Sunday, June 25, 2017

A Good Goods Shed

Here we see two trains crossing at High Bridge, on the branch line from Gunnmere Junction to Anch Wood.
A Class 25 waits to depart for Gunnmere, having brought in a train from Anch Wood, while a Class 31 has just arrived from Gunnmere and is ready to continue its journey to the end of the line.
Below these two trains can be seen the main line between Gunnmere Junction and Davemoor.
We now switch our attention to Gunnmere Junction itself where we see, in the photos above, quite a bit of activity centred around the goods shed. 
This is a model of the Shillingstone Goods Shed by Bachmann Branchline, Catalogue Nº 44-170, and it is a particularly fine building with some great detail. 
It is ideal for this station since it, almost, matches the look of the rest of the buildings here - these being a mix of Hornby and Bachmann.
In the four scenes above we see a rake of wagons being shunted into the shed by a Class 03 while a Class 15 stands in one of the adjacent sidings. 
Meanwhile the Class 25, previously seen at High Bridge, is now standing at Platform 4, having just arrived with its train.

Sunday, June 11, 2017

Top Drawers

Despite the fact that our layout is quite large, we have no fiddle yard in which to store our ever-growing amount of rolling stock.
Initially, we stored everything in custom-made boxes but these began to fill an increasing amount of shelf space and it took too long to unbox a rake of coaches or wagons and, then, put them away again at the end of a running session. This would also mean that we would end up with a mountain of empty boxes cluttering up the place!
So, while the locos are all, still, kept in individual boxes, the coaches and wagons are now stored in sets of drawers that we purchased from Lidl - yes, Lidl would you believe, for around £11.00 each.
Each set contains five drawers and we have eight sets of drawers for our coaches and the eight for the goods wagons. 
Each drawer has its own label, identifying what it contains, and we have colour-coded these labels, LMS maroon for the coaches and Southern Railway green for the goods wagons.
Some of the sets of drawers that contain the coaches
And two that contain wagons
Currently the coaches lay on their side on soft tissue, with each drawer able to hold four coaches in this way. 
However, the goods wagons are different in that they tend to roll about in the drawers, even on tissue. So, to prevent this, we decided to fit each drawer with customized foamboard dividers, as per the photographs below:
Two drawers of Hornby Seacow Hopper Wagons
with the ballast loads kept separate to one side.
Two drawers of various coal-filled mineral wagons.
A drawer of Yeoman hoppers and a drawer with empty mineral wagons
Finally, two drawers containing bogie bolsters with assorted loads.
All of this does make life so much easier because, when we wish to run a train of, say, mineral wagons, all we need to do is take out the relevant drawer and, then, it is simply a matter of removing the required number of wagons. 
Similarly, putting them away again at the end of the session is equally straightforward.
Nice!

Sunday, June 4, 2017

Cow Catcher

Here we see our Class 22 (D6319) standing at Sueston station with a short rake of cattle wagons. This rake will grow as the baby warship journeys around the layout towards Davemoor, collecting more and more wagons as she goes.
 Her first port of call is Petersfield where ...
 ... she picks up some wagons standing at Platform 1.
Thence to Gunnmere Junction where she has to collect more wagons from the sidings.
Here we see the train crossing over to the up slow line in order to gain access to those sidings ...
... before reversing on to the wagons ...
... that a Class 15 had previously brought out from the cattle dock.
 
The Class 22, with her ever-lengthening train, is now ready to depart with the aforementioned cattle dock in the foreground.
And here we see the train crossing over to the down slow line as she proceeds to Carswater, her penultimate destination.
Now at Carswater, we see her reversing her train into the small siding to collect the final batch of wagons ...
... before eventually arriving at her final destination, Davemoor, where she pulls into Platfrom 4.
Finally, we see the little loco at the buffer stops at Davemoor, her journey complete!

