Cromarty Light Railway

[IrishPeter]

After rather more years than I care to count modelling 3' gauge I have decided to change direction and go for a 2'6" gauge prototype taking elements from the W&LLR, the L&MVLR, Barsi Light Rly, and the 2'3" gauge Campbelltown and Machrihanish.  As tends to be the case with me, the new Railway already has a name and a history.  It is the Cromarty Light Railway, which is the Eastern section of the Ross-shire Light Railways.

In reality Cromarty was to have been served by a standard gauge light railway auhorized in 1902 from Cononbridge and work actually started c.1911, but was aborted in 1914, and the track lifted for use in France.  My version runs like this...

After the passage of the Light Railways Act a proposals were made to build lines from Garve to Ullapool, and from Cononbridge to Cromarty.  The original idea was to use SG, but the combined influences of lack of cash, E R Calthrop and the difficult terrain on the western line persuaded the directors to go with 2'6" gauge instead.  Construction on the eastern section began in 1902 and the line opened in 1905.  The western section to Ullapool was commenced in 1905 and opened in 1908.  Not all of Calthrop's ideas were embraced.  The line did use bogie wagons, but there were no transporter wagons at first, and the locos did not conform to Calthrop's dictums about axle loading, etc.

The Eastern line was moderately successful in its first few years to the point that the break of gauge was becoming an expensive nuisance.  The railway obtained powers to convert to SG in 1912, and started to do so in 1913, but the Great War intervened and the new SG rail was gradually removed for use in France.  On the western section fish traffic was heavy, and the railway decided to introduce transporter wagons on that end of the route in 1914.  The war delayed the necessary works but they were undertaken in 1919-21 and the transporter service introduced in 1921.  After the War there wasn't the will or the money to continue with the gauge conversion on the eastern section, and inspite of the fish traffic on the western section, the Ross-shire Light Railways company gradually declined to the point where it had to be taken over by the LMS in 1932.

The LMS again looked at gauge conversion, then decided it did not have the cash, and again the project was shelved.  However, following the closure of the L&MVLR railway in 1934 the Eastern line was adapted for the use of transporter wagons which started in 1936/7, and the ex-L&MVLR wagons moved north there being no spare transporter wagons on the western section.

As a result of some fairly lively agricultural traffic, the Eastern line kept going into the 1950s, though the LMS withdrew passenger service in 1947 from the Eastern section.  On the western section British Railways got rid of the passenger service to Ullapool in 1954.  Most passenger traffic on the western section had already disappeared in 1951 following the BTC's decision to transfer the eastern terminus for the Stornoway mail boat from Ullapool to Kyle.  As fish traffic declined, the losses on the Western section mounted, and it also closed in 1956.

The line then languished for several years until some local railway enthusiasts got to work on trying to revive the old line.  It was a tough project as the CLR was some 19 miles long, but gradually they get things going again.  A few of the original coaches and quite a bit of the goods stock survved, but in order to have enough passenger capacity, the line bought in Austrian, Dutch, and Yugoslavian passenger stock.  However, as the line is more on the under supported and struggling end of the preservation movement, much of the old character of the line survives.  

So there's the story.  Now we will see what develops in the yard!  And of course, there is always a chance the western section rather than the eastern will materialize!

Peter in AZ

[IrishPeter]

The first two vehicles for the Cromarty are taking shape quite nicely. So far the line has a Zillertalbahn coach, which is on long term loan from the Welshpool and Llanfair, and one of the CLR's Calthrop coaches is in the shop being restored.

The 'Calthrop Coach' is something of a "Queen Mary" being some 678mm long - or 42'4" long in 16mm. The couplings are going to have to go on swing links when I get the beast completed. It is a brake composite with 23 third class seats and 10 first based on L&MVLR practice, but there is a bt of Barsi in there as the end balconies are smaller and the brake end does not go out to the end of underframe. Pictures in a day or two when I have the sides in fir condition to be seen.

Peter in AZ

[Keith S]

Excellent. Pictures really are key when talking about things like this.

[IrishPeter]

The wife's 'puter died last week and we have not yet got all the software loaded back on to the new machine, so the pics are still in the camera.

I got an unexpected half-hour outside this afternoon. I had come up with the notion that now the 'top bend' is approached on the straight I might be able to ease the curve to 10' radius from 4' radius, which indeed proved to be the case. This means that the long L&MVLR style coach can have body mounted couplings after all.

Unfortunately, when I got back in I discovered that the plumbing to the washing machine had sprung a leak, so instead of "playing trains" tomorrow afternoon I'll be fixing that little headache.

Peter in AZ

[IrishPeter]

Since the last report the CLR's stock list has expanded to:

One Barsi Light/LMVLR inspired Brake-Compo and

One 25' open wagon based on a Pickering 3' gauge prototype.

The next vehicle will be a Barso/LMVLR style 25' bogie flat/low sided wagon.

