Vol 23 No 144 February 2006 continuing to improve quality, manufacturers have obviously THE BULLETIN remained keen to meet expectations by offering new traction For the members of the Model Railway Society of Ireland in and steam models in more or less equal measure. There its forty-third year has always been a strong “contemporary factor” – thus younger modellers choose traction models as they are familiar with the prototypes they can see at work every day, Head of steam and many steam modellers select BR liveried versions as It is not unusual to meet enthusiasts who hark back these are what they remember from their youth. The nostalgically to the “good old days” but it was a shock about results of the recent Model Rail “Wish List” poll therefore 18 months ago to read a letter in the model press from served up some surprises. Firstly, more than double the someone whose golden memories rested in the BR blue number of votes was cast in favour of steam prototypes as livery era of the mid-1980s. But that is only yesterday, one for diesel and electric. Secondly, the top five steam thought. Actually of course the interval is something like 20 selections were all of pre-1923 designs. years which makes the end of 2557’s “golden years” some 45 years old i.e. 1960, the last year that British steam was in Some rationale can be discerned in the choice of the top five abundance rather than in retreat. steam outline types. Two are large freight tender engines, a category that has received comparatively little attention We all risk tunnel vision in this hobby and because 2557’s from RTR manufacturers. The other three are four coupled interests are heavily steam-orientated, he erroneously tends types which are usually harder modelling propositions for kit to lump the BR Traction green/ blue / multi-livered/ and and scratchbuilders (one is the LSWR M7 0-4-4 tank, privatised eras all together. This telescopes a period of 50 perhaps the hardest wheel arrangement of all to balance years or double the time that the Big Four companies were effectively). Further, all five types were very long lived and around. In that half century we have seen much change in therefore have application on pre- and post- 1923, as well the railway scene, and sadly too much has been in the form as nationalised, layouts. of rationalisation and reduction. Nonetheless, there has been plenty of interest in that transition and we are fortunate In the traction category, the blue Pullman as a precursor to that photographers, authors and publishers have been so the far more successful HST was an understandable first thorough in recording all that has happened. choice, while there was obvious logic behind the class 101 DMU (now out of normal service) which came fifth. Elsewhere in this issue, there is a description of a However the class 14 0-6-0 diesel hydraulic (2nd), the Class particularly noteworthy series of publications about British 17 Clayton (3rd) and the BTH class 15 (4th) were all short- locomotive history that have quite rightfully come to be lived rather obscure failures of the BR first generation diesel regarded as standard reference works. Recent motive power fleet. Are diesel enthusiasts really so hard up investigation into the history of a relatively well-known Irish for fresh ideas or are they so well served by the existing steam class elicited the sad conclusion that nothing RTR model range? If so, then Hornby/ Bachmann might remotely similar in terms of detail, authority and accuracy before long find themselves with some real problems in appears to exist in the ranks of Irish railway literature. sustaining sales growth in a market that type-wise will be Authors comprise the lowest paid profession in the world saturated and writing railway books has always been a labour of love, rather than of any monetary reward. The proportionately OO is by definition a scale/ gauge compromise, the origins smaller demand for Irish railway literature has meant that of which are now buried in history. However, these offerings have been that much fewer. We should therefore manufacturers might consider building on their recent be doubly grateful to those individuals and organisations impressive progress by tweaking that gauge incompatibility that have assumed the commercial risk in making valuable a little more in recognition of the growing interest in what published works available. Perhaps the Committee could these shores have to offer. How about an 071, or a Class consider adopting a policy of purchasing for the library one C, or a Hunslet Bo Bo? How about dropping them a line copy of every new Irish railway book that is published from and inviting them to take a deeper look in our direction? now on?

--- o O o --- 2557 The principle yardstick for this hobby’s demand trends must surely remain the British 4mm RTR sector. While

For more information about the Model Railway Society of Ireland, please visit: www.modelrailways.ie

