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Mikkel

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Blog Entries posted by Mikkel

  1. Mikkel
    Here's an idea for a potential future layout in the Farthing series. The idea is to show a small section of the yard and sidings at Farthing. The trackplan is based on a real-world prototype, namely an interesting ladder of kick-back sidings in Gloucester Old Yard, which served a variety of purposes. By focussing on one end of the track ladder, the layout can feature a variety of stock movements in a limited space, while still following the prototype.
     
     

    Crown Copyright 1936
     
    Above is an OS map showing Gloucester Old Yard (as of 1936, hence past the 50 year copyright date). Goods depot on the left, engine shed on the right, and lots of sidings in between. Lovely!
     
     
     

     
    Here is the map again, after I’ve been at it with my crayons! As you can see, the red headshunt in the middle served a variety of interesting facilities (is headhunt the right word in this case? Americans would call it the lead, I think). This included the coaling stage, and a yard where the loco department deposited ash and stored the occasional loco. The engineers also had some special vehicles in these sidings, including an inspection saloon with its own carriage shed. The sidings also served the Gloucester water works, and a private goods depot used by, among others, a biscuit company.
     
     
     

     
    Here’s a close-up, showing how all sidings to the right of the headshunt were effectively kick-back sidings. Consequently, trains had to be propelled/drawn almost to the end of the headshunt to access the sidings. Two locos worked the sidings: The yard pilot and the shed pilot.
     
     
     

     
    Looking at photos I also noticed that by the late 1940s an additional point had been provided linking the headshunt in question with the mileage sidings (not visible on this 1936 map, but drawn in here). This included the two sidings seen here in green, which led to an end-loading dock and seem to have featured a good variety of vans and mineral opens.
     
     
     

     
    So how does all that translate into a small layout? Well the idea is that the layout will feature just the extreme uppermost part of the yard, as indicated here with the green outline. The rest of the yard is represented by an off-scene fiddle yard.
     
     
     

     
    The plan above illustrates the variety of stock and moves that can be justified on the layout. For 1-5, trains are drawn back/propelled into the headhunt (and hence onto the layout) before being moved into the relevant siding (ie back off-scene). Movements of the Loco Coal wagons were especially interesting: They were exchanged between the yard pilot and the shed pilot. The two mileage sidings (6) provide for a bit of general shunting (edit: and coaching stock storage, see below). The small section of track (7) is a scenic indication of the rest of the mileage sidings.
     
     
     

     
    Apart from the shunting, there could be a few interchangeable cameos/dioramas to indicate the passing of the day in a yard. See the “flexible layout” idea. I am playing with the idea of setting the layout in 1947, which would be a departure from my normal Edwardian timeframe. EDIT: On reflection I have decided to stick with the Edwardian period. An OS map from 1902 suggests that the trackplan displayed above was largely similar around the turn of the century, give or take one or two sidings.
     
    Note: Much of the inspiration for the layout comes from an article in GWRJ No. 45, which describes operations in Gloucester Old Yard. If I have misunderstood something (including terminology) please don’t hesitate to correct me.
     
    Edit 1: I have found the following 1932 photo on the excellent "Britain from Above" site. The layout will focus on the busy sidings upper right, where the road bends. Registered members of the site can zoom in on the photo - and this reveals that the two mileage sidings that I intend to include on the layout are crammed with coaching stock! More stuff to run and model then :-)
     

    Original image here. "You may, print, display, and store for your personal use at home and you may copy to a blog or personal web page as long as the page is freely available with no login restrictions and no charges."
     
     
    Edit 2: Since writing this post I have decided to stick with my Edwardian timeframe. The above post has therefore been lightly edited to avoid confusion.
  2. Mikkel
    This is the second part of an account by Pickle S. Finkerbury - railway historian and time traveller - describing certain key events in the evolution of GWR wagon brakes at the turn of the last century. Part one is here. 
     
     

     
    Just as the bewildered L.R. Thomas was about to regain composure, an elegantly dressed man approached them. It was none other than...
     



    …George Jackson Churchward, at this time the Chief Assistant to William Dean at Swindon Works. 
     
     
     
     
     'Ah, Thomas’ said Churchward, ‘I see that you are entertaining yet another young lady with your brake design. Have you also informed her that it is in fact rather impractical to operate, and has never been widely applied on our railway?’
     
     


    With a sly wink at Miss Havisham, Churchward continued: 'Now if I may, Miss Havisham, I think that you had better come with me. There are certain things I would like to discuss with you in private'.
     
     


    And with that, Churchward directed Miss Havisham firmly away. 
     
     


    Thomas remained behind, alone and humiliated. How he hated Churchward! So confident, so charming, so progressive. And such a genius, an undeniable genius. And now he had gone off with Miss Havisham. It all seemed so unfair!
     
     


    Then a voice called out from the shadows. 
     

    It was the Great Man himself: William Dean, Chief Locomotive Engineer of the GWR. 
      
     

     
    Speaking softly, Dean said: 'Thomas, walk with me a little, will you?'
     
     


    As they strolled around the yard, Dean said: 'I know how you feel, Thomas. That painful realization that one has been surpassed by someone younger and brighter. It happened to me the first time I met Churchward. He was only 19, but I knew immediately that he would eclipse me one day. I have come to accept it. Indeed, I have made it my special mission to harness new talent, rather than fight it. Speaking of which…'
     
     


    Dean hesitated a moment, then went on: 'Thomas, it is time I confided in you. That young lady, Miss Havisham, she is not the first of her gender to display a talent for engineering. Yet we obviously cannot employ women as proper engineers! To do so would damage the reputation of our great company, and make it impossible to get anything approved by the Board.'
     


     
    Pausing to shudder at the thought of the Board, Dean continued: 'So Churchward and I have devised a little, ahem, working arrangement. Churchward recruits the most talented young ladies and employs them as clerks, secretaries and tracers. But in reality they spend most of their time supplying us with ideas and inspiration, which we then put to good use in our designs.' 
     
     

     
    Thomas, finding it all rather hard to believe, exclaimed: 'So Churchward is now in the process of recruiting Miss Havisham?'
     
     

     
    'Well, ah, not quite', said Dean, 'Miss Havisham has actually been working with us for some time, developing our new wagon brake design. The design that will replace your own, er, valiant effort. We have great hopes for her. So far we have mainly employed these talented women in locomotive development, but we have plans to roll out their skills in the Wagon & Carriage Department too. Assuming of course that you, as Manager of that department, agree?'
     
     

     
    Thomas hesitated. When Dean saw this, his voice became suddenly icy: 'I can assure you, Thomas, that this arrangement is proving to be very productive for the company. And we must always consider the interests of the company before our own, must we not?'
     
     
     
     
    And with that, Dean walked away.
     
     

     
    For a moment, Thomas felt utterly lost and abandoned, sensing the advent of a new world that he did not understand, and which did not seem to need him.
     
     

     
    Then the clouds parted, the saddle tank whistled, and Miss Havisham appeared in a burst of steam.  
     
     

     
    She looked straight at him, smiled, and said: ‘Thomas, we are leaving. Will you join us?’. 
     
     

     
    And he saw in her eyes a thousand ideas and all possible futures imaginable. He forgot the jealousy and the craving for recognition, and realized what could be achieved if they worked together. He saw the furnaces burning, the blacksmiths sweating and the shining steel of a million well-oiled wagon brakes. And he said :'Yes, I am coming, it is time to move on!'
     
    *****
     


    So there you have it, Ladies and Gentlemen. Thanks to my impeccable research, you now know the true story of a critical moment in the evolution of GWR wagon brakes. A few further notes are in order:
     
     

      
    In December 1902, Dean and Churchward patented a wagon brake which soon became widespread across the GWR wagon fleet. It has since become known as the DC1 brake, but the real designer was of course Estella Havisham - seen here with her creation. She remained in her clandestine position at Swindon Works for the rest of her career, and went on to develop many other innovative designs for the company.
     
     


    The fate of L.R. Thomas is less clear, but it is known that he vigorously implemented Estella Havisham’s ideas for the remaining period of his time at Swindon. Their relationship seems to have remained strictly platonic. Rumour has it that he retired early, moved to India, grew a three foot long beard and became the first European to teach the Karma yoga, a principle of selfless action.
     
     

    Meanwhile, Dean and Churchward’s scheme went from strength to strength. Over the years, dozens of women were employed as de facto engineers at Swindon, developing one innovative design after the other. Like so many of those who work in the shadows, they remained unknown - but helped change the world. 
     
