Take 2 - A KP mail van - the Hawksmoor version

Well that was a bit of a mistake!. I had thrown a few photos as the start of a post on my recently completed KP Mail Van and inadvertently hit the publish button rather than just saving the draft. My humble apologies to those who opened that version. Now to start again, this time with a bit more content.

Last June, I recently purchased a Hawksmoor KP Mail Van kit and finally got around to assembling it just before Christmas. This is a very basic kit that is a recasting of the original MRC kit, this time in polyurethane. It required the addition bogies, couplers and other detail parts.

I used an article in AMRM August 1997 by Garry Kahler that included a plan and elevations to provide some key dimensions and basic information. The kit was close to the dimensions in the article but to get the couplers at the correct high, I had to use the high set kadee version, plus some shims on the bogies.

The kit went together easily although a fair bit of filing and sanding was necessary to make it fit.  As usual, I used masking tape strips on the roof and added replacement roof vents. Other added detail is shown on these two photos. As usual, soldering the underframe truss was a bit of a challenge.










The only problem that I couldn't overcome was the shape of the end walls and the very visible intersection of the side walls. No amount of filling or filing could hide this. However, I am consoled by the fact that the van will usually be marshalled between other cars and the ends will be obscured. 

With the completion of this kit, that's probably about the last of the mail train consist I have been slowly assembling over past few years. 

It's probably about time that I focused on other facilities for Philip's Creek.

 
 

Using Elasticised Cotton for Fences - Some Lessons Learnt

Around the end of 2013, there was discussion in Ray Pilgrim's Bylong blog concerning the used of elasticised or stretchy thread as a solution for power lines and fencing wire. After Ray's posts had been published, I purchased a roll of this product, but never let it be said that things happen quickly on Philip's Creek. It took me another year before I finally motivated myself to try the thread, not so much for power lines but rather as fencing wire.

In part, my lethargy was due to the frustrations expressed in an earlier post when I attempted to do the same thing with very fine wire. (http://philipscreek.blogspot.com.au/2012/11/a-waste-of-time.html. The elasticised thread was certainly easier to use than wire and as such, didn't trigger quite the same reaction as previously. However, it did reconfirm the lesson that I learnt previously, do the fencing early - the sooner the better after the basic landscaping has been applied and most definitely before power poles have been added. On parts of my layout this was not the case and there has been a power and telegraph pole repair program running in parallel with the fencing. On the newer section of Philip's Creek, there is nothing taller than the fence posts, so the work is a little easier.

By the way, the fence posts are combination of a special order of split timber posts from Kerroby Models mixed with some scratch built posts made by splitting a match in two.

At this time, I have competed some fencing around the local church and school and am now working on the fencing of the rail easement on the new and less cluttered section of the layout.








So what have I learnt from this exercise?

Firstly, this thread snags or catches very easily. The thread is very fine and seems to catch on almost anything from grass to rocks, power poles and certainly edges of buildings. Because it is very fine, it is difficult to see and its elasticity means that sometimes, you are not aware of a snag until the tension becomes so great that the thread pulls out back off the needle. It becomes a matter of judgement as to how much loose thread you want hanging around and getting snagged compared with how many times you want to tie off and start again. The photo opposite shows a point where one length was tied off and another started. Although it is fairly obvious in the close up photo, it is difficult to detect from a reasonable viewing distance. The white thread on the grey post also helps.

Secondly, make sure you have a fair amount of thread on the loose side of the needle eye. I lost count of the number of times that the needle was pulled through a fence post only to find that the end of the thread was left a centimetre or two back.

Super glue is your friend. I found that a touch of super glue on the thread as it looped around a corner fence post or bracing pole was sufficient to hold the thread in place after a short setting period. The photo opposite shows two strands in place, each with a loop around the corner post that has been glued in place.





The thread that I purchased was white. There had been some commentary in the earlier articles suggesting that a black thread was available but was not as good. However, I found that it was not easy to paint and the best solution was to run a black permanent marking pen along each strand of 'wire' once it was in place. This has worked well for most of the fence line but colouring in the vicinity of the fence posts is a bit sparse. More work is needed here.

Unless you have brilliant young eyes, some form of magnification is a must.

Finally, there is the question of how much tension should be applied to each fencing wire. I only applied a relatively light tension, sufficient to given the appearance of a well tensioned fence but, hopefully, not too much that it will lose its elasticity very quickly. I do expect some sagging over time but it should be with realistic limits.

Notwithstanding, the small dent that I have made in this project so far, there is still plenty to do, probably still about 2-3m of fences yet to be strung. No rest for the wicked!