1 Vol 23 No 144 February 2006 Wheel Arrangements by 082

In a previous article in The Bulletin it was inferred that ignorance of showed him an IRRS Journal which he browsed, nonchalantly the nicknames used in the Whyte System of wheel arrangements saying “englisches Klassifikation” when he saw the Whyte system for steam locos would have a detrimental effect on one’s modelling as used in these journals. A Spanish language railway journal in abilities and on coursework credits accrued with the Loco Building 082’s possession does not use these nicknames or arrangements Classes. Based on this remark it was also inferred that the Whyte either. Thus the Whyte System nicknames are confined to English nicknames should be learned off by rote and thus risk becoming an speaking world. In the November 2005 edition of Rail Brief, anorak. Iarnrod Eireann’s staff newsletter, there is a report from the steam loco Grand Prix in Budapest, Hungary. This report makes Regarding the use of the Whyte system of nicknames in the Irish reference to MAV (Hungarian state Railways 22034, a 1-2-0 tank scene there are only a handful of locomotives which would have loco (or 2-4-0T in Irish parlance) and gleaming Polish 1-5-0s (2-10- wheel arrangements that would suit these nicknames such as the 0s). This again shows that the Whyte system is not universal Woolwich Mogul, as modelled by Bachmann and the Baltic tanks of throughout continental Europe. Reference to the Whyte system the Belfast and County Down Railway. The majority of Irish steam here as “Irish parlance" appears to be an error of the contributor. locomotives were of the types 0-6-0 (mainly freight, though some passenger) and 4-4-0 (passenger). There are no nicknames for Continental is the notation used to describe the wheel arrangement these wheel arrangements according to the list with the Whyte of diesel and electric locomotives by designating non-driving axles system. In The Observer’s Book of Locomotives and Rolling Stock by numbers and driving axles by letters. For example C-C means of Britain edited by HC Casserley and published in 1966, the no leading wheels, two sets of six coupled driving wheels and no Whyte Wheel Arrangements are listed as nineteen arrangements trailing wheels whereas Co-Co indicates the same except that the with only eight of these having nicknames. Interestingly it lists 2-6- driving axles are independently powered. A1A-A1A is a similar 6-2 as “”. wheel arrangement except that the centre pair of wheels is In August 2000 082 visited his Austrian pen friend and her family in unpowered. This notation is commonly used for diesel and electric Vienna. The pen friend’s late father, an elegant, dapper Viennese locomotives. Thus: gentleman was quite a knowledgeable railway enthusiast. 082

B two coupled powered axles (G601 and G611 class Deutz shunters) C three coupled powered axles (E401 and E421 class Maybach shunters) D four coupled powered axles (K801 of the GNR(B)) Bo-Bo two powered axles in each bogie (B141 class, C201 class) Co-Co three powered axles in each bogie (A class, 071 class, 201 Abhann class. Do-Do four powered axles in each bogie (Centennial locos of the Union Pacific built by GM-EMD) A1A-A1A middle axle is unpowered (Sulzer B103 preserved by the Irish Traction Group in Carrick-on-Suir) 2-Do-2 middle set comprises of four powered axles. At either end is a bogie with two unpowered axles (X and XA class Metrovick locos of Westrail, Australia)

The arrangement called “Stalin’s Engine” in The Bulletin, the 4-14- intended to explain prototype and modelling terms to beginners. 4 is actually called Andriev. Having punched Andriev into Google, I This has some interesting Whyte nicknames not already mentioned discovered a British website called Steve’s Railway Glossary, in The Bulletin:

Allegheny o-OOO-OOO-ooo 2-6-6-6 Bigboy oo-OOOO-OOOO-oo 4-8-8-4 Bulgaria o-OOOOOO-oo 2-12-4 Challenger oo-OOO-OOO-oo 4-6-6-4 Columbia o-OO-o 2-4-2 Dominion oo-OO-oo 4-4-4 Hungary o-OO-oo 2-4-4 Mastodon oo-OOOOO 4-10-0 Northern oo-OOOO-oo 4-8-4 Overland oo-OOOOO-o 4-10-2 Texas o-OOOOO-oo 2-10-4

Despite these nicknames being listed it appears that some of these While knowledge of the Whyte nicknames is an advantage, it is were applicable to specific loco classes rather than any loco of that important to regard them as an aid to identifying and building locos, arrangement. An example is the Alleghany H-8 class locomotive of not something to be obsessed with. It has been my experience that the Chesapeake and Ohio Railway, USA. Also what was called a while fellow club members may not be entirely au fait with matters Baltic (2-6-4) in Europe was called a Hudson in North America. pertaining to loco classes and wheel arrangements this does not There was limited application of Whyte nicknames to : e.g. detract from their interest and enthusiasm for the hobby. While 4-4-2 + 2-4-4 types used in Brazil and Tanzania were sometimes knowledge of a prototype loco, wagon, etc. facilitates the referred to as double-Atlantics and the New Zealand Railways G production of the model, it should not be overlooked that with class as double-Pacifics. Usually these locomotives were simply model railways the aim in modelling is to have fun. In being referred to as “Garratts”. obsessed with issues such as Whyte System nicknames there is a danger of stifling the creative and dynamic impulses which are critical to the fun and enjoyment derived from the hobby. © David Chambers 2006

