For some years now I have sold the PSC cast brass switchstand kits but they usually sell out at the first show I attend and then getting more and in any quantity is a bit of a faff to be honest. They have also been creeping up in price too. For awhile I have been thinking there has to be a better way to supply these.
This is the PSC switchstand kit.
The next question is do I replicate it or design another pattern. Some googling then found images and drawings
Well, in the end I decided that as the known demand was for ones similar to the PSC ones my first effort would be something very similar.
First job was some 3D CAD.
Drawn in SolidWorks this is also a 3 part kit with two halves of the base and the pole. There is a clevis shown in the drawing but this won’t be included in the kit.
The reason for not including it is one of the pitfalls of doing this stuff in CAD on a 24 inch twin screen is that you can zoom in and the thing looks huge but then when you actually get a 3D print in actual size it is a) a credit to the 3D printer for being able to print it and b) too tiny to commercially reproduce in brass.
You’ll have to settle for making your own or just having bent wire.
From the 3D SolidWorks drawing STL files are created. These are the format that the 3D printer uses and they are e-mailed to the 3D printer of choice and then you sit back and wait for a week or so.
Eventually a tiny box arrives with the postman which you open and realise that what looked huge on the screen is in reality tiny.
Prints tend to come in a translucent sort of colour which makes is difficult to see any of the detail so I usually just give them a waft of spray paint so you can actually see the thing before trying a test assembly.
As long as you are careful you can build the model up and make any minor alterations you want. If major alterations were needed you’d just get it reprinted having made the alteration in CAD.
So here we have the 3D print assembled.
What next? well the 3D patterns have gone off to the brass caster of choice and we await their efforts. They will use the parts to make a cold setting silicon rubber mould of the parts. With the pattern removed the mould is then filled with moulten wax which is allowed to cool. This can then be done many times to make lots of waxes. Waxes can be joined by sprues to make on pattern. These joind waxes are then suspended in a mould frame and a ceramic type mould in liquid form is poured around it and allowed to set. The mould is then heated so that the wax runs out or burns off leaving a void in a mould capable of standing high temperature. Moulton brass is then poured into the moulds and allowed to cool after which the mould is broken away and the casting cleaned up.
Beamish Museum held a commemoration of the 100yr anniversary of the Battle of the Somme over the weekend 8th, 9th & 10th July. There were many exhibits and events on show with the theme of both commemorating and explaining the first world war and the Battle of the Somme.
As you’ve probably gathered by now I drive on the narrow gauge railway and, occasionally, the standard gauge colliery railway at Beamish and was there for the whole weekend. We ran the narrow gauge railway with ww1 equipment to demonstrate and explain the logistic support the railways provided.
We were very fortunate to be able to borrow three items of motive power from the Festiniog Railway, effectively hijacking their world tour (France and Staffordshire), along with three wagons from the Moseley Trust at Apedale. With a Simplex (Mary Ann when not in uniform) and A & B four wheel wagons plus a Baldwin Gas Mechanical (Moelwyn in civvies) with a Pershing wagon loaded with a couple of Model T’s we could show a British and an American train. We did mix them up through the weekend though.
The British Train
The American Train
The railway at Beamish is now a triangle with additional sidings so trains were operating around the triangle leaving wagons on odd places then collecting them in a different order.
Just for added interest Moelwyn wouldn’t go round the tightest part of the newest bit of the triangle (to be honest, we were to scared to try it not wanting to have to re-rail it) so we propelled the wagon on to the tight bit and then went back around the triangle to the other end.
Buster in picnic table mode
There was one other interesting conveyance. A Fairbanks Speeder (Buster in civvies). These were used for officer transport (probably decided they were expendable) at high speed and in one direction only. To go the other way you pick it up and turn it round.
Buster in a rare working foray to the extremities of the network
It was a bit temperamental through the weekend so it doubled as a picnic table in between occasional runs. A full run with four officers on board on the Sunday finished it off. A new gearbox awaits it.
On our small railway you could walk the entire line in the time it took to get it started but that wasn’t the point.
Below is a collection of other photos from the weekend with some more words beyond them.
On both Saturday and Sunday there was a parade starting at Pockerley and marching round to the town. Each day we took all the NG equipment to the Pockerley end of the line to be on display to those gathering for the parade and so we could see the parade.
The only way you’d trust this pair in a model T
Captain Wilkinson and his driver Private Collins
Lancers ready to go
There was lots to see around the event. The album below has a selection of other peoples photos of the various happenings. These, and more, can all be seen on the Beamish Museum Facebook page.
