Duncan Hunnisett describes his bleak and wintry evocative scene from the era of MGR traffic and a remote stabling point in the Derbyshire/Nottinghamshire coalfield.
SHIREBROOK
Duncan and Janet Hunnisett
FACT FILE
Layout Name: Shirebrook
Scale/Gauge: N gauge
Size: (including fiddle yards): 20' x 7.5'
Era/Region: 1980-93 BR Eastern Region Derbyshire/Nottinghamshire coalfield
Layout Type: Full circuit
Shirebrook
We have modelled Shirebrook depot and the former Midland railway route through the town during the final years of Shirebrook Colliery. So, why choose Shirebrook and why N scale? Having modelled almost entirely in N and requiring to run scale length trains well, only N scale makes this possible in a reasonable space. We are also dismayed at the lack of quality layouts in this exciting scale, which provides, we believe, the best opportunities for a prototypical model. I have long argued that N scale layouts must never be scaled down plans of OO layouts, they should be conceived in their own right, for example, a 3ft radius curve in OO may look visually acceptable but reduced to 1.5ft radius in N will just look toy-like. Too many experts have concentrated on the space-saving attributes of N scale, resulting in cramped models that become extravagant train sets. Instead, use the space to explore the modelling potential of the prototype that is not possible in the larger scales unless you own a barn. We have lost count of the number of viewers commenting on the realistic curve of the mainline past the depot on the model, especially when a rake of 36 mgr hoppers pass by, (it is actually 55ft radius).
Another consequence of N scale modelling is the ability to correctly model geology again often overlooked by many. The most common mistake is the over steep cutting face, which, in reality, is always governed by the stability and type of material being cut through. A great example of a cutting driven through the very soft London clays is Copenhagen Fields, where cutting sides have to be at a very shallow angle indeed.
To make the overall width of the railway formation acceptable, massive retaining walls have also been constructed. Where the bed rock is hard and stable, almost vertical cuttings can be considered such as in the cutting to the north of Shirebrook station, here the bedrock is Permian limestone.
Selection of a suitable Prototype
The first decision was the overall size of the completed model. Having arrived at that figure, a suitable prototype location had to be found that provided the following;
- Plenty of freight train operation
- A feature, station, freight facility etc.
- A prototype length that was roughly compatible with the available length of the model.
We shortlisted a few locations including Treeton, Barrow Hill Yard, Tibshelf Sidings and Shirebrook. Following much research, we finally settled on Shirebrook.
This location fulfilled our original requirement and more, the depot is an excellent feature for displaying the loco stock while there are 3 branch lines within the featured area, the double-tracked line to Clipstone, Rufford and Ollerton collieries (among others) and High Marnham Power station, the single track branch to Warsop Colliery (without any run round, so operation of this branch from behind the depot is challenging) and the final branch is the single track line to W H Davis wagon manufacturers and repairers. This final branch allows not only almost any wagon to be run, but they can also be unweathered on their first run after manufacture repair or modification.
After close examination of the prototype and the limitations of 4ft by 2ft layout boards, we found a little reorganisation of some of the features was required, however, these have not significantly changed the overall feel of the model. A visitor at a recent club open day revealed to us that she had grown up in Shirebrook and showed us where she used to sit with her brother and friends on summer days and guess the number of wagons passing by on each of the many coal trains.
Perhaps the most noticeable change from the prototype is the ‘open’ station and occasional passenger service, whereas in fact the station was closed and the platforms partially demolished during the era modelled. Using modellers’ licence, the station masters house has been moved, the back road extended and straightened to provide a goods siding with a raised loading/unloading platform and freight handling possibility, and the overall distance between Sheepwash viaduct and Shirebrook Junction has been shortened by about 20%. These changes have required us to omit the water tank located at the rear of the depot. The Langwith Road and over bridge above the line to Worksop are both fictitious but are included to provide a scenic break.
The Internet has played an ever-increasing role in the development and construction of the model. We have accessed the ever-increasing number of photographs for reproducing the various features of the depot, station and surrounding buildings. All the buildings are scratch-built or modified kits, they are lit internally in a prototypical manner, (lit by room rather than having one centrally mounted light shining forth from all doors and windows). Lighting was deemed as an important feature of the layout as the wintertime setting would only provide short day lengths and low light levels (We are still considering how to achieve low light levels at future exhibitions).
The signal boxes are ‘bashed’ from the excellent Ratio Midland signal box kit, the station signal box (opposite to the depot building) being reduced in size of the original kit and the Junction signal box is made from two of the kits to suit the prototype. The most challenging building to construct was the depot itself. I designed my own etched nickel silver parts and together with clear styrene sheet, beam sections and corrugated roofing to form the shed. The largely ‘see-through’ building meant that additional bracing wasn’t an option, making a sturdy structure difficult to achieve. Most other buildings, bridges and Sheepwash viaduct are constructed from card, (mounting board) with plasticard overlays. They are painted with various enamel and acrylic paints.