     
    Mikkel’s PS: 
    For those who think this sounds too fantastic to be true, I offer the following: 
    Firstly, consider Olive Dennis, a female engineer on the Baltimore & Ohio, whose story has certain similarities with that of Estella Havisham. Secondly, there is this photo, posted on Twitter by STEAM. Officially it shows the “Mileage Office” at Swindon Works, but note the stamp…   
     
  3. Mikkel
    There was a time when men were men and horses weren't lasagna. I’m currently building some horse-drawn vehicles for the little yard behind my goods depot. I began with Langley’s whitemetal kit for a GWR 5 ton wagon. This represents one of the standard designs often seen in photos from pre-grouping days, especially in the London division.
     
    It should be said at once that it isn't a finescale kit - indeed it's a bit rough in places. But with a little work I thought it would be OK for a position in the middle-ground of this little layout.
     
     

     
    The kit as supplied. At 20£ this is no cheap kit, though I imagine the three horses and carter are part of the reason. There is little flash, but most parts do need a bit of filing and tweaking to make a good fit. The instructions are reasonable, although some details of the assembly are left to the imagination.
     
     
     

     
    To improve appearances, I filed thick bits down to a leaner shape. I added rails between the side boards, and used wire in drilled holes to secure items (as per photo above). I compromised on the stanchions that support the "raves": These are moulded as solid triangles, but replacing them is not really practical, I think.
     
     
     

     
    In primer. The seating arrangement follows the elevated “Paddington” pattern (as opposed to the much more basic “Birmingham” style). The parts provided for this looked overscale to me, so I basically rebuilt the whole seating arrangement. The fore carriage was fitted in a way that allowed it to actually pivot.
     
     
     

     
    There are shire horses and then there are shire horses! The one on the left came with the kit along with two others. The one on the right is from Dart castings. I opted for two of the latter.
     
     
     

     
    I replaced the supplied chain with something finer. To fit the chains to the horses, I sunk bits of wire into the beasts, fitted the chain and then bent the wire to form a small loop.
     
     
     

     
    For the lettering, I needed yellow letters. There are no ready-made transfers available for these vehicles, so I plundered the HMRS GWR goods wagons sheet, building up the wording letter by letter. The spacing to accommodate the framing was also seen on the prototypes, although it is accentuated here due to the thicker castings. The HMRS sheet does have yellow letters, but not enough for my purposes, so as an experiment I used white letters and coloured them afterwards with a yellow marker. I wouldn’t really recommend this – it works OK at first but you have to be very careful with the subsequent varnishing or it will take the colour right off. I’m not entirely happy with the lettering, but life is short.
     
     

     
    Done. The chain in the middle is a rough indication of the chains and skids used for locking and braking the wheels when parked.
     
     
     

     
    I do like the ‘osses. I was going to call them "the Finching Sisters" in honour of the two lovely ladies on Robin's Brent layout. Then I realized they were male.
     
     

     
    In position in one of the cartage bays. Although one or two details don't stand close inspection on this vehicle, I am reasonably satisfied with the overall outline and feel of it.
     
     
     

     
    The wagon seen from inside the depot. Not sure what to add in terms of load. It is tempting to do one of the sky-high loads seen in some photos (eg here), but I think it might become visually over-powering on this vehicle. Maybe on the next one.
     
     

     
    Off-topic: Looks like a leftover from the new year decorations has found it’s way into the goods depot. Happy New Year everyone!
     
    Notes on the prototype
    For what it’s worth, I’ve added here some of my own notes on these vehicles. Note that they are mainly based on my own observations from photos and drawings. I do have "Great Western Road Vehicles" by P. Kelley, but despite some useful illustrations, this book does not really go into much written detail on the horse-drawn wagons. Perhaps "Great Western Horse Power" by Janet Russell is better, and worth a purchase?
     
    Design
    These wagons were used for standard and heavy goods cartage. There were different types built to this style, some with six “bays”, some with five. Some were built for a single horse, some for two or more. The tare and tonnage varied considerably across the different designs. They had the “Paddington pattern” of seat arrangement, where the seat was elevated above the wagon. Hoops could be fitted to accommodate sheeting. A light version of the same design was used for parcels delivery vans, with hard tops.
     
    Distribution
    The wagons were especially prominent at Paddington, where photos suggest they were the all-dominant type in the 1900s. However they were also used elsewhere on the system (even as far as Cardiff, according to one drawing). In some areas they seem to have been rare though, eg at Birmingham Hockley the dominant goods delivery wagon was of a quite different design. A photo from Slough in the 1920s shows the type I have modelled alongside one of the Birmingham style vehicles, so the different types did appear together at some locations.
     
    Livery
    In Great Western Way (original edition), Slinn states that by the 1900s, station names were applied to larger horse-drawn vehicles whenever there was room for it (as seen on my model above). I have a theory, though, that this practice ended sometime after 1905 or thereabouts: Looking at photos after that date, station names are no longer present, and the “Great Western Railway” and numbering is all on one plank.
     
    Slinn also states that numbering was in random positions, but as far as I can see the numbers on these vehicles were always at the front end of the wagon. Perhaps Slinn missed the fact that the relative position of the lettering and numbers was necessarily “handed”, because we read from left to right (ie on the left hand side, it would be written “667 Great Western Railway” and on the right hand side, it would be “Great Western Railway 667”).
     
    According to Slinn, the lettering for horse-drawn vehicles in the 1900s was yellow or gold, shaded or not. I doubt gold would have been used for wagons like these, and there is no apparent shading in the photos I have seen. So presumably plain yellow (but the shade of yellow not clear?). I have sometimes wondered whether the lettering was in fact white on some wagons, because it stands out with very high contrast in some photos. However, looking at photos of parcels vans (which are known to have had white letters on their hard tops) it seems that the letters on wagons were darker than white, so presumably yellow. Later in the 1930s, horse-drawn vehicles adopted a different chocolate and cream livery and a different lettering style.
     
  4. Mikkel

    A shed and a lock-up

    By Mikkel,


    Structures
    I’ve scratchbuilt some more buildings for Farthing.
     
     
     

     
    First up is this small goods shed, adapted from a prototype built by Eassie & Co. at Speech House Road station on the Severn & Wye. The contractors Eassie & Co. had an interesting history, nicely described in this PDF file by the GSIA.
     
     
     

     
    The prototype had a brick base, but I decided on a timber base and a few other detail changes to suit my tastes. The roof is detachable so I can detail the interior.
     
     
     

     
    The doors are modelled open so you can see what’s going on inside. I like the effect but it does add to the time and cost as you have to model the interior walls and framing too.
     
     
     

     
    One reason I chose this prototype was the potential for a nice view through the open doors across the tracks, in line with my preference for “see through” structures at the front of layouts.
     
     
     

     
    There’s also a view through the side door. The prototype had the door right up against one corner, probably to save space inside. It looked odd in model form though, so I moved it. If only the real world was so easy to change!
     
     
     

     
    Here’s another little building I’m working on. This is a lock-up/storage room based on a prototype at Long Marston. There was a very similar structure at Lustleigh.
     
     
     

     
    My version is some 25% larger than the prototype, in order to add a bit of mass.
     
     
     

     
    I normally use the Wills sheets for slate roofs, but on this lock-up I thought I’d try out the slate sheets from York Modelmaking. I have seen them used with very convincing results, not least on Iain Robinson’s wonderful creations (no longer on the web, sadly).
     
     
     

     
    Unfortunately I had forgotten how sensitive paper can be to glue stains and bending/fraying at the edges. Experienced card modellers would no doubt have made a better job of it!
     
     
     

     
    Here’s a direct comparison between the Wills sheets (left) and the York Modelmaking strips (right) before painting.
     
     
     

     
    I’m really not very happy with the roof, and may give it another try. Incidentally the prototype photo doesn’t seem to show any gutters or drainpipes, which puzzles me a bit.
     
     
     

     
    The buildings in place on the layout.
     
     
     

     
    The shed painted and showing the see-through effect.
     
     
     

     
    The lock-up on the workbench, ready to embed.
     
     
  5. Mikkel
    When I was a boy I hated The Weasel with all my heart. The Weasel was our maths teacher and to me he was the prototype of the Evil Teacher. When he taught he got all worked up and saliva formed at the corners of his mouth, and he would walk down among the desks while talking and suddenly pounce on you and slap his hand into your desk and hiss “Am I RIGHT, or am I WRONG?!” It was a rhetorical question of course. We were expected to confirm that we was right, and we always did even if we understood little of what he said. Because quite simply we were scared to death of the man.
     
     

     
    One of The Weasel’s particularities was that – unlike any other teacher at school - he would not allow toilet visits during class.
     
     
     

     
    This became a big problem when one day I had the runs.
     
     
     

    I put up my hand and asked to be excused, but he would not allow it.
     
     
     

     
    A few minutes later I asked again and explained that I really needed to go, but he refused. By this time my mates were snickering and I stopped asking.
     
