BASINGSTOKE IN OO - PART THREE

BASINGSTOKE IN "OO"

Above: Class E4 0-6-2T 32505 under the "sheer legs" outside Basingstoke engine shed in 1958.

PART THREE

Baseboards.

Basingstoke Mk1 was of course built in the loft of my German House. Its main constructional disadvantage was the problem of the roof support beams, and even though the available space appeared to be large enough to include Worting Junction and the flyover, this proved impossible in practice. This was due to certain model locos being incapable of pulling full length (12 car) trains up the realistic 1 in 90 gradients.  

Basingstoke (Mk2) will have no roof supports to avoid, and with more space available will have gentler than real life gradients of 1 in 100 for Battledown flyover. Actual baseboard construction will follow the same methods I have used for over 30 years. For exhibition layouts I always use Marine Plywood, as this greatly resists warpage of baseboards. Baseboard warpage, especially at joins, is usually terminal, if you want to avoid derailments and other running problems....    

Above: Basingstoke (Mk1). The fiddle yard baseboard under construction, back in 2010. The area seen here is about 22ft long.

As seen above the "Mk1" layout was built around the roof support beams. Being a fixed layout, the framework used 2.5" x 1.25" softwood, screwed to the roof support beams where available, to reduce the need for legs. Plywood being used primarily just for the baseboard tops. 

As Basingstoke Mk2 is being built as a freestanding layout intended for exhibitions, it has to be built with regular length individual baseboards. These must be resistant not only to varying atmospheric and temperature changes, but the stresses of being humped around and loaded into and out of lorries. As a result each baseboard will use only Marine Plywood for its construction. 15mm thick plywood for the framework, which has to be at least 75mm (3"in) deep, to protect relays, point mechanisms and other electrical gear fitted under the baseboard top. The actual top will use 12mm plywood. 

Each baseboard will then use carriage bolts and wingnuts to bolt it to its partner, and steel pattern makers aligning dowels to ensure precision alignment. This is critical if you want the tracks to align perfectly every time. 

The baseboards will be supported by slot in legs around 1370mm (4ft 6in) high, to ensure viewers can see the trains and not just rooftops going around ! The slot in legs are held in place by blocks screwed inside each baseboard corner. To stop the layout rocking gently, the dual purpose "racking bars" used during transport, are bolted diagonally between each leg in a "W" pattern. As the layout is also an oblong in shape this ensures the layout when fully assembled is rigid. 

To cater for the problem of small children, I also build large sturdy wooden "Kiddy boxes" with a handrail. This gives the kids a grandstand view, ensures they have space amongst all the adults, and gives them something to cling onto rather than the layout itself .  It´s pretty popular with Dad too !

Control panels and lighting pelmets are also bolted to the rear of the baseboards once assembled, although these will also have legs that reach the floor, to ensure baseboards don´t twist from their weight.  All the methods so far described also ensure a relatively quick method of erecting and dismantling the layout. Something to be considered at large shows, where there is often chaos as many layouts, and their members struggle to get set up, or rush off home when the shows finished...... 

Above: An early view of the Mk1 layout. One corner needed removable baseboards to access a storage area. It shows my system of "slot in" legs, where the top crossbar of the leg doubles as a baseboard framework support, to help discourage sagging. (Summer 2010).  

Once the baseboards are built and erected, the next step is to lay 5mm (1/8th") cork over the area where track will be laid. The cork is of course needed to remove the rumbling effect of trains, and makes running far smoother. It is necessary to use cork of at least 5mm thickness as the glue used to stick it down, and then stick the track to the cork is woodwork PVA. This glue is obviously absorbed slightly by the cork, so thin cork less than 5mm thickness is useless ! Cork wall tiles from the DIY store are usually the cheapest option. 

Control Panels    

Consideration must also be given to the fundamental methods of operating large complex layouts such as Basingstoke. It is by its nature beyond the capacity of even two people to operate reliably or realistically. That is unless you want to turn it into an automated train set. Which would totally defeat the reason for building the layout in the first place. The idea being to get enjoyment out of operating it, in as true and realistic a fashion as possible. This fact therefore means that the track plan has to be divided up into sensible operating areas. 

As Basingstoke is basically a four track mainline, logically this means four mainline operators, each able to control one complete circuit. The two track Reading line with its own Fiddle Yard sidings, and its own goods yard at the station, makes two more operator positions. While the locomotive shed and the yards at that end of the station can be conveniently controlled by another operator. A seperate Fiddle Yard operator is needed to simply oversee loco and stock changes, and ensure trains don´t stop foul of pointwork.  

  

Above: The Reading line panel on the Mk1 layout. On Mk2 the addition of Fiddle yard sidings and a second controller will be necessary, to this panel. Section power switches are white. Point control switches black. Signals switches Red. Communication switches Blue.

For all this you need control panels with all the relevant controls on them, to allow each operator to control his “patch”. Each control panel is therefore built in timber along the lines of a Signalbox panel, with a track plan and the necessary switches positioned on the plan to control the track, points and signals and certain other accessories. This type of control panel is the simplest and easiest style for any operator to learn, as everything is visually displayed and positioned in the relevant position on the plan, and it´s all instantly to hand. 

The control panels are then either bolted to the layout as with Basingstoke Mk1, (as seen in the pictures) or with Mk2 they will simply be bolted to the layout but also have a pair of legs to avoid the problems of the weight twisting the baseboards. Into the control panels, which all have a hinged facia, go the naked transformers necessary to provide all the supplies for the various accessories used to make the layout function.  I always provide separate transformers for each.  This means that the 12v DC point motors don't make the signals dim when operated for example, as each has its own supply.

Above: The Up Fast and Up Slow control panel for two operators. Part complete, but the first colour light signal repeater LED's (11 illuminated) are visible. 

The Up Slow and Up Fast panel seen above, gives an idea of a dual panel for two operators. The two tracks are marked with coloured lines, while white lines indicate tracks outside their control. At the time of the photo some of the signals and their panel repeaters had been installed. The panel repeaters only show the red or green. Red when the corresponding signal is red, and green when another colour on the actual signal is displayed. The operator only needs to know if the signal is at danger or clear. At that time the panel was provided with two hand held controllers, seen hanging at each end of the panel. This was necessary as the operators needed to move about a bit to oversee uncoupling of locos when required.          

