by side, and then painted. The wiring then passes through the plastic baseplate and the baseboard and the wires are connected into a “chocolate block” wire connector immediately below. The signal baseplate is screwed to the baseboard so that they can be removed at any time if necessary, such as on the rare occasion an LED fails.

Above: The ex GWR Down Home signal appraoching from Reading. Built from "MSE" parts.

The semaphore signals are mainly products from "Model Signal Engineering" (MSE). This firm specialise in very accurate kits and parts to make up almost any type of semaphore signal from the Big Four or BR days. They produce most parts in brass and/or white metal, and many parts are designed so that they can accommodate minor variations between real life signals. They are also designed to be fully working, and are even provided with clear “glass” of the correct shades for the spectacle plate. My semaphore signals are also fitted with a micro-LED lamp in place of the white metal dummy provided, and the signals are connected through a tiny hole in the baseboard to a specially altered electro-mechanical relay immediately below. The relay does the dual job of physically operating the signal arm, and interlocking the signal with pointwork. The semaphore signals are otherwise controlled by switches on the panel and only interlocked with relevant pointwork to prevent a clear signal when conflicting pointwork is set. Only one gantry semaphore will be needed with two posts and two arms. The rest are straightforward Home/Starters or Starters above a Distant.

Above:The signal gantry seen previously being wired up, and now installed. The complexity of the three junction indicators on the two signals means they are interlocked with a number of points.

The Colour light signals are more complex from the point of view of wiring up, and as I am an ex train driver I want the signals to operate as they do in real life or as close as possible. This requires, as in reality, the use of relays and track circuits, and because of the numerous junctions and crossovers involved, means the wiring just for these signals exceeds a mile of cable.

Above: The Up slow and Up fast signals protecting Worting Junction, seen from the rear, now surrounded by scenery. 15/9/2013

When a junction signal is involved, the situation is greatly complicated. The relevant pointwork has to also have a direct control over the way the Junction signal operates. The Junction signal therefore has to know which way the points are set, so that it works in conjunction with the track circuits on whichever route is set.

A further complication occurs when signals are changed between "Automatic" and "Manual" control. It's standard practice in many more modern boxes to switch signals for example at night to automatic, when there are fewer trains. Surbiton panel box was a good example, as many of the branches such as Hampton Court and the Guildford "New Line" had no service after around midnight, so the junctions to and from these routes did not need to be used. Turning the mainline signals to "Automatic" allowed fewer signalman to be required on duty. On the layout a similar situation prevails, and the colour lights can be set to "Automatic" to allow trains to simply be left to circulate (one per circuit). When they are on Manual control, as you would expect, all the Junction signals have to be manually released.

All the complications explained, and the virtually infinite number of permutations possible with junction signals depending on your track plan, are the primary reason why no "off the shelf" commercial product exists to control Colour light signals realistically. This being irrespective of whether you use 12v DC or DCC.

Above: The wiring necessary for plain line signals K4 & K5, and signals B1 & B2 with route indicators on the Up Slow & Up Fast.

Points and point motors

The layout uses a mix of Peco Flatbottom code 75 track, C&L code 75 Bullhead track (both flexible track types) and around 640yds of the stuff. Peco Large 5ft radius points and a lot of large radii handbuilt ones. The points, all 200 of them, are operated by Fulgarex slow action point motors. The MINIMUM radius on the layout has been set at 5ft. This all points (excuse pun) to a major problem faced by modellers but very rarely mentioned or discussed. That of minimum radii.

As an example Hornby´s Radius 1 curve is 371mm which translates into a real life curve of just 92ft 9in. Just negotiable by a modern articulated tram or the specially built cars on the elevated Chicago (USA) metro which actually has a minimum radius of 90ft. If I´m generous we can look at Hornby´s largest curve Radius 4 at 572mm. This translates in real life into a radius of just 143ft. As London Undergrounds sharpest permitted radius is 200ft and Underground stock is designed for sharper than normal surface railway curves this implies a serious problem. Indeed even a 200ft curve is limited to 10mph. Now Peco´s largest point at 5ft radius or 1525mm equates to a real life curve of 381ft 3in. But when you consider that most mainline BR locomotives were limited to 6 Chains (462ft radius) or more......!

