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After Oly’s somewhat mischievous description of our trip to the Rail 2018 Modelspoor in Utrecht, I thought it might be worth taking a slightly more serious look at some of the layouts that will be unknown to most of the readers of this blog. Thus, even though there were some fine UK based layouts, I won’t include pictures of these as I am presuming more will be familiar with them (and if you are not, get out there and visit them at a show!).
First up was a model of Montherme station in N gauge. The real station is in the Ardennes and the railway really does come out of a tunnel, through a small station, across a river and back into another tunnel. The builders have used N gauge to its full effect, the hillsides rise up 3 feet (although this does make the layout excessively low) and it is very much a layout in a landscape which I like. It is based in northern France and the operators are very friendly, so if there are any brave show managers in the UK it could be realistically invited.
Regrettably I did not get the name of the following layout and ordinarily I don’t particularly like the steelworks/chemical works type of layouts as I find they are a bit contrived and consequently fake. However, I thought this one was a rather nice example and when you homed in on the detail, rather than let yourself get overwhelmed by the whole there were some really nice touches to it.
The next layout was a very fine rendition of a small Dutch village scene with a tram running through it. It was called Halt Tombroekstadt and whilst perhaps a little too neat, it was wonderfully modelled with lots of careful observations. It was automated and this could be worked on as the tram was either one or off!
Last up was my favourite – a layout called Pocahontas Mining Co built by a group from Dusseldorf. It was huge by most people’s standards and this enabled them to get full length coal trains on it without this looking silly – on occasions they had a double headed Norfolk & Western mallet with a similar banker at the back and that really was impressive to watch. You could imagine the houses in the foreground literally shaking on their foundations as a the whole train trundled by,
A few years back, I harboured desires to do something Canadian Pacific and regularly used to peruse Model Railroader. Pocahontas Mining reminded me of a number of the big basement layouts that so many Americans seemed to have – boy was I envious (indeed I still am!).
The layout had a number of great examples of modelling, just capturing the mundane and reminded me lots of O Winston Link’s photographs.
There were other very good layouts at the show but being one operator down and suffering from the tendency of my operators to either take the sit back form of management or engage any willing recipient into an in depth analysis of Scottish geography, there wasn’t time to photograph them all!
I am not quite sure why I am reblogging this given the grief I get within it but here is a not quite complete story of our trip to Holland with both Portchullin and Six Quarters………….
All that needs adding to the story is to add that the last we saw of Oly at the end of the weekend was his very worried face as he was in the Customs Shed at Dover whilst surrounded by several large burly men putting on rubber gloves in the search for HO scale contraband and assuring him that it would not hurt a bit…………
It all started with sound logic. The plan made perfect sense, Mark Tatlow had been invited to “Rail 2018” in Utrecht, Holland. Mark has always, religiously, hired a van around 10 times larger than required. This van was usually a classic long wheel base Sprinter, in which Portchullin had received many a war wound on the motorways of Great Britain by being allowed to slide around freely in the rear while the vehicle was driven like it had been stolen by a middle class mad man from Sussex.
Portchullin requires around 5 operators, 1 to operate and 4 to spend the weekend fixing it, so to make the proposition of 5 of us on the beer in Holland more appealing the spare space in the van would be taken up by SQ. So a sort of free layout for the exhibition manager.
That was where all logic ended.
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Portchullin’s next exhibition may not be the furthest it has travelled but it will definitely be a first for the layout and indeed myself – an exhibition on the continent. In this case Modelspoor 2018 which takes place on the 23 – 25 February in the Euroteco Centre, Houten, near Utrecht in the Netherlands.
To the Anglo-Saxons amongst us, do not be put off by the website being written in Dutch. Basically almost everyone in the Netherlands speaks good English (embarrassingly perfect English typically) and it is a really easy country to travel around, engage with people and see what they have to offer. Although I have not been to Modelspoor before I have heard a lot about it – think Warley * 3 seems to be the gist of it (which may be a bit much in truth!). However, it has a core of “finescale” from across Europe to which I was very flattered to be invited and I hear is worth seeing in any case.
And of seeing Portchullin is a sufficient excuse to high-tail it over to Holland, coming in the van will also be Oly’s Six Quarters layout. In contrast to the fresh air of the west of Scotland, Six Quarters has air laced with Cumbrian coal dust and grime!
There are a number of other very good layouts there, including Jerry Clifford’s Highclere Colliery (under a new name I hear) and Gordon Gravett’s Arun Quay. Se even if you don’t fancy Portchullin or Six Quarters much (shame on you), it is still worth a visit.
So if anyone that reads this blog (well, either of you!) is over in Holland in a couple of weeks time, do pop over and say hello!
With portions of the country suffering from a bit too much of the white stuff of late and with some trains embedded in both snow and mud blockages, I thought it might be fun to look back at the problems that snow caused one part of the Highland Railway’s system in the past.
Even though it was not as high as many other parts of the Highland’s system, its northerly position and exposure to winds makes the Far North line prone to drifting snow; especially where the line rises across the flow country between Forsinard and Scotscalder. This has long been a sore to the Highland Railway and there are a number of fine photographs of snow ploughs in action. Here are a few of them.