Because the layout is large, the various control panels are positioned at suitable places around the layout. So that we avoid shouting and loosing concentration, communication where necessary between control panels and their operators, is provided by a couple of switches and LED´s. So for example when the "Down Fast" line operator has a loco to send to the Locoshed, he simply turns on a switch marked "Loco for shed", which illuminates an LED on the Locoshed panel marked "Loco from Down Fast". When the locoshed operator is ready to accept the loco offered, he simply turns on a switch marked "Send", and a corresponding LED on the Down Fast panel lights up "Send". The operators must also check that the route is set and the signals clear, before actually making the move.

 Above: The Down Fast and Down Slow dual panel about 75% complete. This panel was around 1.5metres (5ft) long.   

In addition to the signal repeaters on the control panels, and the communications system just explained. It must be explained that all mainline pointwork is electrically interlocked with the signals. This ensures that if operators forget to check the points along a route, any point not correctly set, locks the relevant signal at Danger. Further, if the Operator fails to notice his signals are red, and attempts to drive the train past the signal. It will be brought to a halt in many cases where there is a risk of damaging the models by crashing. This "safety feature" typical of a real railway, is very simple to install. It simply means you extend the "frog" area of the relevant point by about a foot, electrically.    
 

Further operational convenience is provided by using "Cab Control". This being a feature which allows two or more operators to actually control the same piece of track. For example: An electric multiple unit (EMU) arrives from London in the Down Slow platform, and is obviously driven by the Down Slow operator. Once it has arrived, its next move is to head back to London by crossing over to the Up Slow track, operated by the Up Slow operator. When the move is ready to be made, the Down Slow operator simply switches his platform track section switches to the "Up Slow" operator, who drives it away. This does not prevent the Down Slow operator from driving another train somewhere else on his circuit at the same time. This system also ensures that real railway type safety is adhered too. As "cab control" ensures that only ONE operator at a time has control of any section of track, with the signals and points being interlocked to also ensure someone else doesn´t crash their train into the EMU as it crosses the 4 track mainline. All real life features, it should be noted that Digital Command Control (DCC) model layouts can´t benefit from !!!!!   

  Above: The Locomotive shed control panel, half complete. Note the 35 section switches in the shed area, each capable of holding a loco. 

The Locomotive shed panel as seen above, is slightly different in a few ways, due to its nature. Firstly so that locomotives can be driven reliably at very slow speeds whilst shunting around the shed area. When they go to turn or get water or coal, a special controller was used. This being a KPC (Kent Panel Controls) innertia resistance controller, specially modified for the job. The Heljan Turntable controller can be seen positioned correctly on the track plan. The turntable it controls can just be seen at the top of the picture. Control is very smooth and jerk free. Installation requires a hole to be cut in the baseboard, and it happily marries up to the Peco finescale code 75 rail of the surrounding track.  

Above: The complex Fiddle Yard control panel, on the Mk1 layout, will no longer be needed on Mk2. The worst conflicting moves being the two diamond crossings seen at the right hand end of the plan. 

On the Mk1 layout, the problem of not having Battledown Flyover, as a result of the inability of certain locos to climb the necessary gradient, meant conflicting movements in the Fiddle yard were also unavoidable. This required a control panel in the Fiddle Yard to oversee all moves in and out. 

On Mk2 with the necessary flyovers now possible to remove conflicting moves, no Fiddle Yard panel is necessary. The 32 sidings in the new Fiddle Yard are divided amongst the six mainline control panels, so they each control their own storage tracks. This will also save on points, and point motors, as well as simplify operation in this large complex area.  

Incidentally almost all the markings fixed to the control panel facias were simply printed off the computer, and cut out with a scalpel and steel rule, before being glued to the panel facia. The panels were then varnished on nearing completion.   

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

Part 1 - Introduction

Part 2 - Further research

Part 4 - Coming soon.

Part 5 - Coming soon. 

Part 6 - Coming soon. 

Part 7 - Coming soon.
Links to other "Parts" below

      

BASINGSTOKE IN OO - PART TWO

BASINGSTOKE IN "OO"

Above: Merchant Navy class 35005 "Canadian Pacific" passes Basingstoke locomotive shed, with an Up Bournemouth express in 1960.

PART 2

Further Research

To aid with the planning and operation of the layout timetables, and the correct combinations and formations of stock and locomotives. A little further research was necessary.

Firstly reference to certain British Railways internal publications was imperitive, if any sense of accuracy in operation of the layout was to be acheived. A real railway wherever located in the World, needs lots of operating publications if its staff are to make the whole function reliably. Included in these publications are firstly Timetables. Public timetables give basic train times of passenger services, but the railway also has what are known as "Working Timetables", which show in addition to the passenger trains all other movements such as "Light locos" and freight trains.

To ensure all the necessary locomotives are available at the right places and times, "Engine Working Notices" (EWN) give details of each locomotives precise operation.

"Carriage Working Notices", (CWN) detail the precise formations required for each train, and how this formation is altered en route.

The "Carriage Working Notice Appendix" (CWNA) gives details of all available carriages and certain vans, such as Post and Parcels types. In the case of the Southern Region it also showed how most of the coaches were run in fixed "Sets", and what "Loose" vehicles were available to add to trains in times of overcrowding. Details of catering vehicles and what services should have these added, and even details of all available Pullman cars.

Having obtained access to many of these publications, thanks to the SEmG* and BRCS*. I began by exploring the railway timetables to get a good idea of just what passed through Basingstoke. 
  

Above: London Waterloo to the West of England public timetable for summer Saturdays in 1957. Note Basingstoke appears on the fourth line, and all the stations to Exeter are then listed. Click on timetable to enlarge !