Seeing Blue - an unexpected outbreak of mould?

Having written a few lines about why things are seen in my last post, I have been hoisted on my own petard by the recent discovery of a strange change in colour of some parts of one building on Philip's Creek that I have only just noticed.

A few days ago, I was stringing wire to a few fences ( actually the elasticised cotton thread) in close proximity to the Philips Creek Primary School when I saw that parts of the chimney and fascia were now a blue grey colour. We have had some unsettled weather in Sydney over the past few weeks and for 10 weeks prior to that, I was away, so I'm not really sure when the problem emerged. I do know that it wasn't there is 2011 and the third photo demonstrates. However, we have had periods of high humidity in other years without this type of problem emerging so I not sure that weather has been a determining factor.

The other curious thing about this occurrence is that it has not spread across the whole model. The two faces of the chimney and fascia that are not visible to the camera in the first photo remain unaffected. You can get an indication from one of the faces of the chimney in photo 2. There has probably been a reaction with the paint or the weathering powder used, but again, these covered the entire building, and yet, only two sides have been affected. Similarly, as far as I can tell, no other building or rolling stock items has shown signs of contamination.

Well, what to do about it? I tried three methods of removal, each applied with a cotton bud. The results of the first, isocol alcohol, can be seen on the top of the chimney in the first photo. The second, cloudy ammonia, and the third, exit mould, gave similar outcomes, not surprisingly, a bleached white surface.

The visible mould has now been removed and I will repaint fascia once I am convinced that the problem will not return. However, I have decided to build another chimney around the original one. It will be painted and weathered before installation. Hopefully, that will see a return the original structure shown in the 2011 photo.

On a very different note, as the festive season approaches rapidly, I would like to acknowledge all those readers who have assisted me with comments, advice, information or materials associated with the various posts in 2014.  Thank  you all for your contributions and input.

Finally, to all readers, have a very Merry Christmas and a great 2015.



Why Things Are Seen

This post was started a few months ago after a discussion at the Modelling the Railways of NSW Convention last June but for one reason or another has remained in a half finished state for several months, kind of like a few models I could mention! One of the Sydney Model Railway Society team operating the Society's Mungo Scotts layout bought a 48 class locomotive that he had purchased second hand to the weathering display at the same time that I happened along. The locomotive has some basic weathering but for some reason, a small section had flaked off leaving a triangular shape of the original unweathered surface. Although only small, it was glaringly obvious and he was seeking suggestions of how to repair this.

I had to attend another presentation and I trust he was able to find a solution. However, as we were discussing possible rectification options with the person manning the display, it occurred to me that the issues that we were addressing were the same as those I recall from my early days in the army when one of the first lessons we received was entitled ‘Why Things are Seen’. Back then, the intent was to ensure that our camouflage and concealment practices addressed a number of factors and hence our bodies and equipment were not visible to an enemy. If I recall those factors correctly, they were:

• shape,
• colour,
• silhouette,
• movement,
• spacing,
• shadow,
• texture, and
• shine or lustre.

For modellers, the situation is somewhat different. Some things we want to be seen and we usually use one or more of these characteristics to ensure that, but others we wish to remain hidden or at least be less obvious than other elements. 

For many readers of this post, such things are self evident, so why waste time restating the obvious? A few reasons come to mind. Firstly, sometimes it helps to review the concepts that underpin the visual aspects of the hobby. Secondly, it may give some readers a different perspective when it comes to weathering and scenery. Finally, in the perennial question concerning how much detail is appropriate for HO scale, I tend to look at the issue in the context of these factors because my belief is that if you can’t see the detail readily, then perhaps it is not necessary.

In the modelling context, a number of the factors are readily apparent. We spend a lot of time and effort to ensure that the shape and colour are right. Silhouette could be considered as a sub element of shape. In the military context, the silhouette against the skyline is something to be avoided. In the modelling context, it may work to enhance a realistic scene.

In the same way, movement and spacing are also easily appreciated but again, context is important.

However, it is perhaps the last three that present me with the greatest challenges. 

A misplaced shadow can easily compromise a scene and is something that I must address in several parts of Philip’s Creek but more of that in a moment.

We seem to have a sensitivity to texture and I confess that more than once, I have been tempted to reach out and touch a corrugated iron roof on an exhibition layout to see if it feels right. Recent blog posts by others dealing with topics such as brick or block work, or the depth of timber grain on cattle or sheep wagons are, in part, about getting the texture right.

