Model Engineer issue 4720 20 PAGE PREVIEW

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EDITORIAL

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68SMOKERINGS

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News,viewsandcommentontheworldof modelengineering.

90BEERHEIGHTSLIGHTRAILWAY SIGNALLING

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69THEMONTPARNASSE ACCIDENT

MikeHanscombdescribesthesignalling systemattheBeerHeightsLightRailwayat PecoramainDevon.

Bypost: ModelEngineeradvertising,MortonsMedia Group,MediaCentre,MortonWay, Horncastle,LincsLN96JR

91ELECTRICITYGENERATORS FORMODELSTEAMENGINES

PUBLISHING

Salesanddistributionmanager: CarlSmith

RonFitzgeraldtellsthestoryofthefamous accidentandlooksintothehistoryofthe classoflocomotiveinvolved.

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73ANENGINEER’SDAYOUT

BobHayterteamsupthenewtechnology ofdynamosandgeneratorswiththeold technologyofsteamengines.

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RogerBackhouseventuresintotheNew ForestforarideontheExburyGardens railway.

95POCKETCALCULATORS

Henk-JandeRuiterlooksbacktothedayswhen calculationsweredonemechanically.

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77THEEATINGOFELEPHANTS

SteveGoodbodyarguesthatanythingis possibleifyoutakeitabiteatatime.

98BASICOSCILLATORSTEAM ENGINEINCAD

PRINTANDDISTRIBUTIONS

LuisTrincãoleadsusthroughthecreationofa 3DCADmodelofanoscillatingsteamengine.

Printedby: WilliamGibbons&Son,26Planetary Road,Willenhall,WestMidlands,WV133XB

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80ANEWWORKSHOP

Acceptedphotographsandarticleswillbepaidfor uponpublication.Itemswecannotusewillbereturned ifaccompaniedbyastampedaddressedenvelope andrecordeddeliverymustclearlystatesoand enclosesufficientpostage.Incommonwithpractice onotherperiodicals,allmaterialissentorreturnedat thecontributor’sownriskandneitherModelEngineer, theeditor,thestaffnorMortonsMediaLtdcanbe heldresponsibleforlossordamage,howsoever caused.TheopinionsexpressedinModelEngineer arenotnecessarilythoseoftheeditororstaff.This periodicalmustnot,withoutthewrittenconsentofthe publishersfirstbeinggiven,belent,sold,hiredoutor otherwisedisposedofinamutilatedconditionorin otherunauthorisedcoverbywayoftradeorannexed tooraspartofanypublicationoradvertising,literary orpictorialmannerwhatsoever.

PeterSeymour-Howelltakesabreakfrom building FlyingScotsman tobuildanew workshop.

83AFIVE-INCHGAUGE0-4-0 PADARNRAILWAYTENDER LOCOMOTIVE

Luker presents FireQueen,aWelshslate quarrylocomotive.

88POSTBAG

Readers’letters.

89CLUBDIARY

FutureEvents

101LNERB1LOCOMOTIVE

EDITORIALCONTRIBUTION

DougHewsonpresentsatruetoscale5inch gaugemodelofThompson’sB1.

105WEVISITTHEBRIDGENDMES

JohnArrowsmithspendsadayinthesunshine inSouthWales.

109RADIALVALVEGEARSAGAIN

DuncanWebsterexploresthesubtletiesofvalve gearoperation.

112CLUBNEWS

GeoffTheasbycompilesthelatestfrommodel engineeringclubsaroundtheworld.

http://www.facebook.com/modelengineersworkshop

http://twitter.com/ modelengineers

YoungEngineers

Itseemstobetheseason forawardingprizestoyoung engineers!

BothNAME(theNorthern AssociationofModel Engineers)andFMES (theFederationofModel EngineeringSocieties) haveheldaward ceremoniesrecently.

Oneofthestatedaims ofNAMEistoencourage youngerpeopletodevelop themselvesbygetting involvedinmodelengineering. TothatendNAMEmake severalawardseveryyear.This yearpresentationswereabit delayedfollowingthesudden anduntimelydeathofthe

Events

Asfaraseventsgo,Julyseems tobethemonthforthem.

Themonthkicksoffwith theStokeParkRailwayGala attheGuildfordMEStrackon SaturdayandSunday,July1st and2nd.Admissionisfree.See www.gmes.org.uk

Thefollowingweekendis theInternationalMiniature LocomotiveEfficiency Competition(IMLEC),tobe heldthisyearattheBristol society’sAshtonCourttrack. ThisrunsfromFridayJuly7th toSundayJuly9thandmore informationisavailableat www.imlec.ukThereisarecord listofcompetitors,33inall, andplentyofexcitementand suspenseisguaranteed.

ModelEngineeringSociety’s trackinSomerset.Further detailsareontheirFacebook pageand,ifyouwouldliketo attend,pleasecontactinfo@ silvercrestmodels.co.uk withyourdetails.Lunchand beverageswillbeprovidedby theSocietyduringtheday.

InAugust,ofcourse, everyonegoesawayonholiday!

Montparnasse

NAMEchairman,FrankCooper. RecentlytheJunioraward wasmadetoAlfieDunningat WrexhamandDistrictSociety ofModelEngineersbyNAME chairmanJohnBennett (photo1 ).

Theyoungestmember ofPeterboroughSocietyof ModelEngineers,James Barrett,hasbeenawardeda CertificateofCommendation bytheFederationofModel EngineeringSocieties.Asan additionalprize,Jameswas alsoawardedavoucherfrom PollyModelEngineering.The presentationsweremadeat ameetingoftheSocietyon MondayJune5th2023.

Theawardwasforhis activitieswithintheSociety andforhisproject,whichwas tomakeanadaptortoenable ER40colletstobeusedina millingmachinewithanINT40 taper.Oncethemachininghad beencompletedthetapers werebluedandscrapedto ensureaperfectfit.

FromFridayJuly14thto SundayJuly16thisthepopular WeetingRally,probablythe largestinEastAnglia,which takesplaceatFengateFarm, Weeting,Norfolk.Although theBrandonclubtrackwillbe inoperation,therallycovers amuchwiderrangethanjust miniaturelocomotivesand includestractionengines (miniatureandfull-size), agriculturalmachinery,classic vehiclesandafairground.More informationisavailableat www.weetingrally.co.uk

Lastly,ontheweekendfrom July21sttothe23rdthere isthe‘DreamingSpires’rally atCutteslowePark,Oxford –moredetailsareavailable fromDenisMulfordat denis. mulford@btinternet.com

Alternatively,ifyouhave aKingscale/Silvercrest locomotivein3½ or5inch gaugeyoucouldcomealongto theSilvercrestrallyonSunday July22ndattheWestHuntspill

AroundthetimewhenIwas astudenttherewerethree postersthatgracedthewalls ofmanycollegerooms.In orderofpopularitythesewere, infirstplace,‘Earthrise’,taken fromApollo8byastronaut WilliamAnders(en.wikipedia. org/wiki/Earthrise);secondly, therearviewoftheblonde tennisgirl(en.wikipedia.org/ wiki/Tennis_Girl);and,inthird place,thelocomotivewhich famouslyburstthroughtheend wallofMontparnassestation inParis,endingupfacedown onthepavementoutside.This featuredinBobBramson’s recentseriesonlocomotive braking(M.E.4717 etseq.).

Inthisissue(page69),Ron Fitzgeraldfillsinthestory ofthatmishapandgoes ontolookattheclassof locomotivestowhichthestar oftheshowbelonged.