It will be noted that only a few of the expresses to the West actually stop at Basingstoke. Many are shown as also including "Restaurant cars", and "Through coaches" such as the 10.45 departure from Waterloo. This train being a Summer only service direct to Seaton. It also included a Buffet car. Note it stops at Axminster to detach two or three coaches for the Lyme Regis branch, which would have been attached to the branch train to reach Lyme Regis. It then chuffed up the hill to Seaton Junction, where the remaining 6 or 7 coaches had to be reversed into the branch platform. As large locomotives were banned on this little branch, something like an Ivatt 2-6-2 tank would probably have been waiting to haul this lot down to Seaton. Such a large train would have filled the whole station at Seaton, and been the event of the day, as the hordes de-trained and headed for the hotels and beach. 

The timetable also reveals something of the local services serving Basingstoke, such as the 09.25 Woking to Salisbury   which departed Basingstoke at 10.14. Stations between London and Basingstoke apart from important Surbiton and Woking, are not shown. A Separate timetable covered that section. Also the express service to Bournemouth and Weymouth is not shown, and again is covered by its own timetable.  

Above: Extract from the 1958 Basingstoke Engine Working Notice (EWN), of Duty 231 for a Class N15 “King Arthur”. Revealing the Inter-Regional work required of Basingstoke based locomotives, and what trains your model locos should haul. 

Then I turned to the "EWN" notices, an example of which is seen above. This clearly reveals that Basingstoke locomotive shed had at least one class N15 "King Arthur" 4-6-0 allocated in 1958. It will be seen from this duty (No 231) that the locomotive basically does a return trip to London Waterloo, with a semi-fast train, on Monday to Thursdays. 

Fridays, however the loco clearly has its work cut out, as it has to make an overnight journey to Banbury in the Midlands, and back. It takes over a train from Portsmouth which left that town at 10.20pm, and continued beyond Banbury to Derby and Nottingham. The loco then waits at Banbury to work another overnight train. This being the 21.42 from Newcastle to Poole, which it works back as far as Basingstoke.  

Above: 30773 N15 King Arthur Class "Sir Lavaine" at Basingstoke with Nine Elms Duty No 11 (note duty number on lower headcode disc). The train is the 12.54 Waterloo to Salisbury which paused at Basingstoke from 14.15 until 14.48 to allow time to attach a parcels van. 

So that little duty card (No 231) seen above, reveals just how many long distance services changed locomotives en route. 

Studying many hundreds more of these "EWN" notices, revealed how the rest of Basingstokes shed duties worked, along with the much larger sheds at London Nine Elms, Salisbury, Eastleigh, Exmouth Junction (Exeter) and not forgetting Bournemouth shed. These being the main sheds, providing locos for passenger trains seen at Basingstoke. Other important sheds such as Feltham, Guildford, and Fratton (Portsmouth), filled in with freight and certain local jobs.     

A similar process, although a little more complex applied to the coaching stock. In this case the CWN´s were carefully studied.  Again by sifting through these I could get a precise idea of what carriages and other vehicles such as Parcels vans were shunted into and out of the various sidings around the station on any particular day including Saturdays of course, as indicated in the extract below.         

   

Above: A page from the 1960 Carriage Working Notice (CWN) for Basingstoke on a Monday to Friday. A host of detail about the formation of trains in the early morning.

Finally the extremely useful CWNA. This publication is a veritable goldmine, as it provided me with a clear picture of all the "Sets" of coaches being operated and which vehicles were allocated to each. From this I could see which "Sets" operated through Basingstoke, and choose suitable "Sets" to model. Even the correct vehicle and set numbers could therefore be applied to the models. Additionally I could verify what catering vehicles were added to each train, and therefore what types to buy, or scratchbuild. Even which Pullmans were being used in the Bournemouth Belle in any particular year of my period, and obviously which Hornby ones were suitable.  

Above: Extract from Summer 1959 Carriage Working Notice Appendix (CWNA). It reveals some of the SR coaching stock sets. Their “Set” number and the type and individual number of the vehicles within each set. So you know which carriages you'll need for your sets.

Above: Extract from Summer 1959 CWNA. Showing workings allocated to sets.  "Type",  reveals how many vehicles in each set, and whether it includes catering vehicles. Note the Bournemouth-Newcastle working, set 880, the balancing set would have been provided by the North Eastern Region and probably made up of Gresley or Thompson stock. 

*Importantly for those modellers or interested parties. The SEmG and BRCS are two Internet clubs, that hold vast libraries of such publications and other extremely helpful information for those modelling the Southern Railway or British Rail Southern Region. They are both free to join, and you must join to get access to the information. Both highly recommended. 

SR Coaching stock and its operation   

Mention has already been made of Southern Region "Sets", so some explanation is probably necessary here. The SR operated its coaches to all intents and purposes as if they were multiple units. It grouped and even built coaches to be run in fixed formations with large “set” numbers painted on the end vehicles either side of the corridor connections in a straw colour. Even Hornby have caught on and have marketed complete sets of Maunsell stock with the correct vehicle and set numbers all faithfully painted on.

As SR coaches remained often for many years in fixed formation "sets" it was not unknown for some of these sets to have their intermediate buffers removed. This was possible on Southern coaches, from Maunsell designs onwards, as they used Buckeye couplings and the Pullman type corridor connection. Buffers it should be noted are NOT necessary on Buckeye fitted stock as the coupling is a rigid type (unlike a screw link "chain"), as long as these vehicles remain together.

It may be pertinent to mention here that the SR and LNER like Pullman stock, had elected to use Buckeye couplings and Pullman type corridor connections from 1923. The LMS and GWR had elected to keep the screw link coupling and "British Suspension" type corridor connection. As a result whenever the two types were to be connected, special adaptors had to be provided on the corridor connections and the Buckeye coupling lowered to reveal a standard coupling hook !

Above: Set 970 a 3-car Bullied “Shortie” set, showing the traditional SR set numbers as applied to the end vehicles. These models are enhanced Ian Kirk kits.