I think the incorrect lustre of a model is one of those things that can really detracts. It was the juxta-positioning of the two lustres, the shiny ‘as purchased’ finish and the dull weathered surface, on the 48 class in the opening vignette that made the problem very obvious. By way of further example, the photo opposite shows a situation where the incorrect lustre makes something look out of place. We expect the top of the tracks to reflect some light but the new, and as yet unweathered, flat wagon tends to catch the eye and possibly distract the viewer. Not all gloss or shine is a problem, but if we get wrong, either way, it stands out. 






The second photo attempts to highlight a few examples of these factors at work. The effect of shape, colour and shadow is fairly obvious in defining the scene, but the shape of the masking tape on the track certainly ensures that it is visible even though the colour is not terribly out of place. Perhaps less obvious in the photo, but apparent when viewed in person, is the impact of texture and shine. The pond in the foreground was created using several coats of clear gloss vanish over a darkened ground. The colour and lustre is about right but the roughened texture of the ground gives the  appearance of running water rather than a still stagnant pond that was intended - a bit more work to do there.

The shadow of the culvert entrance is expected but the astute observer will also note the small unwanted shadow at the top left of the headwall. This void is where the terrain and the headwall do not quite match. This an example of something that we don't want seen and normally theses are covered by vegetation, but clearly I missed one. Sometimes the camera sees better than the eyeball.

Finally, to return the shadow. Ron Cunningham in his Branchline Ramblings segment in AMRM (October 2014) wrote about a trend in model railway design towards the use of narrow shelves as a part of the layout. The photo opposite shows a  potential consequence of that trend as the shadow of a passing train may fall on the backdrop betraying the proximity of the backdrop which otherwise would visually appear to be more distant. I need to investigate this further as it's an issue I have in several locations. I suspect that some form of lighting immediately above the backdrop may be the best solution for this.
As I said at the start, most modellers understand these factors implicitly and use them successfully. However, for me and perhaps others, occasionally, something slips through the cracks and it helps to recap the basics.

A 36ft Tank Wagon aka Grandfather's Axe

When I converted back to HO scale in 1996, the first wagon that I purchased was an Athearn  US three dome tank wagon. The primary purpose of this acquisition was to test the new track that was being laid. In my ignorance at the time, I also thought that it could provide a 'near enough' version of its NSW equivalent. Although, I was soon set straight on this point, the wagon continued to operate as the only tank wagon on Philip's Creek. Fast forward to last December and the arrival of my SDS tank wagons. The old Athearn wagon now looked very out of place and languished in the 'back of house' staging area.

A few months later, Peter Hearsum posted retrospective on some 9000 gallon tank wagons that he had built quite a few years ago ( http://burrowa.wordpress.com/2014/05/21/a-lesson-learned/). Peter had co-authored an article on this work in an issue of the magazine Branchline Modeller (later The Australian Journal of Railway Modelling). Fortunately, I had a copy of the issue, reread it, and noted that one of the two wagon used as the start point for the conversion was the Athearn three dome tank wagon. I contacted Peter and he very kindly helped me out with the specialist dome and end casting, and cylinder to complete the conversion. Many thanks Peter!

I followed the process outlined in the article fairly closely but stuffed up the shortening of the chassis. To overcome this, I glued a styrene channel section on each side of the centre bream to create a sandwich arrangement which allowed me to achieve the straight line that my earlier attempts had not achieved.

I did get a bit confused with the different arrangements of domes, ladders, handbrakes and securing straps. As a consequence, I decided to follow the drawing of the Caltex 9000 gallon tank wagon on page 8 of the magazine. The model now just requires painting and the procurement of some suitable Caltex decals before returning to service.

The one thing the article did say at the very start was that most of the Athearn kit should be discarded and this was certainly the case. I have chosen to show photos before painting to demonstrate this point. The dark grey coloured parts of the model (not to be confused with the new grey domes and tank ends) are the only components from the original wagon hence the reference to grandfather's axe. We are all familiar with the story of grandfather's axe. It had seven different handles and five new heads but it was still grandfather's axe. And so it is with the tank wagon, although heavily modified it is still the first wagon that ran on Philip's Creek

A Narrow Gauge Deviation

Towards the end of our visit to Northern America, my wife and I visited the delightful town of Durango in Colorado. Delightful not only because of its location but also because it is the home of the Durango and Silverton Narrow Gauge Railroad. There are many heritage and tourist railroads in the US and we have encountered a few of these during our vacation. While it’s a bit tenuous, the attraction of this particular railroad is that it operates on part of the old Denver and Rio Grande Railroad running on a 3ft gauge track, the same gauge that I have modelled on my short logging railway operating out of Mount Windeatt

Our itinerary did not permit a trip on the train but it did allow us to witness the arrival of the last tourist train for 2014. Operating steam at last! Durango, as the terminus, has an extensive yard with a collection of rolling stock predominately carriages. It also includes an interesting museum. The museum is not big, occupying about three or four stalls of the old roundhouse. Its collection is more extensive than the usual railway memorabilia, including vintage cars and motor bikes, replica aircraft, a model railway and a collection of military figurines. Entrance to the museum was free. 
 