2 Vol 23 No 144 February 2006 On being bloody-minded

George Bernard Shaw once wrote “the reasonable man “experts” were right; almost invariably they had to eat adjusts himself to his environment; the unreasonable their words having been proved wrong by his genius. man adjusts his environment to suits his needs; ergo, all progress relies on unreasonable men”. Consider one case. The Thames Commissioners ordained that just a single central pier could be used in Short of stature, large in self-belief, obstinate, short- the crossing of their water way at Maidenhead. Public tempered, obsessive, driven, notoriously bad at opinion held that the resultant slender flat arches would delegating, hopeless at building within budget, he was collapse under the weight and speed of the trains of the epitome of Shaw’s definition of unreasonableness. 1838. Today those same graceful arches bear vastly Time and again his plans and ideas were condemned by heavier trains at speeds over 100 mph. the “experts” of his era who lacked his courage, vision and determination, not to mention his unparalleled Thank you IKB for what you gave us and for what engineering brilliance. Very occasionally those still serves us, 200 years after your birth. Gresley’s specials

Part 1 – The Gresley motion and No 461

Mention of the name Herbert Nigel Gresley conjures up and those standards were an everyday reality. Gresley images of apple green A1s gliding non-stop between duly made a pilgrimage to the GWR works where he was London and at the head of varnished teak shewn around by Churchward in company with his two coaches, or of A4 Mallard storming down Stoke Bank to senior assistants, Charles Collett and William Stanier set a new world speed record, or of grimy V2s slogging (what a stellar group!). away with gargantuan loads during the dark war years. But there was far more to the Gresley story and much of Interestingly, GWR standards and practises then seem to it is not commonly known, so powerful are those have made absolutely no impact on Gresley’s intentions everlasting images of the A1/ A4 and V2 classes (some years later it was to be a different matter). Shortly afterwards he did rebuild a large Ivatt Atlantic While the LMS and GWR groupings both adopted with four cylinders but to a layout that had nothing in policies of design standardisation, Gresley had taken an common with Swindon’s proven principles; this engine opposing view stating that “to standardise was to was a failure in which Gresley seemed to lose interest stagnate”. This attitude meant that he will be for ever almost before the conversion was completed. associated with some unusual and creative engineering exercises that offer interesting subject matter for the In fact around this time, Gresley set out some key historian and fascinating challenges for the modeller. principles of his own that laid the foundation of all his future multi-cylindered engines. In essence these were: The pursuit of specialist and one-off designs might seem a luxury in the ever more financially straightened 1920s 1. Three in-line cylinders should be adopted as the and but this policy was adopted to try to develop resultant six beats (or puffs) per wheel revolution would more power and economy from existing units at marginal improve torque and smoothness on starting and at additional cost. For much of his career, Gresley had to speed. contend with severe budgetary constraints and the idea of tweaking or modifying often just single examples of an 2. Divided drive was to be avoided i.e. the connecting existing class meant that a diversity of interesting special rods of all three cylinders would connect with the same and limited numbers of types resulted. driving wheels/axles. Thereby, there would be no divided drive as on GWR 4 cylinder engines where the When Gresley ascended to the position of Chief inside cylinders drove the front axle through eccentric Mechanical Engineer of the Great Northern Railway (of cranks and the outside cylinders the middle axle. The England) in 1912, his background was slightly unusual in rationale was that undue stress of the front axle was that since qualifying as an engineer, he had worked thereby avoided. (Gresley’s fears would appear to have exclusively on the carriage and wagon side. Thus his been groundless, given that 40 years later 4 cylinder lack of recent practical experience with locomotives Castles were regularly notching up speeds of 100 mph meant that he came to the job with few if any pre- on the “Bristolian”). conceived notions, and with a determination to seek out what was best in design and construction techniques. 