 "Sets" varied from two to ten coaches. They were often grouped by type, so, as seen in the photo above, three similar 59ft Bulleid "shorties" make up this particular set. (Models of this type only available in kit form.) The three vehicles seen are formed of a Brake Second Korridor (BSK) at each end and a Composite Korridor (CK) in between. This set when new was intended for mainline services, and usually to be found coupled to other sets to form an express train. Other typical Southern "sets" were two carriage "Pull-Push" sets for branchline duties, such as the Maunsell set introduced by Hornby in 2014.

Longer sets such as 5 car formations, of Maunsell stock introduced in the 1920´s and formed "BSK-SK-FK-SK-BSK" (SK=Second Korridor, FK= First Korridor) were also typical in mainline express formations, and can easily be formed from Hornby´s now expansive range of Maunsell coaches.

Further some of the common Bulleid 3 and 5 car sets introduced in the late 1940´s can be made up from the available Bachmann range. Further Bulleid sets can be made up from Comet coach kits. Either complete vehicle kits or as I have done, by simply replacing the Bachmann plastic coach sides with alternate brass coach sides, also from Comet coaches.

Less common were some of the oddball sets, often composed of a mix of older mainline stock from the pre-1920 era, and often made up into formations of as many as ten vehicles. These were often parked up for much of the year in odd sidings around the network for use during the peak summer season or for use on the odd excursion. Good NEWS for 2016: I see both Bachmann and Hornby are to introduce some older coach types of ex LSWR, and SECR designs.

Above: 30123 Class M7 0-4-4T, arriving Clapham Junction Carriage sidings, from London Waterloo. The leading 3-car set No 976, is of the same type as the model photo seen above. It is here part of what appears to be a 12 car express formation.

In addition to the many types of "sets", the remaining passenger vehicles were termed "Loose".  This included virtually all the catering vehicles and dining cars, as well as a selection of most other types. These “Loose” vehicles were intended to be added within or between “Sets” either to provide catering facilities, or to boost the number of seats at times of overcrowding. 

In operation this combination of "Sets" and "Loose" vehicles, begins to make more sense when it is understood, that in the days of steam, it was quite usual for many long distance trains to divide or combine portions en route. Sometimes this meant numerous portions ! 

  

A typical formation on a Summer Saturday express to the West Country might include a 3-car Bullied set destined for Padstow, followed by a 2-car set for Bude. Then a “Loose” restaurant car and a dining car, followed by a 4-car Bullied set for Ilfracombe and finally a 2-car Maunsell set for Torrington. This immediately reveals the complexities of operation as such a train had to divide a number of times at a number of locations, beginning at Exeter Central. 

The complex train formation just mentioned, only involved a few of the numerous West Country branches that all received their own through portions or even complete trains (particularly in the summer) from London Waterloo. The operation of the famous “Atlantic Coast Express” on summer Saturdays was a story in its own right. 

The trains to Bournemouth and Weymouth were also fairly complex although not as complex as the West of England route. The expresses heading down the line towards Bournemouth included Boat trains going only as far as Southampton Docks, many of which consisted of "sets"  kept specially for these frequent services.

Then there were the regular 6-car "Bournemouth sets" which Mr. Bulleid had built specially and included a restaurant car and a Kitchen bar car, as part of the set. They were easily distinguishable as all the vehicles had skirts which hid the underframes. These sets were usually combined with a three or four car set, and at Bournemouth Central, would divide. The catering 6-car simply continuing around the corner to Bournemouth West, while the other set continued all stations to Weymouth.  

Above: "The Royal Wessex" train, headed by Merchant Navy class 35030 "Elder Dempster Lines" pauses at Southampton Central on its way from London to Weymouth.

The "Royal Wessex" was another oddity. Introduced in 1951, British Railways used this new service to feature its then brand new Mk1 coach designs. The train was formed of 13 vehicles. A 5 car set for Weymouth, followed by a 2 car set for Swanage, and a 6 car set for Bournemouth West. The 6 car set included three catering vehicles. A full Kitchen car (RKB) with no seating (No S80009), sandwiched between a Restaurant First Open (RFO) (No S9) and a Restaurant Second Open (RSO) (No S1006). This heavy businessmans train proved increasingly popular. So the Mk1 coaches had to be slowly replaced, with slightly higher density older Bulleid designs !

   

Above: Merchant Navy class 35022 "Holland America Lines" in Clapham cutting with the famous "Bournemouth Belle" all Pullman train in 1958. 

The famous "Bournemouth Belle" it should be added was NOT formed of a "Set". This train was made up on a daily basis at Stewarts Lane Pullman car depot. It was normally formed of anything from nine to twelve Pullmans, from the large number of Pullmans kept at Stewarts Lane. The only common denominator was that the end vehicles were Pullman Brake Seconds. When these were scrapped in the mid 1960´s, BR Mk1 BG´s or even GUV vans replaced them. The "Belle" was actually one of five such Pullman trains introduced by the Southern Railway before 1948. These included the: "Thanet Belle" London-Ramsgate. The "Golden Arrow" London-Folkestone Harbour (for Paris). The "Brighton Belle", London-Brighton, the worlds only all electric Pullman. The "Devon Belle" London-Ilfracombe, and the "Bournemouth Belle" London-Bournemouth. The "Thanet Belle" and "Devon Belle" were hovever short lived.

Layout Operation

I have already mentioned how the layout will use ten Summer Saturday timetables in chronological order, one for each year 1958-67. However actual operation of these timetables, will require firstly a number of operators. The layout is therefore divided up into sensible operating areas, each with its own control panel. For example, the four track mainline will have two large panels. One panel for the two "Up" lines and another for the two "Down" lines, with one operator for each of the four tracks. Each operator will have a stack of cards on a ring binder, fixed to the control panel somewhere convenient, with instructions for each move. Each card will give instructions such as:

UP SLOW OPERATOR                                                           1958 SEQUENCE
MOVE: 12	MOVE TIME: 2 minutes
LOCO: West Country/Battle of Britain 4-6-2 Pacific
TRAIN: To Bulleid 10-car "Set" No 769
DETAILS: Accept light loco from locoshed. Run via "Up Slow" to No 2 Carriage Siding and attach to 10 car set of coaches (Bulleid restaurant car set 769). Isolate.