MartinEvanscanbecontacted onthemobilenumberor emailbelowandwouldbe delightedtoreceiveyour contributions,intheform ofitemsofcorrespondence, commentorarticles.

07710-192953

MEeditor@mortons.co.uk

DIANE CARNEY Assistant Editor

MARTIN EVANS Editor

AlfieDunningispresentedwithhisawardbyJohn Bennett,chairmanofNAME.Lefttoright:Laura,Alfieand MikeDunning,JohnBennett(chairman),ChrisNewton, John,JamesArcher(secretary).

JamesBarrett(centre)ispresentedwithhisPollyModel EngineeringvoucherbyPeterSquire,secretaryofFMES, accompaniedbyBobPolley.

IMLEC2023

WeetingRally

StokeParkRally

TheMontparnasseAccident andtheOuest2-4-0Express Locomotives

RonFitzgerald considers theconsequencesof abrakefailureand looksattheclassof locomotiveinvolved.

BobBramsoninhis article RailwayBraking forModelEngineers

(M.E.4717etseq.)reproduces thephotographoftheChemin deFerdel’Ouest’slocomotive 721initsroleasanunwelcome pavementcustomeratthe CafédelaGareMontparnasse. Readersmaybeinterested insomefurtherbackground relatingtotheaccidentand alsodetailsofthisvery distinctivelocomotivetype.

Thephotographerrecorded thescenewithinafewdaysof theaccidentwhichoccurred onthe17thofOctober1895. Recoveryhasbegunandacrib oftimberisunderconstruction

infrontofthemaindoorsofthe caféwhilstanaccumulation ofadditionaltimbersand heavycablesisvisibleinthe road.Thisisthesecondof twosuper ciallyidentical photographsthatcanonlybe distinguishedfromeachother bytheabsenceoftherecovery tackleintheearlierversion. Thelaterphotographismore commonasitwasturnedinto aposter-sizedartwork(Note1 ).

Intheeventtherewasonlyone fatality,asingularlyunfortunate newspaperseller,Madame Heguillard,whowasstanding directlybelowthedescending locomotiveandwasstruckby fallingmasonry(anotherversion hasitthatshediedoffright). Mattersmighthavebeenworse astherewasatramstopclose byatwhich,fortuitously,no-one waswaiting.Anapproaching horsetramavoideddisaster whenthehorsestookfrightand bolted(Note3 ).

TheFrenchperiodical, Nature gaveacontemporary accountofthecircumstances leadinguptothelocomotive’s predicament(Note2 ).Thetrain wastheexpressfromGranville, approachingtheOuest’sParis Montparnasseterminalstation whenthedriverlostcontrol afterapplyingtheairbrakes. Thecrewlaterstatedthat afurtherattempttocheck progressbyreversingalso failedandthisiscon rmedby thefactthatthelocomotive inits nalrestingplacehas itsvalvegearinreverse setting.Therewereconflicting accountsofthespeedwith whichthetrainpassedthrough theMontparnassestation butitwassuf cienttopropel thelocomotive,tenderand fourgon(luggagevan)through thebufferstops,overthe concourseandoutthrough thearchedwindowintothe PlacedeRennes,takingwith itasubstantialamountof themasonryparapetand balustrade.

Thedriverand reman evidentlyconsideredtheir presenceonthefootplate superfluousonceitbecame apparentthat721wasnot inclinedtoobeytheirwishes; theyabandonedtheircharge.

Recoverywascomplicated inthatoneofthefamedParis sewerslaydirectlybelow theentombedbufferbeam ofthelocomotiveandfears wereentertainedthat721 mightmakemattersworseby continuingitsjourneyintothe cloacaldepths.Thelocomotive had rsttobeliftedatthecab endtodisentangleitfromthe tender.Anattemptusing14 horsesandchainsfailedand a250tonwinchhadtobe pressedintoservice.Eventually byjack-and-packitwasbrought downtotemporaryrailsat roadlevelfromwhenceitwas trundledthroughthestreets totherailwayworkshops.The verysolidconstructionofthe machineisapparentfromthe photographanditsufferedlittle damage,bucklingthefront endandlosingonlytheteaurn casingoverthesteamdome andwithit,theSaltersafety valves.Followingworkshop attention,721re-entered serviceandsurviveduntilafter theFirstWorldWar.

Theremovalofthe locomotiveleftthetender suspendedbuttherecovery teamanchoredittoa locomotivestandinginsidethe

TheerrantOuestlocomotive 721wasmemberofavery distinctiveclassof2-4-0, inside-cylinder,outside steamchestandvalvegear locomotivethathasnoreal counterpartanywhereelsein Europe.Itrepresentsoneof theearliestindigenousFrench locomotivedesignsandfor thirtyyearsitwastheOuest’s principalexpresspassenger locomotiveclass.

TheFrenchWesternRailway, l’Ouest,wasanamalgamation oftwolinesformedunderthe France’s1842RailwayLaw, theParistoRennesviaChartes (theBrittanyline)andtheParis toLeHavreviaRouen(the Normandyline).Ofthese,the mostimportantwastobethe Paris-Rouen-LeHavre,inthe creationofwhichtheLondon andSouthWesternRailway playedaconsiderablerole.Half oftheOuest’sinitialcapital wasraisedinBritainand constructionwasundertaken byJosephLockeactingas ChiefEngineerwithThomas Brasseyhiscontractor.William Buddicom,whohadbeen Locke’smechanicalengineer atCrewe,assumedasimilar roleontheParis-Rouenand hemaintainedacontinuing post-constructionpresence byestablishingaworksat SottevilleinRouen,givinghim avirtualmonopolyoverthe earliestlocomotivesalongwith muchoftherollingstockand structuralironwork.TheEnglish influencewasweakenedwhen theEmperorNapoleonIII enforcedtheconsolidationof thenationalrailwaysysteminto thesixregionalorganisations ofwhichtheOuestbecame one.Nationalistfervourwas subsequentlytodilutethe Britishengineeringinfluence andthereafterastronger Frenchidentitybegantoshape therailwaysofFrance.

Againstthisbackground theclassicBuddicomoutside-

cylinder2-2-2locomotivethat hadformedthemainstayof theOuest’slocomotivestock wasbecomingoverwhelmed bythegreatlyextendedsystem andtheintroductionofnew passengerservicesincluding theGovernmentcontractfor fastpostaltraf c.Matters weremadeworsebythe1:125 gradientsthatLockehad supportedontheOuest’smain linesandtogetherthesefactors calledforasecondgeneration ofmotivepower.Underthe line’s rstFrench-bornchief engineer,MonsieurRhone,a newtypeoflocomotivewas evolvedwithtwocoupledaxles andtwicetheadhesiveweight oftheBuddicomsalthough Rhonedidnotoriginatethe designwhichwasowedtothe Ouest’sneighbourandally,the Paris-OrleansRailway.

largeamountofheatwasbeing rejectedtotheatmosphere ratherthanbeingusedtoboil water.Byplacingboththe drivingandcarryingwheelsin frontofthe reboxStephenson soughttolengthentheboiler, elongatingthetubesand improvingtheirheattransfer ef ciency.Theboilerwas successfulbutattheexpense ofstability;above35miles perhourthecompact2-2-2 wheelbase,concentrated undertheboilerbarrel,tended tobuilduposcillationsin thehorizontalplane.The locomotivescorrespondingly acquiredthenickname‘Polkas’. Stephensonalsoappliedthe long-boilerconcepttogoods traf cina2-4-0design, rst producedin1842and0-6-0 wheelarrangementsin1843.A few2-4-0long-boilerpassenger engineswerebuiltbythe rm in1848butbythistime,with theexceptionofslowgoods locomotives,thedesignwas fallingintodisreputeinBritain.

