BASINGSTOKE IN OO - PART TWO

BASINGSTOKE IN "OO"

Above: Merchant Navy class 35005 "Canadian Pacific" passes Basingstoke locomotive shed, with an Up Bournemouth express in 1960.

PART 2

Further Research

To aid with the planning and operation of the layout timetables, and the correct combinations and formations of stock and locomotives. A little further research was necessary.

Firstly reference to certain British Railways internal publications was imperitive, if any sense of accuracy in operation of the layout was to be acheived. A real railway wherever located in the World, needs lots of operating publications if its staff are to make the whole function reliably. Included in these publications are firstly Timetables. Public timetables give basic train times of passenger services, but the railway also has what are known as "Working Timetables", which show in addition to the passenger trains all other movements such as "Light locos" and freight trains.

To ensure all the necessary locomotives are available at the right places and times, "Engine Working Notices" (EWN) give details of each locomotives precise operation.

"Carriage Working Notices", (CWN) detail the precise formations required for each train, and how this formation is altered en route.

The "Carriage Working Notice Appendix" (CWNA) gives details of all available carriages and certain vans, such as Post and Parcels types. In the case of the Southern Region it also showed how most of the coaches were run in fixed "Sets", and what "Loose" vehicles were available to add to trains in times of overcrowding. Details of catering vehicles and what services should have these added, and even details of all available Pullman cars.

Having obtained access to many of these publications, thanks to the SEmG* and BRCS*. I began by exploring the railway timetables to get a good idea of just what passed through Basingstoke. 
  

Above: London Waterloo to the West of England public timetable for summer Saturdays in 1957. Note Basingstoke appears on the fourth line, and all the stations to Exeter are then listed. Click on timetable to enlarge !

It will be noted that only a few of the expresses to the West actually stop at Basingstoke. Many are shown as also including "Restaurant cars", and "Through coaches" such as the 10.45 departure from Waterloo. This train being a Summer only service direct to Seaton. It also included a Buffet car. Note it stops at Axminster to detach two or three coaches for the Lyme Regis branch, which would have been attached to the branch train to reach Lyme Regis. It then chuffed up the hill to Seaton Junction, where the remaining 6 or 7 coaches had to be reversed into the branch platform. As large locomotives were banned on this little branch, something like an Ivatt 2-6-2 tank would probably have been waiting to haul this lot down to Seaton. Such a large train would have filled the whole station at Seaton, and been the event of the day, as the hordes de-trained and headed for the hotels and beach. 

The timetable also reveals something of the local services serving Basingstoke, such as the 09.25 Woking to Salisbury   which departed Basingstoke at 10.14. Stations between London and Basingstoke apart from important Surbiton and Woking, are not shown. A Separate timetable covered that section. Also the express service to Bournemouth and Weymouth is not shown, and again is covered by its own timetable.  

Above: Extract from the 1958 Basingstoke Engine Working Notice (EWN), of Duty 231 for a Class N15 “King Arthur”. Revealing the Inter-Regional work required of Basingstoke based locomotives, and what trains your model locos should haul. 

Then I turned to the "EWN" notices, an example of which is seen above. This clearly reveals that Basingstoke locomotive shed had at least one class N15 "King Arthur" 4-6-0 allocated in 1958. It will be seen from this duty (No 231) that the locomotive basically does a return trip to London Waterloo, with a semi-fast train, on Monday to Thursdays. 

Fridays, however the loco clearly has its work cut out, as it has to make an overnight journey to Banbury in the Midlands, and back. It takes over a train from Portsmouth which left that town at 10.20pm, and continued beyond Banbury to Derby and Nottingham. The loco then waits at Banbury to work another overnight train. This being the 21.42 from Newcastle to Poole, which it works back as far as Basingstoke.  

Above: 30773 N15 King Arthur Class "Sir Lavaine" at Basingstoke with Nine Elms Duty No 11 (note duty number on lower headcode disc). The train is the 12.54 Waterloo to Salisbury which paused at Basingstoke from 14.15 until 14.48 to allow time to attach a parcels van. 

So that little duty card (No 231) seen above, reveals just how many long distance services changed locomotives en route. 

Studying many hundreds more of these "EWN" notices, revealed how the rest of Basingstokes shed duties worked, along with the much larger sheds at London Nine Elms, Salisbury, Eastleigh, Exmouth Junction (Exeter) and not forgetting Bournemouth shed. These being the main sheds, providing locos for passenger trains seen at Basingstoke. Other important sheds such as Feltham, Guildford, and Fratton (Portsmouth), filled in with freight and certain local jobs.     