Above: A handbuilt 5ft radius point under construction.

The point of all this is, that the laws of physics apply equally to a model as much as a real train. In other words the stresses of negotiating a curve increase by the square root for every degree of curvature. In simple terms this means that the motor in your model loco has to use more and more of its power to negotiate daft kiddy curves, and has little power left to pull the vehicles you attach behind it. Worse still the constant stress of negotiating such sharp curves seriously reduces the motors life expectancy, as the stress rapidly heats up the motor which burns out the brushes, and damages the windings !

Probably more important to the average modeller, is that such sharp curves simply don´t look real, and this is highlighted by the silly and unrealistic problem of huge gaps between your corridor coaches and other vehicles. Does this mean all your passengers are long jump experts ? Or the fireman on your steam locos has to jump with a shovel full of coal ?

When looked at practically my main concern was to abolish the ghastly gaps between vehicles simply to make the trains look more realistic. This also involved a simple cure to those daft British toy couplings, all of which will be discussed more thoroughly in a section below. I discovered through testing some stock, that a 5ft minimum radius was the smallest radii I could use and abolish those unsightly gaps. As I was fortunate to also have a large space in which to build the layout, 5ft it was!

Above: A completed 5ft radius left hand point, before trimming and painting. Note the point operating crank already installed.

As it was always my intention to handbuild many of the points on Basingstoke, as I have done with all my layouts. In all scales from Z to O gauge including dual gauge Z/N. The reasons being that handbuilt points cost only a fraction of a commercial product. In addition, as in real life, I can build any size point to fit the available space. Scratchbuilding also ensures that all parts are metal, avoiding dead bits of plastic rail and particularly dead frogs as found in some commercial products. You can also build points (on site) in long fluid runs reducing the number of railjoints, the space required, and maintain one radii throughout as required.

It does of course mean that handbuilt points will be of the live frog type, and by necessity require a switch to control the polarity of the “Frog”. Live Frog points however are much more reliable for running, which is why club layouts tend to use this type almost exclusively. Because handbuilt points don’t have any type of operating mechanism built in, such as the spring found in Peco points, they must be controlled by some method, such as a point motor.

Above: Part of the junction between the Reading line and main London line, showing the handbuilt double slip on the Down Fast.

As mentioned you really need a good quality point mechanism to operate all points on a layout. Handbuilt points do not take kindly to the Solenoid variety of mechanism, which hammer the point blades over each time they are changed, and result in blades and or tiebars being broken sooner rather than later. The solenoid type of mechanism can also end up breaking the hair spring in Peco points ! Having tested virtually every type of point mechanism available including Bemo and Tortoise, I found that the Fulgarex (Swiss firm) mechanisms were both the most relaible and the most versatile. So I now use these exclusively. The Fulgarex system is a 12v DC point mechanism described as a “slow action” type, because it actually uses a cheap 12v DC motor to wind the blades over slowly and then gently press them home. This is ideal for handbuilt points and also more realistic. In addition Fulgarex mechanisms also come with two spare switches, one of which is used for the frog, and the other is free for interlocking. Two further switches can be added if required, although I now use relays if more switches are needed.

Installation of Fulgarex point mechanisms is also simple, as you only need to drill a 1mm diameter hole in the baseboard. Drop the pre-shaped brass crank through the hole, locating the upper end in the point tiebar. Then screw the mechanism to the underside of the baseboard, right next to the crank, (ignoring the instruction sheet) and bend the lower end of the crank to locate in one of the four holes provided in the mechanism actuation bar. Depending on the thickness of your baseboard you will probably have to shorten the brass crank, by snipping off the excess. The only problem with Fulgarex mechanisms are the instructions, which are NOT intended for application to handbuilt track or even sprung Peco points, and if followed the mechanisms will NOT work properly.