I'll be after the washing machine in the morning. We had another emergency in the mean time - hence the delay with the washer.

I am currently trying to come up with a suitable wood and corrugated iron building for the main station. I have a couple of hazy shots of the original Douglas and Peel IOMR stations that are proving suitably inspirational.

Peter in AZ

[Sir Clothem Cap]

Thats a good selection of rolling stock. Do you have an official livery or is every wagon as supplied?

[IrishPeter]

I build my own rolling stock, so it is easy enough to have an official livery.

Carriages - burgundy; no lining. I have got into the habit of using Krylon spray red-brown primer and burgundy top coat. The colour is somewhat darker than LMS crimson lake. Frames and other "iron work" is painted black. I have not yet made my mind up about lettering, but I tend to prefer the LMS style.

Wagons - medium grey; white lettering. The grey is spray primer, so the shade varies a little bit according to which brand I buy. I might do one or two in LMS bauxite if the fit takes me. As Calthrop has been around a property, all stock is braked. I am still trying decide between air and vacuum.

Locomotives - either dark green (independent era) or black (under the LMS).

Trains will usually run mixed, and formations will be decided by the spin the bottle method.

Peter in AZ

[Sir Clothem Cap]

That sounds like a good plan, if you were to base the time on the transition period then both engine livery's could be used.

[IrishPeter]

I am currently dithering between mid-1930s, which would have been the changeover period between the original company and the LMS, and early preservation - say c.1972.  However, the former will keep me very strictly to the original rolling stock - mainly Barsi/LMVLR types but with some wooden stuff from Pickering's.  The latter possibility has the advantage of allowing a wider range of equipment with the preservationists handling the odd wagon or two of coal for the local coal merchant.  Doubtless I will stew on that decision for a while.

Peter in AZ

[TommyDodd]

Of course, there's no rule that says you have to be restricted to one era. Railway infrastructure didn't change much in the absence of investment money, so the only things that'll date your layout are printed ephemera like timetables and posters, the dress of any figures (which can be removable) and the trains themselves- and there's nothing to stop you having separate shelves for pre-grouping, LMS and preserved stock and running them separately.

[IrishPeter]

In theory you are quite correct.  However, for me it is an important discipline to keep to particular time period of, say, seven to ten years.  It keeps me focussed. In the absence of a definite 'window' my brain buggers off in all directions and I end up with far too much equipment.

With the LMVLR/Barsi Light background my evil little brain keeps coming up with either an 0-6-2 or an 0-6-4T based on an Accucraft 'Lawley' frame, or an 0-8-4T based on Accucraft bits and bobs, but I am not mechanically competant yet to bring it off.

Peter in AZ

[IrishPeter]

Interestingly enough, the 42'6" coach works nicely, but it will not fit in my storage cupboards as it is about 4" too long.  Now I remember why I said to myself - don't build anything over 22"!  Also the coupling geometry is a bit peculiar going around corners, but not enough to cause a problem.

Oh well, I knew things were going too well!

Peter in AZ

[Sir Clothem Cap]

it is time to post some photos now you have fixed the time period

[IrishPeter]

I am becoming enamored of the Cromarty Light Railway idea again, I suspect mainly due to lack of progress with the Irish stuff, which probably indicates lack of enthusiasm on my part. I like the whole Calthrop approach to Light Railways as it appeals to the hard-headed, "where-there's-muck-there's-brass; if-tha-does owt-for-nowt-tha-does-it-for-thysen" Northerner in me.

Anyhow, the two vehicles I started back in February are back on the work bench. The Zillertalbahn loaner is being tweeked ready for use, and the Leek and Manifold out of Barsi compo-brake is being worked on too. Next project - (and I have the bits) is a transporter wagon. Now the question is do I try and make it somehow work for Ga. 3, which will make it tight to get what is basicallya 4' gauge rollwagen working for a 2'9" gauge railway, or do I go for SG being 3"/76mm and resign myself to a lot of scratch building rather than bodging 'Gummi Scale' Thomas the Tank stuff? The question is how to I make a 58mm B2Bs work with a 45mm gauge railway; I suspect the answer is go with 3" gauge for standard! I have visions of fish wagons and coal wagon being carried atop R&CLR transporters, and it appeals to me.

The rest looks like pretty plain sailing. I have noticed that I feel compelled to add a lot more detail with 16mm scale than I do with 15mm even though the difference is only, what 7%! I have been assessing the potential of the local pe and bean tin supply for corrugated iron, so I think the building projects with be easy enough too!

I am beginning to have some enthusiasm again!

Peter in AZ

[IrishPeter]

The winter track laying has got me most of the way down the big hill, and the code 250 rail ran out within a foot of where I calculated it would   Now I am busy tweeking it so that there is enough super-elevation that I do not roll any more vehicles down the embankment by Rickety Bridge. However, I need to shift a sprinkler head before I go any futher, and, as this is a more heavily trafficked area, back on to elephant rail.  This will involve reworking one of the more conspicuously wilderness areas of the yard, so input from the Planning Authorities will be required.  