The "card" above explains the move to be made and when complete the operator moves onto the next card. The "Move Time" helps to get the various operators co-ordinated, as some are always quicker than others until all operators are proficient. This means all the Operators have to practice on the various control panels, before we sling them into an actual public operating session. In addition with ten timetables to work through, this helps keep both the operators and viewers interested. The  complexity of a large layout, is its major advantage, as Operators and viewers do not get bored so easily !

With the layout fully manned, each "Summer Saturday" timetable should take around 90 minutes to run through. This is quite long enough as the Operators have to remain attentive. Once complete Operators can grab some refreshment and then change panels, while someone else makes the necessary stock changes in the Fiddle Yard for the next "Timetable".

Many layouts I have seen at exhibitions regardless of the quality of the scenery, fall flat when it comes to operation, in my opinion. Too much talking and not enough operating, being a major fault. Many layout operators seem to forget that the "Public" have paid to be "entertained", and that means "running trains". There are of course always questions from the "Public", so I always try to rotate the operators so that one at least is outside the layout to answer questions.

As this layout will spend most of its time in the old "Goods shed" at the museum. The building it will be housed in can also have lots of interesting display material hung around the walls. This will be doubly helpful, as many viewers are likely to be Spanish, and unfamiliar with the railways of Britain.

Above: A class 2H "Hampshire" diesel electric multiple unit heads south with a Basingstoke to Southampton Terminus stopping train. The model is a "DC kits" enhanced kit. 

What will you see during a "running session" ? Well, each timetable has been closely based on a typical Summer Saturday for each of the ten years 1958-67. So if you stood watching the main Basingstoke station area for the 90 odd minutes of the session, you would see: 

A steady procession of non-stop expresses roaring through the station on the Up and Down Fast lines. These will include the "Atlantic Coast Express", the "Royal Wessex" and, the famous "Bournemouth Belle" all Pullman train. One or two expresses also pause at the centre Fast line platforms, on their journeys to and from London. There will also be a number of "Inter-Regional" expresses, which use the "Slow" line platforms, as some have to change engines at Basingstoke. These trains also have to arrive and depart Basingstoke via the junction at the London end of the platforms, as they cross to or from the Reading line. Between all these expresses will be a range of local trains. Some will be London-Basingstoke locals that terminate in the Down local platform, including the odd Electric Multiple Unit (EMU). Others such as the Reading to Basingstoke locals could be an ex GWR Small Prairie 2-6-2T, or a Southern N class 2-6-0 and a Bulleid "3-set", or even an early appearance by a Western Region Diesel Mechanical Unit.

Over in the Carriage sidings, there should be a small 0-6-0T or a Diesel shunter, messing around with restaurant cars, and trying to get them into or out off the  sets of carriages parked there. In between which the odd train including EMU´s will arrive or depart. Of course there should be quite a lot of activity in the Locoshed area at the other end of the station. Steam locos going for coal, water, or to the ash pits, and of course getting turned on the Turntable. Vanishing into or popping out of the main Engine shed building, and of course "poodling" off to the station, to change places with an incoming loco from an Inter-Regional express.

Above: One of the many expresses to be seen on the layout. Here Bulleid prototype 1-Co-Co-1 diesel 10201 heads for London with an Up Bournemouth Express. The loco is a "Silver Fox" kit.  

As it´s Saturday, there aren´t that many freight trains during the day. However you may spot a Southampton Docks to Nine Elms (London) Fyffes Banana freight train passing through on the Slow lines. Or even the Fawley refinery to Birmingham Esso tank train, hauled by either a class BR class 9F 2-10-0, or one of the "new" BRCW "Crompton" diesels (later class 33). There will of course be intermittent shunting action in the three freight yards around the station, and even the Saturday morning pick up freight down to Andover, a regular job for an LMS design "Mickey Mouse" 2-6-2T.   

That currently completes Part 2 "Further research". See also:
Part 1 - Introduction and layout plans

Part 3 - Operation and Control
Part 4 - Coming soon
Part 5 - Coming soon
Part 6 - Coming soon
Part 7 - Coming soon

Links to other "Parts" below.

BASINGSTOKE IN OO - PART ONE

BASINGSTOKE IN "OO"

Part 1 - Layout and plans

 Introduction 

A discourse on the construction and operation of a large model railway based on a real life location in the period 1958-67, to British “finescale OO” 1:76 scale.

Above: The real life Basingstoke (London end) in 1960. 

Above: The real life Basingstoke (Country end) in 1958.

Having spent many years modelling both German and Japanese outline, to exhibition standards, with some of my layouts featured in the Peco publication “Continental Modeller”, I was very happy to see the dramatic improvements that finally caught up with British ranges when production was moved to China. A fact that finally convinced me the time was finally right to return to British outline modelling !

The Why and Wherefore

Why Basingstoke you may wonder? Well having spent part of my youth living close to the very busy London to Brighton line, quiet country branches never really appealed. Further when my father took me along to numerous model railway shows, I found layouts based on branch lines equally uninspiring as little happens !  

Returning to British outline modelling, I therefore selected firstly BR Southern Region to model as this is what I remember best. Obviously it had to be a mainline. So searching for a suitable location I selected Basingstoke simply because it had the biggest variety of trains running through it, in the chosen period 1958-67. In addition I wanted to also model the well known Worting Junction with its famous "Battledown" flyover, to improve the impression that trains were actually "going places".

You will note from the rail map shown below, how Basingstoke is at the heart of 4 major lines, including the Inter-regional route to Reading. Worting Junction and its flyover being the junction a mile or so, to the south west of the station, where the Southampton and Salisbury routes diverge. 

 RAIL MAP BASINGSTOKE AREA 1958

BASINGSTOKE (Mk1)

Obviously a 4 track mainline layout in "OO" scale is going to need a large space. So I began building "Basingstoke" (Mk1) in the loft of a large house I owned in the Harz mountains in Germany. That layout measured approx 60ft x 20ft. Unfortunately I soon discovered that a number of important model locomotives were incapable of hauling real life loads of 12 coaches, over the real life 1 in 90 gradients of Battledown flyover. As I had only allowed space for this gradient, and couldn´t ease the gradient further, I turned to the problem locos. The locos also proved a non-starter, as it was also impossible to squeeze any more weight into them. I had no choice then, but to redesign the junction without the flyover. The lack of Battledown flyover also caused problems with the Fiddle yard. Here I had also planned flyovers to dispense with the problem of conflicting movements. Without the flyovers, the Fiddle yard had to be redesigned as well. With flat junctions in the Fiddle Yard, this added another control panel, and obviously required another operator.