3. The inside cylinder was to be powered by an inside valve worked by means of a two-to-one lever and floating Anyone so minded at that time would automatically have sway beam connected to the outside valve spindles. turned to Swindon for inspiration. In 1902, George This was to become known as the Gresley derived Jackson Churchward had announced his intention of motion or conjugated valve gear. building a fleet of locomotives with power and performance standards that were so advanced as to Class O2 No 461: During the first decade of the 20th generate widespread incredulity. Now those engines century growing train loads were rendering the traditional 3 Vol 23 No 144 February 2006 0-6-0 engine inadequate for heavier services. Recourse technically, if not actually, in breach of patent. In a more to two cylindered eight coupled power was inevitable and litigious age, legal action for protection of intellectual this took three forms. The inside cylindered 0-8-0 (Great property rights might have resulted. However in this Northern, London & North Western, Hull & Barnsley case the patentee generously offered advice and railways) was the most “primitive” type, being basically assistance, which Gresley wisely accepted. In an extension of the 0-6-0 with a larger boiler, although summary, the solution was a combination of outside this did not prevent the LNWR G1 Class from becoming horizontal cylinders actuated by outside Walschaerts effective, successful and long lived. The North Eastern valve gear with inclined inside cylinder driven by a employed outside cylindered 0-8-0s in four different horizontal inside valve. The trick lay in a novel classes which were also long lived; they had a tendency arrangement of the derived valve motion and re- to waddle at medium speeds but were ideal for heavy alignment of the valve ports so that the horizontal coal haulage in the Durham and Yorkshire areas. The cylinder connected efficiently with the inclined valve. outside cylindered 2-8-0 was the most modern form of eight coupled freight engine, surviving right through to The solution was as brilliant as was its inventor – one the end of steam. It was this configuration that Gresley Harry Holcroft, a gifted draughtsman and engineer, and adopted for his 20-strong O1 Class built between 1913 later an eminent historian (about the railway that really and 1919 with two outside cylinders and Walschaerts matters!). Trained at Swindon where he had designed valve gear. the ubiquitous Class 43xx mogul (it is rumoured without recourse to general arrangement drawings!), Holcroft Gresley had been looking into improving the starting and later moved to the South Eastern & Chatham Railway. It acceleration capacities of the O1 through adoption of his was while at Ashford that he had designed his three design criteria described above. In 1918 therefore conjugated valve gear. He also worked on the SECR he introduced an experimental variant that has largely design that formed the basis of the famous Woolwich gone unrecognised, notwithstanding it representing one moguls and later developed 3-cylinder conjugated valve of the most significant steps in British locomotive history. gear variants with – Southern Railway Classes N1/U1. Heavy 2-8-0 freight locomotive No 461 (later LNER No 3921) was built as his first three-cylinder engine Gresley was so impressed that he offered Holcroft a job as his assistant but Maunsell, CME of the SECR, dug his Unfortunately the internal layout had inherent problems. feet in, not wishing to lose such a talented officer. The All three cylinders drove the second driving axle but for notion of Holcroft joining the GNR then and later moving the inside connecting rod to clear the front driving axle, on with Gresley to the LNER presents one of the great the inline cylinders had to be inclined at a jaunty angle. “might-have-beens” of locomotive history. Also we might This was possible with 4’ 8” diameter driving wheels and today refer to the Holcroft rather than Gresley conjugated the comparatively slim boiler employed on the O1 Class. motion as he seemed to have prior claim to the title! Otherwise, this was a design dead end as the layout could not be accommodated with the 6’ diameter boiler of Anyway, the potential of No 461 over the earlier Class the later K3 2-6-0s or the 6’ 8” diameter driving wheels of O1 was soon proven and in 1923/4 twenty-five of the the A1 Pacifics. So the story of the famous Gresley 3 standard production version Class O2, embracing the cylinder engines might have ended there, had not a Holcroft modifications were introduced. Construction solution to his dilemma come from an unexpected source would have continued throughout the 1920s but for the – an employee of the South Eastern & Chatham Railway! purchase of large numbers of ROD 2-8-0s which will be described in the next issue, along with Gresley’s other Immediate upon publication of details of the valve and essays into heavy freight designs. cylinder layout of No 461 in the technical press, it To be continued transpired that the three valve gear arrangement was

Loco building classes

The current program of classes will conclude at the end of January 2006. Interest in the next series seems limited so they may be deferred until the autumn unless 5-6 members wish to participate. It is not for those who have run the classes to date to comment – ask David Chambers, Mick Doolan, Stephen Fagan, John Hamill, Gerry Egan or Ron Crampton whether they think the experience was worthwhile.