     
     

     
    So for the rest of the class I endured the stomach cramps and the urge to go, horrified at the thought of involuntarily soiling myself in front of my mates - and particularly in front of a certain girl. It was probably just half an hour but it seemed like a lifetime.
     
     
     

     
    When I finally got to the loo I sat there swearing revenge. One day Mr Weasel, one day!
     
     
     

     
    They say that time heals all wounds, and that the best revenge is to live well. But they are wrong.
     
     
     

     
    A few days ago, as I was finishing off the interior of my G20 Saloon, I spotted a figure in my parts box that reminded me of The Weasel. A devious plan formed in my mind.
     
     
     

     
    Following the ancient rituals of Voodoo, I glued The Weasel to the loo. I did not paint him, because ghosts from the past have no colour.
     
     
     

     
    I then fitted The Weasel in the lavatory of the G20.
     
    I did not model any doors to the lavatory.
    I did not model any water supply.
    And I did not model any toilet paper.
     
     
     

     
    I then glued a lid onto the lavatory.
     
     
     

     
    So there you have it. The Weasel is now forever entombed in the lavatory of a GWR saloon, with no means of flushing and with no means of wiping his royal a***.
     
    Revenge at last. You were wrong Mr Weasel, you were wrong.
     
    Go to part 5
     
  6. Mikkel
    Line dance, 4mm style. I’ve been painting some figures from Andrew Stadden’s excellent new 4mm range of Edwardian figures.
     
     

     
    A group in primer, showing the detail of the figures.
     
     

     
    Being pewter, the Stadden figures are a little harder to modify than whitemetal ones. It’s not impossible though. This gent had his bag removed…
     
     

     
    … making him look more like a railway employee. I sometimes file the caps to represent the GWR kepi, although photos from the 1900s suggest that in practice, several different types of cap could be seen at the same time during this period.
     
     

     
    I still struggle with figure painting. In particular I can't seem to master that illusive shadow-work - but it helps a lot that the figures are so well modelled.
     
     

     
    On most of the figures, the close-fitting headwear conveniently hides the upper face, which I find particularly hard to get right. This is driver J. Chuzzlewit, a seasoned man of the footplate and known for his rough driving, poor jokes, and fanatical interest in leeks.
     
     

     
    Here we have GWR Policeman W. Walmsley of the GWR Goods Department at Farthing. This figure was modified from a guard/inspector. It required a bit of research since little has been written about GWR police uniforms. My theory is that in the 1900s the GWR police force had lost much of its former status, and the main distinguishing marks on their uniforms were a gold patch on one sleeve, and brass numerals on the collar. Later (possibly in 1918), they started wearing helmets. See this thread for details.
     
     

     
    Detective F. Benton of the GWR Detective Department at Paddington. The GWR seem to have had a separate Detective department from quite early on. Considering the total value of goods being handled by the railway, that’s not really surprising. I’m sure there was a scam or two going on!
     
     

     
    Stages of undress. What’s the weather like today? And what task is at hand? Miraculously, the temperature at Farthing always seems to be moderate, which is why some staff wear a coat, others wear vests, and the hard-working men only a shirt.
     
     

     
    I’ve decided that this trio will serve as "slipper boys" in the GWR goods department at Farthing. Slipper boys, as I understand it, would assist horse shunters with tasks such as “scotching” wheels and handling the horse’s chains. Clothes mattered a lot in Edwardian days, and photos suggest that even non-uniformed, lower staff grades could be smartly dressed. Even so, a couple of these lads look very smart indeed. Is there something fishy going on? Watch this space...
  7. Mikkel

    Rising from slumber

    By Mikkel,


    Track & Traversers
    After a quiet spring things are moving again on Farthing. The Slipper Boy story is featured in the June 2016 BRM, which seems a good way to mark the end of work on that layout. Many thanks to BRM for featuring the story. It’s all just a bit of fun of course, but while studying the court case that inspired the story, it did occur to me just how much scope there is for modelling particular historical incidents on the railways.
     
     
     

     
    Meanwhile there has been progress on “The sidings”, my third layout in the Farthing series. Track and groundcover is now in place and trains are running. It hasn’t been without birth pains though. The layout was on the backburner for quite a while and I was losing interest, so I decided to do three things:
     
     
     

     
    First, I adjusted the design to balance the layout better and “open up” the views. This involved widening the baseboard and moving the fiddle yard off the main baseboard. The trackplan remains mostly the same though, following the original inspiration from the backwaters of Gloucester Old Yard. This includes the very short headshunt and the two sidings with loading facilities that were hired out to private companies. I’ve played around with the latter and added a bit of, ahem, local lore - more on that in another post.
     
     
     

     
    Secondly, I scrapped the idea of using gravity shunting. Despite some success with initial experiments, it was becoming a major project in itself and was bogging down progress. I appreciate all the ideas offered though, maybe another time. There is still shunting to be had, thanks to the short headshunt and the exchange of wagons between two locos, as was also done at Gloucester.
     
     
     

     
    Thirdly, I cut a corner and decided to have the two points built professionally. This hurt my pride a bit, but I wanted to move on and so John Jones (aka “Hayfield") of this parish built me a couple of nice 00-SF (aka 4-SF) points at a very reasonable price.
     
     
     

     
    With momentum duly restored I set about building the plain track. Sleepers were cut using my old paper cutter…
     
     
     

     
    …and stuck onto templates of GWR 44 ft track lengths. I tried to copy the GWR’s sleeper spacing at the rail joins.
     
     
     

     
    According to Stephen Williams, the GWR employed two different ways of laying sleepers at the end of points, the “interlaced” pattern being more common. So I did that.
     
     
     

     
    For the groundcover, I used the latest supersmooth, superlight, supertasty Polyfilla formula. This was built up in layers and sanded down in-between. The groundcover was taken up to the sleeper tops, as per many photos of GWR yards in the 1900s. I’m considering raising it even further in some places, eg just over the sleeper tops like here: http://www.warwickshirerailways.com/gwr/gwrhd692b.htm, or even higher like here: http://www.warwickshirerailways.com/gwr/gwrbsh1195.htm
     
     
     

     
    For point operation I’ve used Cobalt IP Analogs. Definitely over the top for a glorified shunting plank, but I wanted to see what slow action motors are like. They work well enough, although I find them a bit noisy – no doubt amplified by the foamboard.
     
     
     

     
    The next step is to add a few final details to the track, clean up the sleepers and paint the rails, and then I'll finally be able to start work on the buildings and structures, something I look forward to.
     
     
     
     
    Finally here's a short video clip proving that the beast is alive – warts and all. I still need to tweak things a bit, but I’m quite happy with the way my wagons (built to very simple standards) and the RTR chassis move through John's 00-SF points.
  8. Mikkel

    Fourth bite: The Stables

    By Mikkel,


    Layout design
    Work has started on the fourth layout in the Farthing series. This will be named “The stables” and continues our meandering walk through the goods facilities at Farthing in the early 1900s.
     
    The layout is inspired by my interest in GWR stable blocks, including the larger variants of the standard design that began to appear in places like Slough and Park Royal around the turn of the last century.
     

     Slough, 1928. Source: Britain from Above. Embedding permitted. https://britainfromabove.org.uk/en/image/EPW021896
     

    Park Royal, 1930. Source: Britain from Above. Embedding permitted. https://britainfromabove.org.uk/en/image/EPW033806
     
     
    Searches on Britain from Above show that stable blocks tended to be located near the entrance to goods yards. This provides an excuse to incorporate another favourite scene of mine, namely the roadside views into Vastern Road yard in Reading – including those lovely trees in the foreground, as seen in the excellent  GWRJ articles on Reading goods by Chris Turner and John Copsey (Nos 81 and 82). 
     

     
     
    At this point you are probably expecting a large sprawling layout with an intricate trackplan - but, er, this is the trackplan:

     
     
    The layout will be a micro and follows what I call a “matchstick” design, i.e. a few very short tracks.  Ridiculously small, I know, but I like the challenge of making such a seemingly dull trackplan scenically interesting, and working out a shunting puzzle for it. My goods depot layout (below) followed a similar concept, and  has become my go-to option when I need a quick shunting fix after a long day at work.
     

     
     
    So I want another one! With the new layout, the idea is to use roadside trees, fencing and the goods yard entrance as foreground view blocks and “see-through” structures. The stable block will be the main event in the middle distance, while the trackbed behind it will be raised to a higher level. An Inglenook style shunting puzzle will be applied.
     

     
     
    That said, it would be nice for the locos to stretch their legs on occasion. So I've allowed for the option of a possible future modular approach, whereby some of the Farthing layouts could be joined up for occasional running sessions in our living room, e.g. as illustrated below. Whether that ever happens remains to be seen, I’m taking it step by step.
     