So, why no steam? We did first world war steam operation as part of the Great War Steam Fair in April for which we borrowed engines from the Festiniog and Moseley Trust. Our own engines are not currently available although we are working on it.
Edward Sholto: Stored on a standard gauge wagon. Out of traffic pending a re-tube of its boiler so it will eventually be moved to the engineering workshop for this to happen but not until our other engine is done
Glyder: Well Glyder’s boiler ready for the tubes to come out. Glyder was exported to the USA from Penrhyn Quarry, returned recently and displayed in the colliery engine shed at Beamish. Late last year it was moved to the workshop and its return to service started.
There is always plenty to see at Beamish Museum although not all the railways operate everyday. The narrow gauge only operates at events at the moment as we currently rely on borrowing loco’s.
A visit is highly recommended. For more information on Beamish try these links
So here we are, two and a bit weeks past the EU referendum. Since then as EDM Models I haven’t done a newsletter and haven’t said much publicly about the result but I feel the need to say something about it from the point of a business in an optional leisure sector.
Firstly, I think we need to get this bit out of the way, yes, I voted to remain. However, the thing that I need to make clear is that it wasn’t because I thought the present arrangement was perfect or that I don’t think our relationship with the EU needs to change but that I was, and remain, convinced that the option to leave offered way too many unknowns all talked down by rhetoric and damned lies. The other side weren’t much better but didn’t drive round in a bloody great red bus with a lie painted on the side.
Secondly, in the long run (very long run), it may well be the best thing we ever did but a) I am not sure I will live to see that and b) I am not sure mine and many other small businesses will ever see the benefit.
Right with the generalities out of the way let’s talk some specifics as they apply so far to my model business.
Immediate: People have stopped spending! Understandable really as everyone is now worried about the future and the first thing you do is reign in expenditure. Survivable, I hope so, but toy trains, even specialist narrow gauge toy trains, are a luxury. However, they are my livelihood so if people stop spending and continue to do so I don’t have a business.
Very Soon: Models are going to get more expensive. This is down to the immediate plummet of the pound against the US dollar and that some items are out of stock now and need replacing. I did some examples of now and next delivery pricing when the rate hadn’t yet reached its record low
Longer Term: Models are going to get even more expensive. They were already headed that way with costs rising in China but they’ve just gone up again because of the exchange rate, shipping costs will rise as fuel costs go up. Yet to come are any impacts from trade deals or the lack of them – that bit is crystal ball territory but it’s not often (if ever) prices fall.
The unpredictability is the real killer. In recent years whilst the exchange rates have always fluctuated they do so in slow increments and over a long time which allows a business to plan and take them into account and allows them to forecast a price in GBP that they can stick to. Sure, the graph for one year shows ups and downs and a steady decline but it has an element of long term predictability over the short term ups and downs.
Already in the two weeks that have elapsed so far as well as my own observations of what its going to do to prices there have been two communications from UK suppliers of products made in Europe (paid for in Euro’s) and China (USD). The former sell currently available products so that was an immediate price increase. To some extent that is at least manageable because it says the price is X, take it or leave it and a trader can pass that message on. The second was an immediate small increase on some imminent items and a “we reserve the right to, but will try not to, pass on cost increases due to currency fluctuations as a `currency escalator’ adjustment”. Here we are talking reservations for production due over the next year to 18 months. Hard to see what else they can do, they’re basically saying “we haven’t a clue what its going to cost” which is a hard sell to pass on to a retail customer, “dear customer, please commit to buying this fifteen hundred quid locomotive due next year but, sorry, we haven’t actually got a clue what its going to cost!”
I have seen many `experts’ (and what do they know) saying small businesses need to have a plan so here is mine: –
What is it going to take to fix it? Well there are all sorts of things yet to be resolved such as our relationships, business and otherwise, with other countries. None of that is going to be fixed real soon but the exchange rate reacts quickly to major world status changes. The current plummet results from the UK saying `stop the world we want to get off’ so another world sized change may be needed to get it to swing the other way. I’ll just leave this image here………….
Accucraft in the USA made this nice brass model of a Plymouth switcher in both 0n30 and 0n3 gauges.
Catalogue Image of the loco
For a loco that cost as much as this one did its let down by some really crap engineering in its drive and chassis with very noisy gears and bearings that are prone to going round in the plastic instead of the the shaft revolving in the bearings.
If you could get it to run smoothly they were always very noisy which made a DCC and sound installation a bit problematic for which the wiring was rubbish anyway.