A similar process, although a little more complex applied to the coaching stock. In this case the CWN´s were carefully studied.  Again by sifting through these I could get a precise idea of what carriages and other vehicles such as Parcels vans were shunted into and out of the various sidings around the station on any particular day including Saturdays of course, as indicated in the extract below.         

   

Above: A page from the 1960 Carriage Working Notice (CWN) for Basingstoke on a Monday to Friday. A host of detail about the formation of trains in the early morning.

Finally the extremely useful CWNA. This publication is a veritable goldmine, as it provided me with a clear picture of all the "Sets" of coaches being operated and which vehicles were allocated to each. From this I could see which "Sets" operated through Basingstoke, and choose suitable "Sets" to model. Even the correct vehicle and set numbers could therefore be applied to the models. Additionally I could verify what catering vehicles were added to each train, and therefore what types to buy, or scratchbuild. Even which Pullmans were being used in the Bournemouth Belle in any particular year of my period, and obviously which Hornby ones were suitable.  

Above: Extract from Summer 1959 Carriage Working Notice Appendix (CWNA). It reveals some of the SR coaching stock sets. Their “Set” number and the type and individual number of the vehicles within each set. So you know which carriages you'll need for your sets.

Above: Extract from Summer 1959 CWNA. Showing workings allocated to sets.  "Type",  reveals how many vehicles in each set, and whether it includes catering vehicles. Note the Bournemouth-Newcastle working, set 880, the balancing set would have been provided by the North Eastern Region and probably made up of Gresley or Thompson stock. 

*Importantly for those modellers or interested parties. The SEmG and BRCS are two Internet clubs, that hold vast libraries of such publications and other extremely helpful information for those modelling the Southern Railway or British Rail Southern Region. They are both free to join, and you must join to get access to the information. Both highly recommended. 

SR Coaching stock and its operation   

Mention has already been made of Southern Region "Sets", so some explanation is probably necessary here. The SR operated its coaches to all intents and purposes as if they were multiple units. It grouped and even built coaches to be run in fixed formations with large “set” numbers painted on the end vehicles either side of the corridor connections in a straw colour. Even Hornby have caught on and have marketed complete sets of Maunsell stock with the correct vehicle and set numbers all faithfully painted on.

As SR coaches remained often for many years in fixed formation "sets" it was not unknown for some of these sets to have their intermediate buffers removed. This was possible on Southern coaches, from Maunsell designs onwards, as they used Buckeye couplings and the Pullman type corridor connection. Buffers it should be noted are NOT necessary on Buckeye fitted stock as the coupling is a rigid type (unlike a screw link "chain"), as long as these vehicles remain together.

It may be pertinent to mention here that the SR and LNER like Pullman stock, had elected to use Buckeye couplings and Pullman type corridor connections from 1923. The LMS and GWR had elected to keep the screw link coupling and "British Suspension" type corridor connection. As a result whenever the two types were to be connected, special adaptors had to be provided on the corridor connections and the Buckeye coupling lowered to reveal a standard coupling hook !

Above: Set 970 a 3-car Bullied “Shortie” set, showing the traditional SR set numbers as applied to the end vehicles. These models are enhanced Ian Kirk kits.

 "Sets" varied from two to ten coaches. They were often grouped by type, so, as seen in the photo above, three similar 59ft Bulleid "shorties" make up this particular set. (Models of this type only available in kit form.) The three vehicles seen are formed of a Brake Second Korridor (BSK) at each end and a Composite Korridor (CK) in between. This set when new was intended for mainline services, and usually to be found coupled to other sets to form an express train. Other typical Southern "sets" were two carriage "Pull-Push" sets for branchline duties, such as the Maunsell set introduced by Hornby in 2014.

Longer sets such as 5 car formations, of Maunsell stock introduced in the 1920´s and formed "BSK-SK-FK-SK-BSK" (SK=Second Korridor, FK= First Korridor) were also typical in mainline express formations, and can easily be formed from Hornby´s now expansive range of Maunsell coaches.

Further some of the common Bulleid 3 and 5 car sets introduced in the late 1940´s can be made up from the available Bachmann range. Further Bulleid sets can be made up from Comet coach kits. Either complete vehicle kits or as I have done, by simply replacing the Bachmann plastic coach sides with alternate brass coach sides, also from Comet coaches.

Less common were some of the oddball sets, often composed of a mix of older mainline stock from the pre-1920 era, and often made up into formations of as many as ten vehicles. These were often parked up for much of the year in odd sidings around the network for use during the peak summer season or for use on the odd excursion. Good NEWS for 2016: I see both Bachmann and Hornby are to introduce some older coach types of ex LSWR, and SECR designs.