     

    As usual, the baseboard was made from 10 mm foamboard. This time I used actual Kappaboard, which is clearly a better quality than the imitation product I used before. 
     

     
     
    The basic baseboard in place, braced inside with more foamboard. Neoprene foam will be used for noise reduction.
     


     
    I’m now at the mock-up phase, testing the scenic ideas. As some may remember, the stable block has already been built and is a model of the prototype at Park Royal. The one at Slough was almost identical but a little shorter. Incidentally, both of these prototypes had sidings crossing close by at an angle (hard to see in photos of Park Royal).
     

     
     

     
     

     
     
    The layout fits on my workbench but will have to be packed away frequently. The 66,5 x 48,5 cm baseboard is therefore designed to fit in an Ikea “Samla” bedroller (55 L version), which can be stored under the bed - or stacked with other layouts in the attic. I’m aware that longer boxes exist, but they tend to be quite narrow and I like visual depth. The backscene and major structures will be stored separately.
     

     
     
    The Ikea version may not at first seem ideal as it has sloping indents at the ends. However these conveniently hold the baseboard in place whilst allowing room for fingers to be inserted. The bottom does have a slight curve at the middle – not a problem for me as my baseboard has legs at the corners, but it won't work for everyone.
     

     
     
    There remains the issue of the fiddle yard. I can’t use the normal one I have, as this will be a two-level layout (part of the fun). So I need a fiddle yard arrangement that allows me to move stock vertically as well as horisontally.  The simplest option would be to move a fiddle stick back and forth by hand, but I'd like to stabilise the movement somehow. One option is a flexible arm of some sort. There’s a whole world of these, including holders for monitors, keyboards, tablets, smartphones, microphones and lighting. The challenge is to find something that is cheap, of reasonable quality and – importantly - does not require too much fiddling with alignment. 
     

     
     
    Another option would be to do a sliding cassette arrangement with a slope. A few tests showed that, contrary to what I thought, the stock stays put on a light slope.
     

     
    Sides might help too! 🙂
     
     
  9. Mikkel
    Books are good, but there are some things you only notice in real railway environments. Here's a selection of detail shots from my recent quick visit to Didcot. I know that preservation isn't the same as the actual railways, but there are still things to learn from and be inspired by, I think.
     

     
    Lubricated points... I don't recall seeing that modelled, but maybe I haven't looked hard enough. It would be easy to replicate, but would it look odd in model form?
     
     
     

     
    Track keys. First time I've had a chance to study them in close-up since I began dabbling in hand-built track. Before that I was happily indifferent to this sort of thing!
     
     

     
    I wonder just how perfectionist gangers were back in the day. Was a rotting key like this commonplace, or would it have been replaced before it got to this condition?
     
     
     

     
    The key on the right is centered, thus breaking the right/left pattern. Maybe to make up for rail creep?
     
     
     

     
    A ballast wagon to dia P15 of 1936. I see Cambrian have a kit for it. A couple of these would make a nice little project in case I decide to do a 1940s shunting layout at some point.
     
     
     

     
    Peeling paint, but of a very subtle kind. How to model that? Slice up the paintwork with a scalpel, maybe? Then again, that sounds like something that could go awfully wrong!
     
     
     

     
    Can of worms! Two P15s in different liveries. My knowledge of GWR PW stock liveries is very sketchy. As far as I remember, there is a debate about black vs dark grey, but the details evade me. I remember reading a piece about this on-line recently, but can't for the life of me find it now. Can anyone help?
     
     
     

     
    We never get to model wagons that are actually braked. Would be nice to do one in model form. A small removable diorama at the end of a siding with a wagon being unloaded. And the brakes on!
     
     

     
    Close up of the DC3 (I think?) hand brake. Jim Champ has done a nice intro on GWR brake types
     
     

     
    Loco Coal to dia N34 of 1946. Another interesting wagon to model, I think. Either scratchbuilt or a modified version of the (incorrect) Dapol Loco Coal.
     
     

     
    Note the cobweb here on the N34. Now that would be a modelling challenge :-) Strings of glue maybe? Problem is, once you go down that route, everything about the wagon has to be the same level of detail!
     
     
     

     
    Morton handbrake lever on the N34. Note weathering on the brake lever.
     
     
     

     
    My first "live" Iron Mink. I do like them. I have one of the old ABS kits in the pipeline for The Depot (1900s).
     
     
     

     
    Very nice attention to detail here. These little things are what makes a preservation scene come alive.
     
     
     

     
    I assume the lighter colour on the Iron Mink doors is a temporary measure, but the question arises: Did this sort of thing also happen on the real GWR at times? Or was the painting process too standardised/systematic for that to happen?
     
     
     

     
    Looks familiar, doesn't it? Anyone who ever had trouble with transfers will recognize this. I don't recall seeing this kind of thing in prototype photos though. Were transfers ever used for numbering GWR wagons?
     
     
     

     
    The little imperfections that make it real: A bent step. Don't get me wrong: I find the standard of maintenance very high at Didcot. The question is, could we model this sort of thing and get away with it?
     
     

     
    Again: The everyday wear and tear of things. Ideally it would be an interesting challenge to replicate in model form. But the irony is that it would probably just look like sloppy modelling!
     
     

     
    Foot crossing with more room on inside of rail, to allow for wheel flanges I assume.
     
     
     

     
    Point levers with newly replaced boards. A nice little bit of detail to model.
     
     
     

     
    More replacement wood, this time inside the loco shed. Wish I'd done something like this inside "The depot". Maybe next time. Lovely copper cap, eh? :-)
  10. Mikkel
    I've been exploring some of the smaller and lesser known 4mm whitemetal figure ranges recently. Here's a handful of photos showing a selection of some of them. These are cruel close-ups, but if we're concerned about the details of our stock, shouldn't we be equally concerned about whether the figures look right?
     
     

    Above: This group of horse shunters are from the Geoff Stevens range, which features sets of railway staff that can be used together in little cameos. As evident from the header photo, some of the figures in this range have well sculpted faces. Very often, I think, it is the face that makes or breaks a 4mm figure.
     
     

    Above: No, not a fight but a sheeting gang, also from Geoff Stevens. I am not normally attracted to figures that are frozen in mid-motion, and cameos like these can very easily become a cliché. However I couldn't resist the two sets pictured here, which fit well with a concept I have in mind for a future third layout in the Farthing series.
     
     

    Above: These figures are from Model Railway Developments (MRD). I've been wanting to have a closer look at these for some time, as the range is focussed on my own Edwardian period.
     
     

    Above: Two further MRD figures. This range demonstrates how whitemetal figures can vary considerably in quality and detail within the same range. The little girl seen here is very good, but I don't think she takes after her mother :-)
     
     

    Above: The same figure seen from two different sides. Quite often, I find, a figure can look unrealistic from one side but quite good from another. I wonder if this has something to do with the original sculpting process? In any case, careful positioning can sometimes bring out the good side in a figure.
     
     

    Above: This loco crew is from the small Alan Gibson range. Figures in the range seem to have a 1900s-1920s look and feel. The loco crew is made for L/H drive, which is a pity for GWR modellers. But I suppose non-GWR modellers deserve decent figures too ;-)
     
     

    Above: Two porters, also from Alan Gibson. I might change the pose of these, but the faces have a certain character! Captions, anyone?
     
     

    Above: A line-up of station staff from the above ranges, plus a figure from the better known Monty's range from Dart Castings.
     
     

    Above: Clearly there's a dinner party nearby! Another comparison here, with a couple from the large Langley range thrown in.
     
     

    Above: A group of Monty's figures. While there are individual useful figures in all of the above ranges, they don't trump the Monty's range, which in my view wins hands down every time. They have the right bulk, relaxed poses and the faces are usually good.
     
  11. Mikkel
    Here’s a summary of the work so far on my attempt to backdate the Oxford Rail Dean Goods to 1900s condition. Thanks to everyone who has helped with advice and information.
     

     
    My model is based on a 1903 photo of No. 2487, sporting the S4 roundtopped boiler and wide footplate. Various features such as a short smokebox, large cab spectacles and "piano lid" cylinder cover will make it a bit different from the superb Finney kit models out there - no other comparison intended!
     
     
     

     
    The chassis is a good silent runner. The model comes with plain con rods and wide footplate. This particular combination was found on Lot 99 and 100 (nos 2451-2490), so is appropriate for my loco. Incidentally, some locos built with fluted rods later acquired plain ones, meaning that selected locos in the 2491-2580 wide footplate series could also be made.
     
     
     

     
    The cast footplate is also good in my view, so was retained. However the splashers and cab were discarded. The splashers are rather thin and high, and the cab is too tall for a roundtopped version. I might have accepted this on other occasions, but I wanted to see what I could do with styrene and a Silhouette cutter.
     