0n3 & 0-14 versions of the power truck
Over the years since it was first introduced I have fettled up a few of them and have got to the point where I won’t do them for customers as the time you have to put into it far outweighs the value and generally just results in a lot of bad language. I’ve got to the point where I have two or three here which have either had their chassis cannibalised to get others running or that I just can’t face sorting out. Now a plan has been hatched – a new chassis and 0-14, 0n3, and 0-16.5 versions.
Chassis with the temp card adaptor
First thing was to ship a loco to Geoff Baxter at Hollywood Foundry in Australia for him to have a look at making a new chassis for it using a custom version of his BullAnt mechanism.
What came back was this super little job and now there are 0-14 and 0n3 versions here. The chassis has worm drive to each axle, belt drive from the motor, a decent motor and flywheel. Even without the weight of the body on them they run really smoothly.
Top Quality! Card adaptor plate
As they arrive they don’t immediately fit in the loco and some adaption is needed. Firstly, a few no longer needed bits get cut off with a slitting disk and the edges cleaned up. This allows the chassis to drop in but also allows it to drop right through! An adaptor plate is needed.
The Mk1 adaptor plate to test dimensions was done in good old fashioned card. This got some of the sizes right but it doesn’t replicate either the thickness needed to get the ride height right or any means of fixing it to the loco or the chassis to it.
Screen Capture of 3D part
So out with the 3D CAD. Sometime later this drawing existed and has now gone off to be 3D printed. Just one for now as there will undoubtedly be some slight mods required.
As usual with a project for me instead of a customer this may well blow hot and cold and take ages to go any futher but the target is a DCC sound fitted loco with keep alive installed and, above all else, decent slow running.
The original title for this piece was `cultural exchange’ but then other events delayed its publishing and it took on a life of its own.
One of the pleasant effects of being involved with a Heritage Railway is that you get to meet and know people who work on other railways and they become friends for life. You may only see them once in a blue moon but that doesn’t matter. You also get the chance to have a go with their toys. Andy Young doesn’t come in to the `once in a blue moon’ category as we have known each other for years both through the heritage railways and model railway circles.
The limit on us playing with each other’s trains is usually one of timing and opportunity but in September we realised we were both attending Guildex in Telford and then heading for our respective railways so the cultural exchange was on.
Waiting in the Loop
Douglas, Becky and Me
For Part 1 I joined Andy and Becky for a day on the Talyllyn Railway and a very pleasant day was spent with me driving Douglas with Becky firing whilst Andy generally got in the way. It was a glorious day in beautiful sunshine and two round trips were over in apparently no time at all and it was time to put the toys back in the toy box. It’s always a fun day driving someone else’s train as they’re all a little different. You start the day with a certain degree of trepidation as, whilst driving a steam engine is really just three handles and a chain (Go, which way, stop and get out of the way), each railway has its own way of operating. For me the challenges were the route and the new-fangled Westinghouse air brake. That said apart from backing it out of the shed and one move at Wharf at half time I did all the driving and whilst the day started with a pretty constant commentary from Andy that tailed off to not much more than telling funny stories as I got into the swing of it.
Time to put the toys back in the toy box
Getting used to a new brake is always interesting and stopping, in a controlled manner at least, is always harder than actually making it go so some of my early efforts were a bit erratic with too much and then not enough brake so speed went up and down a bit more than it should but I soon got the hang of it. All too soon the toys were put away and after a clean-up a pleasant evening of beer, curry and good company.
Part 2 of the cultural exchange took place two days later with Andy joining me for the day on the Ffestiniog Railway.
Our steed for Part 2 – Merddin Emrys
We immediately tried to confuse him as he had to upgrade to four handles and a chain (two lots of GO) as our steed was Double Fairlie Merddin Emrys running in the last week of its ten year boiler ticket.
Apart from a first little bit Andy drove most of the day and as I mentioned above the only real issue, and then only one of getting used to it, was the braking as instead of air Andy was having to get used to vacuum brakes. It’s a little cosy with two big blokes on the driver’s side of Merddin so we did fair bit of getting in each other’s way.
Does he look happy or what?
