First question... Of all the track plans I've mucked about with in SCARM - and indeed, all the track plans I've seen online - it looks as though the locomotives spend most or all of their time running backwards (simple loop excepted). Yet, I've (almost) never seen trains that seem to be operating this way in photos and videos of model layouts. Is this just a pictorial convention?
As far as I can see, there appear to be four possible configurations for a train:
1. Loco leading, pulling (the obvious one).
2. Loco leading, pushing in reverse (guessing this is bad because of greatly-impaired visibility).
3. Loco trailing, pulling.
4. Loco trailing, pushing.
Or is there something clever you can do with a shunter and sidings that lets the main loco get to the front again? :hmmm:
And if someone can recommend a good resource for model rail operating I'd appreciate it. I've Googled variations on 'realistic operating' and 'operation' and just get lots of stuff about waybills and schedules that don't help.
Why would it? Do you mean layouts with a terminus station? If so you either run DMUs, or something that can run reversibly, or you have to run round the loco, or put another one on the front. You'd virtually never push an entire train.
Quote from: PeteW on February 07, 2017, 05:51:18 PM
2. Loco leading, pushing in reverse (guessing this is bad because of greatly-impaired visibility).
3. Loco trailing, pulling.
These two "scenarios" don't make any sense ???
How can a loco be leading if it's pushing? By definition if it's pushing that means it's at the rear of the train, so it's trailing.
Likewise a loco cannot be "trailing" (ie, at the back) if it's pulling? If it's pulling then it's at the front!
Paul
Quote from: PeteW on February 07, 2017, 05:51:18 PM
And if someone can recommend a good resource for model rail operating I'd appreciate it. I've Googled variations on 'realistic operating' and 'operation' and just get lots of stuff about waybills and schedules that don't help.
As I think from that statement you have realised, you really need to do some serious basic research. Best advise is seek out some video of operations from your era and watch what happens. Look out for something like the Cine-rail, B&R, or Marsden ranges at model railway shows or trawl through You-Tube online...
Hi Pete, like you I am a newcomer to the fundamentals of operating, so I understand what you are asking, though I am surprised you find little on the Internet that answers your queries.
For shunting operations on layouts you could try this website, whose opening page gives this statement:
QuoteThe aim and purpose of this website is to illustrate and explain how different model railway shunting puzzles work and how best to build and operate them - no matter if you are a complete newcomer or a seasoned railway modeller.
http://www.wymann.info/ShuntingPuzzles/ (http://www.wymann.info/ShuntingPuzzles/)
I have not looked at the site in great detail yet but it could give some if not all of the answers you seek.
:beers:
You might want to have a look at this:
https://www.amazon.co.uk/Model-Railway-Operation-Accordance-Prototype/dp/1852604212/ref=sr_1_fkmr0_1?s=books&ie=UTF8&qid=1486497538&sr=1-1-fkmr0&keywords=cyril+freezer+railway+operation (https://www.amazon.co.uk/Model-Railway-Operation-Accordance-Prototype/dp/1852604212/ref=sr_1_fkmr0_1?s=books&ie=UTF8&qid=1486497538&sr=1-1-fkmr0&keywords=cyril+freezer+railway+operation)
Quote from: Sprintex on February 07, 2017, 07:09:12 PM
Quote from: PeteW on February 07, 2017, 05:51:18 PM
2. Loco leading, pushing in reverse (guessing this is bad because of greatly-impaired visibility).
3. Loco trailing, pulling.
These two "scenarios" don't make any sense ???
How can a loco be leading if it's pushing? By definition if it's pushing that means it's at the rear of the train, so it's trailing.
Likewise a loco cannot be "trailing" (ie, at the back) if it's pulling? If it's pulling then it's at the front!
Paul
My interpretation of what Pete is saying is that he is talking about the way the engine is facing. If the engine is pulling, but going in reverse, it is "trailing" and if it is pushing from the rear, but going in a forward direction, it is "leading". ??? Of course, I could have got this all back to front, (see what I did there? :)). Maybe Pete can confirm please?