Above: Fulgarex slow action 12v DC point motor with brass crank. Having tested virtually every option available, I can't find any other design that is as versatile.

Cab Control

Operation of the layout takes advantage of a few electrical tricks aimed at helping to operate layouts in a realistic manner. The first of these being "Cab Control".

Cab Control is a system to allow the operator of one part of a layout the ability to temporarily control another part. Simply put it allows any track section to be temporarily switched to another controller. To comply with real railway safety rules, it assumes of course that you have divided your track into switchable sections, between each signal. The section switches instead of being the simple on/off type are Single Pole Double Throw (SPDT) or in laymans terms a centre off switch with two "ON" positions. This has three contacts on the back. The centre contact is connected to the plus rail of the section of track to be "cab controlled" and a plus wire from each of the two controllers to control this track are connected to the other two contacts on the switch. About as complicated as a Ham and Cheese sandwich you might say !

A wire saving system known as "Common Return" is obviously used, as this can reduce normal style wiring by as much as 35%. It also makes wiring a lot simpler as a result. Indeed you really should begin the layout wiring by running one wire right around the layout in a complete circle. This will be your "Common Return". As lots of things can get attached to this wire, I´ve found it wise to use Automotive/car battery cable for this wire. Best to buy a 50metre roll of black cable from "City Electrical Factors". There is probably one in your town. The Common Return is of course for Negative (-) 12v DC use. Don´t connect anything AC into this wire.

The first thing I connect to this (Common return) wire at the nearest point are the negative (-) wires from ALL my controllers. I simply snip the common return at the point where I need to connect another wire to it, and using a "chocolate block" (wire connector) join the cut wire and the wire to be connected to it, together. So seven controllers and seven short wires to the Common Return. I also connect the negative (-) wire of any other 12v DC supply, such as the separate 12v DC negative (-) point supply wire. Also the negative (-) from the 12v DC signal lighting supply. So in a matter of minutes I can complete a major component of the layouts wiring on this massive layout. The "Plus" wires are of course another matter, as plus wires have to go individually to whatever it is they must supply such as a section of track, the red LED on a signal or a point motor, and MUST be kept seperate.

Couplings and Corridor connections

Couplings and Corridor connections still seem to be a bit of a problem with commercial RTR in Britain. Although both Bachmann and Hornby have made some progress to aid modellers in this direction more recently. However the continued use of daft toy couplings and unrealistic gaps between stock is plainly absurd when you realise that the solution to both problems has been available commercially for decades !

Above: Kadee fully working and automated "Buckeye" couplings as used on layout stock.

The couplings seen in the photo above are from the US firm of Kadee. They are known in the US as "Knuckle" couplings, as they are models of the real life automatic coupling fitted almost exclusively to all US trains. In real life this type of coupling reached British shores before 1900, when the US Pullman Car Co Ltd began operations on the railways of Britain.

Here in Britain a minor modification to its design allowed it to be increasingly used on British stock, where it was named the "Buckeye". BR post 1948 adopted this coupling for many of its trains including all hauled passenger coaches, and most multiple units, as well as some wagons and even some locomotives.

As a result of the technical standards agreements made between most European model manufacturers back in the 1980's and known as "NEM". One benefit of this is the now standard shape, size, and height coupling pocket that is being fitted to most British outline models from the likes of Bachmann, Heljan and Hornby. Although NEM is not part of the American model market which has its own "NMRA" standards, the firm Kadee has introduced versions of their "Buckeye" coupling on European "NEM" shanks. The right hand two couplings in the photo above demonstrate this.

This means these couplings can now be simply plugged into almost any British model vehicle. For those models pre-dating the NEM system, the left hand coupling seen in the picture is another option from Kadee, that can be glued in a suitable position on older British models as it comes complete with its own pocket.