A Beer or Two in Spooners
One remarkable thing was that Merddin has what some of our own drivers think are the devil’s own injectors and despite signing that they are competent to drive the engine really get their underwear in a tangle over them. More than once drivers have failed the engine due to injector faults and the solution has been to change the driver. They need a slightly different technique and to those who have the knack they are a delight to work with. On this day both Andy, who has only used them once before, and I were working them often behind our backs without looking due to the space constraints without any problem. Again all too soon it was toys away time. This time we had to go easy on the “after worker” as Andy was driving back to Tywyn but some time was spent in convivial company
So What’s all this Ménage à trois
Blanche at Killington Lane on the “does it fit” test run
Traffic chaos in North Devon. Blanche arrives on the low loader
Well to understand that you need to meet the “other woman” aka Blanche, aka Ricket. In no actual financial or official way Blanche is my engine. My first ever footplate trip was on Blanche, I learnt to fire on Blanche, I learnt to drive on Blanche and for a while was her regular driver. When she was in bits 2 years prior to her 100th Birthday we got RicketRescue together to get her overhauled in time for the big celebrations (One day I may explain the Ricket nickname) and ten years later we raised most of the money for a new boiler and did her 10 year overhaul. As you can see from this she has been in my life longer than Annie so she gets referred to as the other woman.
Me with both women
Blanche moved from Leeds to Wales in 1893 and hasn’t left the principality since. That is until this September when she was to go on her first holiday to Devon as the guest engine at the Lynton & Barnstaple Railway gala. Now the Boss usually blags the North Devon trip (and having been I know why) but this year I hadn’t heard anything about it so a chance text to him, “does Blanche need a chaperone?” resulted in me making my way to Devon to get there in time to unload her from the lorry and get her ready for use. Annie joined me two days later and along with Seamus Rogers and Kevin Lee we operated Blanche throughout the gala.
We had a great time working the XX:30 trains to Killington Lane and back whilst one of their engines worked the XX:00 train. A half hourly service saw everyone step up to a little more urgency that their usual 45 minute operation but it was great fun and everyone made us very welcome.
Blanche fitted in well on the front of their four coaches
Blanche Shunts the stock at Woody Bay
The crew for the weekend, L to R Driver Seamus Rogers, Driver Paul Martin, Fireman Kevin Lee and, of course, Blanche
So back to the playing away!
Well, it’d be rude not to try all the engines out!
It was perhaps natural that we FR drivers were invited to have a go with the L&B’s engines just as much as they wanted a go with Blanche.
I had a go with Axe and with Charles Wytock but the one I really wanted a go with was Isaac as it was restored for its owner at Boston Lodge and EDM Models does a kit for this type of loco (re-release being worked on).
I had met its owner, Tim Wilkinson, at a garden rail “do” at another friends line and the driver that day was Will Curry, who I had met when he visited the FR, so I was not only invited aboard but given the regulator for the trip.
After my exploits with Douglas earlier the same month the photo of me driving Isaac was captioned “Playing away 2” with the comment from Annie “still not worried”.
Only made it to trainee guard on this one
Whilst in Devon we had a bit of a tour round and visited Ilfracombe. Annie wanted to wander round the town which is really not my thing so I stayed by the harbour and watched some boats come and go.
I got talking to the guys that ran the road train and as it was only three quid went for a lap of the town with them. The comment to the photo when posted on FaceBook was “did you drive that one too?” “no, only made it to guard as I was sat nearest the `right away bell’ “ to which Annie commented “now I’m worried”
We had a fantastic time in Devon both at the railway and with the locals we met. If you haven’t been then I would thoroughly recommend a visit. I came away enthused by the L&B which may well have a knock on effect with several projects that are in the doldrums.
That’ll do for this ramble but if you want to see some of the action from the L&B gala then here are some links for you to follow
First up is a video taken by Annie on the footplate of Blanche for a run up the line. Its not the best video but it gives you a taster. Blanche is working hard as the four coaches are heavy and the gradient goes Flat (Killington Lane Stn), up at 1:42, up at 1:50, flat (Woody Bay Stn)
Footplate VideoThis video is on Facebook so it may not work if you don’t have Facebook)
This superb video is the full story of the gala if you have an hour to spare
An Ironic Twist to the tale
After just three days at home it was off to Wales for a week of driving committed to long before the jolly to Devon came about and for most of the week I had to make do with driving this which provided some ammunition for a gentle wind up on the L&B Facebook page
Lyd at TyG with the 13:35 from Porthmadog on Monday 5th October 2015
On Thursday 8th October arriving in the WHR platform in Porthmadog I am still smiling after four days of it.