Above: 30123 Class M7 0-4-4T, arriving Clapham Junction Carriage sidings, from London Waterloo. The leading 3-car set No 976, is of the same type as the model photo seen above. It is here part of what appears to be a 12 car express formation.

In addition to the many types of "sets", the remaining passenger vehicles were termed "Loose".  This included virtually all the catering vehicles and dining cars, as well as a selection of most other types. These “Loose” vehicles were intended to be added within or between “Sets” either to provide catering facilities, or to boost the number of seats at times of overcrowding. 

In operation this combination of "Sets" and "Loose" vehicles, begins to make more sense when it is understood, that in the days of steam, it was quite usual for many long distance trains to divide or combine portions en route. Sometimes this meant numerous portions ! 

  

A typical formation on a Summer Saturday express to the West Country might include a 3-car Bullied set destined for Padstow, followed by a 2-car set for Bude. Then a “Loose” restaurant car and a dining car, followed by a 4-car Bullied set for Ilfracombe and finally a 2-car Maunsell set for Torrington. This immediately reveals the complexities of operation as such a train had to divide a number of times at a number of locations, beginning at Exeter Central. 

The complex train formation just mentioned, only involved a few of the numerous West Country branches that all received their own through portions or even complete trains (particularly in the summer) from London Waterloo. The operation of the famous “Atlantic Coast Express” on summer Saturdays was a story in its own right. 

The trains to Bournemouth and Weymouth were also fairly complex although not as complex as the West of England route. The expresses heading down the line towards Bournemouth included Boat trains going only as far as Southampton Docks, many of which consisted of "sets"  kept specially for these frequent services.

Then there were the regular 6-car "Bournemouth sets" which Mr. Bulleid had built specially and included a restaurant car and a Kitchen bar car, as part of the set. They were easily distinguishable as all the vehicles had skirts which hid the underframes. These sets were usually combined with a three or four car set, and at Bournemouth Central, would divide. The catering 6-car simply continuing around the corner to Bournemouth West, while the other set continued all stations to Weymouth.  

Above: "The Royal Wessex" train, headed by Merchant Navy class 35030 "Elder Dempster Lines" pauses at Southampton Central on its way from London to Weymouth.

The "Royal Wessex" was another oddity. Introduced in 1951, British Railways used this new service to feature its then brand new Mk1 coach designs. The train was formed of 13 vehicles. A 5 car set for Weymouth, followed by a 2 car set for Swanage, and a 6 car set for Bournemouth West. The 6 car set included three catering vehicles. A full Kitchen car (RKB) with no seating (No S80009), sandwiched between a Restaurant First Open (RFO) (No S9) and a Restaurant Second Open (RSO) (No S1006). This heavy businessmans train proved increasingly popular. So the Mk1 coaches had to be slowly replaced, with slightly higher density older Bulleid designs !

   

Above: Merchant Navy class 35022 "Holland America Lines" in Clapham cutting with the famous "Bournemouth Belle" all Pullman train in 1958. 

The famous "Bournemouth Belle" it should be added was NOT formed of a "Set". This train was made up on a daily basis at Stewarts Lane Pullman car depot. It was normally formed of anything from nine to twelve Pullmans, from the large number of Pullmans kept at Stewarts Lane. The only common denominator was that the end vehicles were Pullman Brake Seconds. When these were scrapped in the mid 1960´s, BR Mk1 BG´s or even GUV vans replaced them. The "Belle" was actually one of five such Pullman trains introduced by the Southern Railway before 1948. These included the: "Thanet Belle" London-Ramsgate. The "Golden Arrow" London-Folkestone Harbour (for Paris). The "Brighton Belle", London-Brighton, the worlds only all electric Pullman. The "Devon Belle" London-Ilfracombe, and the "Bournemouth Belle" London-Bournemouth. The "Thanet Belle" and "Devon Belle" were hovever short lived.

Layout Operation

I have already mentioned how the layout will use ten Summer Saturday timetables in chronological order, one for each year 1958-67. However actual operation of these timetables, will require firstly a number of operators. The layout is therefore divided up into sensible operating areas, each with its own control panel. For example, the four track mainline will have two large panels. One panel for the two "Up" lines and another for the two "Down" lines, with one operator for each of the four tracks. Each operator will have a stack of cards on a ring binder, fixed to the control panel somewhere convenient, with instructions for each move. Each card will give instructions such as:

UP SLOW OPERATOR                                                           1958 SEQUENCE
MOVE: 12	MOVE TIME: 2 minutes
LOCO: West Country/Battle of Britain 4-6-2 Pacific
TRAIN: To Bulleid 10-car "Set" No 769
DETAILS: Accept light loco from locoshed. Run via "Up Slow" to No 2 Carriage Siding and attach to 10 car set of coaches (Bulleid restaurant car set 769). Isolate.