The advantages of using this coupling are not just that it is a model of a real life coupling, of a type used on British trains. It is also nearly to scale size, and therefore less obtrusive than the silly toy coupling currently used on British "OO" scale models as the standard. Further, it has its own built in sprung pivot to help in corners and allowing by this fact alone a reduction in the unrealistic gaps between vehicles.

Yet further the Kadee Buckeye coupling is designed to be automatically uncoupled by magnetism. Three types of special magnets are available from Kadee to make this possible. Track mounted magnets for those who retrospectively fit these couplings on an existing layout. Hidden under track magnets that require to be buried in the baseboard, and thirdly electro-magnets that require a hole to be cut right through the baseboard to mount them under the track. This last type is designed for situations such as in a station platform where a permanent magnet might try and uncouple stock not needing to be uncoupled.

Even more helpful was the addition of a delayed action feature to these couplings some 20 years ago. This allows for example one magnet to be positioned in the throat of a goods yard. When a shunting loco propels wagons over the magnet, and stops to allow uncoupling by the magnet, the shunter can then carefully resume propelling the uncoupled wagons to where they need to be left, without the couplings recoupling ! This makes realistic shunting a pleasure to perform, totally hands free, without any unnecessary and unsightly uncoupling ramps, as required by the toy coupling system currently used.

Despite the fact that these couplings are precision made in metal, they usually cost in Britain around £3.50 for a packet of four. Bulk packs work out even cheaper !

Above: A Kadee Buckeye coupling fitted to a DC kits Hampshire 2H unit. The coupling type they had in real life.

Obviously as this coupling has just about all the benefits and virtually no disadvantages I fit the tenders of steam locos, and both ends of Diesel and Electric locos with this coupling. Passenger coaches as they run in SR style “sets” only require this coupling on the outer ends. Within sets I use some version of semi-permanent coupling such as that provided by Bachmann with their Mk1 coaches. Or when nothing is provided that’s suitable, I often fit a simple hook and eye made from 1mm brass wire and painted matt black which obviates the need for any chunky unrealistic toy coupling between coaches.

Above: How Kadee’s can reduce gaps to something far more realistic.

In the photo above can be seen the tender of a Hornby Bulleid Pacific coupled to a Hornby Gresley coach. The gap is almost as close as real life, and fitting took just ten seconds !

The next problem is corridor connections on coaching stock. Their existence can hinder the desire to abolish the unsightly gaps, as they can obviously bang together in curves and cause derailments. The model corridor connections are of course rigid which is part of the problem. The situation is however improving as both Hornby and Bachmann have begun to apply another "NEM" feature the "flexi-mounting". This has so far been applied to Bachmanns Mk1 and Mk2 coaches, and one or two other items. With Hornby it can now be found fitted to their SR Maunsell; GWR Hawksworth; LNER Gresley; and Stanier LMS coaches, and no doubt one or two other new items.

The "flexi-mount" means that the "NEM" coupling pocket is now mounted on a separate shaft, which is itself pivoted around the bogie centre, between floor and bogie. It is therefore able to both pivot sideways in curves but also to move outwards in proportion to the curve being negotiated to increase slightly the distance between vehicles and prevent the corridor connections from snagging and causing derailments. On such models the Kadee can reduce the gap slightly more by simply selecting a Kadee with a shorter shank. There being three lengths available.

Getting corridor coaches to virtually touch each other is however partly dependant on the minimum radius on your layout. Knowing all about such problems from my long experience building layouts in numerous scales, I designed Basingstoke with a minimum radii of 5ft for all tracks.

Above: Black cartridge paper was used to make these flexible working “British Standard Suspension” corridors, as found on ex GWR and LMS coach types.

Of course "flexi-mountings" would be nice on all older models, but to redesign and fit such an item is extremely difficult. Therefore other solutions for older models and kit and scratchbuilt stock need to be considered.