Believed to be near Scotscalder Station; what looks like a Barney in the rear and a Medium Goods to the middle – there is a further loco lost behind the plume of snow! Photo courtesy of the GNSRA.
Potentially the same train with a pair of Medium Goods and a Barney look to have a lot of trouble with a significant drift at the County March Summit (a bit to the south of Altnabreac). You can see plenty of evidence that the ploughs could not clear the line on their own in the top photograph – note the sides to the “cutting” have lots of shovel sized depressions.
And proof that a lot of digging was required! Both photographs are the NRM’s.
Snow is still a big problem in these lines; in the mid 1970’s a full train was stuck for a couple of days and needed to be supplied from the air (if anyone has any pictures of this I could use, could you let me know?).
The picture below was taken in 2010 where some DRS class 37’s had obviously been hard at work. Photo from Outpost North RSPB.
And after the exertions of clearing the line, this Barney looks as if it needs some attention if only to remove the snow. Remember, this will have been in steam yet is still has snow on its boiler! Photo of a Barney at Helmsdale from the HRS.
All of the ploughs shown in the HR era are of the medium size. There was a bigger one which begs the question of what size drifts were these used on?!?!?
As mentioned in my last post on my visit to Zimbabwe, due to the kindness of Alan Crotty and Fabrice Lanoue, I have access to a number of other great pictures of steam on Zimbabwe’s railways. It is a shame not to share them………..
I my last blog-post, I mentioned that the only time I had seen steam engines earning their keep was in Zimbabwe.
Unfortunately father felt rather slighted by this comment. He felt that the readers of a blog like this would consider him a very poor father if he had not insisted that his young son was dragged to see the dying days of steam on BR if he could.
To prove that he is not a poor father, here is a picture of a very little (I was 18 months old at the time) lad being lifted up by his mother to see steam roar past. In this case, a rebuilt West Country No 34004, Yeovil appearing from bridge under the Basingstoke Canal at Deepcut on the 10 June 1967.
Sorry, Dad, not accusing you of being a poor father I just don’t remember it!
Mind you, I do remember going to the Longmoor Military Railway in October 1969 and being plucked away from operating a crane with a promise that we would come back another day – that was cheating because it was the final day of operation ever!
Zimbabwe has been in the news a fair amount of late I do hope it makes a turn for the better as it is one of the most stunning countries in the world and with some of the friendliest and gentlest people too. This news prompted me to remember my visit there, in 1989 immediately after leaving university and before entering the big bad world of work.
The railways of southern Africa had some extensive systems but were with long distances on lightly laid track and heavy loads, the railway companies were confronted a difficult reality – how do you get a sufficiently powerful locomotive without making it too heavy for the line. Making a long locomotive with many wheels would have worked, only they would not have coped with the sinuous curves required to snake through the countryside. The solution came in the form of an articulated locomotive – essentially two locomotives with a single boiler slung between them. First patented by the Manchester firm Beyer Peacock these locomotives were synonymous with the railways of Africa, although they were found around the world.
The railway snaking around the contours was very much part of the railways of Zimbabwe and the need for an articulated locomotive is easy to see. It is the only time I have seen steam trains truly earning their keep – something that I will probably never see again as I understand that even the Chinese have withdrawn almost all of their locomotives.
As can be seen in the photograph, the railways of Zimbabwe do not use standard gauge track. They, along with pretty much all of the railways of southern Africa, use 3’6″ gauge – to the point where it is nicknamed “cape gauge”.
Due to the sanctions placed against Rhodesia and the economic condition of Zimbabwe, steam lingered on for a long time and has not totally faded out even as I write this; although I believe that the last remaining couple of steam locomotives are really pets and are largely wheeled out for tourists. I suspect that there are a lot of rusting hulks still in the country though and perhaps if the country settles down we will see a really proper number of them put back into use as the tourist trade picks up. It really is a wonderful country, so is worth a visit and I would love to do the journey again.
In putting this blogpost together I was conscious that most of my pictures were taken at relatively close quarters to the trains, because I was travelling on them. Therefore, to supplement my photographs, I contacted a few people who had posted their Zimbabwean railway photographs online. I am therefore I am indebted to Alan Crotty and Fabrice Lanoue for the use of their photographs in illustrating this blog – all rights to these photographs are retained by them. The good news, if you have liked the pictures, is that John and Fabrice were not the only ones who were prepared to let me use their photographs – therefore, there will be a part 2 to this blog post soon!
Being a little alternative (a.k.a. railway enthusiast), when it comes to preparing for a friend’s nuptials, the flesh pots of some poor unsuspecting city do not come up to scratch. Instead, when Chris (of OTCM) decides to have a stag trip, he chooses to go around a grimy steelworks – well you wouldn’t you?
In this case, we went to Scunthorpe Steelworks where there is not only a substantial private railway (the largest in the UK, I beleive) but also an active preservation movement that operates on the system. This is the Appleby Frodingham Railway Preservation Society and they operate public services many weekends during the summer months and also charter trains throughout the year. For quite a moderate sum of money (if there are 15+ of you), you can have a private train take you around the majority of the network.