@PeteW (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=5940)
Quote from: dannyboy on February 07, 2017, 08:07:47 PM
Quote from: Sprintex on February 07, 2017, 07:09:12 PM
Quote from: PeteW on February 07, 2017, 05:51:18 PM
2. Loco leading, pushing in reverse (guessing this is bad because of greatly-impaired visibility).
3. Loco trailing, pulling.
These two "scenarios" don't make any sense ???
How can a loco be leading if it's pushing? By definition if it's pushing that means it's at the rear of the train, so it's trailing.
Likewise a loco cannot be "trailing" (ie, at the back) if it's pulling? If it's pulling then it's at the front!
Paul
My interpretation of what Pete is saying is that he is talking about the way the engine is facing. If the engine is pulling, but going in reverse, it is "trailing" and if it is pushing from the rear, but going in a forward direction, it is "leading". ??? Of course, I could have got this all back to front, (see what I did there? :)). Maybe Pete can confirm please?
@PeteW (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=5940)
Still makes no sense.
A leading loco can only be at the front of the train, and a trailing loco can only be at the rear of the train. And how do you know which way round it is if it's a diesel? :confused1:
Paul
@PeteW (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=5940)
Pete - :helpneededsign: :confusedsign:
Quote from: PeteW on February 07, 2017, 05:51:18 PM
First question... Of all the track plans I've mucked about with in SCARM - and indeed, all the track plans I've seen online - it looks as though the locomotives spend most or all of their time running backwards (simple loop excepted). Yet, I've (almost) never seen trains that seem to be operating this way in photos and videos of model layouts. Is this just a pictorial convention?
I am going to make a couple of assumptions here, so do correct me if I have misunderstood.
I suspect you could mean locomotive running in reverse - i.e. bunker first for a tank or tender first. On small branch lines, where there is a lack of turntable, the slip would be 50/50. However, a loco running in reverse doesn't make as pretty a picture - and certainly in the days steam was in service, many photographers did not waste valuable exposures on these. Certainly locos running 'backwards' on mainline were less common - and very rare on express services. Simply, there are less surviving photos of locos running this way.
Quote
As far as I can see, there appear to be four possible configurations for a train:
1. Loco leading, pulling (the obvious one).
2. Loco leading, pushing in reverse (guessing this is bad because of greatly-impaired visibility).
3. Loco trailing, pulling.
4. Loco trailing, pushing.
1. Self explanatory
2. locomotives did propel carriages and wagons; almost always for shunting. Speeds would be slow, and there would always be a lookout.
3. A loco trailing, but providing power will be pushing
4. Self explanatory - push pull
You also have the less usual combination of a loco between two carriages - certainly the GWR did this with a pair of railmotor carriages.
There is also the loco at either end of a train - more common in more recent rationalised times where run-round loops are scarce, but certainly happened in steam times.
Quote
Or is there something clever you can do with a shunter and sidings that lets the main loco get to the front again? :hmmm:
And if someone can recommend a good resource for model rail operating I'd appreciate it. I've Googled variations on 'realistic operating' and 'operation' and just get lots of stuff about waybills and schedules that don't help.
Depends on the era and region. The GWR tended to bring a train in, get a shunter to attached to the rear or the train, drag the carriages and set them back into the adjacent platform. Then the train loco is released, runs back to a turntable, is turned and sets back onto the back (now front) of the carriages. In the meantime the shunter has been removed!
More common is that a train comes in, and another train engine is set on the rear of the train to take it back out again. This continued right up to recent years...I spent a very happy couple of hours at the end of a platform at Paddington matching class 47s toing and froing.
Quote from: Sprintex on February 07, 2017, 08:13:05 PM
A leading loco can only be at the front of the train, and a trailing loco can only be at the rear of the train. And how do you know which way round it is if it's a diesel? :confused1:
Paul
Double cab locomotives have a number 1 end (front) and a number 2 end which declares which way round they are.
just run it like Liverpool Street , loco watered ready on station spur , next train come in , loco uncouple , fresh loco off spur onto train , then depart = now uncoupled loco goes to station spur and waters up . at that incoming train enters station and repeats operation . 1950's rush hour commuter traffic 4-7 min's turn round. also it was fun to watch the N7's race the electric stock up the bank often reaching Bethnal Gr before them .