Normal Service was resumed on Friday 9th with the opening day of the annual Victorian Weekend featuring the 10:10 & 13:35 service train double headed by Linda and Blanche. Paul Turner driving Linda and me driving Blanche at Penrhyn Crossing
Ten years ago I was up to my neck in project managing major boiler repairs to Ffestiniog Railway Double Fairlie Locomotive Merddin Emrys.
(warning this may be a picture rich ramble)
It returned to service initially in black but was repainted in fully lined maroon in time for the 2005 Vintage Weekend.
Over the last ten years its worked every season and has done over 90,000 miles. In that time I have driven it for quite a few of those miles. 3000 in the last four years.
This season I have driven Merddin for 840 miles and its still the best of the three Double Fairlies.
All good things come to an end (or should I say a pause as I will explain).
Locomotive boilers receive an annual inspection that involves pressure testing and visual inspection with a variety of mirrors on stick, endoscopes and ultrasonic testers whilst cold and then a further in steam inspection. This is all done non-invasively so whilst we remove inspection covers and other fittings we don’t take the structure of the boiler to bits.
This has limits as you can’t see all its little internal bits so it is decreed that every ten years it has to be taken apart for a much closer visual inspection of its internal bits.
In the last week I have driven Merddin Emrys for four days out of a five day visit (well only 3 really but you’ll have to wait for a following post for that to be explained) and yesterday, Sunday 13th September I drove it for my last two trips of this boiler ticket and put it back in the shed with just one day left to run.
Its quite hard not to be sad at it going out of traffic as its a favourite of the loco crews and the best performer right to the end of its ticket. At the moment we run a service that uses two of the three double engines each day and as if just to highlight the vulnerability of just having two to choose from the Earl of Merioneth failed on Saturday morning. Not in a long term way but enough to put it out of action for the weekend.
As I have been typing this blurb the photo below appeared on the Ffestiniog Railway Society Facebook page of Merddin Emrys arriving back in Porthmadog with its last train.
Right enough of the sloppy nonsense – lets get on and mend it!
Often on many railways the end of a ten year ticket will see the engine join the back of the overhaul queue and not be seen in steam again for many years. Not in this case. The overhaul starts tomorrow! Ten years ago the boiler had major works done to it and actually went off site to the premises of Israel Newton in Bradford.
The problem with the boiler then was cracking of the throat plates as you can see in this picture where the cracks have been ground out for welding. They had been ground out and welded at least two time previously but the cracks recurred. Actually after this shot they weren’t welded and as the cracks were spreading and a full repair was authorised.
Firstly, it was important to understand why the cracks were occurring and investigations showed that these boilers lacked sufficient longitudinal stays higher up in the boiler whilst being quite rigid lower down. Heating and cooling was causing the boiler to flex and the areas where the cracks started, right on the shoulders didn’t have enough give to allow the movement and so cracked and would keep doing so until the staying issue was addressed.
First thing to address was the staying. New longitudinal stays were added running from the smoke box tube plate at one end to the one at the other end. Handily I have some photos taken when it had one of its domes off (don’t ask, that’s another story) that shows them.
In this photo the longitudinal stay is labelled E and there is another out of shot to the right. Also added were firebox longitudinal stays in the raised top firebox, labelled A. [the other bits are B – compensation ring, C girder stays on the top of the inner firebox. D, the inner firebox]
With the cause of the cracking dealt with the next job was to fix the cracks themselves. The material having been ground and welded several times was deemed to need replacing. This is no mean feat as, to use Airfix kit terminology, the throat plates are parts 1A and 1B.
Newtons actually made two complete throat plates as that was easier than trying to makes sections of them. These were then cut to give the sections of plate to be let in to the old ones. In this one here, which is the drivers side top end, same as in the `cracked’ view its been bolted into place before being welded to the adjacent bits of throat plate and then riveted to the barrel and firebox wrapper.
All four corners were done with differing size patches and also some section of the bottom of the barrels at each smoke box end were built up and re-riveted. One of the pluses to this amount of work is that with big holes in the boiler you can have a good look inside and the rest of it was in good order.
When the boiler was returned to Wales it was craned back into the cradle and there was very nearly a whoopsie when we forgot to allow for being round the 180′ curve in Minffordd yard and we nearly had a right hand drive Double Fairlie.
Once in the cradle, which you can see here isn’t that substantial, the loco was returned to Boston Lodge to be put back together.