     
     

     
    The Belpaire firebox also had to go, and as the boiler then becomes too short for a roundtopped version, I discarded that too. The smokebox was sawn off and put aside for later modification.
     
     
     

     
    I made a new boiler from laminated layers of 5 thou styrene. Each layer was shaped by wrapping it around a former, taping it with duct tape, and dunking it in boiled water. I used a Lypsyl lip balm container as former, and stuck the duct tape to the workbench a couple of tiems to reduce strength. Next time I will probably use a single thicker sheet for the boiler, as I’m a little worried about possible expansion over time. So far however it has proven stable.
     
     
     

     
    This is the boiler test-fitted on the Oxford footplate and chassis. The Oxford chassis has a cast section representing the underside of the boiler. My boiler had to fit this, while still allowing the body to be detached if necessary. This is the most problematic part of the project. To make things easier, I built the boiler separately from the firebox.
     
     
     

     
    The cast underside of the boiler can be seen here. The join looks poor in this shot, as the boiler and firebox were still loose. The firebox was shaped as per the boiler, with a wood former for the sides. The smokebox is seen with the chimney cut off, rivets and other bits filed away, and the length shortened with a saw. For reasons I have now forgotten (must be all those designer drugs), I chose to shorten the smokebox from the rear.
     
     
     

     
    The smokebox pushed back to meet the boiler. The elegant transition between smokebox and boiler on the prototypes was not easy to get right. I did my best using a slice of the original Oxford smokebox, and a ring of brass wire. The leading boiler band (overlaid here with lining) helps too.
     
     
     

     
    The brass ring imitates the, um, brassy ring that can be seen on prototypes in the 1900s. It is a snap-fit, and won’t be finally stuck down until after the body has been painted.
     
     
     

     
    The smokebox door also needed work. Here’s how it originally looked.
     
     
     

     
    I added an outer ring to the smokebox door, and a new door dart. The ring was cut on my Silhouette cutter.
     
     
     

     
    The door was then lowered to appropriate height by carving out the lower part of the smokebox, and filling out the space above with plastic putty. The cylinder cover was filed back and will be replaced with a “piano lid” type cover later.
     
     
     

     
    The replacement splashers were made from 5 and 10 thou styrene, cut on my Silhouette, and reinforced on the inside with additional layers. I initially attempted to replicate the slight overhang of the splasher tops that can just be made out on the prototype. However it became too prominent in styrene, and was easily damaged, so I left it off.
     
     
     

     
    I made the splashers 20 x 5 x 4 mms, which is overscale compared to the prototype, but about 1mm smaller in all dimensions than the Oxford originals. As this (reversed) test fit shows, there is the ample clearance over the wheel flanges and I could probably have made them smaller, but wanted to be on the safe side.
     
     
     

     
    The boiler bands are a compromise, and possibly a mistake. I made them from 5 thou styrene strips, and deliberately made them too wide in order to fit the HMRS lining transfers. They do look rather too prominent at the moment though, and need some work.
     
     
     

     
    The body fits snugly over the chassis. So far I have made virtually no modifications to the chassis, as I want to be able to replace it without too much trouble in case of a motor failure.
     
     
     

     
    Work has now started on the cab. The sides and front were printed on my Silhouette.
     
     
     

     
    So that brings us more or less up to date. Above is the current state of play....
     
    Lastly,  a short video showing a running test I did the other day:
     
  12. Mikkel
    I’m building a traverser of sorts for the fiddle yard of my little goods depot layout. From an engineering perspective it’s a bit dodgy - yet somehow it works, so I’ve dubbed it the bumblebee.
     
    My original plan was to have a fiddle yard with points, but as space is becoming an issue I decided to go for a traverser instead. Trouble is, my engineering skills are equal to those of the common earthworm.
     
    So I’ve been putting it off, until I came across some bits and pieces in the local DIY and acted on impulse. What has developed is best seen as an experiment!
     
     
     
     

     
    Two aluminimum angles from the local DIY.
     
     

     
    Cobbled together, they make up a sturdy cassette.
     
     

     
    Aluminium tube, cut into sections and fitted underneath the cassette.
     
     

     
    Thinner aluminimum tube. Also available in brass - possibly better, but costly and heavy.
     
     

     
    Thin tubes slide into thicker tubes…
     
     

     
    …resulting in this beast: A traverser-style sliding cassette.
     
     

     
    Frame built from 10mm foamboard. Ahem!
     
     

     
    Plastic angle and screws, used to secure tubes to frame. Rawplugs inside the tubes.
     
     

     
    Everything fitted together. Looks OK but does it work? At first I wasn’t happy. There was a bit too much friction when sliding the cassette. The foamboard was still nice and square though, so I must have not got the tubes perfectly aligned. With four tubes there is very little room for inaccuracy.
     
     

     
    So I removed the two outermost “guide tubes” from the cassette, and fitted foam pads in their place (track underlay). The foam slides on top of the outermost tubes, meaning there is still support at the ends.
     
     

     
    With this arrangement, the cassette slides smoothly. I have added a cork underlay and am now waiting for fresh supplies of Sprat & Winkle uncoupling magnets, which will be installed in the cork-base on the right hand side so I can use delayed action S&W couplers. The wooden “lip” connects the traverser to the layout through a piggy-back arrangement.
     
    Testing suggests that so far this contraption works surprisingly well. The bumblebee flies. The big question is for how long! There’s clearly a risk that the foamboard will warp or get twisted from heavy use. If that happens, I’ll try a Mk2 version with a wood frame.
  13. Mikkel
    The LSWR was the biggest of the GWR's neighbours at Farthing, so I thought I'd better make myself some stock from that company for my 1900s goods depot. Last night I finished my LSWR sliding door van, to SR diagram 1410, built from the David Geen whitemetal kit.
     
     
     

     
    Above is the kit assembled as it comes. Having done that, I realized that a couple of details didn’t match the photos and drawings in my newly acquired “Illustrated History of Southern Wagons, Vol 1”. The kit has the door rail below the roof, while all photos I have seen show it in front of the roof. Likewise, the kit has the vent covers below the roof, while most (though not all) photos show them flush with the roof top.
     
     
     

     
    It's possible that the kit is correct for some vans at some point in time. Nevertheless, I decided to lightly modify it to match the photos I had available. I filed back the roof and original door rail, and added a new rail from scrap brass. The vent covers were extended to the roof top with a sliver of plasticard.
     
     
     

     
    After a first light coat of primer, Archer’s rivets were added to the door rail – 12 little devils each side. For all its bad reputation, rivet counting can actually be quite fun! Can you tell I was in a hurry when I did the priming?
     
     
     

     
    I was confused about the brake gear. A sketch in the instructions show that for a single lever arrangement, the arms should be fitted left over right. So that’s how I initially fitted them, but it seemed wrong: The only photo I can find of a 1410 van with single-lever, one-side brakes has them right over left, and so do other single-lever LSWR (and GWR) vans and wagons. So eventually I re-fitted them right over left. Did I get it right though?
     
     
     

     
    Except for the primer, I prefer to brush paint my models. I like the flexibility of it. For this van I decided to experiment a bit. I first added a basecoat that was deliberately a little darker than the ideal colour.
     
     
     

     
    On top of this, I semi-dry brushed a lighter shade. By “semi” I mean that the brush was more loaded than you would normally do in dry-brushing. I like the resulting “depth” of the colour.
     
     
     

     
    Due to a mix-up with my mail orders, I found myself with not one but two LSWR lettering sheets: One from HMRS (left) and one from Fox (right). This allowed for a bit of comparison. The two sheets are almost identical when it comes to the actual wording/styles provided. The HMRS sheet has lettering for all the main SR constituents, and a little more variety in the LSWR lettering styles. I personally like the HMRS Pressfix method which I have gotten used to over the years. The Fox transfers only have LSWR lettering, and water-slide transfers are not my favourite - but significantly, the smaller letters and numbers are a good deal finer than the HMRS ones.
     
     
     

     
    I ended up using a bit of both. By using the HMRS tare numbers for the tare, I could use the finer Fox tare numbers for the paint date on the solebar. The latter is a little overscale I think, but I thought it would be fun to include. Incidentally, January 22 1901 was the day Queen Victoria died, and thus the beginning of the Edwardian era. It does date the van, so I'll be in trouble if I decide to model a later period! For the number/builders plate I initially fashioned one in photoshop (bottom of picture), and printed it to the correct scale. But when fitted to the wagon it looked like… a paper printout! So I used a non-descript builders plate from a Mainly Trains etch instead.
     
     

     
    I went for a lightly weathered look, but not too much. I find it hard to get that faded look to the lettering that I have seen on some models. Any advice would be much appreciated.
     