Monday, May 29, 2017

(One of the) Two Tunnels Greenway

The other day we decided to walk along a part of the Two Tunnels Greenway (or Two Tunnels Shared Path) that runs from Bath, along the route of the Somerset and Dorset Railway, through Devonshire and Combe Down tunnels, Midford Station and possibly on to Wellow.
By good fortune we had chosen a beautiful day and, after enjoying a particularly tasty lunch at the Hope and Anchor pub, in Midford, we set off towards the other end of Combe Down Tunnel, and back.
Here, then, are some photos that I took during the walk.
Before heading towards Combe Down tunnel we first took a brief walk along part of the 168 yard Midford viaduct - S&D Bridge Nº 18. Apparently it is possible to walk or cycle all the way to Wellow and, next time, we do plan to cycle this entire section, if it is possible.
A stunning view from the viaduct at Midford, looking north east.
Midford platform, looking south and, I believe, there are plans to reconstruct some of the buildings that would have been here although I do not know how close these plans are to fruition.
This is the stunning view that is afforded you when you stand on Midford platform. If you look closely, to the left, you can just see a part of the viaduct that once carried the line from Hallatrow to Limpley Stoke. Passenger services on this line ceased in 1925 and the track between Hallatrow and Camerton was lifted in 1930. Goods services continued between Camerton and Limpley Stoke until final closure in 1951, after which the line briefly came back to life again for the filming of 'The Titfield Thunderbolt'.
Midford's Long Arch Bridge (Nº 17) looking towards Bath. The length of this bridge was governed by the oblique angle of Tucking Mill Lane which descends over the S&D at this point. It is 37 yards long, which means that it is too short to be designated a tunnel.
Looking south, back towards the Long Arch Bridge. A small goods yard was situated to the left here and much of it is still visible today, including what must be the base of the old crane. It was necessary for the yard to be located some distance from the station due to the station's position on a narrow hillside ledge.
This is Midford Castle, just visible behind the trees. It was built in 1775 for Henry Disney Roebuck from designs by John Carter and is in the shape of the 'clubs' symbol as used in playing cards (♣). It was famously sold to the actor Nicolas Cage in 2007 for £5 million who then sold it two years later. I am not sure how much time he actually spent there!
This is a view, again looking south, over the 110 yard Tucking Mill viaduct - Bridge Nº 16. The viaduct was widened in the 1890s in anticipation of track doubling but the cost of doing this was never justified and could never have even been contemplated through Combe Down and Devonshire tunnels.
A view from the viaduct, looking east. The small fishing lake below is owned by Wessex Water and is only accessible via footpath or cyclepath. It is a haven of peace and quiet here and is home to a wide variety of wildlife.
Another view of the lake - with fish clearly visible!
The viaduct from down below, beside the lake - and doesn't she look magnificent. Apparently a proposed Combe Down station would have been sited just to the north of this viaduct, on the down side of the single line, between the viaduct and Combe Down tunnel. A proposal that was, obviously, never realized and it is difficult to imagine such a station ever attracting too many passengers, to be honest.
A closer look at the small lake and its idyllic surroundings, making it hard to imagine its close proximity to urban Bath.
A final glimpse through the trees of just some of the viaduct's eight arches.
Our first view of the southern end of Combe Down tunnel - Bridge Nº 15. This tunnel is 1,829 yards long and, from the south, the ruling gradient is 1 in 100 up. This changes to 1 in 50 down just 400 yards short of the northern portal.
Getting closer to the tunnel now and, very soon, we would swap the warm, dry conditions outside of the tunnel for the cool, damp conditions inside. In railway days this tunnel was the UK's longest unventilated tunnel while, now, it is the UK's longest foot / cycle path tunnel.
Just inside the tunnel and you can see a slight bend ahead ...
.. before the tunnel straightens and disappears into the dimly lit distance.
This photo was taken just before the northern exit and is looking back towards Midford. From this it can be seen that the tunnel curves slightly at each end with a long straight section in the middle.
Here is the northern portal of the tunnel, taken from the picturesque Lyncombe Vale, another idyllic location that belies the fact that Bath Spa station, for instance, is only about half a mile away. Moger's Bridge 1 (Nº 14, a rail-over bridge), is just visible immediately before the tunnel entrance.
This is Moger's Bridge 2 (Nº 13, a rail-under bridge), looking towards Bath. It is situated not far from the northern portal of the tunnel.