It doesn’t have to come quite this far apart for this 10 year exam and overhaul but it will be not far of this state in the next few days. The plus of all this access to the inside and doing all the major work ten years ago means we are reasonably confident that there aren’t any major issue looming (although you can never be certain with boilers)
The plan is to have it back in traffic for next season and the overhaul will be starting right away. All the long lead time items are in stock at Boston Lodge including the rolled stainless steel and end plates for the new smoke boxes and the tubes (they even ordered enough for both ends this time – don’t ask) are on a rack in the erecting shop. There is a hope that the cladding will be back on the re-tubed boiler for Christmas which would be excellent but it depends what else crops up. If the other two behave themselves then the fitters won’t get distracted but they have a habit of attention seeking if ignored. The body work will be going on for a repaint then.
The power bogies will be getting an overhaul over the winter and this may actually take the longest but it is just routine stuff. Merddin Emrys should be back for 2016’s High Summer service.
It is going to seem odd this year not having Merddin for the Victorian Weekend this year but it will still be well worth a visit. It seems to grow in support each year with more people coming in period dress and more and more of Porthmadog joining in with period dress and decorating shops.
Last years event can be viewed in this video
Meanwhile we’ll hope to see Merddin back at next years event
Those who subscribe to the EDM Models Newsletters [Subscribe] will know that the business has been closed for two weeks and most will have guessed that I was away driving trains again. I could write a blow by blow account of the two weeks but let’s just stick to the highlights, 640 miles driven over 12 days on duty, totalling 122 hours (bit more than a 40 hour week then) and 25 times to Blaenau.
Four different engines driven, David Lloyd George (56 miles), Linda (166 miles), Earl of Merioneth (194 miles) and Merddin Emrys (224 miles).
Driving trains from Porthmadog to Blaenau, and back, is pretty routine but there is new stuff to be seen. Our railway has got a pretty savvy media team who keep it in the public eye. They are constantly making new videos either for sale or to use in the social media and they are always looking for new angles and now they seem to have found one
The new toy is a sophisticated drone operated by a local company who offered to do some photography with it to demonstrate what it can do. It’s not the sort of drone you find Maplin selling.
We’re talking a pro job with six rotors, two cameras, a pilot with a helicopter license and five million quids worth of liability insurance.
Have a look at the video below. This was filmed by drone flown by vertical horizons media and edited by them and not by the railway
Whilst spectacular there are some issues with it. You will note the chap walking backwards and Merddin Emrys inhaling his own smoke. This is because the swooping in shots are actually filmed as swooping out shots as they’re easier to fly and then played backwards (ie forwards) and some bits were missed. The filming on the cob is all from the seaward side. This is because one of the drone flying rules is you don’t fly over the road.
Its all clever stuff but a film of 100% drone footage does get a bit tiresome.
Vertical Horizons have done other equally good films that are worth a look here Vertical Horizons
The future of drone footage is to use it sparingly cut in amongst ordinary camera shots. Whilst I was in Wales the railways camera teams and Vertical Horizons set out to film a sequence to demonstrate this and they chose Dduallt as the location and Linda with train as the subject. Five cameras were used and one top notch drone. Have a look at this and see what you think
Now this is actually a compilation of two up trips, the 10:45 and 14:30 ex Port on the 30th July. This I know because I was driving and my friend Clare Oates was firing. Whilst the film gives the impression of a non stop run that’s not the full story. On the first run we stopped to drop one of the cameramen off and the opening drone shot of Linda approaching to go under the bridge and you’ll see several seconds of steam from the chimney as Clare puts the blower on ready for me shutting the regulator. In the next drone section, the high level shot over the top curve you’ll see Linda slips twice as she tries to accelerate away from the stop. The bit in between of Linda powering through the station was the second non stop trip as the drone was over the embankment for this bit.
Once you have spotted it it’s difficult not to look directly at the drone and it is kind of weird as it backs away from you as you approach.
This film was just a sample of what is to come as they have apparently filmed loads.
I’ll finish with another video. Bit more of an amateurish attempt this and he needs to buy one of them furry squirrels to stick over the microphone
So why include that one? Well its me driving Merddin Emrys out of Porthmadog on my last day, 9th August, with Matt Ellis firing on what might be our last day on Merddin before its withdrawn in early September for its 10 year overhaul.
Now I try to make a living from model making and there are many things that can get in the way of this but a model has just been completed for a customer that demonstrates one of the problems with trying to make a living its nice to have.
This model is constructed from one of my Darjeeling B Class kits to 16.5mm gauge (it can be built to 14mm) which has then been painted and weathered by Chris Clark. The nice to have problem is that having done it and made a superb job of it a little bit of both Chris and I don’t want to part with it.