axlesofferedincreasedlateral stabilitycomparedtothesingle wheelers.TheStephenson long-boilerlocomotivesofthe Ciesd’OrleansetduCentre hadoutsidecylinders,the mostnotoriouslylivelyvariant ofthelong-boilerlocomotive. Polonceauavoidedthis defectinhisnewdesignby revertingtoinsidecylinders (Stephenson’soriginal arrangement,includedin his1841patentwasbased uponinsidecylinders).The Newcastle rminvariablyused apairofframeplatesinside thewheelsbutPolonceauwas awareofthehighcrankshaft mortalitythatwentwithlong, unsupportedaxles.Forthis reasonheadoptedtripleframe plates,twoofwhichwere exteriortothewheelsanda centreoneextendingfromthe reboxtotheinsidecylinders whichincorporatedacradle carryingtwoadditionalaxle bearingsforthedrivingaxle.

station.Usingsheerlegsitwas raisedtoahorizontalposition andhauledbackintothe trainshedbythelocomotive. Theassistinglocomotive’s footplatemenwereclearly madeofsternerstuffthan 721’screw(Note4 ).

Paradoxicallyinthis sameperiodatthehandsof Polonceauthelong-boiler designwastoundergoa resurgencewhichultimately wastogiveitafarlonger lifeinFrancethanithadin Britain.Inresponsetothe inadequateadhesionofthe Buddicomsingle-wheelers, Polonceau’s rstdesignfor theOrleanswasamixedtraf c adaptationofthepassenger 2-4-0Stephensonlong-boiler. Inadditiontogreatlyincreased adhesiveweightwithalonger, moreef cientboiler,two

At440mmx600mm(17¼ x24inches)thecylinders werelargerthananything hithertousedontherailway andplacingthembetweenthe framesthreatenedtocramp thevalvechestswhichinthe Stephensonlong-boilerswere betweenthecylinderboreswith verticalorslightlyinclinedvalve faces.Polonceau’ssolution ( g1 )wastolocatethevalve chestsontheoutersidesof thecylinders,infrontofthe leadingwheelhornplatesand projectingouttransversely overvirtuallythefullwidth ofthelocomotive.Balanced

TheheadofTractionand WorkshopsontheParisOrleans,CamillePolonceau, istodaybestrememberedfor therooftrusswhichcarrieshis namebutonthe1stAugust 1848heassumedtheOrleans posthavingpreviouslybeen theengineerontheChemin deFerAlsace.Theprincipal mainlinesthathebecame responsiblefor,thetitular sectionfromParistoOrleans, promotedbytheRothschilds in1838,anditscontinuation, theOrleanstoBordeauxbuilt byLockewithhisfamiliars BrasseyandBuddicom between1841and1843,had quitedifferentlocomotive establishments.French-built Buddicommachineswere stronglyinevidenceonthe southernlinebutthemore heterogeneousstockofthe earliernorthernsection,the Ciesd’OrleansetduCentre, waspredominantlysupplied fromBritain,includinga numberofRobertStephenson’s long-boilerlocomotives,largely fromStephenson’sNewcastle works(Note5 ).

Theconceptofthelongboilerlocomotivewas developedbyStephensonin 1841tomaximisetubelength asithadbeenobservedin earlierlocomotivesthatwhen workinghardthesmokebox glowedred-hot,indicatinga

Polonceau’smixedtraf c2-4-0locomotivewithinsidecylindersandoutsidevalve chestsof1850.

Source:L-MVilain.Unsiecledematerielettractionsurlereseaud’Orleans.P.29.

Fig1

slidevalveswereoperated byGoochvalvegearwhich wassandwichedbetweenthe leadingdrivingwheelsandthe drivingaxleboxhornplates.

ontoproduceoneofthe classicdesignsofFrench nineteenth-centurylocomotive engineering,alsowithoutside Stephenson’svalvegearbut withcylindersandvalvechest whollyexternaltotheframes. Polonceau’slegacywastobe moreundilutedontheOuest. Throughoutitsindependent lifethealwayspenurious

thedrivingwheeldiameterwas increasedto1.94m(6feet6¼ inches)butthecylinderswere reducedinsizeto420mmby 600mm(16½ x23½ inches).

Tripleframeswiththecradle forthecrankshaftfeaturedin theOuestdesignandRhone retainedtheoutsidevalve chestsandvalvegearbuthis preferencewasStephenson ratherthanGoochandthe valveswerebalanced.The horizontalCramptonregulator valvewasused,housedina largedomewithsteampipes partiallyinternaltotheboiler andsmokeboxbutemerging throughthesmokeboxside platesbeforepassingdownto thecylindersinaboxcasing.

hadtheouterwrapperraised abovethelastringofthebarrel andasecondSaltersafetyvalve wasmountedonthedome.

Polonceau’stenureasChief attheP.&O.wasrelatively short;hediedattheearlyage of46,in1859,tobesucceeded byVictorForquenotinthe sameyear.Forquenotwent

Ouestshowedapropensity foradoptingitsneighbour’s designs,oftenproducinghighly successfulandsometimes elegantlocomotivesinthe process.MonsieurRhone initiatedthistrend.Hesaw potentialforanexpress locomotiveonthebasis ofPolonceau’sideasand, bene ttingfromtherevised designoftheP.&O.0-6-0s, theOuestorderedtwelve2-4-0 locomotivesfromErnestGouin etCieofBatignolles,Paris,in 1857(worksnos.373-384).

ComparedtotheP.&O.2-4-0s

TheOuestlocomotives, runningnumber369to380 ( g3 ),werethe rstexpress passengerlocomotives withtwodrivingaxlestobe constructedinFrance,entering serviceinDecember1857 andFebruary1858.With modi cationstheycontinued workinguntil1888tobe withdrawnasthecrankshafts reachedtheendoftheir actuariallives.

Theworkoftheexpress2-4-0 locomotiveswassuf ciently encouragingtowarranta secondseriesdeliveredintwo instalmentsbetween1860and 1863(Ouest381to400and 804to821– g4 ).Theinitial batchwasbuiltatBuddicom’s Sottevilleworks,thelast locomotivestobebuiltthere underhisownershipandbefore itbecametheOuestrailway’s ownworks.Thedifferences betweentheselocomotives andtheearliermachineswere marginalbutthe reboxnow

Furtheradditionswere madetotheclassin1867 (846to881),1872/3(882to 897),1874/5(744to800) and nallybetween1877and 1879numbers707to743 enteredservice.Eachbatch differedindetailfromits predecessorbuttheadventof Rhone’ssuccessorasChief Engineer,EduardMeyer,ledto signi cantalterations.In707 to743,effectivelythelastto bebuiltbefore1880despiteits numberingirregularity,there wasafurtherenlargement ofdimensions.Thecoupled wheelbasewasincreasedfrom 4.000m(13feet1½ inches)to 4.400m(14feet5¼ inches)and thecylinderswereenlarged. MeyersubstitutedAllan linkmotionfortheprevious Stephenson’stypewithTrick portedvalvesinsteadofplain slidevalves.Increasingthe grateareafrom1.24m(4feet 0¾ inch)to1.78m(5feet 10inches)resultedinthe reboxnowpassingpartially overthetrailingcoupledaxle ratherthanlyingcompletely behindit.Servetubeswith internal nsreplacedplain boilertubesraisingtheboiler powertoanestimated550 chevaux.Theregulatorinside thedomewasreplacedbythe pur-sang externalCrampton typeenclosedinaboxplaced betweenthedomeandthe chimney.Thisledtoaneedto alterthesteampipeswhich werenowentirelyexternal tothesmokebox,passing forwardtothecylinders.The