The train now scheduled…

The delayed Hornby Class 60 should be here end January…releases due for later this year include a brand new Pendelino model plus welcome revivals…Class 73 and 67 plus DMU class 101 and Bubble car – all from the old Lima stable…while models going back to the old Triang days (but presumably upgraded) in the form of SR 4-6-0 King Arthur and LSWR 0-4-4 Class M7 are due for re-introduction...Bachmann are promising their Evening Star for “sometime in 2006”…and their Class 104 DMU and Class 47 are on the same sort of schedule…as is the now much delayed CIE Class 141.

4 Vol 23 No 144 February 2006 The RCTS Locomotives Series

One of the great joys of any serious modelling project is However, it is with the LNER that the RCTS has produced the associated historical research of the prototype to make its finest work. Over a 36 year period, a dedicated team sure that the end result is as accurate as one’s skills will of volunteers set about charting the complex history of the allow (despite the risk of condemnation as an anorak!). LNER-built and absorbed locomotive fleet. Ten volumes For those focussed on steam, this exercise pursues an were originally planned; eighteen volumes eventually everyday reality which is now at least 40 years in the past. resulted; over three thousand photographs were published As personal recollection fades, the availability and quality together with technical and historical information in of documented records in the form of technical data, extenso. The format established with the GWR series reminiscences, drawings, sketches, and photographs was followed but the LNER books are undoubtedly becomes an ever more critical issue. superior and in this writer’s opinion, they comprise the finest locomotive books ever produced. One of the earliest locomotive historians was E.L. Ahrons whose work The British 1825-1925 for In this sea of excellence, there were two notable many years served as the standard reference, in the absentees. The British Railways standard classes are absence of anything better. By contemporary values, presently the subject of their own series. The logistics Ahrons remains a good read but he fails by presenting involved here are not so daunting as full records are still information often vaguely and almost always in rather available and the standard classes are still comparatively jumbled fashion. These drawbacks are readily apparent fresh in the memory. A revised format and approach has in comparison with the publications of The Railway been adopted for this series but without compromise on Correspondence & Travel Society. Formed in 1928, the accuracy and thoroughness. RCTS is one of the senior railway societies and its monthly publication The Railway Observer is well The poor relation of this vast exercise has been the regarded as an authoritative and topical commentator on London Midland & Scottish Railway and its associated changes in the British motive power and rolling stock absorbed companies. Once again the standards adopted arena. However, the RCTS is most widely known for its have been, in the main, excellent but the coverage standard works in the “Locomotives” series which are remains patchy. For example, the Highland Railway has rightly viewed as the bible for all British locomotive been fully surveyed and the resultant volumes have enthusiasts. yielded a fascinating read even for someone whose knowledge of and interest in Scottish Railways has always This project first saw light of day in June 1951 with the been rather peripheral. publication of Part 1 Preliminary Survey of The Locomotives of the Great Western Railway. Intended as Uncertainty about standards for the LMS works emanates a 12 part series, the remainder appeared at intervals over from the volume on the origins of locomotive names. A the years, concluding with Part 12 Chronological and follow-up work of equal size soon appeared suggesting Statistical Survey in May 1974. The amount of that the earlier research had been insufficient – a information contained in this series was staggering, circumstance that would have been unthinkable with the covering every locomotive class to have been built by the GWR/ SR/ LNER books. GWR or to have been absorbed on takeover of smaller companies. Still the information kept flowing, leading to Inevitably there must be concerns over whether the LMS the need for two large supplementary volumes in series will ever be completed. Having made a tiny December 1983 and April 1993; Part 15 is in preparation contribution to the genesis of this publishing project as at the moment. long ago as 1981, it was apparent that things were moving slowly as it took so long for the first publication to appear. Accuracy was ensured by a dedicated team of authors The ageing of the authors, the loss of many key records who really knew what they were talking about. For through the vandalism of some BR officials and the mere example, there is a photograph of one of the team passage of time makes the odds against successful standing with his mates in a new construction gang on the completion that much longer. One must hope that these footplate of a brand new tank engine at Swindon in 1929. difficulties can be overcome and that we will be able to fill It is this type of first hand practical knowledge and this yawning gap in our personal libraries. experience that is now ebbing away fast, unless it is recorded in writing.

