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 RAILWAY OPERATING DEPARTMENT
  
 
 
   TERMINAL 1  
 
FIDDLING ABOUT




In the introduction to the philosophy and construction methods behind Terminal 1 I mentioned that wiring fishplates rather than the rails themselves for power would not not prejudice any possible future adaptation of the Terminal 1 rail module into a larger layout. Little did I think when I wrote those words that such an adaptation would become a reality as soon as March 2010!


In the introduction to the philosophy and construction methods behind Terminal 1 I mentioned that wiring fishplates rather than the rails themselves for power would not not prejudice any possible future adaptation of  Terminal 1 into a larger layout.   Little did I think when I wrote those words that I would be - in the words of Jeremy Kyle - "putting something on the end of it" as soon as March 2010!

However, a reallocation of assets offered a shallow shelf space both long and wide enough for a fiddle yard module capable of holding eight sidings, each of which could store a four or even five carriage push pull or multiple unit train.  

This both broke the hold of the Munro Doctrine of train deployment and offered a more varied viewing experience for the exhibition visitor.  Rather than one station platform road being effectively limited to one train - visible or hidden -  a single train can now be moved from Platform 1 to Platform 4 purely by shunting over the array of points.  The fiddle yard itself, too, is now set to be an arena for a range of visible rolling stock - any train of which might move into the station next.



The fiddle yard module was, like the rest of Terminal 1, 1 400mm long and constructed from 18mm thick MDF. Space on the shelf and in the back of the car allowed the module to be slightly wider than Terminal 1 with side walls higher than a British outline N gauge train and the end wall 8mm higher still to allow for the possible future addition of a perspex cover. Either with or without such a cover, the visible trackwork was left deliberately not painted and the fiddle yard unballasted to focus attention on the stored trains.


The fiddle yard module was, like the rest of Terminal 1, 1 400mm long and constructed from 18mm thick MDF.  Space on the shelf and in the back of the car allowed the module to be slightly wider than Terminal 1 with side walls higher than a British outline N gauge train and the end wall 8mm higher still to allow for the possible future addition of a perspex cover. Either with or without such a cover, the visible trackwork was left deliberately not painted and the fiddle yard unballasted to focus attention on the stored trains.  This anti-scenery approach also allowed the rails and points to be tacked down rather than glued and thus easier to reconfigure if needed in the future.  Another useful addition is a layer of upholstery type foam to cover the ends of the fiddle yard sidings and cushion any trains arriving too quickly.

The tray-like fiddle yard module was mounted on an hollow MDF rectangular section pylon at the far end and by one of the folding tables where Terminal 1 connected.  At the latter point, two wooden sections projected inside Terminal 1 to inhibit lateral relative motion while the "ski-jump" for the bundled cable approaching the 5 pin connection also helped inhibit the two modules from pulling apart.  In fact this triangular structure - effectively making the cable into a bridge over two of the tracks - strengthened the overall wooden structure and made it easier to use compared with the alternative of taking the cable through a hole in the deck.

The pre-enjoyed point array and other track was supplied by my good friend Paul Elliot who also installed it.  Some of the four tracks within Terminal 1 had to be slewed at their pinned, unballasted ends to meet short unpinned lengths connecting to the fixed points.  This allows the short unpinned lengths to be removed for transport although connecting the four N gauge tracks with conventional rail joiners does require care and patience if track geometry and electrical problems are to be avoided.





With the fiddle yard module in position and fully tested, an operating timetable could be written around the concept of seven trains occupying the eight storage sidings.  As part of the role of Terminal 1 is - in my imagination - to accept flights diverted from other airports due to bad weather, volcanic ash or other issues such a timetable has licence to be changed at short notice and throw together a wide range of rolling stock reflecting contemporary operating practices.

A detachable cover was also built over the points to both protect them and to hide any unsightly prodding operations.  This was custom built for the location from thin plywood and MDF and stregthened by plastic architectural L-section material.





As can be seen from the following images, this cover also eased the visual transition from the scenic section to the anti-scenery of the fiddle yard - answering the question of "how did those cars get up there?" by hinting at a system of ramps beyond the entrance and exit portals made from fine grade black abrasive paper.  A gap between the green security fence and the wall of the cover was filled by the portable barrier from the Bachmann Building Site Details and Tools set (379-308).  This leaves the rest of the 2mm scale tools, signs, cones, wheelbarrow and portable toilet for future use and -thanks again to Paul - a Class 220 Voyager unit to be written up!