Fivemixedtraf clocomotives werebuiltbutPolonceaualso constructedseventy0-6-0 heavygoodslocomotives between1854and1855( g 2 )whichimprovedvalvegear accessibilitybybringingit outsidetheexternalframe plateswiththeeccentrics locatedbetweenthehornplate andafly-crankmountedonthe endsofthedrivingaxle.Inthis nalcon gurationthevalve gearfullyre-establishedthe maintenance-friendlyCrampton traditionofoutsidemotion (Note6 ).

Polonceau’sgoods0-6-0locomotivewithinsidecylindersandoutsidevalvechests of1854/5.

Source:L-MVilain.Unsiecledematerielettractionsurlereseaud’Orleans.P.30.

Ouestlocomotiveofthebatch381to800.Noticethecradlewhichsupportsthe crankshaft.

Source:M-LVilain.LeMaterielMoteur…..del’Ouest.P.79.

Ouest369,the rstofRhone’sOuest2-4-0expresspassengerlocomotives. SourceM-LVilain.LeMaterielMoteur…..del’Ouest.P.76.

Fig2

Fig3

Fig4

DouglasLeitch’scolourwashdrawingof720. Source:FrenchRailwaysSocietyJournalNo.143,September2011. ReproducedbykindpermissionofMargaretHartthroughtheFrenchRailwaysSociety.

undergoingoneofitsperiodic transfersofallegianceto Germany,S.A.C.M.hastobe consideredforeign;theybuilt 17.Theremaining32were British-built,dividedbetween Neilson’sofGlasgow,20 andSharpStewart,stillin Manchester,12.TheBritish locomotivescarriedthe hallmarksofacleanerexternal appearancewithparallel boilercleadingextendingin anunbrokenlineoverthe reboxcasing.InNeilson’s caseatleast,theboilertop sandboxwasreplacedbytwo morediscreetlypositioned containersbetweenthedriving wheelsleavingonlythe ller capvisible(presumablythe pricewaspaidindampsand). Neilsonsalsoconcealed thesteampipeswithinthe smokeboxbuttheFrench retaliatedbyhangingthe Westinghousepumpwherethe steampipeshadpreviously been.Theultimateconcession

OneoftheS.A.C.M.built1881seriesnumbered691to707. SourceM-LVilain.LeMaterielMoteur…..del’Ouest.P.86

towardsmitigatingthe hardshipsofthecrewalso cameatthistime,thelast fteen,allbuiltbytheFrench rmFivesLille,havingall-over cabroofs.Stronglyanglophile inhislocomotiveaesthetic, Clerault’s nalseries,621to 635,couldeasilyhavepassed asaproductofCrewe.

Afterthecompletionof621 to635Cleraultrecognised thattheOuest’srelianceupon 2-4-0expressengineswas inadequateandhenceforth4-40sand4-6-0sonlywerebuilt(he neversuccumbedtotheAtlantic fad).The2-4-0swererelegated tosecondarydutiessurvivingin thisrolewellintothetwentiethcentury.Ouest715became S.N.C.F.120A909andworked asashunteratLeManswhere itwasidenti edforpreservation onlytobedestroyedbyanallied airraidin1944.

Acknowledgement

arrangementisapparentinthe photographoftheoffending Montparnasselocomotive andalsoinDouglasLeitch’s magni centdrawingof720( g , Note7 ).Westinghouseair brakeswere ttedasstandard fromthistimeonwards.Some ofthelocomotiveswerebuilt attheOuest’sownBatignolles worksbuttherestoftheorders weredistributedacrossthe privatebuilders,Cail,Forges etChantiersdel’Ouest,Gouin, andtheGraffenstadenand MulhouseplantsofS.A.C.M. TheMontparnasseoffender wasaproductofGouinetCie.

Theprincipalsourcesforthis articleareLucien-Maurice Vilain’smonumentalif somewhatintractablehistories ofFrenchsteamlocomotives, especially UnSieclede MaterieletTractionsurle Reseaud’Orleans(1838–1940) and LeMaterialMoteur etRoulantdesCheminsde FerdeL’EtatduParis-SaintGerman(1837)auRachatde l’OuestetalaS.N.C.F. (No prizesforbrevityintitles.) TheFrenchRailwaysSociety’s Journal(formerlytheS.N.C.F. Society’sJournal)hasbeen,as always,invaluableparticularly thelateAndyHart’s contributionsinnumbers 143September2011andthe Omnibuseditionof1999.

Notes

Note1 TheArtGroupLimited,London.

Note2 ReproducedbythelateAndyHart,theneditoroftheFrenchRailwaysSociety’sJournalOmnibusEd.1999.P.32.

Note3 Inthelatenineteen-ninetiesRobertSergent,amemberofthe FrenchAmilcaledesModelistesFerroviaires Independants,builtanexcellentmodelofthestationfrontagebaseduponthephotographwiththeoffending721 andthesuspendedpartsofitstrain.Themodelgivesamorecompletepictureinthatitincludesthehorsetram completewiththepanickinghorsesandspectatorsalthough,withGallicdelicacy,heomittedthepronenewspaper lady. SeeFrenchRailwaysSocietyJournal No.98June2000,p.40.

The2-4-0designprovedto beacapablemachineandby 1880anotinconsiderabletwo hundredandthirtyhadbeen builtmakingittheOuest’s principalstandardexpress locomotive( g6 ).Thisnumber wasincreasedbyafurther 85astheeighteen-eighties closed.Ofthese,the rst group,636to706,werebuilt in1880and1881whilstMeyer wasstillChiefbut621to635, whichfollowedin1888,were undertakenbyhissuccessor, Clerault.Againthedimensions increased,thedrivingwheels wereenlargedto2.04m(6feet 7inches)andthecylinders gainedhalfaninchonthebore. Themostobviousexternal differenceinthemachinery howeverwasthereplacement oftheexternalvalvechests byinternalversionsplaced abovethecylindersanddriven fromtheAllanlinkmotionbya rockinglever.

OftheMeyerseries,the rst 22werebuiltattheOuest’s Batignollesworksbutthe remaining63wereallbuilt outsideFrance.Fivewere constructedbySt.Leonardof LiegeandasMulhousewas

Note4 Generally,raisedplatformsofthetypefoundinBritishrailwayswerenotusedinFrancesoitcanbeassumedthat theconcoursewouldbeattracklevelandthusofferlittleimpedimentto721anditstrainonceithadreached theendoftherails.Asimilaraccidentoccurredin1964atBradford’sAdolphusStreetgoodsstationwhichhad formerlybeentheGreatNorthernRailway’spassengerstation.DespitethetypicallyBritishraisedplatformsand concourse,anIvattClass4,2-6-0over-ranandfellintotheroadbelow.Againthecrewjumpedclearandno-one washurt.Therecoveryprocedurewasmorebrutal;thelocomotiveanditstenderwerecut-upinthestreetbya localscrapman.Thewholeaffairwasdeeplyedifyingforthelocalrailwayenthusiastcommunity.