Not long after the start of the GWR exercise, a parallel project commenced to survey the Southern Group and a series of books covered the Southern, London Brighton & South Coast, London & South Western, South Eastern & Chatham railways. In contrast to the GWR team approach, these books were extraordinarily the work of one man, the late D. L. Bradley and no one has seen fit to question the thoroughness and accuracy of his writing.

5 Vol 23 No 144 February 2006 Narrow gauge themes – 5 The West

In addition to the quirky Listowel & Ballybunion monorail while T&D coaches with their flat matchboard sides and system already mentioned, the West offered two other simple interior layouts would not be a great challenge. notable narrow gauge systems, both with great modelling potential. The Tralee & Dingle Railway was promoted in The West Clare Railway presented a very different the 1880s with government assistance to open up the picture from that of the decrepit T&D. Built in the 1880s, remote Dingle Peninsula. The railway traversed 31 miles the route ran in a great arc around north-western Clare of hilly, wild country between its two namesake centres from Ennis to Kilkee (48 miles) with a 5 mile branch from and later a 6 mile branch was added to Castlegregory, a the famous triangular junction at Moyasta to Kilrush. small town on the shores of Tralee Bay. The T&D was built at the remarkably low cost of £2,700 per mile and This well-engineered system was notable for its extensive study of a route map shews how this was possible. The motive power fleet. The first four engines were 0-6-0Ts line abounded in steep gradients and sharp curves which that proved under-powered and had all disappeared by made train working quite a challenge and resulted in long 1916. The WCR soon moved to larger locomotives, with journey times. three hefty 0-6-2Ts (where most unusually the driving and trailing wheel diameters were the same). One of these The T&D was in frequent financial difficulties in its early engines (No 5) survives. Then followed four large 2-6-2Ts years but settled down to a steady trading pattern in the and later five outside framed 4-6-0Ts, a most unusual first 15 years or so of the 20th century. The 1920s type. These are the most attractive of all the WCR brought fresh problems and improvement in roads over locomotives but would also be the hardest to model! the Peninsula presaged a steady decline. Passenger services were withdrawn and the Castlegregory branch The elegant and impressive locomotives were completely closed in 1939. Freight operations ended in complemented by a fleet of handsome six-wheeled 1947 but some time later the monthly cattle train to serve panelled coaches, some with intricate clerestory roofs. Dingle fair was restored until 1953. These cattle trains Later imports of the rather plain coaches rendered surplus brought a celebrity to the T&D that it had never known in on the T&D would allow one quite legitimately to ease this ordinary times. Trains were double headed using particular modelling challenge. whatever locomotives could be coaxed into steam and operations over the near derelict system were nothing As early as 1907, the WCR expressed an interest in short of dangerous. There is a well-known photograph internal combustion engines but it was not until 1927 that depicting one of these trains coming fast down the the first railcars were introduced by the Great Southern gradient from Garrynadur, the pilot engine skating with Railways. However in 1951, CIE made a serious attempt brakes full on and the train engine in full reverse. Health to modernise the system with four diesel railcars (similar to & Safety eat your heart out! the latest type in use on the County Donegal system). These were intended to handle most of the passenger A total of 9 locomotives worked the T&D. Seven had the services, steam only being called upon for standby needs unusual (for these islands) 2-6-0T wheel arrangement, the and at peak times. eighth (No 5) looked very similar but was a somewhat In 1955, three diesel mechanical centre cab B-B larger 2-6-2T. The remaining locomotive was a double locomotives were introduced for freight services. The cabbed 0-4-2T, originally with full tramway “skirts”, engine parts were interchangeable with those of the supplied to work the Castlegregory branch but withdrawn railcars in a sensible attempt at standardisation. These as early as 1902. are superb prototypes for the traction modeller. On the other hand some of the other engines enjoyed extended lives. Nos 3 and 6 moved to the Cavan & Under this regime, the WCR resembled the diesel and Leitrim while Nos 5 and 8 first went to the West Clare electric powered narrow gauge systems of continental before rejoining their old comrades on the C&L (whence Europe. Sadly these modernisation efforts could not had also previously been transferred some T&D ward off the pressure of social and economic change and passenger coaches). In preservation the T&D has done the railway was closed in early 1961. reasonably well. No 5 and at least one coach have been saved. The WCR gained a reputation for inefficiency that was quite unwarranted, as will be explored in due course in the With overgrown tracks, sharp curves, unlikely gradients, Railway Poetry series. In reality it was a well run and broken down buildings, and hilly country, the T&D is a maintained railway and it is a lasting pity that the great prototype for the scenic modeller. The locomotive modernisation efforts did not secure its future. To fleet offer straightforward scratchbuilding opportunities be continued

