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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?
Whilst it is fair to say that one of the highlights of the weekend that OTCM have not mentioned – Oly’s ashen face on Sunday and his continuing insistence that he is never drinking again – here is a quick report on the trip to Expo EM.
It’s the morning after a show and people with any sense usually take the Monday off, not at OTCM, straight back to work. We are dedicated like that. As usual we were Portchullin Roadies, with the same mix of trains, beer and curry. It also had it’s usual pitfalls, mainly Marks ropey driving, dodgy wiring and last minute fixes.
But it was all because deep in a dodgy council estate was Parlington liesure centre and EXPO-EM. Under the yellowy light and the sound of lashing rain (rain like only the north can do) was a selection of good layouts and great people.
First up is some photos of Andy Clayton’s mega lush Scottish stock for his forthcoming Queen Street posed…
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As part of the Missenden Railway Modellers summer retreat, I was lucky enough to be invited to see the Princes Risborough North Box, which is now in the custody of the Chinnor and Princes Risborough Railway Association.
The box had lain derelict for many years, since its closure in 1991. Somewhat peculiarly, it was a break in by vandals during this period that potentially saved the box as it identified how seriously affected by water penetration and rot it was. This lead to the preservation society being able to convince Network Rail to let them in to stabilise it and they feel that had this not have occurred, when the building’s distress subsequently became apparent to Network Rail they would have merely ripped it down.
The box is substantial and is apparently the largest remaining GWR signal box in the country. It originally controlled the north end of Princes Risborough station but its size was determined by the complicated junction at this end of the station with three branch lines splitting from the main-line to Bicester and beyond. The branches it served were Aylesbury (still part of the national network), Oxford (closed in 1963) and Watlington (closed in 1957 but now reopened to Chinner as part of the preserved railway). The Railway Clearing House map is below and just to prove the complexity the box diagram too!
As would be imagined, there is a fairly extensive array of levers although in the various rationalisations that occurred through the GWR and BR eras have reduced the extent of these significantly. The preservation association have, however, reinstated many of the missing levers even though they are not yet connected to anything.
At present, the preservation society only have a temporary connection into the Princes Risborough bay platform but the intention will be to make this a permanent link onto their line, signalled via the box. However, given that this will still only be one of the lines that the box formerly served, there will only be a limited amount of it in use. Apparently the plan therefore will be to separate off the bulk of the box to create an interactive museum where visitors can play the part of a signalman.
The treat for me (and many of the others on the visit) was to go into the frame room to take a look at the locking frame. Although I had seen this in model form before, I had never seen a full sized locking frame – even though this is only a shadow of its former self as it only covers that proportion of the box that was in use at 1991, it is still very complicated as you can see.
The Chiltern line is now really quite busy, far more so than when I used it to get to Solihull on business regularly. In addition to the procession of class 168 DMUs, there were class 68s on the trains for Birmingham and Wrexham plus a pair of trips each day with class 66s on spoil trains from the Thames Tideway sewer project.
And finally, this is what the box looked like in the days of steam. This photograph was taken in 1960 by Christopher Bomken when he was still in his shorts – it even won him 2 shillings and sixpence in a school photographic competition. Recognition at last Christopher it has made the interweb!