Note5 TenalsocamefromJ.J.MeyeretCieofAlsace.

Note6 OutsidevalvegearsbecameverycommoninbothFranceandtherestofEuropealthoughBritain,with characteristicperversity,preferredinadequateaccessibility,carriedtoextremesbytheGreatWesternRailway.

Note7 DouglasLeitchwasoneofgroupofhighlyskilleddraughtsmenwhowereemployedbytheBritishmainlinerailways companies.HiscontemporariesincludedG.F.BirdoftheG.N.R.,J.S.MacLeanoftheN.E.R.,RichardInnesofthesame companyandE.L.AhronswhowasinitiallyemployedbytheG.W.R.Muchofthemostreliablelocomotivehistory waswrittenbythesemen,ofteninthe LocomotiveMagazine.LeitchwasresidentinParisin1889.

Fig5

Fig6

ExburyGardensRailway‘TheRhododendronLine’

incontext,Exburywas establishedbyLionelde Rothschildafterheboughtthe estatein1918.Lioneldescribed himselfas‘abankerasahobby butagardenerbyprofession’. Likeothersinhisfamily,he combined nancialacumen withascienti cmind,devoting carefulattentiontoproducing newrhododendronandazalea cultivars.Hecreatedover1200 newhybridsofwhich462were consideredgoodenoughtobe named(photo2 ).Hewasalso apioneercolourphotographer, usingtheAutochromeprocess whoseimagesremainquality picturesandcanbeseenat exhibitionsinthegardens.

Lionellavishedthousands ofpoundsonhisnewestate adjoiningtheBeaulieuRiver. Greenhousesalonecovered twoacres.Heemployed150 workmenand60trained gardenerstodoubledigthe soil,lay22milesofwater pipesandcarryoutextensive plantingoftreesandshrubs

There’snothinglikeatrain ridetoenjoyseeinga lovelygarden.Norfolk’s BressinghamGardensrailways createdbyAlanBloomare longestablishedandseveral gardencentreshavetheirown miniaturelines.Somemodel engineeringsocietieshave wellwoodedtracks-York’s siteisalmostanaturereserve. Butoneofthebest-perhaps thebest -railwayisatExbury GardensintheNewForest (photo1 ).

ModelEngineer isnot normallyaplaceforgarden historybut,tosettherailway

Roger Backhouse headsoff totheSouthCoastfora visittotheNewForest.

ExburyGardensRailway2-6-2 Mariloo headsatrainthroughfallenblossom.Thegardensaresomeofthe nestinBritain. (Copyright:ExburyGardens2023)

Rhododendronbloom-theseandazaleasaretheGardens’speciality.Rothschild familymembershadkeenscienti cinterestsandLioneldeRothschildbredmany differentcultivars.

UKlinebuiltwithRothschild funds!

(photo3 ).Theyspreadloads ofspenthopsfromRingwood Brewerytoimprovethesoil. (Cueforaveryoldjoke–‘spreadspenthopsonyour lawnandthegrasswillcome uphalfcut.’)

Lioneldiedin1943andhis sonEdmund(‘Eddy’)tookover. Hemanagedtheestateafter thewarwhenitwastakenover bytheRoyalNavyas HMS Mastodon.Thesitewasusedfor D-Daypreparationsmarkedbya memorialinthegrounds.Inhis book RequiemforaWren Neville Shuteimmortalisedanincident whenaJunkersbomberflew overandwasshotdown.

Developingtherailway

Edmundwasalsoakeen gardeneranddevelopedthe Solent rangeofdeciduous azaleas.Tohelpcovercosts ofgardenrestorationhe admittedvisitorsforthe rst time.However,itwasLionel’s youngestson,Leopold(‘Leo’) whodevelopedtherailway.

Leowasreputedlydeniedan electrictrainsetasachildbut wasfascinatedfromboyhood bysteamrailways.Hisfather wasaSouthernRailway directorandissaidtohave arrangedforLeotocabride trainstoLondon.Rothschild banksweremajorrailway nancierswiththeFrench branchofthefamily nancing theParis-OrleansRailway. However,Exburyistheonly

Despitehavingnotrain set,Leomadeupforitwhen heretiredfrombanking.He retainedfamilyhorticultural interestsandwasalsoa talentedmusician.Leo travelledworldwidetosee steamtrainsandsatonthe advisorycommitteeofthe NationalRailwayMuseum.It wasLeowhoconceivedplans fortheExburyGardensRailway. His rstideawasforatwofootgaugelinewithindustrial typelocomotives.Thisplan wasknockedbackbytheNew ForestDistrictCouncilwho wereconcernedbytheimpact ofnewtouristattractions inthearea.Leothenvisited MichaelSchumann’s7¼ inch gaugelineinNorfolkwhich inspiredachangeofplan.After severalattemptsa12¼ inch linewasagreed,providedthis operatedforgardenvisitors only(photo4 ).

Leo’srailwayopenedin 2001.Itwasthen1¼ mileslong andhadatunnelandviaduct, essentialsforanygoodtrainset. Thelayoutwasaballoonloop fromaterminalstationnearthe gardensentrance.Construction involvedconsiderable earthworksonwhathadbeen partlyaland llsite.Suchis thesizeofthegardens-now 223acres(90hectares)-that passengersgoaroundjusta partofthegrounds,seeingthe rockgarden,claimedtobethe biggestinEurope.

Locomotivesand rollingstock

Therearethreesteam locomotives,designedbyTony StirlandandmadebyExmoor SteamRailway.Thelargestis

AviewofthegardensinMay,probablythebesttimetoseethemalthoughthereis somethingtoseeallyearround.

Rosemary ,a2-6-0tenderlocomotive,isthetwinofNaomi.Botharenamedafter Leo’ssisters.

Bremmervalvegearis ttedtoboth Naomi and Rosemary .Thisvalvegearwas formerlyusedonOrensteinandKoppellocomotives.

Mariloo nameplatewiththeRothschild family‘ vearrows’emblem.

2-6-2tenderlocomotive Mariloo outsidetheengineshedawaitsthestartofthe day’soperations.

Atrainloadofhappypassengers-thetraintakesvisitorstopartsofthegardensnot normallyaccessibletothepubic.

Therailway’sdiesel locomotivenamed Eddy was builtasadieselhydraulicby Hunsletin1946butwaslater regaugedto12¼ inchgauge. Itcanhaultwocoachesbutis normallyusedforshuntingand maintenancetrains(photo9 ).

Carriagesareadesignfor 15inchgaugebutregaugedto 12¼ inches.Thestockincludes awheelchairaccessiblecoach. AllwerebuiltbyExmoor SteamRailway,alongwiththe turntable.

Stationandtrack

Mariloo, a2-6-2tenderengine withWalschaertsvalvegear (photo5 ).Thishaulsthe heaviesttrainsofsixcoaches (photo6 ).

6carriagesandupto130 passengersonatrain.

Thankstopointsputinlater, continuousrunningwithout returningtotheterminalstation on‘MrLeo’sloop’ispossible, anunusualfeatureona miniatureline.

Welshsteamcoalhasbeen inconsistentinquality.The Polishcoalburnswelland, whenahot reisdeveloped, itburnscleanly.Eco-fuels haven’tbeenasuccess.So,the linegivesanauthenticsteam railwayexperiencealthough, likeotherrailways,thedry summersof2022meantthat onlydieseltrainsran.