I think that was much more common in only the very big stations with easy access to a shed and ready supply of locos. Dropping a new loco on the other end is much quicker than running round and needs less space within the station.
Quote from: TheEdge on February 07, 2017, 09:10:16 PM
Quote from: Sprintex on February 07, 2017, 08:13:05 PM
A leading loco can only be at the front of the train, and a trailing loco can only be at the rear of the train. And how do you know which way round it is if it's a diesel? :confused1:
Paul
Double cab locomotives have a number 1 end (front) and a number 2 end which declares which way round they are.
:thumbsup: On a 'Crompton' number one end was where the radiators are, of course you only needed to know that for equipment i.d. purposes or fault and failure procedures etc, doesn't matter which way round a diesel is from an operating point of view really, although from what I remember it helped if you were working it from the end where the hotplate was just inside the engine room door so your secondman could put the kettle on! :foodanddrink:
In the steam era does anyone think the weather conditions were taken into consideration? For example, if a route always had the wind blowing in a certain direction it may make life easier for a steam loco to run tender/bunker first so smoke was immediately blown off the chimney without travelling down the loco and affecting vision. The number of tunnels on a route may also have affected decisions :hmmm:
N.B. The above does not involve express passenger/parcels traffic.
Quote from: Jimbo on February 07, 2017, 09:30:56 PM
Quote from: TheEdge on February 07, 2017, 09:10:16 PM
Quote from: Sprintex on February 07, 2017, 08:13:05 PM
A leading loco can only be at the front of the train, and a trailing loco can only be at the rear of the train. And how do you know which way round it is if it's a diesel? :confused1:
Paul
Double cab locomotives have a number 1 end (front) and a number 2 end which declares which way round they are.
:thumbsup: On a 'Crompton' number one end was where the radiators are, of course you only needed to know that for equipment i.d. purposes or fault and failure procedures etc, doesn't matter which way round a diesel is from an operating point of view really, although from what I remember it helped if you were working it from the end where the hotplate was just inside the engine room door so your secondman could put the kettle on! :foodanddrink:
I'm too modern for that, the only one I know is class 90s where the pantograph is at the number 2 end...
Quote from: newportnobby on February 07, 2017, 09:39:19 PM
In the steam era does anyone think the weather conditions were taken into consideration? For example, if a route always had the wind blowing in a certain direction it may make life easier for a steam loco to run tender/bunker first so smoke was immediately blown off the chimney without travelling down the loco and affecting vision. The number of tunnels on a route may also have affected decisions :hmmm:
N.B. The above does not involve express passenger/parcels traffic.
I shouldn't think you'd want to be travelling bunker first in freezing weather or heavy rain but if operational restrictions required it you had no choice I suppose, i.e. no turntables nearby or a triangle for turning the loco.
1. Loco leading, pulling the train....most common way of working.
2. Loco leading, pushing in reverse.....I presume you mean the loco is on the back of the train and pushing, possible with t.c. stock for instance known as push/pull working where there is a 'remote' cab at the opposite end of the train to the loco and the loco being controlled from that 'remote' cab either via electrical or mechanical connection (depending on type of loco and stock). Another example is a G.W.R. tank engine and autocoach.
3. Loco trailing, pulling......I can only presume you mean it's a steam loco travelling backwards (Bunker first) but pulling the train from the leading end. (But not if the train crew could help it!!)
4. Loco trailing, pushing.......I presume you mean a steam loco facing the 'right' way round but pushing the train backwards which only usually happens when shoving back into a siding known as propelling.
Quote from: TheEdge on February 07, 2017, 10:04:06 PM
Quote from: Jimbo on February 07, 2017, 09:30:56 PM
Quote from: TheEdge on February 07, 2017, 09:10:16 PM
Quote from: Sprintex on February 07, 2017, 08:13:05 PM
A leading loco can only be at the front of the train, and a trailing loco can only be at the rear of the train. And how do you know which way round it is if it's a diesel? :confused1:
Paul
Double cab locomotives have a number 1 end (front) and a number 2 end which declares which way round they are.