The museum was also pushing a range of local HOn3 models marketed under the Blackstone Models label (http://blackstonemodels.com/). As is common with most models these days, they are manufactured in China to the same standards we now expect from ready to run models. They are not cheap but very nicely detailed and well, the inevitable happened! I weakened and purchased a flat car similar to the one shown below.

It was a great visit to Durango!

The question now is what to do with this new acquisition. I already have a few logging cars in service and the very short sidings at Mount Windeatt discourage longer consists. The options are to use it to carry equipment in a similar way to the wagon photographed at the Durango roundhouse. Alternatively, I could build or modify a carriage section to fit over half of the wagon. Then, it could be used to provide basic passenger transport moving loggers between the sawmill and the logging site. I seem to recall seeing something similar in a narrow gauge magazine that I purchased many years ago. I’ll have to wait a few days until my return to Australia to confirm this. 

However, I don’t anticipate that work on this wagon will happen at any time in the short term after our return. There will be too many other things to catch up not to mention cleaning up Philip’s Creek after an absence of nearly three months. Hopefully, a possum hasn’t taken up residence but I’m certain the geckos will have left a few calling cards.  

A Change of Scale and Prototype

This post is a bit 'off topic' but no, I'm not moving away from the NSWGR prototype or away from HO scale.

Currently, my wife and I are on our first major retirement trip to catch up with friends in the US and Canada as well as visiting some places that we haven't seen in our earlier sojourns to this part of the world. So I thought I would post a few images of two of the 1:1 scale US railroads we have encountered to date.

The first three photos come from the White Pass and Yukon Railroad in Alaska. The narrow gauge railroad was originally built to provide a link to the Alaskan gold fields in the late 1890s. The 110 miles of track was constructed in a very fast two and a half years just in time for gold rush to falter and then subside. However, the railroad continued to operate commercially until the early 1980s when it closed, only to reopen as a tourist railroad in 1988.




The railroad currently operates a mixed diesel fleet of GE locomotives from the 1950s and Alcos from the 1960s hauling a number of restored passenger coaches. Their literature also states that they run two restored  Baldwin steam locomotives but these were not present when we visited. All I saw was this old Mikado looking like it has seen better days and is probably providing spares for the operational locomotives.


However, what sets the WP&YRR apart is its engineering in a very harsh environment. The track hangs on the side of a substantial valley with grades up to 3.9%, numerous bridges and a few tunnels.  Perhaps the most dramatic bridge encountered, in the 40 mile round trip that we did, is the one shown in the photo. It is no longer in use with the trestles and probably the steelwork in very poor condition. However, I suspect that it remained operational until the 1990s at least. What sets it apart, in my view, is the apparent lightness of the steel structure. It's a great example of the versatility of the steel truss design.

The second group of three photos covers two competing railroad companies running parallel operations on banks of the Columbia River Gorge that forms part of the border between Washington and Oregon states. The operations of the BNSF Railway and its rival, the Union Pacific Railroad seem fairly typical, multiple units pulling very long freight trains frequently with additional assistance at the rear as this photo shows. However, what sets this area apart is the spectacular setting with railways operating on either side of a very wide river dominated by massive basalt cliffs and steep slopes.

If one were to attempt to model accurately the mountains dominating the Columbia River in this area in HO scale, the mountains  would need to be somewhere between 10 and 30 feet high with the odd peak rising higher still. That's a lot of Styrofoam! The photo opposite, taken just west of the township of Hood River in Oregon, actually shows a BNSF train moving on the northern bank of the river. It appears only as a thin multi-coloured line just above the water line.

The final photo shows the same train, this time with a 24x zoom (the best I can get out of my camera) looking like a distant photo of someone's N scale layout.

I once wrote about the concept of 'modelling the ordinary' but on the Columbia River, the 'ordinary' is spectacular.

Next stop is the Rocky Mountains in Canada.


Obviously, physical work on Philip's Creek has been temporarily suspended while we are away. However, a copy of XTrackCAD loaded on the laptop has allowed me to work on the plan for the upper level of the layout. This may be getting ahead of myself as I haven't yet finished the Halls Creek Bridge scenery or started the transition and helix that will enable an upper level, but hey, there's nothing like thinking ahead!