Continuing through the attractive Lyncombe Vale, towards ...
... Devonshire Tunnel. At only 447 yards long, it is much the shorter of the two tunnels but was no less intimidating for southbound train crews who faced a daunting 1 in 50 climb through the narrow, unventilated bore. Both of these tunnels had a clearance of just 12 inches between the roof and the top of many a locomotive chimney. So you can only imagine the noise, the smoke and the heat that would be generated by locomotives pounding up the grade.
For us it was, sadly, now time to return to Midford, leaving Devonshire tunnel and the rest of the journey into Bath for another day and, hopefully this time, on two wheels rather than on two feet!

Tuesday, May 23, 2017

Staying In The Background

We added a couple of trial background pictures to the layout at the weekend - the first was behind the viaduct while the second was behind Gunnmere station.
In the first photograph, hikers and campers are enjoying the view and watching passing trains as a Class 45 rumbles over the viaduct with a coal train.
In the second photograph, DP2 storms across with a passenger train for the south.
In the third picture, we have a busy scene at Gunnmere with the coal trucks seen earlier, now in one of the sidings, while 50007 Sir Edward Elgar enters Platform 3 with an express for Sueston.
Meanwhile, standing at Platform 1, is a Class 121 waiting to depart for the branch to High Bridge and at Platform 2 is a Class 25 at the head of a rake of lowmacs.

Sunday, May 7, 2017

Swanage Diesel Gala 2017

Here are some photos taken on Friday 5th May at this year's
Swanage Diesel Gala. The event was entitled:  

"Dawn of the Diesels"
D6515 enters Norden Station with the 08:55 from Corfe Castle. On the right is 45041 'Royal Tank Regiment' and she will take the train (and us) to Swanage at 09:15.
 Meanwhile green liveried Class 47 (1842) and Class 56 (56096) await their next turns of duty.
The Peak stands at at the buffer stops at Swanage, having just arrived with that 09:15 train from Norden.
The Class 47 now takes its turn at the same buffer stops, having just arrived with the 10:00 train from Norden.
Looking very clean and smart in their matching green livery, a brace of Class 20s (D8188 and D8059) wait to depart Swanage with the 10:45 to Norden.
One of the three sets of coaches in use on the day included the Pullman Observation Car No 14. This Observation Car was used on Devon Belle trains in the South West of England as well as on trains in Scotland during the 1960’s. It was also hauled by Flying Scotsman in the USA in the early 1970’s and, in 2007, it was brought back from America to the UK where it has since been restored to working order.
Now for two photographs taken of 50026 Indomitable from the aforementioned Observation Car. This first one was at Corfe Castle with the Hoover setting off for Norden with the 11:16 train from Swanage, while our train was the 11:30 from Norden.
The second photograph was taken at Harmans Cross with Indomitable hauling the 12:15 from Norden while 1872 is at the head of the 12:15 from Swanage.
1842 once again and here she is seen hauling the 13:45 from Norden having just crossed the viaduct that carries the railway over the B3351.
Class 26 (D5343) arrives at Norden with the 13:45 from Swanage, while sister BRCW locomotive 33111 waits, with 56096 (hidden), to couple up at the other end of the train to form the 14:30 back to Swanage.
From the train, 50026 is seen once more, this time waiting her next turn of duty, which would actually be the 16:20 to Swanage.
Class 73 (73961) stands at the buffer stop at Swanage having previously brought in (with sister loco 73119) the 16:00 from Norden.
 56096 and D5343 back on to their train at Norden to form the 18:15 to Swanage.
 The train is almost ready to depart ....
... and, when it does so, we see that the two Class 73's are coupled to the rear. Yes, I think that over 5,500 bhp should be sufficient for this five coach train, don't you!