Sunday, 29 June 2014

A Grand Erection....

That's it then, the new garden shed is erected, completed around midday on Friday. I then spent 5 hours painting the outside with Protek treatment in golden cedar cover. Yesterday Ros and I spent just as long painting the inside, which of course is a greater surface area as the roof and floor needs to be done as well.


Anyway, I am well pleased with the result - it was worth the wait. The tree sculpture to the left of the shed used to be a lilac tree, which needed a good pruning. You know how these things seem to gain their own momentum; I got carried away I guess. Mind you, we won't be bothered with falling leaves this Autumn.....

I'm thinking about painting it the same colour as the shed...

Wednesday, 25 June 2014

BTW

For those of you who might have followed the garden shed saga, well, we are about 36 hours away from delivery and erection. We have enjoyed about two weeks of fine weather here in Southern England and today was no exception. Overcast at times but plenty of sunshine. But as Sod's Law predicts, things will go wrong at the wrong times. The weather forecast for Brighton on Friday 27th June is for 'Heavy Showers'....

The shed company has assured me that delivery and 'on-site' erection will take place no matter what the weather conditions. So, I am likely to finish up with a new garden shed that is thoroughly wet on the inside as well as the outside and in need of 'paint treatment' when it ultimately dries out.

In no uncertain terms this could be a bit of a 'bummer'....

Memories of Childhood

I was born in Teynham, a small village in Kent, at 2:00am on 9th May 1945. Victory in Europe celebrations were in full swing as my mother gave birth to me in the back bedroom of a terraced house where the occupants had witnessed, first hand, the Battle of Britain. Dogfights between the RAF and the German Luftwaffe were everyday occurrences in 1940 and my mother recounted tales of fierce battles that were watched overhead in this corner of Southeast England. The Luftwaffe often jettisoned bombs overhead and one fell close and destroyed a church not 100 metres from where I was born...

My father joined the army in 1939, the Cheshire Regiment, an infantry brigade heavily armed with machine guns. 24 hours before mobilisation for North Africa and ultimately the Al Alamein campaign his commanding officer seconded my dad to the Royal Engineers, as it became news that he could drive steam locomotives. Ultimately he drove ammunition trains for the Western Front campaign.

His love for these magnificent locomotives began when he served an apprenticeship in Crewe locomotive works and his love rubbed off on me. From the age of six I lived with my parents in Rugby, Warwickshire, a focal point for the LMS railway (London, Midland, Scottish). Inevitably, I became a 'trainspotter' and from the age of around nine would spend hours at the embankment south of Rugby station and record all the locomotives seen.

I spent my school holidays at the place of my birth - Teynham - with my maternal grandparents. And my love of steam locos came with me. I would encamp at Teynham railway station and see the 'Golden Arrow' express thunder through the station, hauled by a King Arthur class, or Schools class, or, on special days, a West Country or Battle of Britain class Bulleid Pacific locomotive, with a golden arrow emblazoned to the front smoke-box and on the boiler sides.

This love of steam has carried me through many years and into railway modelling. And the Southern region is no better represented than by the 'School' class 4-4-0s, represented here by "DOVER" a locomotive that I saw as a child and the Hornby model of which has just been added to my collection.


The age of steam is now a distant memory, a memory of my childhood, but an era that still reminds me of days of innocence and fulfilment. Days spent with mates and Ian Allen record books, a notebook and pencil, a bag of sandwiches and a bottle of dandelion & burdock pop, and above all, a sense of adventure and anticipation as those steam locomotives thundered through....  
 

Monday, 23 June 2014

The Flying Scotsman


Here is another fabulous model from Hornby - The Flying Scotsman - shown here in its LNER apple green livery, the model that I have added to my collection and looks stunning in its display case.

The Flying Scotsman began life as No 1472, an A1 Pacific-class locomotive. The Pacific class had a 2-6-2 arrangement of wheels, which enabled it to carry a bigger boiler, making it suitable for long-distance passenger services. Under ownership of the London and North Eastern Railway Company (LNER) it was renumbered the 4472 and christened the Flying Scotsman.

When it broke down and was taken out of regular service it was the ideal candidate for putting on show at the British Empire Exhibition in 1924 and 1925. It was an immediate hit with the public, and its fame was sealed when in 1928 it launched the regular 10am non-stop Flying Scotsman Express Service from King’s Cross, London, to Waverley, Edinburgh.

To cope with the 631km (392-mile) route the locomotive pulled a special eight-wheel tender that carried great quantities of water and coal. Since the crew had to be replaced during the eight-hour journey without stopping, a special corridor was built in the tender to allow the relief crew to pass between the train and the cab.

The Flying Scotsman became even more famous on 30 November 1934, when it travelled at 160.9km/h (100mph) breaking the world speed record.

In January 1947, the Flying Scotsman was converted to the A3 class that incorporated a larger boiler with a higher boiler pressure and, a year later, it was re-designated as the No 60103 under the ownership of British Rail. In 1963, it was sold off and went through several owners before being rescued by the National Railway Museum, York, in May 2004.

The locomotive shown here is in its later A3 configuration, 4-6-2.