The general shape of the land form was carved from solid expanded polystyrene sheet and covered with ‘One Strike’ lightweight filler. It is far more user-friendly than plaster/polyfiller and has the consistency of butter or margarine when worked, we recommend it. When fully set, we give the surface a wash with earth ochre colours before a thin base coat of scatters for ‘field areas’. Where a road or concrete surface is required, further thin coats of one strike are applied and smoothed with a wet wallpaper scrapper or chisel when almost set. A polished surface like a plasterer doing your house walls can be achieved and when airbrushed, gives a very convincing finish.
The main storage sidings total over 121ft (3.4 scale miles) in length with 8 sidings in each direction, able to store a total of 22 trains. Additionally, there is a secondary yard which effectively is WH Davis wagon repairers a couple of single ended sidings for storage of items that are occasionally run are also provided, finally a single extra storage line is available for trains arriving on set from the Clipstone direction. The construction of these sidings was a formidable task, very much becoming a project in itself and took much longer to achieve than the visible part of the model. The hidden sidings are carried on baseboards of 4ft by 1ft 6inches. The track level above the floor is relatively high, this is deliberate and ensures that the majority of viewers can easily view the layout from ‘ground level’, we feel it is important that the layout is viewed from where the prototype is viewed, namely the lineside, not from a helicopter flying 500ft above.
At this point, it is worth noting that the part built layout was stored for 10 years in a rather damp attic after work circumstances forced a change of home location. Work to complete the track laying and wiring was restarted in March 2015. We designed a remote power supply box containing the main transformers, fuses and a double socket outlet where we can plug in a hoover or soldering iron (should the need arise), all other outputs are low voltage and a 25-way d type plug/socket combination and ‘umbilical power cord’ takes the various power supplies on to the layout itself.
The locomotives and rolling stock come from the usual sources, Graham Farish, Dapol, Peco. We are also lucky to own a couple of CJM locos. There are many kit-built wagons, including many available from the N Gauge Society. All the stock is in the process of being weathered/renumbered/modified as appropriate. This is a massive task. The most recent wagons to be fully completed are the MCV/MDV mineral wagon set, (over 40 wagons). Each wagon has been individually painted and weathered, each kit-built example carries a different number. Janet has made all the coal and limestone loads seen running on the layout using real materials on carved oasis formers. Differing but all very fine grades of coal were used to represent the differing coal sizes found between domestic and power station supplies.
As you can see from the photographs, the scenery still requires much work and detailing and several buildings are missing. The scenery is tackled in a decreasing area with each stage. For example, the field behind the depot sloping down to the stream was, at stage 1, coated with sand and sawdust in an effort to replicate a ploughed and raked field ready for sowing with next years’ crop and the lane at the fields’ edge roughed in. The next stage (still to be completed) will involve adding material to more clearly define the lane and ‘strengthen’ the stoney look of the field, in the third stage, we will work up small areas of just a few square inches before finally adding highlights, details and airbrushing to achieve those dull winter tones.
It is planned to have the layout fully signaled as per the prototype. We intend to make the main signals work with the use of servos and auto return to danger using the IRDOT system from Heathcote electronics. Ground signals will be ‘poseable’ but not remote controlled. Much of this work is being undertaken by group members and we always encourage others to become involved in the project.
There are some areas we are revisiting, the viaduct end of the layout is being extended to give a longer scenic run for the viewer. Here, the line to the south will be modelled passing largely between Shirebrook Colliery’s spoil heaps so will not be ‘beautiful’ but hopefully faithful to the prototype.
There are still challenges ahead, winter foliage-free trees are proving difficult to produce, some of the longer trains split and will require different coupling arrangements, there are a couple of electrical issues to sort out. We are planning to slightly adjust the configuration of the control panels. This change has been found necessary after operating the layout at various club open days.
At the end of the day, the model would be nothing without the people that have helped in its’ building and operation, so our thanks to family and friends, Mark, Victoria, Carl, Ted and Matt.
Modelling Myths
- Cork underlay does not provide any sound insulation, it is used solely for forming a shoulder in the ballast.
- Fiddle yards are only fiddle yards when there is room to ‘fiddle’ the trains. I maintain that track centers should not be closer than 50mm in N scale fiddle yards. Our track centers are at 26mm and therefore space is too tight to get your fingers around a piece of rolling stock without derailing the stock in the adjacent roads. Our sidings are therefore described as ‘storage sidings’.
- Squeeze it in, don’t. Your trackwork will develop ‘doglegs’ and your stock will derail. Always go for a design that easily fits the space with preferably room to spare.
- Planning. You may well think you have thought of everything but you won’t have. It may just be an inaccessible bolt or a point motor being fouled by a slightly incorrectly located baseboard strengthener. These problems can cause much frustration and can be avoided.
ADDITIONAL IMAGES
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