Despite the Fiddle Yard and Junction design problems, I completed construction of the baseboards, and laid virtually all the track, which amounted to over 400 yards. I also completed the wiring and control panels, and began test running, once I had amassed sufficient stock. The next step was to begin on the signalling, which also had to be interlocked electrically with the points. As the signals were installed and wired up, the scenery could finally be started on. At this point it became apparent that the long and harsh winters in the Harz mountains were causing heating problems in the loft despite significant roof insulation. This was followed by a chance meeting with the Director of a Spanish Railway museum ! This meeting caused a dramatic change of plan, so in late 2014 I began dismantling the "Mk1" layout........     

Most of the current (Model) photos seen on this and following pages, feature the now disbanded Mk1 layout, taken during the period (2010-2014).

Above: The South West end of Basingstoke station. LSWR Class S11 4-4-0 Drummond "Bulldog" No 404; built in December 1903 heads South with a heavy Inter-Regional pigeon special, made up of LNWR stock. Picture from an old sepia postcard. 

BASINGSTOKE Mk2

Having salvaged virtually everything except the baseboards of the "Mk1", layout. It was all carefully packed up, and in February 2015, loaded into a long wheelbase Ford Transit, for the 1000 mile journey to the layouts new home in a Spanish Railway Goods shed....

One of the main reasons for moving the layout to Spain, is that the layout can now be built as an exhibition layout, for the benefit of visitors to the museum, and possible display at international exhibitions. I might also add, that model railways are pretty rare in Spain, so having a large layout at the museum will hopefully prove even more popular than might otherwise be the case !

The layouts re-incarnation in a real railway station Goods shed, also allows an expansion in size to roughly 84ft by 22ft. This expansion will allow in addition to Basingstoke station, its goods yards and locomotive shed, enough space to add Worting Junction and its well known "Battledown" Flyover with gentler gradients of 1 in 100. In addition the extra length now available also allows Hook station, the station before Basingstoke on the mainline from London, to be squeezed in. As Worting Junction can now be modelled correctly with the flyover, this also means Oakley station will now be positioned realistically, beyond Worting junction as the first station on the Salisbury line. The Fiddle yard will of course also have the planned flyovers to abolish conflicting moves, and therefore make operation that much simpler and quicker.

"Basingstoke in OO" (Mk2) will therefore feature three stations in addition to the junction. This will aid even more realistic operation, as expresses will have minor stations to roar through non-stop, and local trains somewhere to pause. Construction of this expanded "Basingstoke" will hopefully commence in late 2015, once the Goods shed (seen below) has been modified and renovated to suit.

Above: The new home for Basingstoke Mk2, the Goods shed (right) at Mora la Nova station. Seen prior to renovation. A diesel hauled freight is seen arriving, while (behind) is the museums 3-car EMU which had just been delivered from Barcelona. Summer 2009. Photo: APPFI.

"APPFI" Museum and Railway Centre, Mora la Nova, Spain.

The "Museum" is operated by an Association under the title "APPFI", and located on the mainline from Tarragona to Zaragoza, at Mora la Nova station, about 20 miles from the Mediterranean coast in Southern Catalunya. In reality it is more than just a railway museum, as its primary aim is the restoration of steam locomotives to haul mainline tourist trains. It also covers quite a large site, with various buildings around the station being used. Included are a signalbox on the station platform, which is used as the starting point for the guided tours, and a massive new workshop for storage and restoration.

Note: The traditional Spanish railway network uses 5ft 6in (1,668mm) Broad Gauge track. Only the new High Speed International lines use standard gauge 4ft 8.5inches (1,435mm). Some secondary lines use Metre gauge.  

Above: Inside the new workshops. Centre: A 1950´s North British (Glasgow) designed 2-8-2 Class 141F. Right: an even larger Spanish designed 1940´s 4-8-2 Class 241F "La Bonita", (both oil fired). Photo: APPFI

Above: A fully restored 1969 built GE 900hp Bo-Bo Diesel class 308 (built under license in Spain). Used for shunting other museum stock. Behind is the museums restored signalbox and reception point for the guided tours. Photo: APPFI. 

The museum is open ONLY on, Saturdays, Sundays and Bank Holidays,  from 11.30hrs to 19.00hrs. Visitors are treated to fully guided tours. Entrance fee: €8.00 adults. €6.00 children/OAP´s 

Location and Period

Back to the layout. Basingstoke, for those unfamiliar with what was in steam days a somewhat sleepy Hampshire town, was far more important as a railway junction. It is located almost at the end of the 4 track mainline section from London Waterloo to Southampton, Bournemouth and Weymouth, and was also the extremity of stopping services from London.

At the London end of the station is the important junction to Reading (WR), which is still today an important Inter-regional connection. This line brought in daily services from as far afield as Birkenhead and Newcastle, and a veritable swarm of  services on Summer Saturdays. About two miles to the South of Basingstoke is the fairly well known “Worting Junction” and "Battledown" flyover. Here the West of England line to Exeter and beyond diverges from the Southampton-Bournemouth-Weymouth route.

Above: Basingstoke C1920, with the rear of a London and South Western Railway (LSWR) local train in the Up Slow platform.  (Picture is from an old Sepia Postcard).

The period finally chosen for the layout was extended to a full ten years, from 1958 to 1967. This was primarily to encompass the greatest variety of stock and was of course also the last ten years of steam on the Southern Region.

The period also allows for the arrival of both the SR’s class 33 diesel locos from 1960, and the appearance of Western Region diesel hydraulics from 1964, when they took over the services to and from Exeter. Of course third rail electrification also appeared at Basingstoke in 1966, just to add a little more interest. 