Friday, 20 June 2014

GWR 4-6-0 'Caerphilly Castle' Castle Class

Hornby are renowned for the superbly detailed model locomotives they produce and none more so than the forthcoming 'Caerphilly Castle' a 4-6-0 that was used on the Great Western Railway (GWR).  This true replica is on my want list:



By 1922 the need for ever more powerful locomotives was apparent. Charles Collett, Chief Mechanical Engineer of the Great Western Railway based his 'Castle' Class largely on the 'Star' Class which was designed by his predecessor G. J. Churchward.

Between 1923 and 1950 171 Castle Class locomotives were built at the Swindon Works, 16 of which were rebuilds of the Star Class. Hailed as the most powerful locomotive of their time, the Castle Class locomotives had the ability to sustain high speeds and remain economical and they soon earned a reputation for excellence and reliability. In 1932 'Tregenna Castle' set a record for the 77 mile journey between Swindon and Paddington for a passenger train attaining an average speed of 81.68mph. At the time, this represented the World Record for steam traction.

Withdrawal began in the early 1950s, ending in 1965 with eight being set aside for preservation.

The locomotive represented here, No. 4073 'Caerphilly Castle' was outshopped on the 31st August 1923. The locomotive was withdrawn from shed 86C, Cardiff Canton on the 31st May 1960. Now part of the National Railway Museum collection the locomotive is on static display at Steam, The Museum of the Great Western Railway, Swindon.

The National Railway Museum is the largest railway museum in the world with exhibitions and collections illustrating over 300 years of British railway history. Anyone interested in the history of steam locomotives should visit the NRM.

Meanwhile I wait with great anticipation for Hornby's release of this new model.

E2EG

A little late posting this but I have been occupied with preparations for the new garden shed... Yawn. Yeah, OK...

Anyway, on Wednesday I travelled into Brighton wearing an E2EG as I thought about the lunch I was about to enjoy with brother Dave and good friends Graeme and Leslie. The E2EG was somewhat stimulated by the 83-page glossary of internet terminology, which has been leaked online from a certain US government agency. Who? No, I'm NSAW, that's FMTKFYTFO ( can you believe folk actually use these acronyms?)

I met up with the others at http://www.bellotabrighton.co.uk/ our favourite Bar y Tapas place, which has a wonderful, bright decor and friendly atmosphere...


So, there we were, a BOGSAT.... OK, that's Bunch of guys sitting around talking. Sheesh! Mind you, we ALOTBSOL ... You can work that one out...

And here are Los tres réprobos as my brother puts it:


Another great lunch, San Miguel beer, Valdepeñas red and Torrès 10 Spanish brandy. A fun day.

E2EG - got it yet?  Ear-to-ear grin.  Sheesh......




Tuesday, 17 June 2014

The Beautiful 'Great Snipe'

I have just added this superb LNER 4-6-2 'Great Snipe' A4 Class locomotive to my OO/HO gauge collection. I have a mind to install a small layout in my new garden shed when it has been built.

1930s Britain was a place in which luxury, glamour and boundary pushing were all revered and admired, none more so than within the railway industry. There was strong competition between the London Midland & Scottish Railway and the London & North Eastern Railway, both operating main lines on different sides of the country and wanting to dominate the lucrative London to Scotland traffic.

In 1933 Nigel Gresley, Chief Mechanical Engineer of the LNER, visited Germany and saw the high-speed streamlined ‘Flying Hamburger’ which the LNER were considering buying but Gresley decided that these diesel locomotives would not be powerful enough for the anticipated passenger capacity. Following trials of his A3 Pacifics, when locomotive No. 2750 ‘Papyrus’ recorded a new maximum speed of 108 mph (173.8 km/h) and completed the London to Scotland journey in under four hours, the LNER authorised Gresley to begin development of a streamlined version of the A3 designed purely for high-speed passenger services.

The resulting 4-6-2 A4 Class three cylinder locomotive had a boiler pressure of 250 psi, vacuum brakes, a fuel capacity of 8 tons and a water capacity of 5,000 imperial gallons. The locomotive and tender had a combined weight of just over 167 tons and regularly achieved a speed of 90 mph in normal service. The innovative streamlined casing was both elegant and practical as it contributed to a more fuel and water efficient locomotive and incidentally created an updraught to lift smoke away from the driver’s vision, which had been a problem with the earlier A3 locomotives.

Following the commercial success of the Silver Jubilee train, other streamlined services were introduced: the Coronation (London-Edinburgh, July 1937) and the West Riding Limited (Bradford & Leeds-London & return, November 1937) for which more A4s were specially built.

My father served an apprenticeship in the Crewe engine works during the 1930s and helped to build some of these superb locomotives. I long for a return of the days of steam hauled trains, the nostalgia of a young trainspotter who spent hours watching these great locos haul passengers and freight through his home station of Rugby on their way from London to Glasgow and other stops in between.

All we have now are our 'Heritage' lines like the Bluebell and Lavender lines in Sussex where it is still possible to enjoy watching these superb feats of engineering in action. 

And I have a display case at home to house these detailed models to wonder over.....