There are higher resolution photos of the model on the gallery tab at the top of the page or click this link. B Class Photos
This model is off to its new owner in Germany and we both hope he treasures it.
Producing one of these models is not a quick job with over 250 hours in the build and then Chris’s time to paint it so they don’t come cheap but both of us are happy to quote for doing a custom model just for you. Others are in build at this time with DCC, Sound & 14mm versions being progressed
First, I apologise for it being 8 months since the last witterings on my blog. I guess I need to get my act together and move the blog more into my eye line so I actually think about it occasionally.
Actually the last post was about my experiences with the National Health Service and the comedy of errors that was my stay in hospital. The aftermath of that stay actually went on through until Christmas which created a massive back log in the workings of EDM Models which I am still working to clear now. Luckily my health is pretty much improved and were back to normal.
In a previous post called, “getting a life” I rued the way the job had taken over full time and we never went out anywhere. Still guilty of that to some extent but last weekend we had a cracking day out to the seaside.
We were very fortunate to be offered a family and friends ticket from Northern Rail which allows one days unlimited travel for two on Northern Rail (only) trains for six quid each.
Our day started in York on the 07:19 to Leeds, this was a Blackpool train and was a 158. A pit stop and a coffee in Leeds and the next train was the 08:19 to Morecambe. Checking the timings on-line revealed it was timed for a 142 Pacer so finding it to be a 150 was considered an upgrade. Searching for a bin to dump the coffee cups the guard made us smile with the comment that when the trains was built in 1985 the bins were bigger than the coffee cups.
Arrival in Morecambe was at 10:30 and we set off for a mooch round the town and the shops. Shops- Yuk, Browsing pointlessly – Yuk! I did the bloke thing, got a book, found a coffee shop and announced “I’ll be here when you’re done”.
With the pointless browsing out of the way we went for a walk along the sea front towards our goal, The Midland Hotel, originally built by the Midland Railway just over the road from the railway station in the Art Deco style. It fell into disrepair and was close to derelict but its been beautifully restored and is now a superb four star hotel.
Annie’s family used to holiday in Morecambe when she was a kid but The Midland was out of their price range and then by the time they could afford it the hotel was closed and decaying so when its restoration started Annie and her mum watched it with interest and then booked themselves in for three days in the opening week. They visited again five years ago as one of the last trips they made before Mum passed away. By this weekend, being the only one where we were both free, just happened to be one day short of the fifth anniversary of her passing which caused a pause for thought more than once.
Enough of that, We were there for lunch this time and dined in the The Sun Terrace Restaurant with this view out to sea. Lunch was excellent
Starter – Annie, Morecambe Bay Potted Shrimp, Me , Pressings of Pork
Main Course – We both had the roast chicken
To finish – (can’t call it pud-too posh) sticky toffee pudding
I could get used to this quiet easily as long as you don’t show me the bill
Back to railways for a bit now and a pet hate. Stations that are no longer stations! Usually its stations that the railway has decided are no longer fit for purpose, to0 big, wasted space, of no use and all the other excuses they come up with to justify doing away with them. Whereupon someone else comes along and makes a liar out of them by renovating the buildings, finding a use for the space and making it pay.
I mean this building is clearly a railway station and now its beautifully done up the only thing it lacks is trains. You can see from the map below where the line used to run.
What was the platform space is now a tatty market, Kentucky Fried Cat and a car park and part of the route is new roads south of which are naff amusements and a supermarket.
I suppose the argument was that the new station was easier to maintain, nearer the population centre, sized more in keeping with the train service now there aren’t the holiday trains all of which hides behind the fact that the land was probably flogged off at a profit.
Morecambe Railway Station
The new station is at least one up from the abandoned platform with a bus shelter (although it does have one) with a modern station building at the end of a single platform giving two platform faces.
One is a dead end and seems to be used by the class 153 single unit that shuttles back and forth to Lancaster (this based on about 20 minutes of observation) whilst the longer platform has a run round loop so it could accommodate loco hauled passenger trains but is more likely there so that the loco nuclear waste traffic to/from Heysham can run round its train.
The 20 minutes observation mentioned above was the time we waited for our train home. Our luck didn’t hold although there
Picture of a Northern Rail Class 142 Pacer diesel multiple unit
Class 142’s were instrumental in my taking voluntary redundancy from BREL when it was offered way back in 1988. Having just spent nearly two years working on a technically advanced prototype train for London Underground the next job was building seven of these contraptions a week and they were clearly built down to a price. I was doing the wiring on the underframes and every aspect of it was cheap and nasty. I thought, `if this is the future I want out’.
