I've found in some cases the material used by Farish leaches out some form of yellowish gunge so am replacing that wherever I find it.
This is confirmed by our forum expert, Dr Al

I believe it is a type of polyurethane plastic (pu). I remember this question being asked before.
Where to purchase it from 

Thanks, Paul.
Tonight I have volunteered to help collect the club layout from the clubrooms Friday a.m. and take it to the venue. Then a quick trip back to the clubrooms for a second run then help set up the layout.
I've informed everyone any stock I take arrives and leaves with me and only I will operate my stock. I'm only taking diesel locos and they have no traction tyres so should be OK just in case I get called away.

A Coarse Guide to the Steam Locomotive for 'N' Gauge Modellers - Part 35


Boiler Water Level - 2

Hello Chums

Before we start, special thanks to Alex @Hailstone for his expert contribution regarding GWR practice of a single gauge glass and test cocks.

A gauge glass or glasses, with test cocks where appropriate, was the standard British way of advising enginemen of the level of water in the boiler.  BR guidance was to keep the water level in sight in the top half of the glass.

Apart from errors by the enginemen, low boiler water level above the firebox could be caused by cresting a summit, if running chimney first - going over one if tender or bunker first - or braking, as these conditions make water flow away from the firebox.  The firebox crown is at special risk towards the rear of the firebox which is why backward-sloping firebox crowns were introduced; we have already seen Mr Churchward's thoughts on the matter.

Injector (or feed pump) failure is a possibility, there is always a back-up but it's possible both could fail.  An obstruction of the water supply between the water tank/s and the injectors could be a cause.  In pre-Grouping days, it was not uncommon for some enginemen to have a fish in the tender to eat any vegetable matter contaminating the water supply.  But rags and suchlike accidentally dropped in the tank are another matter entirely.

Also, if the engine was struggling for steam, especially on a gradient, the enginemen might be reluctant to put on an injector as the feedwater would cool the boiler and reduce the pressure. 

In later steam days in the USA, some locomotives were fitted with a low water alarm which caused a whistle to sound if the water level was approaching a dangerously low level.

The dreadful boiler explosion, at Hinton West Virginia, which destroyed Chesapeake & Ohio Railroad's 'H-8' 'Allegheny' 2-6-6-6 No. 1642 in 1953 was attributed to crown sheet failure due to low water level. The explosion occurred on straight and level track.  At a point a mile-and-a-half before the explosion, a railwayman saw the locomotive passing.  He believed it to be working on a medium throttle and he heard the low water alarm whistle sounding.

Some time ago, I read the Interstate Commerce Commission's report into the explosion.  It concluded the water level had fallen to seven inches below the firebox crown.  It also noted that the locomotive had a history of repairs requested to the feedwater pump.

Low water alarms are now commonplace in steam plant in Great Britain but, as far as I'm aware, no steam locomotive has been so fitted.

*

The final warning of low water for British enginemen is the fusible plug.  One or more - normally two, sometimes three - of these are screwed into the firebox crown sheet and project about an inch above it into the boiler.  They are made of brass and have a lead core (a bit like graphite in a pencil, seen in cross-section).  Some have a brass button, sort of soldered in place by lead.  Lead has a lower melting point than copper and, if the water level in the boiler drops too low, the fusible plug/s become exposed, the lead melts and allows steam to escape into the firebox.  This, in theory, alerts the enginemen to what is happening.

I think it was Yogi Berra who said, "In theory, theory and practice are always the same.  In practice, they aren't."

With reference to a couple of boiler explosions already mentioned, the enginemen on Yiewsley Grange heard the sound of escaping steam in the firebox and assumed a tube had punctured.  They thought they could get to Wrexham... 

In the Lamington explosion, the enginemen on Princess Alexandria were aware of the sound of escaping steam and stopped at Carstairs, where a foreman and two fitters from the steam shed examined the engine but could not find the source of the leak.  The train then continued on its way...