Above: A Heljan model in OO of the BRCW 1,550hp Class 33 Bo-Bo diesel. The originals began to appear around Basingstoke from 1960  

Above. D838 "Rapid" Warship class at Exeter St. Davids, in 1962. These locos began appearing at Basingstoke from 1964.

Such a variety of trains and traction, particularly in 1966-67, has probably never been seen at any one place in Britain, before or since. Steam, diesel electric, diesel hydraulic, electro-diesel and even the odd electric loco. Along with diesel-mechanical, diesel electric, electric and push-pull multiple unit formations. Many of these last being initially odd "scratch" formations. Again this all makes Basingstoke an extremely interesting place to model, during this period.

Such diversity, and the huge number of trains on a Summer Saturday, presents a serious logistics problem, if it is all to be incorporated on one layout. In addition Summer Saturdays being the busiest and most complex day of the week are the most interesting. So breaking down all this potential chaos into a logical and understandable system, is achieved by operating the layout to ten separate Summer Saturday schedules or timetables. These are then operated in Chronological order. At the end of each, locos and stock actually withdrawn from service during that year, can be removed and replaced by whatever replaced them in reality. This provides added interest for both viewers and operators alike.

The Track Plan

Basingstoke Mk1

Above: A basic plan of the original Mk1 version of the layout .

The Basingstoke "Mk1" track plan seen above, is a rough plan of the layout. Minor detail alterations were made during construction. In reality changes to the station area track layout occurred during the ten year period chosen for the model. In particular in the lead up to electrification. As a result the layout plan reflects more closely the original track layout of 1958.

On the "Mk1" version the inability to fit in "Battledown" flyover, compounded the problem of the Fiddle Yard, as many conflicting moves were necessary within the Fiddle Yard due to all the ground level or "flat" junctions necessary. Just visible in the picture below is the four track mainline entering through the far wall and the two track West of England line (far right) under the roof. Two tracks (centre background) it will be noted had to be diverted across the narrow access space between the separate groups of lines, as a result of the problems created by the lack of the flyover. 

 Above: The original (Mk1) Fiddle Yard. This had 27 tracks, while the new version will be extended to 32 tracks to allow more variety with the many inter-regional trains. 18/9/2011.

Basingstoke Mk2

On the new Mk2 version of the layout, the extra space available has allowed everything to be spaced out slightly more. Primarily this has allowed Basingstoke station and its yards to be kept completely within one side of the layout without extending into the curves at either end, as per the prototype. Previously it had been necessary to encroach onto the corner boards, with the resultant unrealistic curves at the ends of the sidings.

The new version of the layout will be built using 35 baseboards, with a total overall size of 26 metres (84ft 6in) by 7 metres (22ft 9in). Each board will be 2 metres (6ft 6in) long, although widths vary. The common baseboard length will aid transport, if and when the layout goes to model railway exhibitions. Although each Baseboard is rather long at 2m, this size was chosen to reduce as far as possible the number of baseboard joins, for two reasons. Firstly to reduce the problems of trying to hand build pointwork across joins, and secondly to reduce the number of plugs and sockets needed between each pair of boards. As already noted the new track plan is even closer to the real life plan thanks to more space. However, from previous experience with large exhibition layouts. Copying the original track plan exactly can produce one or two minor operational problems on a model railway. This usually relates to the position of crossovers. On the new layout, it has been necessary to slightly alter one or two crossovers to make it easier to get locomotives to and from the locomotive shed.   

Laid out below are all 35 baseboards, of the new Basingstoke plan. The overall shape of the layout is an oblong. So beginning with boards 1 and 2 at the bottom left hand corner, and moving in an anti-clockwise direction around the layout, the boards are shown in consecutive pairs.

With 84ft of length now available, this now allows the Southern Goods Yards both sides of the main line at the country end of the station, (seen above, and below), to be given their full length and correct number of sidings.

Board 4 - Locomotive depot and Turntable

The Southern locomotive shed, and its adjacent spurs, docks and tracks, (above) can also now be laid out with the correct angles. Which on the Mk1 layout had to be skewed slightly to avoid the dreaded roof support beams.

Board 6 - Main station area

The main station platforms in reality have a slight curve, now apparent, which didn´t come out quite right on the Mk1 layout, again because of roof support beams (see above). 

Board 8 - Junction between Mainline and Reading line

On "Mk1" the Great Western "North Yard" had to be somewhat squashed and reduced by one siding. On the new plan (seen above), it can be seen that the whole yard is now laid out as per the prototype. 

At the London end of the station, the Southern Region Carriage sidings, Nos: 1 to 4 seen above, are now reproduced to virtually as they were in 1965, and no longer squashed and reduced in number as on the Mk1 layout.

The extra 24ft of length over "Mk1", now permits the station area to be completed before the mainline reaches the necessary 90 degree corner, giving some much needed "countryside", as seen above. Note also the ex GWR line to Reading curving away at top left of Board 11. It now crosses to the Fiddle Yard on its own separate boards (Nos 15 and 16).  

Boards 13 and 14 - Across end of layout

Boards 13 and 14 seen above, form the London end of the layout. The four track main line is now obviously in the process of making a 180 degree turn, to head for Hook station and the Fiddle yard on the opposite side of the layout from the main Basingstoke station.

< To Board 11 Reading Line

Boards 15 and 16 take the ex GWR line to Reading across the London end of the layout to the Fiddle Yard, on their own boards (inside and independent of the mainline boards), as seen above. In addition and as part of dispensing with conflicting moves in the Fiddle yard, this line now rises gently, at 1 in 110, to enter the Fiddle Yard on the first level (+60mm) above the base height. (Heights are shown in red).

< To Board 14

Board 18 -  Hook Station

Above can be seen the main line completing its 180 degree turn, and half of Hook station. Also the Reading line now 50mm above the base height and still rising gently. To help disguise the Reading line at this point, it also enters a shallow cutting, prior to reaching the Fiddle Yard.