     
     
     

     
    Today was a nice day here in Denmark, so I took the goods depot outside to get a few photos of the new van and assess general progress. I recently managed to crush the mezzanine floor, and am slowly rebuilding it. That's the second disaster I've had with this little layout, the other was when the roof structure got smashed. No wonder my son calls me Homer Simpson!
     
     
     

     
    Views like this make me happy though. Comparison between the LSWR van and the contemporary GWR iron mink shows two different approaches to the standard goods van of the late 19th century. The LSWR van was introduced in 1885, and seems fairly large for the time with its 18ft over headstocks. The GWR Iron minks were introduced the year after in 1886. With a 16 ft (later 16’6) length it stuck to a more modest size but experimented instead with iron for body construction. I wonder which of the two designs was more economical in the long run?
     
     
     

     
    One day I'd like to try building a lightbox, but for the time being I'm content with that big old lightbox in the sky.
  14. Mikkel

    Four o'clock blues, ca. 1902

    By Mikkel,

    Goods checker J. Peerybingle was tired. It had been a long day in the goods depot, and his feet hurt.
     


     
    Life is so dull, he thought. I should have gone to sea. I should have married Emily.
     


     
    He looked up at the skylights. There was a bird up there. Was it a crow?
     


     
    He thought: How lucky birds are, how free.
     


     
    Up on the roof, the crow looked down at Peerybingle.
     


     
    It thought: How fortunate that man is, working with the trains. He must be very happy.
     


     
    I wish it was me, thought the crow. How lucky humans are, how free.
  15. Mikkel
    Farthing, June 27, 1914. Europe is on the brink of war, but noone knows. The staff go about their morning routines, and No. 835 sleepily shunts a horsebox.
     
     
     

     
    Station Master A. Woodcourt examines the scene. He likes the order and calm of the bay area. He is feeling his age and hopes it will be a quiet day.
     
     
     

     
    But it is not to be. As he propels the horsebox into the sidings, driver T.F. Oberon notices a problem. Throughout his life with the railways, he has been able to smell a hot axlebox. And he can smell one now.
     
     
     

     
    As the "hot box" is confirmed, Woodcourt realizes he has a problem on his hands. There is a major event at the Farthing Race Course today, and there are no spare horseboxes to deploy.
     
     
     

     
    To make matters worse, the owner of the horse turns out to be the rather brusque and imposing Mr Bull. As Bull launches into yet another of his long-winded complaints about the state of the country's railways, Woodcourt realizes it is going to be one of those days...
     
    ***
    Credits: Horsebox built by Pete Morris.
    ***
     
    Will Woodcourt solve the problem? Will the horse make it in time for the races? What else is in store for the good people of Farthing? Find the answers in the next instalment of "All in a day's work"...
     
    Go to part 2
  16. Mikkel

    Porters and Barrows

    By Mikkel,


    Figures
    These days 4mm modellers have an excellent choice of figures from Model-U, Andrew Stadden and Dart Castings - but there's always room for a bit of tinkering!
     
    Here are some porters for Farthing Old Yard, modified and pieced together from various sources. The figures have all been attached to something - e.g. a barrow - as I find this helps "integrate" them once placed on the layout.
     
    Our first subject mixes a Dart Castings body with an Andrew Stadden head and arm. The barrow is a Shirescenes kit.

     
    Below is another Dart Castings/Andrew Stadden combo. The wheelbarrow is a modified Springside kit.

     
    Next is this gentleman, a modified Andrew Stadden figure that I bent forward in pursuit of a more casual pose.

     
    This chap was made from various Andrew Stadden parts, including his useful loco crew "kit". The basket is from an old Preiser kit.

     
    Next is a modified Airfix 1:72 figure with an Andrew Stadden head. The Airfix figures proved a rather difficult material to work with.

     
    This porter was built from a mix of body parts from Andrew Stadden figures. The barrow is a modified Langley kit.

     
    Lastly a few shots of the "accessories", including some equipment for my lamplighters.

     
  17. Mikkel
    Everyone knows how the “standard” GWR cattle vans looked, but I’ve always fancied the earlier W2 vans with outside frames. So I dug out an ABS 4mm kit and brought it with me on the family holiday. These were "medium" sized cattle vans, with the option of adding a partition and thereby making them "small" if the customer so required. I've always wondered why this was worth the trouble, as the difference in space seems minimal !
     

     
    I decided to build the kit as supplied, which is in the post-1905 condition with oil axleboxes, an updated locking mechanism for the doors, and the Wright-Marillier partition locking bar.
     
     

     
    And we all know what a Wright-Marillier partition locking bar is, don’t we! A regular household word it is. “Good morning dear. Wright Marillier partition locking bar?”. “Oh yes please, and two sugars”. Well, above is the 4mm version of such a mechanism, as supplied in the kit.
     
     

     
    It seems that in the early 1900s the GWR was having problems with farmers who paid for only part of a cattle wagon, and then moved the partition to increase the space when noone was looking. So in 1903 Messieurs Wright and Marillier of the GWR’s Wagon & Carriage department invented a locking bar that would help prevent this. Not quite Nobel prize stuff, I suppose, but a good example of practical engineering for everyday railway operation.
     
     
     

     
    The sides require a bit of preparation. Apart from fitting the locking bar, a door latch must be fashioned from wire and the main bars fitted.
     
     
     

     
    The W2s were built with “bulb” section solebars (where the upper lip is wider than the lower one), and an early distinctive type of round buffer housing. Those lugs on the casting above the solebar caused me a lot of headscratching. They don't seem to serve a purpose and get in the way of the assembly. In the end I simply removed them. I hope I haven't missed some vital point!
     
     
     

     
    Poor man's brass. I've finally realized why I get on better with whitemetal and plastic than with brass. They are much more forgiving materials, eg I can file and tweak and fill in to correct all my mistakes!
     
     
     

     
    Modelling in the wilds of Denmark. A fly of the genus Wotsit inspects the roof bands. Actually it may have a point: I think the bands should have been a tad flatter and wider.
     
     

     
    Standard grey and a bit of lime wash. I forgot to add the small "M" and "S" to the livery (now corrected, see the first photo). I know that the lime wash was often more pronounced in reality, but I find it can look a bit odd in 4mm scale. So I prefer this understated look. I haven’t finished the lettering on the ends as I am not sure how it should be. The photo in "GWR Goods Wagons" (Atkins et al) shows an experimental livery on the ends which was not carried forward. The kit instructions indicate the “GW” as seen here, but also with tonnes and tare in italics on the left hand side. But I thought that the standard end livery should be “GW” , running number and “Medium”?
     

     
    When the GWR introduced the large "GW" on goods stock in 1904, they ran into problems with the outside framed vans. There simply wasn't enough room between the frames. The solution was to use smaller, non-standard letters. I did the same. Photos from the early 1900s also show that on some wagons, the cross-bar on the “G” differed from the later standard style. The HMRS transfers have the later style (bottom right), so I modified them with a lick of paint (top left).
     
     
     

     
    The W2 in the bay siding. Surprisingly, the photo in Atkins et al shows it with screw-couplings, so I have added an (overscale) set of these until I work out if that was standard.
     
     
     

     
    Mr Wright and Mr and Mrs Marillier inspect their invention on the W2 at Farthing. What the world does not know is that the concept for the locking bar came from a clasp on Mrs Marillier's corset. What Mr Wright and Mr Marillier do not know is that they both got the idea from the same clasp.
  18. Mikkel
    This blog sometimes tells some pretty tall tales, but this one is based on a true story. I recently came across a fascinating account of a court procedure at Old Bailey, involving an incident on the Great Western at the turn of the century. I decided to re-enact the incident, with Farthing as the setting and a little, ahem, modeller’s license. Dennis, will you take it from here?
     
     

     
    My name is Dennis Watts, that’s me on the right. I’m a slipper boy with The Great Western Railway Company. I scotch trucks. They pay me 10s. a week. Here is my story.
     
     
     

     
    This is my uncle Henry Watts, he's a checker in the goods depot. It’s the afternoon of May 28, 1902. Pay attention to that box on the porter’s trolley. My uncle is consigning it to the daily Penzance truck.
     
     

     
    After loading, the Penzance truck is shunted to no. 1 line with other trucks for dispersal. Most of the trucks will go out in the next few hours, but the Penzance one is left overnight for attachment to the 4:55 goods.
     
     
     

     
    That night, I walked home from a late shift after the lamps were out. I passed the Penzance truck sitting alone in the dark, and saw some people there.
     
     

     
    I recognized two horse drivers, Woods and Lawson. There were also two other slipper boys, Fraser and Marsh. I could tell they were up to no good.
     