:thumbsup: On a 'Crompton' number one end was where the radiators are, of course you only needed to know that for equipment i.d. purposes or fault and failure procedures etc, doesn't matter which way round a diesel is from an operating point of view really, although from what I remember it helped if you were working it from the end where the hotplate was just inside the engine room door so your secondman could put the kettle on! :foodanddrink:
I'm too modern for that, the only one I know is class 90s where the pantograph is at the number 2 end...
Still makes no difference which way round it is unless it's something like a Class 20 :no:
Paul
I have been following this thread with interest and all the talk of leading/trailing, pushing/pulling, bunker first etc., has brought me to one conclusion - my head hurts ??? :confused2: :help: :headbutt:
Quote from: newportnobby on February 07, 2017, 09:39:19 PM
In the steam era does anyone think the weather conditions were taken into consideration? For example, if a route always had the wind blowing in a certain direction it may make life easier for a steam loco to run tender/bunker first so smoke was immediately blown off the chimney without travelling down the loco and affecting vision. The number of tunnels on a route may also have affected decisions :hmmm:
N.B. The above does not involve express passenger/parcels traffic.
Not sure about a prevailing wind being taken into account and with regard to a tunnel, assuming a return trip over the same route without turning the loco, you would be chimney leading one way and cab leading the other... ;)
What certainly was taken into account was any steep gradients - ideally you want the chimney at the uphill end, though rather than for visibility, this was so that the firebox was at the downhill end and would not be exposed when all the water in the boiler flowed to the downhill end...
Quote from: dannyboy on February 07, 2017, 10:10:27 PM
I have been following this thread with interest and all the talk of leading/trailing, pushing/pulling, bunker first etc., has brought me to one conclusion - my head hurts ??? :confused2: :help: :headbutt:
:laugh3:
Apologies PeteW, I forgot to try and answer the other part of your question.....is there something clever that you can do with a shunter and sidings that lets the main loco get to the front again?........there is a track layout called a run round loop where there are two tracks running parallel but converge into just one at the end so the loco will pull the train into either one of the parallel tracks, stop and uncouple from the train, run into the single piece of track after they converge then you change the points so the loco can run back alongside the train down the other track to the other end of the train where there's another set of points to change then the loco couples back up to the train again and pulls it out in the opposite direction, hope this helps! ;)
Sorry the confusion guys. I knew when I was writing that post that words didn't do a good job. But unless I'm just not using the right terminology it has been extremely difficult to find suitable pictures. However, a chap called Gram has a 2mm modelling blog and I hope he doesn't mind me borrowing his pics.
Consider this picture:
(http://3.bp.blogspot.com/-C8hC3ZooV20/TuJHAvsARGI/AAAAAAAABBY/9KvM8MKvWOM/s1600/08-shunting2.jpg)
If the train is moving left-to-right, that's what I called case 1 (leading and pulling). If it is moving right-to-left, that's what I called case 2.
Then this picture:
(http://2.bp.blogspot.com/-cD39cUrkglk/TuJDCjB7IgI/AAAAAAAABBM/y5utuu92ji8/s1600/08-shunting1.jpg)
If it's moving right to left, that's case 3 (trailing and pulling). And if moving left-to-right, case 4.
Leading and trailing simply refer to the position of the loco in relation to the wagons/coaches, while pushing/pulling refer to the force applied by the loco. Of course, I realise now that a loco at the back and pulling is, in fact, 'leading'. Sorry again :-[
Anyway, my point was that I guess in both of the above pictures, having the loco 'pull' is the preferred operation.
Jimbo (thank you, sir) has explained how to move the loco from one position to the other via a run around loop. Otherwise I guess you need a dedicated shunting engine and some kind of shunting yard to extricate the loco from being blocked in.
No problem, i'm pleased my ramblings made a little bit of sense!......no, quite shocked actually! :laugh:......the loco in the pictures is a class 08 or 09 diesel loco specifically designed for shunting purposes within the confines of a yard where the track layout incorporates a shunting 'neck' which is the equivalent of the single bit of track in the run round loop I described but the difference being instead of the two parallel tracks you've got multiple dead end sidings that wagons are 'sorted' into by the loco pulling the train into the 'neck' then pushing the wagons into one siding, stopping and the person called the shunter unhooks a predetermined number of wagons (leaving them there) then the loco pulls the remaining wagons back into the 'neck' the shunter person then changes another set of points for the loco to then push it's wagons into another siding and so on until the whole original train is 'sorted' into a predetermined order or a particular dead end siding for a particular purpose i.e. coal wagons into a coal siding or cattle wagons into a cattle dock siding etc etc.