Aviemorestationwasthe inspirationfortheterminal station,designedbyJames Dunbar-Nasmith.Iron roofsupportscarryingthe Rothschildemblemwere castbyBallantineCastings atBo’ness,Scotland,thelast workingironfoundryinBritain (photo10 ).Therailwayis appropriatelysignalledwitha trainstaffcollectedbydrivers leavingthestation(photo11 ).

Subsequentlytheroutewas altered.Thewoodenviaduct didnotlastwellsothetrack wasrealignedaroundthatsite. Severalcurvesandgradients havebeeneasedbutsome of1in39remainandare anenjoyablechallengefor locomotivesanddriverswith

In2015thelinewas extendedtogoroundDragonfly Pondwithanewhalt.Partof thelinegoesthroughanarea ofthegardensnormallyclosed tothepublicwhereitspirals overitselfonagirderbridge (photo12 ).Aridetakesabout twentyminutes.

Fuel Currentlythelineuses

PolishorKazakhstancoalas

DaveGilesisrailwayforeman andalsoamemberofFocus ModelEngineers.Hesaysthat whenoperatingawarming re isalwaysputinalocomotive thedaybeforetoreducerisk oftubeplateleakages.To bereadyforthe rsttrainat 11amthe reisrelitat7.30am (photos13 and 14 ).

Theothersaretwin0-6-2 locomotives, Naomi and Rosemary,namedafterLeo’s sisters(photo7 ).Bothare ttedwithBremmervalve gear,adesignderivedfrom Hackworthvalvegearandonce usedonOrensteinandKoppel locomotives(photo8 ).These engineshaul3to4coaches. Injectors,airbrakesand gravitysandersare tted asstandard.Inthiswooded garden,theleavesontheline problemissolvedbyarailway employeegoingroundtheline withablowereachmorningin theleaffallseason.

Eddy isaHunsletdieselbuiltin1946andmuchmodi edsince.

Goingunderthegirderbridgewherethelinecrossesover.

Mariloo’s cab.ThelocomotivewasdesignedbyTonyStirlandandbuiltbyExmoor SteamRailwayatBrattonFleming,Devon.

ExburyCentralstationisbasedonAviemore

Thelineisproperlysignalledandusesa trainstaffsystem.

PressuregaugesonMariloo-fromtheleft-brake,boilerandsteamchest.

Gettingthere

Thegardenshavealargecar parkbutpublictransportis limited.Theyareabout10miles fromBrockenhurstStation. Thereisnoregularbusservice butinsummermonthsthe

NewForestOpenTopBusTour callsatHythePierandExbury seventimesaday,andoffersa delightfulwaytobechauffeured aroundalovelyarea. www.morebus.co.uk/aboutNFT

Thanks

Operation

Operationisbyteamof full-timestaffassisted byvolunteers.Thislinein woodlandneedsconsiderable maintenance,sometimes includingtheremovaloffallen trees.TheRothschildfamily connectionwithhorticulture andrailwaysismaintained throughMarie-LouiseAgius, greatgrand-daughterofLionel deRothschild.Marie-Louise isawell-knownlandscape designerandgardenstrustee whoalsodrivestrainswhen shecan!

Opening

exhibitionofmodelrailways withminiaturetractionengines. Therearealsotheatreand musiceventsintheGardens.

ExburyGardenRailwayis linkedtotheBritain’sGreat LittleRailwaysgroupofsmall railwayoperators(see www. bglr.org).

Therailwayalsooffersdriver experiencedayswithoneto

onetuitionbyanexperienced driver.Priceyperhapsbutthose tryingtheexperiencegoaway hooked!

ThankstoEmmaMason,Dave Giles,PhilBrownandJune Stirlandfortheirconsiderable helpwiththisarticle(andfor lettingmerideon Mariloo’s footplate!).

Contactdetails

ExburyGardens,TheEstate Of ce,Exbury,Southampton, Hampshire,SO451AZ

Tel02380891203

AlsothankstoTomClark, headgardener,foranexcellent talkaboutthegardens.

Theengineshedhasa turntableoutside(photo15 ). ThiswasalsobuiltbyExmoor SteamRailway.Although locomotivescanrunineither direction,duringleaf-fall seasonandtimeswhenrails aregreasytheyarealways turnedtorunforwardstotake advantageofthesanders.

Website:www.exbury.co.uk

SO409HF

TheNationalMotorMuseum

Oneoftheworld’slargestmotormuseums. Hundredsofcarsandothervehiclesplus referencecollections.

Beaulieu

Brockenhurst

Hampshire SO427ZN.

Telephone:01590614650

www.nationalmotormuseum.org.uk

Buckler’sHard

Onetimecentreforshipbuildingwheremany ofthewoodenshipsforNelson’sNavywere createdincluding HMSAgamemnon (photo17) Museum,historiccottagesandboattripsinthe BeaulieuRiver.

Telephone02380869575orManageron023 80175526

www.elingexperience.co.uk

HythePierandrailway

SeventhlongestpierinBritainwiththeoldest pierrailway,2footgauge,connectingwith ferriestoSouthampton. www.hythepierha.org.uk

SammyMillermotorcyclecollection

Nearly500motorcyclesonshowwithmany rarities.Alsohousesworkshoprestoringclassic andhistoricbikes.

BuckleyCrossRoad

NewMilton

Hampshire BH255SZ

Therearecafesatthe gardensbuttheopenaircafe withinthegardenscanbevery busyatpeaktimes.

Specialevents

Therailwayhostsspecial eventssuchasaHallowe’en SpecialandtheFather’sDay

Buckler‘sHard, NewForest, Hampshire, SO427XB

Telephone01590616203

www.bucklershard.co.uk

Elingtidemill

OneofthefewtidemillsleftinBritain.Please notethatduetoanongoingissuewithleakage machineryistemporarilyoutofuse.

TheElingTideMillExperience 24LexbyRoad, Totton, Hampshire

Telephone01425620777

www.sammymiller.co.uk

Gardensopenmid-March tolateOctober.Most rhododendronsandazaleasare infullbloomduringMaybut thereismuchtoseeatother times.Whenthegardensare opentrainsrunbetween11and 3withextratrainssometimes runatpeaktimes(photo16 ).

TurntableatExburyCentralStation.Theengineshedisa substantialstructure.

Endoftheperfectride?Cabviewas Mariloo returnsto ExburyCentralstationwith Eddy readytotakethecarriages. Thewatertankisontheright.

Otherengineeringandhistoricattractionsnearby

Buckler’sHardontheBeaulieuRiverwasonceamajor shipbuildinghubforthewoodenshipsofNelson’snavy. Oneofseveralattractionsinthearea.

TheEatingofElephants

PART17 – DISTANTHORIZONS

Withcylinderscomplete andhisworkshop mothballed,weleftthe storyattheendoftheschool summerholidaysin1986 withtheauthor,blesshislittle cottonsocks,abouttobegin his nalyearofA-levelstudies andstillbelievinghewould nish Elidir withineightyears.

Continuedfromp.11

M.E.4719June16

Hewas,asyouhaveno doubtguessed,entirelywrong.