The "card" above explains the move to be made and when complete the operator moves onto the next card. The "Move Time" helps to get the various operators co-ordinated, as some are always quicker than others until all operators are proficient. This means all the Operators have to practice on the various control panels, before we sling them into an actual public operating session. In addition with ten timetables to work through, this helps keep both the operators and viewers interested. The  complexity of a large layout, is its major advantage, as Operators and viewers do not get bored so easily !

With the layout fully manned, each "Summer Saturday" timetable should take around 90 minutes to run through. This is quite long enough as the Operators have to remain attentive. Once complete Operators can grab some refreshment and then change panels, while someone else makes the necessary stock changes in the Fiddle Yard for the next "Timetable".

Many layouts I have seen at exhibitions regardless of the quality of the scenery, fall flat when it comes to operation, in my opinion. Too much talking and not enough operating, being a major fault. Many layout operators seem to forget that the "Public" have paid to be "entertained", and that means "running trains". There are of course always questions from the "Public", so I always try to rotate the operators so that one at least is outside the layout to answer questions.

As this layout will spend most of its time in the old "Goods shed" at the museum. The building it will be housed in can also have lots of interesting display material hung around the walls. This will be doubly helpful, as many viewers are likely to be Spanish, and unfamiliar with the railways of Britain.

Above: A class 2H "Hampshire" diesel electric multiple unit heads south with a Basingstoke to Southampton Terminus stopping train. The model is a "DC kits" enhanced kit. 

What will you see during a "running session" ? Well, each timetable has been closely based on a typical Summer Saturday for each of the ten years 1958-67. So if you stood watching the main Basingstoke station area for the 90 odd minutes of the session, you would see: 

A steady procession of non-stop expresses roaring through the station on the Up and Down Fast lines. These will include the "Atlantic Coast Express", the "Royal Wessex" and, the famous "Bournemouth Belle" all Pullman train. One or two expresses also pause at the centre Fast line platforms, on their journeys to and from London. There will also be a number of "Inter-Regional" expresses, which use the "Slow" line platforms, as some have to change engines at Basingstoke. These trains also have to arrive and depart Basingstoke via the junction at the London end of the platforms, as they cross to or from the Reading line. Between all these expresses will be a range of local trains. Some will be London-Basingstoke locals that terminate in the Down local platform, including the odd Electric Multiple Unit (EMU). Others such as the Reading to Basingstoke locals could be an ex GWR Small Prairie 2-6-2T, or a Southern N class 2-6-0 and a Bulleid "3-set", or even an early appearance by a Western Region Diesel Mechanical Unit.

Over in the Carriage sidings, there should be a small 0-6-0T or a Diesel shunter, messing around with restaurant cars, and trying to get them into or out off the  sets of carriages parked there. In between which the odd train including EMU´s will arrive or depart. Of course there should be quite a lot of activity in the Locoshed area at the other end of the station. Steam locos going for coal, water, or to the ash pits, and of course getting turned on the Turntable. Vanishing into or popping out of the main Engine shed building, and of course "poodling" off to the station, to change places with an incoming loco from an Inter-Regional express.

Above: One of the many expresses to be seen on the layout. Here Bulleid prototype 1-Co-Co-1 diesel 10201 heads for London with an Up Bournemouth Express. The loco is a "Silver Fox" kit.  

As it´s Saturday, there aren´t that many freight trains during the day. However you may spot a Southampton Docks to Nine Elms (London) Fyffes Banana freight train passing through on the Slow lines. Or even the Fawley refinery to Birmingham Esso tank train, hauled by either a class BR class 9F 2-10-0, or one of the "new" BRCW "Crompton" diesels (later class 33). There will of course be intermittent shunting action in the three freight yards around the station, and even the Saturday morning pick up freight down to Andover, a regular job for an LMS design "Mickey Mouse" 2-6-2T.   

That currently completes Part 2 "Further research". See also:
Part 1 - Introduction and layout plans

Part 3 - Operation and Control
Part 4 - Coming soon
Part 5 - Coming soon
Part 6 - Coming soon
Part 7 - Coming soon

Links to other "Parts" below.