With this type of loco, because it's only short, it doesn't matter which way round it's facing as the visibility for the driver to see the shunters' hand signals in the yard is still ok, in fact there is a small 'platform' fixed to the loco at the 'nose' end for the shunter to ride on with grab rails while possibly giving hand signals as well.
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
Quote from: Claude Dreyfus on February 07, 2017, 08:59:35 PMHowever, a loco running in reverse doesn't make as pretty a picture - and certainly in the days steam was in service, many photographers did not waste valuable exposures on these. Certainly locos running 'backwards' on mainline were less common - and very rare on express services. Simply, there are less surviving photos of locos running this way.
There are quite a lot of videos on Youtube with footage from the steam era, which give a much better impression of operations than photos alone, though even then a lot of scenes are very short (and focus mainly on the locomotive and not what they're hauling).
Quote from: weave on February 08, 2017, 12:43:14 AM
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I think many (most? all?) American diesels are designed to run in both directions, and I think the later British diesels are too - which is entirely sensible. But since my interest is sort of British 1950s (just at the transition from steam to diesel) most the engines that interest me are definitely 'directional' with the cab at the rear. Which is what prompted this thread, and the ensuing confusion!
My problem stems from having no background knowledge about railways and when I started looking at trackplans aimed at beginners and/or small spaces I'm finding a lot of single-track spurs and sidings that simply run into a dead end, with no facility for extricating the loco. I now have a great appreciation of the need for a run around loop, and/or a couple of shunting sidings. How to squeeze them into a small layout is now the question.
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
Whether an American (or Canadian) diesel ran cab forward or long hood forward depended on the road and era. For example, Canadian National ran long hood forward from the transition era to, I think, the late '60s. It was a combination holdover from steam crews who were used to a boiler in front, and the idea that in a collision with anything it's better to have the cab as far back as possible. The controls in the cab would be configured for that style of operation.
Sorry for the little sidebar.
Even with DC a terminating road without a loop (a bay platform, for example) is easy to facilitate. A switchable isolating section near the stops will allow the station pilot or shunter to couple on the end of the train and move it (to the carriage sidings, say). This will allow the original loco to be released when the section is re-energised.
With DCC the isolating section is not even required.
Then of course to confuse all kettle fans there is Cab Forward.
https://en.wikipedia.org/wiki/Cab_forward (https://en.wikipedia.org/wiki/Cab_forward)
There was even a UK prototype.
https://en.wikipedia.org/wiki/SR_Leader_class (https://en.wikipedia.org/wiki/SR_Leader_class). One for the scratch builders ???
That Leader was a nightmare, apparently. Crews called it the Bleeder! The fireman was working in impossibly cramped quarters in the middle of the beast, I think.
Would make an interesting model though.... if any member has done one, please let us know..... but in a separate thread, please! :beers:
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
a lot of USA diesels have a 'F' on one end of the loco this is front of loco , in early days this was long hood end .
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
On diesel shunters if the forwards direction is selected it moves radiator leading, for cab leading the reverse direction is selected.
Dodger
Quote from: mr bachmann on February 08, 2017, 02:14:59 PM
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
a lot of USA diesels have a 'F' on one end of the loco this is front of loco , in early days this was long hood end .
I noticed that the new Class 68s have '1' and '2' on the cab doors at opposite ends, presumably to make it easy to identify each end.
Quote from: mr bachmann on February 08, 2017, 02:14:59 PM
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
a lot of USA diesels have a 'F' on one end of the loco this is front of loco , in early days this was long hood end .
Did the drivers' boots have 'L' and 'R' on them? :-X
Quote from: newportnobby on February 08, 2017, 07:27:40 PM
Quote from: mr bachmann on February 08, 2017, 02:14:59 PM
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
a lot of USA diesels have a 'F' on one end of the loco this is front of loco , in early days this was long hood end .