     
     

     
    I walked up to them and saw that they had opened a box of silks from the Penzance truck. They were tucking the goods down their trousers. They asked if I wanted to buy some cheaply for selling on, but I refused.
     
     

     
    Being an honest sort of person I was very uncomfortable with the situation. They were all a bit threatening and I was afraid. What would they do to me?
     
     
     
    To be continued....
     
    Part 2 is here: http://www.rmweb.co.uk/community/index.php?/blog/75/entry-17072-the-honourable-slipper-boy-part-2/
     
     
  19. Mikkel

    Low-tech coach restoration (5)

    By Mikkel,


    Coaches & Browns
    Well I finally got around to finishing my little restoration job on these old coaches.
     

     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
    Got the painting done reasonably quickly, but then followed the usual issues: “Now for the glazing. Oh wait, I’m out of Testor's. Must order some more. Now where did I order it last time? Better google it. Ah there’s RMweb, well maybe just a couple of minutes on there then. Oh look, someone's discussing the cost of tea at exhibitions. Gotta follow that! Well that was a pleasant hour on RMweb. Wait, did I forget something? Oh well, tomorrow then.” Etc!
     
     

     
    But I got there in the end (click images if not sharp). Here's the 6-wheel Van to dia V13, converted from a W3 . I use a simplified version of the livery as it would have been seen around 1906 on my coaches. I did have a bit of trouble painting the panels on a couple of them, as my normal method works best on new and sharply defined panels.
     
     
     

     
    Here's the R1 All first. A big word of thanks to all who helped find the right running numbers for this diagram, both here and on the gwr e-list. The R1s were numbered 1-8 and I initially thought this was a great opportunity to have a coach numbered "1". I even applied the first transfer, but then found it simply looked odd! So I chose no. 7 instead.
     
     
     

     
    Here's the G20, a Third class saloon. The glazing has been fitted, I just like it clean. So much for the interior detailing, you can't really see any of it. Oh well. In case you're wondering, the Weasel is on the other side.
     
     
     

     
    Here's one I restored earlier, one of the little 4-wheel V2s. I have to say Colin had a great taste in coaches when he originally built these a long time ago.
     
     
     

     
    Another one from the first batch I restored, the U16 6-wheel compo, with the luggage windows now appropriately "blinded".
     
     
     

     
    And finally a line-up of the three newly done coaches, ready for service. As the header says, this is all very low-tech but it has been a nice project and I like the idea of giving Colin's old coaches a new lease on life. There's a message in there for all of us balding old farts, I think: It's never too late!
     
     
  20. Mikkel

    Life in the fast lane

    By Mikkel,


    Musings
    I've been thinking that railway modelling needs a better public image. People seem to think the hobby is a bit weird and nerdy, when really we’re a bunch of smooth adrenaline junkies. Here are some examples from my own awesome life.
     
     
     
     
    Firstly, we railway modellers have really cool gear. These DIY tamping and scribing tools were made from coffee stirrers and my wife’s discarded sock knitting needles. Max bling! The top three are for smoothing DAS between sleepers and under rails. 
     
     
     

     
    I use Latex gloves to help seal glue containers. After years of doing this, I’m now wondering if they are in fact permeable.  But never mind, it adds a bit of style. I keep the bottles on the back stairs where our neighbours can admire them.
     
     
     
     
     
    Recycled kitchen sponge, used as a stop block.  Works quite well I find.  If you’re lucky, there are old bits of food left in there.
     
     
     
     
     
    "So what do you in your spare time?”. Oh, I like to put on latex gloves and scrub things with a toothbrush.
     
     
     

     
    The stuff I use for paint stripping is some serious sh*t. Not sure what the proper English term is, it's called "brown soap" in Danish. Used for cleaning floors. Wild, man.
     
     
     

     
    At weekends, I really let my hair down. In one recent highlight, I spent an hour painting sewing thread.  
     
     
     

     
    Then there’s our risk-taking mindset. For example, I recently sorted the kitchen cupboards. 
     
     
     
     
     
    This revealed more spices than we’ll never need, so I decided to experiment:  Would spices work as weathering powders? For improved adhesion, I mixed in some baby powder. 
     
     
     
      
     
    Feeling reckless, I also tried ground ginger.
     

     

     
    The verdict? Well it works OK in a pinch, but proper weathering powders are better. The layout smells great though. Makes for a good pick-up line.

     
     

     
    Speaking of pick-up lines, I like to experiment with dung.
     
     
     
      
    These are lumps of weathering powder on PVA. I think it could work for horse droppings, though more testing is needed. 
     
     
     

     
    It also seems to work when brushed into setts. Horse dung would be trampled and distributed pretty much like that, I reckon. Ordinary people don’t reflect on such things. I guess they just lack vision.
     
    So there’s railway modelling for you: Living on the edge, every day. Anyway, I‘m off to grab a Red Bull before I tackle those couplings. Hang loose, dudes.
     
     
  21. Mikkel

    GWR 2-plank and 3-plank wagons

    By Mikkel,


    Wagons
    The first 2- plank wagon has appeared at Farthing, accompanied by a round-ended 3-planker. 
     
     

     
    The 2-planker owes much to Duncan, who kindly gave me one of his surplus 3D printed wagon bodies. Thanks again Duncan! I've been wanting to do a 2-planker since I saw Richards's early Opens some years ago.
     
     
     

     
    I’ve used the Swindon drawing in Atkins et al for reference, and the photo of Worcester built 19451 as the prototype.  Apologies to Dave for doing the same number as his 7mm 2-planker, but there aren't many prototype photos to choose from.
     
     
     

     
    The chunky brake-blocks were drawn up from the drawing and cut on my Silhouette, then laminated from three layers of styrene.
     
     
     

     
    Ribbed buffers from MJT. I had to fit a new floor as the old one cracked when I applied too much pressure. Still learning the ropes with these 3D printed materials.
     
     
     

     
    “I made this model all by myself”. I don't think so.  A word of thanks to the small-scale suppliers who make this part of the hobby possible. Not to mention all the helpful modellers out there.
     
     
     

     
    Enough with the bleary-eyed stuff, let’s paint this thing black! This is brush-painted Vallejo primer, convenient when you're in a flat during the winter months. 
     
     
     

     
    Then a base of red, and some Archer’s “rivet” transfers. The latter stick best on a rough surface, I find. The Vallejo primer is slippery, so I waited till the first coat of matt paint was on. Good adhesion, might do that again. The photo makes my standards look more exacting than they are.
     
     
     

     
    Stephen - who is doing a Saltney-built 2-planker - spotted a flitch plate and other solebar details on the prototype photo, so I tried to replicate that. Thanks Stephen. Later Microsol on top, then matt varnish, then more paint.
     
     
     

     
    The finished wagon. The prototype photo shows the paintwork in a very worn state, but I decided to be more gentle, so that it doesn't stick out too much among the other wagons.
     
     
     

     
    Having said that, my phone camera doesn't capture the weathering well, I have noticed that before. It seems to just highlight the main colour scheme.
     
     
     

     
    I’ve also built a round-ended three-planker from a David Geen kit, I do like them. 
     
     
     

     
    On many of these the ends were soon cut square, but some were left alone and occasionally pop up in early 1900s photos.
     

      


    Lettering in process. The eyesight is slowly going downhill, but I swear: A glass of Jameson helps me to focus.
     
     
     

     
    I’m gradually switching from HMRS to Fox transfers. I prefer the method of the former, but the printing on recent HMRS sheets isn’t quite up to former standards. I’m told it’s hard to find a printer who can do the sheets well. I sympathize and hope the HMRS succeed. The dates are when the sheets were purchased. 
     
     
     

     
    The finished 3-planker. The wagon was started in our little forest cabin, under poor lighting. That does show in places, lesson learnt.
     
     
     

     
    The wagons together. It’s counter-intuitive, but the 2-plankers were actually an 1 inch higher than the 3-plankers.
     
     
     


    Here they are with my existing 3-plankers. I suppose that’s more than enough of these types for my 1900s yard. But I wouldn't mind a few more. Nancy Hoffman of Maine has 2000 umbrella covers, so I have some way to go. 
     
     
  22. Mikkel

    Moving Pictures

    By Mikkel,


    Misc.
    It's been a while since we have heard from the Farthing Station Weekly Discussion Club. Fortunately, the Club continues to meet on a weekly basis to discuss worldly matters.
     
    Recent debates have included the Zulu rebellion, the eruption of Vesuvius, Einstein's theory of relativity, the California earthquakes, the invention of flight, Gandhi's philosophy, the discovery of the South Pole, and the scandalous defeat to South Africa by one wicket.
     
    As always, proceedings are headed by Station Master A. Woodcourt - a resourceful if somewhat cautious man, who not only bears a striking resemblance to the present King, but also plans to surprise everyone by boarding a boat to Brazil after his retirement. But that, as they say, is another story.
     