6 Vol 23 No 144 February 2006 Railway poetry(2): The Tay Bridge Disaster

There is a Holywood feature film called Plan 9 from Outer major obstacles that had to be crossed by small ferries, Space that is so genuinely awful that it has gained a which could be extremely uncomfortable in rough seas. considerable cult following. The poems of William McGonagall seem to fall into the same category and stand Completed in 1878, the Tay Bridge was a major step in stark contrast to the sweeping masterpiece, Night Mail. forward in Scottish transport yielding a great improvement Several rather more talented exponents of the art have in journey times and passenger comfort. At 1¼ miles it tried and failed to imitate his strange and corny style. was by far the world’s longest bridge. It comprised 85 That he should give poetic attention to such a macabre piers, linked by lattice girder arches on which was laid the subject as the tragedy of 28th December 1879 in itself is railway tracks except between piers 28 and 41. Here the strange; that the subject should get such treatment is lattice girders (known as the High Girders) were erected really an embarrassment. Presumably Mr McGonagall over the tracks so as to provide headway for shipping. was Scottish but then, what can one expect from a nation that has only one world class poet to its credit? The accident occurred when the train met a particularly vicious wind gust as it passed through the High Girders. Beautiful Railway Bridge of the Silv’ry Tay! The long held theory is that the bridge failed under a Alas! I am very sorry to say combination of extreme wind pressure and the weight of That ninety lives have been taken away, the train. More recently it has been suggested that the On the last Sabbath day of 1879 centre of gravity of the coaches was unduly high and that Which will be remember’d for a very long time. the wind blew them over thereby dragging the tender if not

When the train left Edinburgh also the engine with them. Under this theory, had the The passengers’ heart were light and felt no sorrow train not been within the High Girders at the time of the But Boreas blew a terrific gale, fatal gust, it would have been blown into the water and the Which made their hearts for to quail bridge itself would have remained intact. And many of the passengers with fear did say – “I hope God will send us safe across the Bridge of Tay.” Either way, the subsequent enquiry found that the bridge design was defective and that the construction and So the train mov’d slowly along the Bridge of Tay, maintenance methods were downright shoddy. This has Until it was about midway, been largely attributed to corner-cutting by the North The central girders with a crash gave way, And down went the train and the passengers in to the Tay! British Railway which was in financial straits as a result of The Storm Fiend did loudly bray, its costly war with its arch-rival, the Caledonian. A new Because ninety lives had been taken away, bridge was later built alongside the course of the first, the On the last Sabbath day of 1879, upper parts of whose piers are still visible at low water. Which will be remember’d for a very long time. The new structure was much more substantial but is otherwise unremarkable except in its extreme length. It must have been an awful sight, To witness in the dusky moonlight, The other water crossing on the Edinburgh-Dundee route While the Storm fiend did laugh, and angry did bray, was the Firth of Forth which was even more exposed and Along the Railway Bridge of the Silv’ry Tay. I must now conclude my lay which presented a greater bridging challenge. A Forth By telling the world fearlessly without the least dismay, bridge was being designed by Thomas Bouch at the time That your central girders would not have given away, of the disaster. He had been knighted for design and At least many sensible men do say, construction of the first Tay Bridge. His career as Had they been supported on each side with buttresses, engineer ended that fateful December night and he died a At least many sensible men confesses, broken man not long afterwards. (The replacement For the stronger we our houses do build, engineers were determined that there should be no more The less chance we have of being killed. bridge disasters which is one reason why we have the magnificent, over-engineered Forth Bridge today – paid for The aftermath of the Tay Bridge tragedy was incidentally with English capital). considerable. The severity of the Great Storm on that Sunday evening was almost unprecedented. The The motive power for the doomed train was provided by accident raised awareness of the dangers presented by NBR Wheatley 4-4-0 No 224, a modern, powerful engine adverse weather conditions to high exposed structures and the first of that wheel arrangement in these islands. and moving vehicles thereon. Sunday trains in Scotland at that time were few and notoriously slow so use of such a powerful unit on this Prior to opening the Tay Bridge, the 46 mile “direct” service was unusual. However at the time, she was the journey from Edinburgh to Dundee had been a wretched Dundee spare engine, standing in for the little 0-4-2 tank business with the best service taking 3 hour 12 minutes, Ladybank which had failed earlier. The NBR recognised weather permitting. The Firths of Tay and Forth were 224’s value by recovering her for further work. Mawkishly, railwaymen ever after referred to her as “The Diver”. 7