Did the drivers' boots have 'L' and 'R' on them? :-X
They are not "drivers!" They are "engineers" doncha know? :P :angel:
Quote from: johnlambert on February 08, 2017, 07:05:24 PM
Quote from: mr bachmann on February 08, 2017, 02:14:59 PM
Quote from: weave on February 08, 2017, 12:43:14 AM
Hi,
I've probably got this totally wrong, mainly because I model European and have seen too many American films with trains in, but I thought the cab end was the front end (for diesels) so the photos are the wrong way round.
I will stand in the corner for the rest of the lesson when shot down in flames.
Cheers weave :beers:
a lot of USA diesels have a 'F' on one end of the loco this is front of loco , in early days this was long hood end .
I noticed that the new Class 68s have '1' and '2' on the cab doors at opposite ends, presumably to make it easy to identify each end.
It is, there are a few different ways of doing it. The number on the cab door seems the modern way, a lot of locos also have it on the inside of the cab somewhere. The 90s I drive have a panel above the windscreen on the inside with for example "90003, Max Speed 110mph, Number 2 end". It helps with identifying lots of things, like faults, as soon as you say the brakes on the number 1 bogie are dragging then everyone knows what you are talking about.
Puts a whole new meaning to "I'm having trouble with my Number 2 end" ;D
:sick2:
PeteW
If need inspiration have a look and the original and current Fort William station the original had no run round and only a couple of points so trains would have to reverse or be shunt released this station lasted into the early diesel era!
The new station is more functional with a loop for trains to run round and a couple of sidings so stock can stable the sleeper train sits here during the day when i did the sleeper the train went right up to buffers and after a while reversed back to run round then reversed into siding this all done by driver and groundcrew with radios
The last use of the Wallingford Branch in BR days was a freight train 2-4 times a week. At the Wallingford end the branch was truncated with just 2 sidings.
Therefore the method of work was to propel the train to Wallingford, shunt the full wagons into position and return pulling the train. A specially converted brake van with a brake valve on the Wallingford facing veranda so that the guard could apply the brake and return the loco to idling in order to stop the train in emergency. All locos lost traction power when the brake was applied.
I understand similar arrangements were used on freight only branches in other locations.
Dodger
Quote from: dodger on February 09, 2017, 02:47:09 PM
A specially converted brake van with a brake valve on the Wallingford facing veranda so that the guard could apply the brake and return the loco to idling in order to stop the train in emergency. All locos lost traction power when the brake was applied.
Just as well we can only pretend that happens on our models or we'd end up with wagons concertina'ed all over the place! :confused1:
@scottishlocos (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=1558): thanks for that; I'll see what Google turns up on Fort William.
@dodger (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=933): again, thanks for the info. Gives me something else to look for (turning into a proper education, this rail modelling). I do know Wallingford, if it's the one on the Thames. Nice place.
I've been slowly getting to grips with SCARM, messing about with trackplans and trying to incorporate my newly-discovered elements of run around loops and shunting sidings. When I summon up the courage I'll post something in the planning sub-forum.
Quote from: PeteW on February 10, 2017, 04:22:39 PM
@scottishlocos (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=1558): thanks for that; I'll see what Google turns up on Fort William.
@dodger (http://www.ngaugeforum.co.uk/SMFN/index.php?action=profile;u=933): again, thanks for the info. Gives me something else to look for (turning into a proper education, this rail modelling). I do know Wallingford, if it's the one on the Thames. Nice place.
I've been slowly getting to grips with SCARM, messing about with trackplans and trying to incorporate my newly-discovered elements of run around loops and shunting sidings. When I summon up the courage I'll post something in the planning sub-forum.
You've got the right place!
Dodger
Quote from: newportnobby on February 09, 2017, 10:09:01 AM
Puts a whole new meaning to "I'm having trouble with my Number 2 end" ;D
That's the end without the bell, right?
Quote from: JayM481 on February 11, 2017, 03:16:34 AM
Quote from: newportnobby on February 09, 2017, 10:09:01 AM
Puts a whole new meaning to "I'm having trouble with my Number 2 end" ;D
That's the end without the bell, right?
I wouldn't have dared mention it but..........................................yes ;)