My feelings were confirmed by the journey home. It started out not too bad and on a journey of half an hour it would have been fine but this unit was on a 75 mile meander through the wilds of Lancashire and Yorkshire lasting 2 hours 20 minutes and after about an hour you start to realise how uncomfortable the seats are, by about two hours standing up is starting to appeal and by the time it arrives in Leeds you want to stand up but everything has gone numb and you can’t stand up.
This day then took a very nice twist and a lovely ending to the day. With our Northern only tickets we should have been waiting from 18:36 to 19:20 at Leeds for the next Northern service to York (just 1 an hour) which takes 40 minutes as it stops at all the intermediate stations. Now normally the thrift of our cheap tickets would have seen us refusing to pay for something we could have for free but more than two hours on a Pacer saw us both lose reason. As our Pacer stopped in Platform 9 at 18:36 Platform 10 had the 18:38 to Newcastle Cross Country service waiting to depart. The train manager was standing in the rear door just by where we got off the Pacer. As one we asked, “how much is a single to York?” he looked at us a bit odd until we pointed and said, “we’ve just had 2 1/2 hours in that!” pointing at the Pacer. He took pity on us and ushered us in to first class for a 20 minute sprint to York with coffee a biscuit and free WiFi. We were back in York 20 minutes before the train we should have got was due in Leeds.
Final sport of the day was commiserating with the TM as his train filled up with very inebriated Geordies making their way home from York Races and watching the girls in silly shoes and dresses trying to run for the train.
I started this by saying, “Nothing for ages and then loads come along all at once”. This is instalment one, there is already a second being doodled and ideas for another forming. The next two are likely to be more model railway related.
What started as an ache in the shoulder and put down to sitting awkwardly whilst packing orders on Friday 26th September turned into a fun night with a paramedic and then a swift ambulance trip to York District Hospital.
From where I was laying it seemed that they were playing a game of “guess what’s wrong with him” and only went back to investigate a some of them once they had got down to the really silly suggestions. Their initial guess was heart attack and they were on about shipping me off to Leeds but then they decided it was more likely to be pulmonary embolism [PE]
Anyway after 7 hours on a trolley in A&E I was finally admitted to the acute medical ward and then later moved to another ward which despite me being a medical patient was a surgical ward.
Anyway to cut a long story short I was treated for a PE with clot thinners and dissolvers and eventually given a CT scan to see if it was sorting itself out. One theory is that as some long term swelling on my right calf has just radically changed some crap from an old clot has come lose and then got stuck elsewhere.
The treatment worked quite quickly with normal service at least superficially restored in about 24 hours. What this meant of course was that I was in hospital feeling OK and bored out of my mind. Some serious reading filled some of the time but a saviour was (and I never thought I’d say this) was Facebook. First up it let me keep in touch with friends but it also allowed an outlet for some creative writing which some say should have been written up as a comedy on the TV. Its all still on FB so I am not going to repeat it here apart from one item. As the boredom set in and escape seemed to be being frustrated by and NHS arse and elbow misalignment I noticed that the socks Annie had brought in for me to wear on Wednesday were actually marked Wednesday.
I declared these were my “escape socks” and still awake a 00:51 declared they had 23 hours and 9 minutes validity remaining. I was able to declare that the “escape socks” worked with 4hrs and 25mins to spare. I was back the following day as an outpatient though
I was sent home to rest and when I laughed I was told to, basically, “waste a week”. With the help of some friends that has proved to be quite successfully achieved with an afternoon out in Wetherby and a day spent just riding trains with a trip up to Newcastle, then lap or so of the Metro, a ride on the ferry and the odd bit of refreshment.
The ferry ride was bracing so it was lucky there was respite at with one of these waiting at the end of it
The journey back to York in the First Class of a XC Voyager was OK but with no on board catering until Leeds. Luckily for us whilst I was leaving the service at York and my mate had to go all the way to Derby there was a break of journey at the Station Tap in York where they had these.
The week will be finished off with a trip to the Ffestiniog Railway Victorian weekend where its going to seem weird to be a spectator and not part of the cast
Well, the last couple of weeks has proved a bit of an eye opener and has changed my outlook on life. There is certainly going to be more doing stuff I want to do and less doing stuff for others. In the short term things are going to take longer to complete and, if that doesn’t suit some people, they’ll be looking for someone else to do their work. Longer term I can see me being a lot more choosy about the work I take on but we’ll have to see how it pans out.