The other half of Hook station and the entrance to the Fiddle Yard, by the four track mainline, disguised as a road bridge, is seen above. The crossovers at Hook station  between fast and slow lines, mean they are not repeated in the Fiddle Yard. The "Up Fast" fans out into its five storage tracks as soon as it passes under the "Western" tracks. This is so it can begin its climb to +60mm as soon as possible, as it has to exit the far end of the Fiddle Yard and pass over Battledown Flyover.

Board 21 - Fiddle Yard dividing board.

Basingstoke Fiddle Yard

The Fiddle yard has been totally redesigned, because the extra space has allowed a correct portrayal of Battledown Flyover. So within the Fiddle yard are also flyovers to remove the problems of conflicting movements. i.e, when one train has to cross the path of another. This also saves on points and point motors within the Fiddle Yard.

Further the number of tracks has been increased from the original layouts 27 to 32 tracks. This means that each of the six tracks passing through the Fiddle yard, now has five optional storage tracks each. In addition two "reversible" tracks (marked in green) have been added. These provide places to reverse awkward trains such as the "Bournemouth Belle", (so I only need one set of Pullman cars not two) and the Reading line shuttles. These last being normally short diesel multiple units, or a loco and couple of coaches. 

    As it´s impossible to stretch across 32 tracks, without a high risk of knocking trains off the track. The main part of the Yard has been divided down the middle. Two lines of parallel baseboards each just 700mm wide with 16 tracks on each, are spaced 800mm apart. In the space between, the Operator can now safely reach across the tracks to either side, with little risk of knocking trains off the track. As conflicting moves have been abolished, this fact also removes the necessity for a control panel in the Fiddle Yard. The operator now only has to change the odd loco, ensure trains stop clear of the points, and oversee those trains that reverse and need a fresh loco. 

Basingstoke Fiddle Yard centre boards Note: Gradient heiights shown in red  OPERATORS WELL 800mm wide	OPERATORS WELL 800mm wide

Above can be seen four of the Fiddle Yard baseboards as if seen from an aircraft. The space between, as marked, is for the Operator(s). The upper boards are at the layout mean level while the lower ones are 60mm higher. This being all part of the design to dispense with virtually all conflicting moves, and save more points and point motors into the bargain. Note the "reversible" tracks between each group of sidings. 

  

Basingstoke Fiddle Yard country end boards  Note: Gradient heights shown in red   OPERATORS WELL 800mm wide

Leaving the Fiddle Yard at the "Country end". Here the complexity of the "Up Fast/Up Southampton" track which has to climb to +60mm to form one of the pair of Southampton-London tracks can be seen. Conveniently in real life the Southampton line after diverging at Worting Junction has to climb through some low chalk hills, and in the process actually passes through three tunnels. The first, "Lichfield tunnel", and the second "Popham tunnel" provide a convenient break in which to hide the connection of the "Up Fast/Up Southampton" track, and at the same time allow a bit more scenery on part of the Fiddle Yard board.

Both pairs of lines seen above, slowly converge, with a now correct portrayal of the little "Oakley Station" on the Salisbury line. Note the two "Southampton" tracks. The track heading towards the tunnel  rising at 1 in 100, and indicated by the red height numbers in millimetres. While the track heading to the Flyover remains level !

Basingstoke : Battledown Flyover < To Fiddle Yard

Battledown Flyover covers three boards on a corner, as seen above. The complexity of the gradients and radii of the curves will be noted. The layout uses minimum radius curves of 1.6m (5ft) which greatly reduces many of the erratic running problems found on many layouts that use anything sharper in "OO" scale ! 

The last two boards completing the layout are seen above. These being "Worting junction" and the curve/corner board taking the main line back towards Basingstoke station. The curved track on the corner will have the Up and Down Fast lines "Canted" or "Banked" this aids running and makes this sharpish bend look more interesting. The inside "Up Slow" has the layout minimum radius of 1.6m (5ft). But each further track increases the radius by around 75mm, making the outside "Down slow" around 1.85m (5ft 9in).

FIDDLE YARD EXPLANATION

The number of Fiddle Yard tracks was determined mainly by the services running on each route. Conveniently the three routes (Salisbury, Southampton, Reading Inter-regional), had three groups of express services each, so three tracks are provided in each direction for each group. A further track is provided in each direction for Local trains on each route (each of which can hold two locals). Finally another track in each direction is provided on each route for Freight trains.

So there are 6 express, 4 local and 2 freight trains for each of the three routes,  (Total 36 trains). In addition there is the "Bournemouth Belle" allocated to one of the Reversible tracks. Further a few more trains are parked around the layout in various sidings. Spare locos and stock is also stored in the Fiddle Yard, and of course there are yet more locos lurking in the Locomotive shed area.

As already mentioned the "Flying junctions" incorporated into the Fiddle Yard, remove virtually all conflicting moves. So each mainline operator (2 for the Up lines, 2 for the Down lines) can control a complete circuit along with his relevant Fiddle Yard tracks. The two Reading Inter-regional lines, and their operators effectively operate an end-to-end route. They control the terminal platforms at Basingstoke station, and the line to their "Western" Fiddle Yard tracks. In addition they can send or receive trains over the main junction crossovers at the station, and also send or receive trains into their Fiddle Yard tracks from the "Country end Southampton route".

The Fiddle Yard Operator, therefore needs no control panel or controller, and is simply there to change locos and stock. He must also oversee trains arriving, to ensure they don´t over run their siding and foul the points. These tasks along with the odd bit of loco wheel cleaning, will keep the operator fully occupied.

BASINGSTOKE IN "OO" LAYOUT STATISTICS

LOCOMOTIVES: 76

MULTIPLE UNITS: 17

COACHES AND PARCELS VANS: 265

WAGONS: 151 and counting!

FLEXIBLE TRACK: 640 yds

POINTS AND CROSSINGS: 200

WIRING: Around 6 miles (10km) of wire.

SIGNALS COLOUR LIGHT: 33

SIGNALS SEMAPHORE:14

That concludes PART ONE "Introduction and plans" for the layout. See also:

PART TWO - Further research.

PART THREE - Control and Operation

PART FOUR -

PART FIVE -

PART SIX -

PART SEVEN -