Fusible plugs are intended as alarms - not as as sometimes stated to allow water into the firebox to extinguish the fire - but steam escaping into a large engine's firebox is difficult to see in the glow of the fire and will be drawn forward towards the tubes by the draught.

There was an incident on the East Lancashire Railway on 25 May 2009 in which the boiler water level on a locomotive hauling a passenger train became low because of trouble with the injectors.  The enginemen eventually got both injectors working, but during this time, one of the fusible plugs melted.  The enginemen did not realise this had occurred and continued going about the work of the day. It was only after the locomotive had gone on shed for disposal that anyone realised what had happened. I regret I have not been able to identify the locomotive concerned.

Fusible plugs require expert fitting and thorough inspection.  Unfortunately, both of these conditions were not met on the Main Line Steam Trust's railway between Loughborough Central and Rothley (now the Great Central Railway) in 1975/76.  The locomotive concerned was a Norwegian 2-6-0, No. 377 King Haakon 7.  In April 1975, while the locomotive was undergoing boiler repairs, a volunteer had reformed the threads on the fusible plugs and crown sheet incorrectly and one of the two fusible plugs was inserted cross-threaded.  The insurance company's boiler inspector certified the boiler without seeing the fusible plugs removed for his examination.

Eventually, on 7 March 1976, the threads on one of the fusible plugs failed and it blew into the firebox.  The resulting 1 5/8 inch hole in the crown sheet allowed steam at 170 psi to erupt into the firebox causing a massive blow back.

*

The following instances are straying slightly from matters of relevance to 'N' gauge modellers but, perhaps, are of interest, as high pressure steam makes no allowance for well-meaning preservationists.

The Gettysburg Railroad in Pennsylvania was the scene of a catastrophic crown sheet failure on 16 June 16, 1995.  Ex Canadian Pacific 4-6-2, No. 1278 was the locomotive involved.  The National Transportation Safety Board's investigation found multiple failures of locomotive maintenance, and training and supervision of personnel, which led to the engine being in an unsafe state.

Kitson-Meyer 0-4-0+0-4-0 Hawk was hauling a passenger train on the Kirklees Light Railway (now the Whistlestop Valley) on 3 July 2011 when water became low in the boiler, melting the fusible plug. The newly-qualified driver did not drop the fire immediately as he ought to have, the locomotive remained coupled to its train and the passengers were not evacuated.  Some time later, a more experienced person arrived on the scene and the fire was dropped.  There was extensive damage to the firebox but, fortunately, the crown sheet did not fail.

There was speculation that a partially-closed valve was the cause of the low water level but a a careful and thorough investigation by the Rail Accident Investigation Branch established that the driver had simply not used the injectors enough to compensate for the water being used.

Finally, I was glad to read that '2MT' 2-6-0 No. 46464 has returned to steam at the Strathspey Railway, 44 years after she suffered firebox damage there after being lit up, by shed staff, with an empty boiler.  They thought they were filling the boiler from an external source but, due to an improper setting of an injector's valves, they were filling the tender.  When the fireman came on duty he noticed the gauge glasses were empty.  By then the damage was done.

Unlike our train sets, steam locomotives, even preserved ones, are not toys.

*

The next part will be short and will consider the most unfortunate experiences with US 2-8-0s on British railways during the War.


'N' Gauge is Such Fun!

Many thanks for looking and all best wishes.

Pip-pip

John

Thank you all for the helpful replies. Cutting up bags seems the popular option and makes sense.

Also apologies for the repeat question. I could not find my original question when I looked.

Back to IT school for me.

Thank you all again.

Steve

In general, a lot will depend on the size of the show and the size of the club i.e. number of people available...