    And so, to business:
     
     

     

     
     
     
     

     
     
     
     

     
    Click for video: http://www.britishpathe.com/video/train-moving-through-station-aka-railway-train/query/railway
     
     
     

     
    Click for video: http://www.britishpathe.com/video/railway-accident/query/railway
     
     
     

     
    Click for video: http://www.britishpathe.com/video/speed-and-safety/query/railway
     
     
     

     
    Click for video: http://www.britishpathe.com/video/shunting-horse
     
     
     

     
    Pendon video (1958): http://www.britishpathe.com/video/hair-thatching/
    Other model railway videos (1930s-1950s): http://www.britishpathe.com/search/query/model+railway
     
     
     

     
     
     
    PS: Those rude comments about other companies do not reflect my personal opinion - I'm a great fan of the LSWR and LBSC, but I can't help it if the GWR staff at Farthing are a bit patriotic!
     
     
  23. Mikkel
    Last week I was browsing a secondhand bookshop here in Copenhagen. Imagine my surprise when I suddenly came across a dog-eared copy of "A Traveller's Guide to the Great Western Railway" from 1926. What really got my attention, however, was that this was one of the rare illustrated versions, with photos by J. Peerybingle, a well-known photographer of the day.
     
    Feigning complete indifference I managed to obtain the book for a very reasonable price. I particularly like the chapter entitled "Journey to Didcot", and have decided to reproduce it here. I hope I am not infringing on any copyright laws by doing so!
     
     

     
    Our journey begins at Paddington Station, that most famous of railway stations from where tracks reach out for thousands of miles across the Kingdom.
     
     

     
    Under these mighty arches the traveller may choose to commence his journey with a pleasant meal in one of the numerous dining establishments.
     
     

     
    Perhaps a Cornish pasty would suit the traveller? Surely a suitable choice for the Great Western traveller. Side-crimped, of course!
     
     

     
    Waiting rooms are to be found in several locations around the station concourse. Naturally, separate rooms are provided for Ladies.
     
     

     
    In preparation for the journey the traveller will want to synchronize his time-piece with that of the grand clock in the station hall. One can only wonder at the scenes this clock has witnessed!
     
     

     
    Should assistance be needed in finding one's train, the courteous station staff will be of assistance, as will the numerous timetables posted throughout the station.
     
     

     
    Porters are available for those who carry heavy luggage, and the station staff are always on hand to assist the less sure-footed.
     
     

     
    The Great Western Company provides a variety of services in the direction of Didcot, depending on the needs of the traveller.
     
     

     
    The fastest and most direct service is provided by the sleek expresses that stop only at the major stations.
     
     

     
    Even the most experienced traveller must marvel at the elegant liveries and the lovingly polished engines for which the company’s crack expresses are known around the world.
     
     

     
    Alternatively, the traveller may choose to go by stopping train. These provide a more sedate mode of travel, and an opportunity to fully experience the beauty of the countryside along the way.
     
     

     
    The interior of the stopping trains are a study in lavish design and tasteful colour selection...
     
     

     
    ...and the comfort is second to none.
     
     

     
    As we embark on our journey, we soon pass Old Oak Common, the renowned locomotive depot of the Great Western Company...
     
     

     
    ...where the observant traveller may be fortunate to see some of the graceful locomotive classes of the Great Western. Here it is one of the legendary Castle Class, namely Pendennis Castle sporting the well-known coat of arms.
     
     

     
    As we proceed along the line we observe many examples of the lineside industries that keep the wheels of our industrious nation turning...
     
     

     
    ...and which are served by endless rows of heavy goods trains that cross the country from one end to the other.
     
     

     
    Indeed, whereever we look there is evidence of the country’s great reliance on our railways.
     
     

     
    As we stop at stations along the way, it is difficult not to be charmed by the railway architecture for which the Great Western Company is so well known.
     
     

     
    Elegance is the key word...
     
     

     
    ...station gardens are lovingly groomed...
     
     

     
    ...and local artists have enthusiastically helped decorate the station buildings.
     
     

     
    Everywhere we witness the company’s loyal dedication to personal and attentive service.
     
     

     
    At the stations the railway enthusiast has the opportunity to study the railway officials going about their duties.
     
     

     
    Several of the stations along the way provide opportunities for the traveller to connect with branchline services if he so desires.
     
     

     
    Gangers may be encountered along the way...
     
     

     
    ...whose job it it is to ensure that the track is well maintained so that passengers may have a smooth and speedy ride.
     
     

     
    Indeed, the railway infrastructure itself is worthy of study as our train speeds westwards.
     
     

     
    As we gain sight of the company’s new coaling stage at Didcot we know our journey has come to an end. For the traveller who wishes to further explore this intriguing railway town, we refer to the next installment in our series.
  24. Mikkel
    This little project was described some time ago in my workbench thread. A couple of recent discussions suggest that the modifications involved may be of interest to others. I don't seem to have posted the usual build summary in this blog, so here it is.
     

     
    The Coopercraft GWR 4 Plank Open kit (4mm scale) has an error which means that if you build it as designed you end up with 4 planks on the outside and 3 on the inside, as seen here.
     
     
     

     
    So, following good advice (thanks Nick) I cut along the red line indicated above, in order to remove most of the big fat lip on top of the solebar. This in itself lowers the floor by 1.5 mms.
     
     
     

     
    The floor provided in the kit is 1mm thick, so I decided to gain another 0.5 mm of internal depth by replacing it with a 0.5mm styrene floor.
     
     
     

     
    I suppose this is on the limits of how thin a floor should be, but with bracing underneath it all seems solid enough. There are two pips on the inside of each wagon end (not shown), these had to be removed to fit the new floor. The gaps at the end of the solebars were fixed with filler.
     
     
     

     
    The lowered floor. Not perfect, but at least the bottom plank is now visible.
     
     
     

     
    Most of my wagons have lever brakes but it's time I introduced some DC1 brakes too. So I splashed out on this Bill Bedford etch.
     
     
     

     
    I worked with available drawings and pictures in the GWR wagon book  by Atkins, Beard & Tourret.
     
     
     

     
    I think I used the wrong link component below the swan neck lever, lesson learnt for the next one. Still, the exercise has helped me understand better how these brakes worked. Sometimes the absence of instructions can be a learning experience!
     
     
     

     
    The low number belies that No. 781 was built in 1902 as part of Lot 374,  thus sporting DC1 brake gear from the outset. I debated whether to add a sheet rail. Some of the 4-plankers were certainly fitted with these later on, and the O5 diagram in Atkins Beard & Tourret features a sheet rail - but I have a suspicion that the diagram stems from 1905 when the wagon index was drawn up. On page 54 of the same book is a picture of a 4-planker showing off the new DC1 brake gear in 1903. It does not feature a sheet rail, and is in the same condition as No. 781.
     
     
     

     
    The wagon is in GWR wagon red (I follow the 1904 theory). I chose a slightly redder shade than normal to suggest that it is fairly recently painted.
     
     
  25. Mikkel

    Shoulders of giants

    By Mikkel,

    I’ve been reading Patrick McGill’s “Children of the dead end: The autobiography of a navvy”. McGill worked as a navvy in the 1900s and became known as the “navvy poet”.
     
    It’s a fascinating read, and it made me realize just how much we owe to the men who built the railways, canals and towns. Talk about standing on the shoulders of giants!
     
    So instead of the usual progress report, I’ll let the navvies do the talking this time. The lines are excerpts from McGill’s poem “Have you”.
     
     
     
     
     

     
    Have you tramped about in Winter, when your boots were minus soles?
    Have you wandered sick and sorry with your pockets full of holes?
     
     
     

     
    Have you sweltered through the Summer, till the salt sweat scared your eyes?
    Have you dragged through plumb-dead levels in the slush that reached your thighs?
     
     
     

     
    Have you worked the weighty hammer swinging heavy from the hips,
    While the ganger timed the striking with a curse upon his lips?
     
     
     

     
    Have you swept the clotted point-rods and the reddened reeking cars
    That have dragged a trusty comrade through the twisted signal bars?
     
     
     

     
    Have you seen the hooded signal, as it swung above you clear,
    And the deadly engine rushing on the mate who didn't hear?
     
     
     

     
    If you want to prove your manhood in the way the navvies do,
    These are just the little trifles that are daily up to you.
     
     
     

     
    And if you haven't shared the risk, the worry and the strife,
    Disappointment, and the sorrow, then you know not what is life.
     
     
    PS:
    The young gent in the left hand foreground is McGill (click image for larger size). His book "Children of the dead end" can be downloaded free here, and his poems "Songs of the dead end" can be found here.
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