Of tools and materials

From talking to professionals (e.g. chippies) who use Not hard to understand when looking at the ferocious power tools to earn a living, it appears that there are two prices charged by more traditional power tool suppliers. distinct schools of thought. Some will only work with top class equipment from names like Makita and De Walt. With the most attractive Aldi/ Lidl bargains moving so fast, Others feel that a lower cost tool from say Black Spur will there are stories of Dubs even venturing out of the do the work just as well but over shorter period. When stockade and penetrating deepest, darkest Meath (i.e. worn out, they simply discard the tool and buy another. Trim and Ashbourne) where sales might have been rather You pays your money and you takes your choice. slower. On the other hand, these retailers seem to operate a supply cycle of around 9-12 months for their Modellers do not have the need for intensive, constant tools so if you miss out on an item, wait and you will be daily use of their power tools so the low cost alternative able to buy it next time around. . has considerable attractions – provided one can find a low cost source of supply. The low prices also have encouraged the duplication of equipment already in service. The logic here is that It seems that the Lidl and Aldi discount stores are intent on installation of similar gear in both the light and heavy fulfilling this need. In particular, recent introductions by workshops reduces the time spent in moving between the Aldi in the Power Craft range offer the opportunity for two and in the frustration of setting up a tool which might significant expansion of one’s range of bench tools at take 5 minutes, merely to carry out a 15 second task modest cost. For example, a bench grinder at €19-00 and a scroll saw at €40-00 run counter to the Weekly visits to these stores have therefore become a contemporary perception of high cost Ireland. Power ritual and it is unusual not to come away with something Craft seem to be developing a wide range of equipment for the workshop, however modest. On those occasions and the speed with which they disappear from the shelves when my hands do remain empty, I fill them up with a suggests a wide measure of market acceptance. couple of low price bottles of plonk from the New World

Tail lamp

Railway Economy: A Treatise on the New Art of Transport, With the eighth conclusion, Lardner was obviously wrong. its Management, Prospects, and Relations, Commercial, Here his views could be seen as less scientifically based Financial and Social might not be everyone’s choice of and more reflective of personal prejudice and a horror of bedtime reading but it is an exhaustive analysis of the speed. In fairness though, he did suggest the construction management of railway enterprises which draws key of separate lines for express trains (vide the French TGV conclusions regarding the importance of the following: and the Japanese bullet trains). Indeed, the stresses exerted by heavy trains moving at different speeds are now 1. Maximum use of vehicle capacity known to be a cause of gauge corner cracking (the Hatfield 2. Encouragement of long-distance traffic tragedy). 3. Increase of train loads 4. Increase of engine mileage between lightings-up Nonetheless, in his day Lardner was vocal about the risks 5. Special rates to attract traffic so as to reduce empty of trains moving at high speed, particularly through tunnels. haulage He had gone so far as to warn that passengers would be 6. Number of trains kept down to that actually suffocated during the passage of a long tunnel under required construction at a place called Box in Wiltshire. Bear this in 7. Complete wagon loads for each destination, and mind the next time you travel by HST over that famous use of composite carriages billiard table from London to Bristol. 8. Reduction of the number of expresses The engineer of both that route and Box Tunnel itself is best The first seven conclusions have a rationale that is remembered for those matters over which he was unquestioned in the administration of a modern railway. undoubtedly right, and much less so for his comparatively This is all the more remarkable in that its author, Dr few errors. In contrast, Lardner was pilloried then for his Dionysius Lardner, was born in Dublin in 1793, educated at mis-placed concerns about lack of oxygen underground and Trinity College, and elected to the chair of Natural has been lampooned many times since. It is ironic that he Philosophy and Astronomy at the newly formed London is remembered for this error of judgement and ignored for University in 1827. Railway Economy etc was published in the astuteness of his analytical work in Railway Economy 1850 and drew on the scarce statistical data then available Etc, so much of which remains relevant.. to set out seven principles that still stand.

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