Each Show Manger will have their own style, but do need to be given a good deal of authority and allowed some freedom to do things their way, just to get things done - to an extent it is 'their baby' (rule by committee slows things down or worse results in indecision or conflicting direction)

Having said that, they will need the help and support of others and as a volunteer you do deserve to have at least a rough idea of what is being asked of you. We certainly would have a roster drawn up for key tasks in the show during opening hours - admission desk, exhibitor tea-room, any other specific positions that need to be manned, general stewards. We try to work on the basis of 1-hour shifts to keep it simple and memorable (ideally 1-hour-on / 1-hour-off / hour-on-something-else / hour-off etc)
In our case, we have a dedicated Club Shop manager who will nominate two or three staff to assist and pretty much leave that small team to get on with it, so that is outside the main roster.

During set-up, there is a lot to juggle, so individuals may be delegated specific tasks, but generally all pitch in with whatever is needed.

I wouldn't expect the show manager to get directly involved in the staffing of a club layout - he's enough to do, so leave it to whoever would organise staffing for an 'away fixture'... Similarly, Care (lack-of) for stock I would again expect to be a matter for whoever looks after the layout and not a matter specific to the show/Show Manager, but if it's a wider problem it may be one to take up with the committee afterwards.
If the regular operators also have other roles in the show, they may not be able to dedicate fully to it, but that opens an opportunity for others to have a 'trial' without committing to a full weekend away.

Quote from: Richard Taylor on July 23, 2024, 09:52:28 PMAny chance the thread title could now be changed to reflect that it's a discussion about the forthcoming new V2, and not a discussion about an announcement?
 

Very many thanks!

I do quite a bit of weathering, for myself and commissions for customers and generally don't tend to use any varnish at all.

I generally use a mix of airbrushed acrylics, enamel streaking products and panel liners applied by brush and the various powders here and there to finish off. I find the matt airbrushed paint usually provides a good enough "key" for any powders to adhere too. As long as the model isn't handled continually or roughly, I've never felt the need for varnish over the top. Any varnish often tends to alter the finished colour of the paint or powders.

The exception is on full resprays, re-lining or renumbering projects where thin a coat of gloss varnish initially applied will help the decal adhere to the model. A coat of satin or matt varnish once the decal has been applied will then help to reduce the chance of the decal peeling or rubbing off due to handling.

Casting a quick look at her Rolex Oysterdate wristwatch, Sylvia realised it was nearly time for the couples to rejoin the festivities in the Great Hall. Ever the gracious hostess, she gently cleared her throat before addressing her friends concealed within the conservatory's lush tropical foliage.

"My dears", she began, her cultured voice carrying a hint of regret as it carried through the verdant paradise, "I fear we must soon make our reappearance. But after we've made ourselves presentable, perhaps we ought, first, to visit the cloakrooms en route? One can't return to a grand ball looking as though one's been... gallivanting in a hothouse."

Her suggestion was met with knowing chuckles and murmurs of agreement, punctuated by the rustle of fabric as, with regretful sighs, the friends began to gather their discarded garments.

"Capital idea, Sylvia", Jeremy concurred, fumbling slightly with his wayward bow tie. "I daresay we could all use a moment to... regain our composure."

Eli's tinkling laugh floated through the air. "Oh, Giles, darling, you look as though you've been wrestling with a particularly amorous fern."

Once the couples had reluctantly finished dressing, assisting each other with the intricate buttons, fastenings, and ties, they began their journey along the serpentine paths of the conservatory. The echo of their steps resonated from the marble floor.

Upon Jeremy unlocking the door, Amanda let out a wistful sigh as they stepped out of the hothouse. "I do believe I shall never look at a conservatory in quite the same way again", she whispered. Her remark was met with Andy's hearty chuckle and Eli's lively giggle.

The change to the Castle's cooler, statelier atmosphere was striking as the six friends left their secluded tropical paradise. It was like crossing from one realm into another as they traversed the crimson-carpeted hallway to the resplendent cloakrooms adjoining the Great Hall. Each was lost in thoughts of the unforgettable experiences they were leaving behind, while looking forward to their return to the ball.

So sad - so here is reminder of the man featuring the late Gary Moore from 2008...

https://youtu.be/dwc7ZEYfWYc?feature=shared

Cheers,

Tim