As you can see, first class is not an option for the tour but then it really would not have been fun if it were. Foolishly, we felt it was not right to fire up the stove in the van; the others in their van did and given how chilly it was they were the smart ones!
Our steed for the day was an Avonside 0-6-0 T which was one of two steam locos “in ticket” at present; the other being a rather pretty little Peckett, although its ticket runs out early next year so get there quick if you do want to see it in action.
The society also have a number diesels including this rather claggy Yorkshire Engine Co Janus which fumed us out when we were allowed to open the throttle in the shed, as you can see!
However, when out on the steelworks lines, these have to dodge the steel company’s quite numerous trains which are typically hauled by these – ex Norwegian Di 8’s. These had been delivered to NSB in the mid 1990’s but found to be under-powered and a little prone to catching fire. So when their traffic flows changed, they were sold for use at the steelworks her in the UK. Most are still in use, although a couple have been cannibalised for spares to the number is reducing.
The system is most extensive, amounting to over 100 miles of track and winds its way around furnaces, rolling mills, a coking plant, slag heaps and very extensive sidings. There was enough route mileage to keep us amused for the greater part of the day.
A steelworks is not the sort of place that is on my day to day circuit, so it was fascinating to see such iconic structures as the blast furnaces. There are four at Scunthorpe, all named after english queens, although presently only two are in production.
The steelworks is very much still in production – evidenced by how hot the torpedo slag wagons or those that were carrying fresh ingots. The heat haze coming off them does not show in the pictures but you could really warm your hands as you passed them at 40 feet away!
The trip is well worth the effort to do; even if you don’t have a stag to take along with you.
And besides, Scunnie is not too far from Sheffield were there are the city flesh pots if you want a combined outing – and if we did, that isn’t going to make it onto this blog!
In just over a week from now, I will be down in Portsmouth for the South Hants Model Railway Club’s annual show. Despite being a one day show, I find the show to be a good quality finescale show and the crew down there are very friendly, so it is definitely worth visiting. You can find details of the show here.
I will be assisting in the operation of Benfieldside, which I have illustrated on this blog in the past but it is worth looking at some of the pictures again:
I can assure you it is worth coming to the show to see this alone; and you might even find my latest construction effort – although probably still shiny like this. This is a D&S Models NER auto-carriage and really needs a sister to work with it but that will have to wait!
Stop by and say hello if you do visit.
The interruption in fresh posts has been caused, in part, by a recent trip to Norway – a country with some particularly fine railways (why else would we go there – well actually there are a fairly good number of reasons!).
The trains (or Togs in Norwegian) start almost immediately – this is the rather brutal looking “airport express” – or flytoget in Norway.
But the real trains are reserved for the Norwegian Intercity trains – this is the train engine for the Bergen Express:
And the suburban stock looks like this (at Bergen – top and Voss – bottom)
The Bergen line was the first of the highlights of the trips; the line initially skirts Oslo Fjords (lots of tunnels and no views) before winding through some very pretty farmland interspersed with lakes,
As the line gets higher the landscape gets starts to get harsher and the gradient steepens (you can see it climbing up the mountain in the background in this view):
By the time it gets near the top, the bulk of the line plunges into snow shelters – some 30 miles of them and there is even a station within one at the top.
If the snow sheds weren’t a sufficient clue that they have a touch of bother with snow up on the line, the collection of (preserved in this case) snow blowers left you in no doubt:
The other railway highlight of the trip was the Flam line which is a truly stupendous (if amazingly tourist) line. It rises no less than 2,831ft in only 12.6 miles – it has a maximum gradient of 1:18 which is an appreciable gradient on foot, let alone a natural adhesion railway! To deal with this level of gradient and fairly long trains, each train is top and tailed by a pair of locos, as can be seen.
The extent of the gradient can be seen in this (slightly murky) view, the line right at the top is the line leaving the junction with the Bergen line at Myrdal, it can be seen in a snowshed in the middle and we are in a further snow shed only a short way further down the line.
The line goes right down to sea level the surrounding land ceases to be quite so harsh and there is even a deep sea berth at the end of the sea fjord – convenient for cruise liners (of which Norway has rather more than its fair share!).
The rather beefy electric locomotives (class E.18 I think) have a very modern feel to them but I rather preferred their predecessors the E.17 class as they felt so much more “continental”:
Whilst that finished the railways for the trip, mention of Slartibartfast’s prize winning designs really does need mentioning. For those of you who don’t know what I am going on about, Slartibartfast was a figment of Douglas Adams’ imagination. Douglas Adams is the creator of The Hitchhikers Guide to the Galaxy and he was a Magrathean – a designer of planets. His prize winning designs were the fjords of Norway – he was so well regarded he was going to be allowed to do the whole of Africa when earth MkII is recreated once it has been destroyed to make a bypass.
So here are a few fjord pictures just to go ohh and aghh to:
It is fair to say, you can get a bit fjorded out as fabulous views are not really good enough when there are so many really fabulous and really really fabulous views out there! I think old Slarti deserved his award, don’t you?