At the moment I am having a heck of a job keeping my 2'6" stock on the rails.  They are big vehicles, so any mess-ups are magnified.  This evening I set about the three runnable vehicles.  The Calthrop coach got its compensation altered to allow a bit more of the old rock and roll below the decking.  The same treatment was meeted out to the 25' open bogie wagon, and the Zillertalbahn coach is being checked on a sheet of glass for having 'one leg shorter than the other three.'  It seems more than usually good at the wobble and fall off routine. Hopefully this should cure the ballast plough tendancies of all three.  If not there is some serious head scratching to be done!

Peter in AZ

[MDLR]

............ the Zillertalbahn coach is being checked  on a sheet of glass for having 'one leg shorter than the other three.'  It seems more than usually good at the wobble and fall off routine.

In that case, Peter, use this coach to correct any track defects! If this coach will run, everything else will! I have a WLLR van which has a longer wheelbase than most of my stock, so it always got used as a "test vehicle" and once THAT would go round, no other stock gave ny trouble!#

[IrishPeter]

The Zillertalbahn carriage did turn out to have "one leg short" which I proceeded to fix by boring out the W iron to match the others. She is a 'bit box' coach so there are bound to be a few oddities. Hopefully things are now 'close enough' and I will be using her for checking the track, as you suggest. Unlike the Calthrop she has 32 third class seats, so she was likely to be a traffic manager's favourite! I had the two bogie vehicles down to derailing only on the top corner which was laid in the begnnings of a snowstorm, so I doubt anything is truly straight level and solid at that point. It will need some heavy fettling either tomorrow or Stephen's Day.

Peter in AZ

[Narrow Minded]

I had the two bogie vehicles down to derailing only on the top corner which was laid in the begnnings of a snowstorm, so I doubt anything is truly straight level and solid at that point.  It will need some heavy fettling either tomorrow or Stephen's Day.

It sounds like the PW gang will be celebrating on New Years Eve with the double time earnings!

[IrishPeter]

The PW crew emerged from hibination today and took a shot at reballasting 'the worst bits' and got the derailments down to one which is at the exit from an awkward left-hander at the bottom of a bank.  The problem there tends to be the track slowly gettig bumped out of alignment by a Millie doing the SM45 equivilent of "considerably more than 15 mph."  

The line is now open with a 'dead slow' TSR on the appropriate curve. If this is observed the train survives intact.  If not - ground fault!  The Ziller coach is still being a thriller, and derailing wherever it can find half an excuse.  However, I am going to build a transporter wagon next, which has a shorter wheelbase.  If that sucker derails allover the place I will set to work getting the track fettled so both it and the Zillertal coach run OK.   

Angus and the Lads will be out tomorrow morning on 'time and a bit' to finish the job, whilst next week's job is to get beyond Revival Hill (so steep, it gives relief crews off the mainline religion) and down onto "the flat."  

Added 29/12/12 - The track down Revival Hill was completed this afternoon.  The next stage will be the horseshoe bend which will require quite a bit of earthworks, and then it will be time to build the passing station, which is the cause of the recent outbreak of interest in signalling.  Fortunately, as the Cromarty does obeisence to the Highland Railway, which was a McKenzie and Holland outfit, and whaddaya known, R/H does a McK & H signal as used by Festorail!

Added 31/12/12 - After a break for the Lord's Day, the construction crew was back at it today firming up plans for where the line should go after Revival Hill.  The obvious plan is a short straight off the end of the Hill, then a horseshoe curve back into the passing station (working name "Two Pines") which will be followed by a straight towards the terminus.  I drew a sketch map and took it to the domestic planning authority who seemed happy enough that I had missed all important plant life out front.  The lads got off in plenty of time to celebrate Hogmannay, and I imagine they won't be overly lively when they get back to work on Wednesday! There is a sketchy plan to swing the line round to the left and have the terminus on a bend - a bit reminescent of the 1923 VoR terminus at Aberystwyth.

Peter in AZ

[IrishPeter]

Over the past week the line as been pegged out as far as the lower terminus, and the horse shoe bend has been constructed. The climb from the valley bottom to the summit is pretty steep (1 in 24?) but Millie flogged seven four wheelers up the hill on less than half regulator so I do not think it is going to be an operating problem provided I remember to intercept northbound trains just before the top of the hill.

The area I am working in now used to be a small lawn, which, with our climate needed irrigation. AFAIK there are only 9 sprinkler heads down there, but they have an unerring knack for being in railway unfriendly places. The passing loop is going to have one in the six-foot way because that is the only way for me to squeeze it in between a tree and a flower bed! The garden path is - thankfully - on the other side of the tree so no conflict there! Work is currently stopped pending a trip to buy in some more ballast.

Peter in AZ