Railways Blog

A blog about trains, covering photography, railway history, transport politics and modelling, in no particular order.

Arkham, Change for Innsmouth

Arkham StationThe branch to Innsmouth had closed by the time of the events in “The Shadow Over Innsmouth”, but the Innsmouth Local still runs on the HO Scale Miskatonic Railroad, set in the 19th Century, with locations inspired by H.P.Lovecraft’s stories set in New England.

The centrepiecepiece is the splendid Victorian Gothic station of Arkham, modelled on the real-live station of Salem, MA (of witch-trial fame). Much like too much of the best Victorian architecture of Britain, it was demolished in the 1950s to make way for a car park.

Hat-tip to Kenneth Hite (who else?) for the link.

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Old and New

Trams 12 and 19 side-by-side at Priestfields, between Bilston and Wolverhampton

Old and new West Midlands Metro trams side-by-side at Priestfields, Wolverhampton. Thanks to the driver who saw me taking the photo and stopped the tram with two vehicles side-by-side.

It’s a sign than the renaissance of urban light rail has come of age when we’re now seeing the first generatin of trams being replaced, even though their age is a fraction of the 30+ year economic life expected from heavy rail rolling stock. No idea whether then 1999-built AnsaldoBreda T69s will be offered for sale or scrapped.

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Combine The Garden Bridge with the Edinburgh Tram Saga, and imagine the worst-case civic scenario: Boris Johnson as Mayor of Edinburgh. A chief executive with a love of grandiose but completely useless vanity projects leading an administration that can’t project manage itself out of a wet paper bag. What could possibly go wrong?

Posted on by Tim Hall | Leave a comment

Baby Pendolino Kickstarter

Tilt-shift PenodolinosMike Hale and Ben Ando are running a Kickstarter for an N-gauge Virgin Trains Pendolino.

Love them or hate them, they’re the signature train for the electrified west coast main line, which cannot be realistically modelled without them.  The model will be produced by the Canadian manufacturer Rapido Trains.

The model will be available in 9 or 11 car versions as per the prototype, in DC or DCC with sound. For those without the space for a full-length set (A 9-car train is just short of 5 feet), there is also the option of a shortened 5-car set. The price for the basic 9-car set without DCC is £255, which compares very reasonably to Bachmann’s 6-car Midland Pullman.

The above photo is a tilt-shift image the prototypes at London Euston, by Stuart Axe.

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Nick Clegg does not like class 142s

Northern Rail 142s at MiddlesboroughAs reported in BBC News, Nick Clegg does not like Pacers

“There are thousands boarding these so-called ‘pacer’ trains. There is nothing pacy about them at all. They are cattle trucks on wheels”.

Known by some as “Nodding Donkeys” due to their pitching motion when travelling at any speed, these trains have passed their original 20-year design life by many years, and have been in service for longer than the worn-out Modernisation Plan DMUs they were built to replace.

Clegg claims southern commuters would never have stood for the things. Well, not in the south-east anyway. A few years back First Great Western needed extra rolling stock to ease overcrowding, and a handful of hand-me-down Pacers were the only trains available. They spent a couple of years in south Devon before FGW managed to get hold of some class 150 and 153 sprinters displaced from the West Midlands, and the Pacers were sent back to Northern Rail where they’re still running today.

Had First Great Western allocated them to the London end of their network and put them to work on the Thames branches, what on earth would the blue rinse types of Henley made of them?

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Hitler on Model Railways

If you have ever encountered hardcore P4 modellers, this one’s for you.

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HS25 and Beyond

Following on the announcement of HS3, the government are set to announce HS25. It will not serve any major cities but will just go round and round in circles. There are rumours that Hornby and Bachmann have both submitted bids. The system will be controlled by a big knob, but George Osborne has promised he will let other people have a go occasionally.

On a more serious note, I’m still seeing people who loudly declare that high-speed rail is a waste of money and we should be building high-speed internet instead. If you really believe that the nation should not be investing in transport infrastructure to meet future demand because you’d rather sit at home and play video games or watch high-definition porn, then congratulations; the nation’s trainspotters can look down on you as socially isolated shut-ins.

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When the customer changes the requirements

Before the customer added a requirement

This must be a familiar situation to any software developer. You come up with a clean, elegant design that meets the customer’s stated needs. Then at the last minute they come up with a new requirement.

After the customer added a requirement

So you end up with this. Someone I won’t name has described it as looking like “the world’s most disturbing sex toy”.

Coming up with an elegant way to add a corridor connection on the front of a train is a challenge that’s defeated generations of industrial designers. Even the better results have been functional rather than beautiful. But it does help if the door at the front had been a requirement from the start.

(Photos from Transport Briefing)

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Slumbering Dragons and White Elephants

The A recent Guardian piece on Welsh nationalism highlights the fact that the only major road linking south Wales and north Wales is the single-carriageway A470, “slowed to a crawl by tractors and hay wagons“, and touches on the complete lack of a north-south railway link within Wales.

In fact, there never has been a north-south main-line railway within Wales. It’s true that up to the 1960s it used to be possible to travel across Wales without passing through England, but those north-south lines were really little more than a network of local routes. What little long-distance traffic they did carry was mainly between regions of Wales and north-west England. All of them were winding single-track affairs unsuitable for high speeds or heavy traffic, not that there was much volume of traffic to start with. It was little surprise that the lines linking Afon Wen to Bangor, Carmarthen to Aberystwyth, and the meandering route from Merthyr to Moat Lane all succumbed to the Beeching axe. The only reason the Central Wales Line didn’t join them was that it ran through too many marginal constituencies.

There have been suggestions for reopening the Carmarthen to Aberystwyth line, so that it would be possible to get from Cardiff to Aberystwyth without having to pass through England. But would that journey actually be any quicker than the existing route via Shrewsbury?

A more outlandish suggestion in the comments was for an “east border” line route running along the Welsh side of the border. This would be little more than a pointless duplication of the existing Welsh Marches line that runs along the English side of the border via Hereford, Ludlow and Shrewsbury, a line that as far as rail franchises go is treated as part of the Welsh network anyway. There is no economic point building a second, parallel line just a few miles further west for purely political reasons. It would be an equivalent of the Wutachtalbahn in Germany, built for military reasons purely to avoid passing through Swiss territory.

The best way to improve rail links between north and south Wales would be to upgrade the Welsh Marches line to allow higher speeds and increased capacity. It’s just that some people might balk at spending money on infrastructure in England even if it’s for the benefit of Wales.

The truth is that Wales exists as a nation culturally, but doesn’t really function as nation economically. With half the Welsh population living close to the English border, much of Wales has far closer economic ties with neighbouring English regions than with distant parts of Wales, and transport links reflect this. Pragmatic Welsh nationalism needs to accept this reality, and abandon pipe-dreams about ambitious north-south transport links that make no economic sense and will prove to be little more than costly white elephants.

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Cornbrook to Manchester Airport in two-and-a-half minutes

A driver’s eye view of the latest extension of the Manchester Metrolink network. It starts off along the long-established Altrincham line before crossing over to the re-used formation that once carried the Midland Railway main line out of Manchester Central towards London. We then branch off to the all-new formation with several street-running sections before terminating alongside the existing heavy rail terminus at Manchester Airport.

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