Timemachines

Now,Idon’tknowifyou’ve everread TheTimeMachine byH.G.Wells,orperhaps seenoneofthemovies,butif youhavethenyouwillrecall thattheprotagonistinvents amachineinwhich,perhaps unsurprisinglygiventhebook’s title,hecanmovebackwards andforwardsinthefourth dimensionand,furthermore, canspeeduporslowdownthe rateoftraveltosuithiswhim. Clever,eh?

And,amazingly,I ndmyself incommandofadevicenot unlikethatanonymoustime traveller’smachine,soplease holdtight,adventurousReader, because,withacoupleof strokesofthiskeyboard,Iam abouttotransportustothe year1993,eightyearsafter Elidir was rststarted,andthe yearbywhichsheshouldhave been nished.Right,herewe are,Ibetyoudidn’tfeelathing, didyou?Let’sseehowthings aregettingon.

Peeringthroughthefamiliar cloche-glassedwindowsofthe workshop,wespytheauthor’s lathehuddlingbeneathitsexsitting-room-curtaindustcover. Elidir’schassissitsforlornlyon thenearbybenchwithmore thanonespider’swebattached toitssurfaceand,fromwhat wecanseeinthegloom,it nowsportsbuffers,fly-cranks, crossheads,couplingrods andconnectingrods,andthe springsappeartobe nished

andmountedbetweentheir hangers.But,unlessweare verymuchmistaken, Elidir is stillfarfrombeinga nished articleandoftheauthorthere isnosign.

Alright,let’stry1999next; surely,afterfourteenyearsin theworks,andwithanentire millenniumnearlyover, Elidir mustbecompletebythen? Ah,itlookslikesomething’s happening,solet’shide behindthisbushandsee what’sgoingon.

Fromoursecretviewpoint wewatchtheauthor’sparents bustlingto-and-fromthe workshopwithtoolsandcrates andboxesofmaterials,allof

whicharebeingneatlystacked inthegarage,seemingly awaitingcollectionbypersons unknown.Beforelong,the authorhimselfappearsatthe workshopdoor,wheelbarrow inhand,and,attachedtoa temporaryboardandnestling precariouslyinside,wespotthe lathe,oratleastamajorpart ofit,ashewheelsitpastour hidingplacetojointherestof theworkshop’scontentsinthe garage(photo98 ).

Elidir,wenoticewith disappointment,issittingon aportableworkbenchonthe patioanddoesn’tseemtohave changedmuchsinceourvisit in1993(photo99 ),althougha

Steve Goodbody ndssome thingsarebesttackledin smallhelpings

Theauthor’sEdwardianlatheiswheeledawaytojointherestofthedismantled workshopinthegarage.

Elidir in1999,herappearancelargelyunchangedsince1987.

Butyouprobablyguessed thatthatwasthecase.

Whatonearthisgoingon? Surely,afteralltheefforttoget thisfar,heisn’tthrowinginthe towelandsellingup?

Majorchanges

Okay,withthatlittledigression behindus-orperhapsin frontofus,because,from myperspectiveasIsitona comfortableoutdoorchairin earlyAugust2022underthe watchfuleyeofanindignant hummingbird,youhaven’tread ityetandallthistalkoftime travelhasleftmeconfused-let mebrieflyexplainwherethings stoodattheendofthelast millennium.

Having nishedmyA-levels in1987andspentanother enjoyablesummerinthe workshoptobring Elidir tothestateofcompletion summarisedabove,I departedforthegrandcity ofBirminghamandafouryearuniversitydegreeinsurprise,surprise-mechanical engineering.And,acquiringan interestinoldVolkswagens

fromaflatmatewhilethere,I spentthenextfewsummers restoringa1961Beetleinthe hoursbetweenholidayjobs. Then,upongraduatingin1991, Ienteredgainfulemployment withanorganizationwhich usedtobecalledtheBritish OxygenCompanyandnow isn’t,focusinguponthe specialisedgases,chemicals, andotherparaphernalia intrinsictothemanufactureof semiconductors.

Andinearly1995,after severaltripstotheStates toworkwithmyAmerican colleagues-theUSAbeingthe epicentreofsemiconductor manufacturingtechnology atthetime-Imovedacross theAtlanticforatwo-year stint,wellthreeyearsatthe most,tobebasedinthat partoftheworld.And,asthe fthanniversaryofmyarrival neared,likesomanyofmy otherschedules,thattimeline hadproventobeincreasingly erroneous.

Andso,decidingthatwe ratherlikedthelocation, althoughthelackofdecent teawasanannoyance,my wifeJennyandI,forIwas nowmarried,hadaccepted anoffertomovetotheStates permanently,boughtahouse, andpreparedtoshipour belongingsfromourparental

abodesinEnglandtoanew homeinNewJersey.So,in mid-1999,Ireturnedhometo dismantletheentirecontents ofmyworkshopforitslong voyagewestwardsacrossthe AtlanticOcean.

Andtoconclude,having spenttheprevioustwelve yearsfranticallybusywith studiesandexamsand marriageandworkinvarious partsoftheworld,butwith notimetospendonpoorold Elidir,thatishowyoufound meduringourtimemachine journeyasyoupeeredthrough theleavesofourhidingplace behindthehydrangeain Crowborough.

Anyhow,pickingupthestory inthelatesummerof1999, afterseveralweeksatsea, andseveralmonthsintheport whilethecustomsof cials surveyedtheunusualcontents ofourshippingcontainerand wishedtheyhadmoreboxesto tickontheirforms,andhaving doneallwecoulddotogetthe housereadyinthemeantime, amusculardeliverycrew beganluggingasuccessionof carefullypackeditemsthrough ournewlyacquiredfrontdoor. Insidethehouse,while Jennyef cientlydirectedeach newarrivaltoitsappropriate room,itdidn’ttakeourheroic porterslongtorealisethat, ifwhattheycarriedwas greasy,orexcessivelyheavy foritssize,orifitclanked andrattledmetallically,then itwasundoubtedlyheaded towardsMisterSteve’spileof odditiesinthebasement.And, sureenough,bytheendofa longday,thebasementbore astrongresemblancetomy parentsgaragethelasttimeI hadseenit.

layerofgreasehasevidently beenappliedwithaheavyhand (photo100 ).Aswewatch,the authorandhisdadtogether liftthechassisontoawheeled woodenbaseandbeginto assembleasubstantialcrate aroundherforprotection (photo101 ).

TheAmericanWay Amonthorsolater,with everythinginthelivingquarters unpackedandourstress levelsreturningtonormal, myattention nallyturned tothelargemoundinthe basementandthecreation ofanewworkshop.And, havingmeasuredeverything outanddecidedwhereto

Sportingathicklayerofgrease,sheisnearlyreadyforherlongjourneywest.

Secureandreadyforenclosure, Elidir sitsinthewheeledcrateconstructedbythe author’sdad.

locatethelathe,andafter drawingupplansforalarge andsubstantialworkbench,I rememberedthatIwouldneed anewpillardrillbecausemine, beingimpracticaltoconvert to120volts,hadremained inEngland.Contactingthe nearestmachinerystockist, whosenumberIhadbeengiven byacarpentry-madcolleague atwork,Iorderedtheir catalogue.

Lessthanaweeklater, andwithabangsoloud thatitsetoffseveralcar alarmsandawokemuch oftheneighbourhood,a two-telephone-book-sized packagelandedonthefront doorstep,nearlycrackingthe sturdystonestructureinthe process.Draggingitinside andheavingitontothekitchen table,Iunwrappedtheparcel to ndthetoolpurveyor’s promisedpublicationwithin. And,flickingthroughthehuge catalogueatrandom,Ibeheld themostspectacularand dizzyingarrayofhandtools, machinetools,measuring equipment,benches,vices, lifts,hoists,andother workshopsundriesthatI

hadeverseen.InAmerica,it seemed,ifyouwantedit,and ifyoucouldaffordit,then acquiringitwouldnotpresent aproblem.