Above can be seen two ex GWR Collett coaches (One Bachmann the other Hornby) with the British Standard Suspension (BSS) type corridor connections as used by the GWR/LMS. The BSS type corridor was designed around 1880 to be used in conjunction with buffers and the British "Screw link" chain type coupling. The buffers took the buffing strains and the coupling the haulage strain. The corridors as can be seen on the models were round topped, and usually fitted to square/flat ended designed coaches. It was longer and as its name implies had to be suspended by brackets fitted above the corridor to help hold it steady as the train moved. They were also coupled together so that through pointwork no gap would appear for passengers to trap feet or arms.

A working flexible model of the BSS type (as seen above) which replaces the rigid plastic one fitted on the model as purchased, is here made simply from black cartridge paper bought from a good art shop, in two thicknesses. The thicker paper being used for the outer end, and the thinner paper to actually make the concertina parts. They can be made longer to suit layouts with sharper curves than I have of course. Takes about ten minutes to produce and fit each one, and they cost under 5p each !

Above: The “Kean Systems” sprung floating corridor connections. Suitable for use on vehicles with the Pullman type Corridor connections (LNER, SR, BR and Pullman).

For the other type of corridor connection known as the Pullman type, used by the LNER and SR as well as Pullman, the design was totally different. It was shorter and far heavier and less flexible. It was of course a design originally taken from its American counterpart and intended to be fitted to coaches having the automatic Buckeye coupling, and NO buffers. The US had dispensed with buffers in favour of the "Knuckle/Buckeye" coupling by order of Congress.

This type of connection was usually fitted to "Bow ended" type stock where the centre of the bodyshell extended beyond the chassis by around 1ft. In conjunction with the Buckeye coupling which is also shorter and much stronger than the British Screwlink, the system was adopted by BR as it had been proven in a number of nasty accidents that Buckeye fitted stock helped to keep the vehicles in line and reduce casualties when accidents occured.

The bottom floor section of the corridor connection is again much sturdier. Behind this section, which is known as the Pullman Rubbing Bar, are hydraulic or heavily loaded sprung rams. These take much of the buffing forces, as these connections are NOT physically coupled together like the BSS type. The existence of the Buckeye directly below which can take both buffing and pulling strain obviates the need for buffers. Indeed the existence of buffers is a severe danger to the safe operation of this system. As a result British coaches which need to be able to operate when coupled to the BSS type safely had to have "retractable" buffers.

In addition the Buckeye itself was built on a vertical hinge, and held in place by a heavy duty pin. This allows the Buckeye to be lowered, by removing the pin, which reveals a traditional coupling hook hidden behind. The gap between coaches fitted with the Buckeye/Pullman Connection is therefore less than with vehicles fitted with the older BSS type.

To cope with this system on the model, you should first ensure that any sprung buffers such as those fitted to Hornby Pullmans and SR Maunsell coaches, have their buffers retracted, by removing the spring and gluing them in their fully retracted position. This will allow the vehicles to be brought closer together. As seen in the photos below, is the "Kean Systems" sprung floating corridor connection system suitable for coaches that used the Pullman type corridor connection. It is however limited to about 3-4mm of gap that it can fill, so 6-8mm for two vehicles face to face. In addition it is unlikely to work correctly if the curves on your layout drop below 3ft 6inches radius. Such sharp curves would in reality be to sharp for a train to negotiate, hence the numerous problems encountered on model layouts which have such tramway type curves.

Top:The parts supplied to make up a “Kean Systems” sprung floating corridor connection. Above : A copy I made to fit a Bullied coach in white plasticard.

That currently completes "Construction and Operation". See also :-

Part 1 - Introduction.

Part 2 - Further Research.

Part 3 - Baseboards and Control Panels.

Part 5 - Coming soon - Scenery and structures.

Part 6 - Coming soon - Steam locomotives.

Part 7 - Coming soon - Modern Traction.

Part 8 - Coming soon - Coaching Stock.