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.