AsInavigatedmywaytothe extensive DrillPress section (theywere drillpresses and not pillardrills here,Inoticed), myeyewasdrawnbyaneven largerchapter lledtothebrim withmillingmachinesofevery shape,sizeandcon guration possible.Pausing,andwith myeyesbulginglikethe proverbialchildinthesweetie shop,orkidinthecandystore, dependingonyouraccent,I surveyedtheextensivevariety onoffer. ‘Goodgrief’,Ithought rhetorically,knowingthat Elidir’svalvegearwasthenext jobonthelist,‘wouldn’tone ofthesebeautiesmakelifean awfulloteasier?’.

Adifficultdecision

Andthereinlaythedilemma. Forthe rsttimeinmylife, andwithJenny’sagreement ofcourse,Inowhadthe space,andeventhe nancial wherewithalifwesaved,to acquireamillingmachine, oranewlathe,orperhaps

evenboth,whichwould signi cantlyease Elidir’sfuture construction.Nowwouldn’t thatbeagoodthing?

Hmmm.Ontheflipside,Ihad originallydecidedtobuildthis particularlocomotiveinpart becauseIbelieveditcouldjust aboutbedonewiththetools athand,atapush,andfrankly IstillwantedtoseeifIwas correct.IfIwentandbought biggerandbettertoolstodo thejob,thatwouldsurelybe cheating.

And,Ireasoned,I’dalready machinedthecylinders,one ofthebiggerhurdlesonthe engine,andI’dreallyenjoyed thatchallenge,andintruth Iwasratherproudofthe resultsachievedunderthe circumstances.Wouldthe satisfactionhavebeenasgreat ifthejobwereeasier?

ShouldIbuyamilling machine?Thatwastheburning question,andoverthecourse ofthenextfewweeksmy thoughtsping-pongedbackand-forth.‘Thinkofthetime saved’,myleft-brainreasoned. ‘What’stherush?’,myrightbraincountered.‘Whowants tobuildabigenginewith

justanagedandunder-sized lathe?’ left-brainreturnedwith adenigratingsmirk.‘Ido’, right-brainshotback,sending theballhurtlingoverthenetto bouncejustbeyondreachof theopponent’spaddle.

Andso,thedecisionwas made.AlthoughIwouldbe doingsoinabasementrather thanashed,andthebasement andshedwereontwodifferent continents,andexceptforthe pillardrill/drillpresswhichwas anecessarycompromise,I wouldcontinuetobuild Elidir asifnothinghadchangedand usingthesametoolsthatIhad putdownsixyearspreviously (photo102 ). Decisionmade.

PostscripttoPart17

Overthecourseofthisseries you,likeme,andcertainlylike ouresteemededitor,whois patientbeyondbelief,may havebecomefrustratedwith theAmericanizedspellingthat cropsupintheprosefrom timetotime.Infact,didyou seethat?Therewasoneof thelittleswinesrightthere! Americanized withaZee(sorry, Zed)ratherthananEss(sorry, Sed).Goodgrief,youcan’tbe toocareful,canyou?

Nowthereasonforthis stateofaffairs,beyondthe inarguablefactthatI’mgetting sloppy,isthat,despiteall theamazingtechnological advancesintheworld today,fromself-drivingcars toInstaTwit,anddespite havingclickedallthirty-eight necessaryboxesinitseasyto-con gurespell-checker,my hauntedtypewriter,brandnew andbrimmingwithfeatures whichIwillneveruse,simply cannotbelievethatanyone wouldwillinglychoosetowrite inBritishEnglishratherthan itsAmericancousinandflatly refusestoflaganyregionallyspeci cspellingerrors. Frustrating,isn’tit?

Andso,whileIpromiseto catchasmanyofthemasI amable,Icanonlyapologize apologiseforanythatstillget throughandbegyourkind forgivenessinturn.

Inthespringof2000,withthelathesittinginthecornerandanewpillardrillboltedtothefloor,theauthor’sAmerican basementworkshopisreadyforuse.

ANewWorkshop

Iwonderedifthebuilding ofanewworkshopfor theconstructionof Flying Scotsman mightbeofinterest toothermodelengineers? SinceIcan’tprogressany furtherwiththemodelitselfuntil,thatis,Ihavesomewhere toactuallybuildit-Ithought thatadescriptionofthebuild mightbeofinteresttoothers inasimilarposition.Iwillcover thematerialsusedandalsomy approachtoeachpartaswell asgivingthegenerallayout.I’ll alsobeusingalotofrecycled materialsinanefforttokeep thecostsdownwhichinthis current‘costofliving’crisis maybeofsomeusetoothers.

Whenbuildingthelocomotive Itookalotofphotographs,and I’llalsosharephotographshere asIfeelseeingwhat’sactually happeninghelpsgreatlywhen tryingtodescribesomething andsavesonthetext.

Background

Alittlebackgroundmaybe prudent.Asexplainedbefore I’vehadafewhealthissuesthatandthefactthatmywife andIhadbeentellingourselves

forsomeyearstosellupand dowhatwealwayswanted,to liveinavillageawayfromall thestressoftheinnercity.Now thatallofthekidshavemoved onwiththeirownfamilies therewasnothinglefttohold usbackandsowehavenow movedtoalovelyvillagein Bedfordshire.Myonlyregretis thatwedidn’tdothisdecades ago.

So,whatideasdidIhavefor mynewplaceofwork?Firstof all,Inowhaveeasyaccessto theworkshop,astheoldplace hadnorearorsideaccess, whichisabitproblematic whentryingtogetaheavylive steamlocomotivethroughthe house,especiallyastheyears rollonwithmyagingbody. Withthisinmind,Ilookedfor asuitablepropertyto tmy needs.Mywifewasamazing becausesheunderstoodhow importanttheworkshopwasto meandsopropertieswithout thenecessaryfeatureswere quicklydismissed,nomatter hownicetheymayhavebeen.

Enoughofthat,let’sgetonto theareawheretheworkshopis tobebuilt.

Thispicture(photo1 )is onetheestateagenttook, andshowsthestateofthings beforeItouchedanything.We seeaconcretegarage,whichis positionedatthebottomofthe reargarden,andagood-sized tarmachardstandingaccessed throughadoublegate.There isalsoametalshedanda picketfencetoseparatethe hardstandingfromthegarden lawn.Themetalshedwillbe disposedofbutfornowwillbe usedtohousenon-perishable goods.Thebiggestheadache forthisexerciseistryingto protecttheworkshoptools whilebuildingthenewunit.I decidedearlyonthatIwould keepthegarageinitsoriginal positionandextendittothe leftsideasseenhere,basically wherethemetalshedsits.The asbestosroofhadtogoand theroofpitchwouldalsobe raisedalittle.

Myvery rstworkshopwas ofthesameconstruction beforelaterbuildinganother nexttoitintimberandwhatI learnedfromthosetwounits wouldbeputtogoodpractice here.Mostimportantlyforthe

Theoriginalgaragewithtinshedtotheright.

Peter SeymourHowell buildsanewworkshop beforecontinuingwork on FlyingScotsman