BASINGSTOKE IN "OO"
PART FIVE
Scenery and Structures
Above:
The scenery around Basingstoke, seen from the cab of a Battle of Britain
locomotive, as it passes over Battledown Flyover. Faintly visible on the
horizon is the town of Basingstoke. April 1967.
Much of the scenery is already pre-determined
when basing a layout on a real life location. This also of course involves all
the buildings and structures, and means that virtually all of these will have
to be scratchbuilt.
Above: Model scenery, including the local farmers cows....
A clear understanding of the scale of Basingstoke station can be obtained by refering to "Part One", where you will find scale plans of the station in the 1950´s.
Basingstoke station grew in stages. It began
with a two track line constructed by the London and South Western Railway
(LSWR). Then the Great Western Railway (GWR) arrived with a broad gauge single
track branch from Reading, and constructed a small terminus alongside the LSWR
station. The problems of trans-shipping goods between broad and standard gauge,
resulted in the GWR making their line dual gauge. It was also doubled as
business grew.
Growth affected the
LSWR as well, and the station was rebuilt first in 1861. Continued growth as
the LSWR network expanded resulted in the line from Waterloo to Worting
Junction, just to the South West of Basingstoke being quadrupled, around
1899/1900.
This resulted in a major rebuild at the
station as an extra two tracks had to be accommodated. So nearly all of the
1861 station was swept away and replaced, with completion of the new and much
enlarged station in 1910.
Above: Basingstoke station
soon after the reconstruction of 1910. The platform canopy next to the London
bound local train being about all that remained of the 1861 rebuild.
In 1935, the GWR
agreed to let the Southern Railway (SR) who had taken over from the LSWR, run
the complete station including the GWR part. This resulted in rationalisation
of the GWR part of the station. The GWR overall roof dating from the 1840´s was removed. The two GWR terminal
platform tracks were altered at the buffer stop end. They were linked together
to provide a run round loop, and this track was also extended to connect with
the SR locomotive shed, and SR Up freight sidings to the South. Only the GWR
platform forming an island with the SR Up Slow, continued as a passenger platform.
The other GWR platform simply becoming the run round loop, and a connecting
track for SR-GWR freight from the SR Up Yard.
Above:
All that remained of the ex GWR part of the station, seen in 1958. This shows
the normal passenger platform right. A railway special is using the normally
unused platform, run round loop. Although normally unused for passengers, this platform
had to remain in place as there was a station entrance and connecting subway.
When BR closed the
little GWR engine shed in 1950, the building was quickly demolished, and the
space used to expand the ex GWR goods yard (North Yard). By this time ex GWR
locos were mainly involved on Inter-regional workings and needed to use the SR
shed turntable as the ex GWR shed had no turntable.
Above:
Basingstoke station looking towards London, around 1962. This reveals the
station as it will be modelled. In the left background can be glimpsed the ex
GWR part of the station as seen in the previous photo. Virtually everything seen
here, except the platform lamps will have to be scratchbuilt.
Freight
at Basingstoke was catered for by goods yards provided by both the GWR and LSWR
primarily to serve the town and surrounding district. The GWR goods yard was
basically alongside its small terminal station, cut into the low hillside, on
the North side of the railway, and later named the North Yard. The Southern Goods Yard being positioned at
the opposite end of the station and on the opposite (Down side) of the line.
Both Goods Yards had large Goods shed buildings with two internal tracks.
Further
freight sidings were provided in the "V" between the junction of the
GWR and SR lines at the London end of the station and next to the line to
Reading. These were the original "Clearing House" sidings for
Interchange freight between the Two Railway Companies.
Yet further
the Southern found it necessary to install a handful of freight sidings on the
Up side of the mainline, which used basically the same access as locomotives
going to the locomotive shed. These sidings being opposite their main Downside
Goods Yard. These freight sidings became necessary post 1935 as a result of the
new freight and locomotive connection between the SR shed, and the ex GWR
station.
Above:
Having just departed the Up sidings South Yard, Class S15 4-6-0 No 30509
trundles through the Up Slow platform at Basingstoke with a trip freight for Woking
Yard.
Also
at the south western end of the station was the large Southern locomotive shed.
This being on the Up side, of the line and conveniently placed to allow ex GWR
engines direct access from the ex GWR part of the station, via the connection
installed around 1935.
Above: Devoid of name and number plates, Ex GWR 6851 "Hurst Grange"
4-6-0 simmers on the connecting line between the GWR part of the station and
the SR shed, seen in the background. August 1965
The pictures
above, clearly reveal much of the size of the station area, and many of the
structures to be modelled. Of course the scenery doesn´t stop here, as the
layout actually portrays a scale 5km of line. So much of the rolling
countryside, as seen in the initial picture at the top of the page, also has to
be made, including the flyover.
As I had transfered from 2mm Japanese outline modelling, when starting construction of Basingstoke. Changing scales involves a little re-coordination shall we say. So with respect to structural modelling in 4mm I decided to tackle something
fairly straightforward for starters. This being an industrial building or small
factory at the London end of the station. The building is actually fronting a
road that passes under the railway at this point. So little more than the roof
is visible at track level.
Above:
The first building tackled was this industrial building. The original also
visible in the magazine picture strategically placed, you might note !
Buildings
such as this, I make using plain white plasticard for the basic shell and
strength. Then Slaters embossed "brick" plastikard is overlayed. The
original roof during the period modelled appeared to change from corrugated asbestos
to asphalt matting. The latter being simpler to model was made by spraying a
sheet of A4 paper, in a subtle variety of deep grey shades. Then simply cut up
using a scalpel into strips, and glued to the plasticard roof. Items such as
downpipes, guttering and the chimney, were then added, made up from round, and
half round plastic rod. Other items such as bargeboards were cut to fit from
thin plastikard.
Above: An aerial shot of the Industrial building, revealing its full height and size. The road bridge and retaining wall also now added.
Next
I decided to model something more challenging and useful. So I turned my
attention to the Locomotive shed. Basingstoke shed was a three road structure.
At 170ft long it was obviously intended to accommodate a maximum of three
tender engines on each of the three roads. Something the size of Mr. Drummonds
quaint little T9 "Greyhound" 4-4-0´s for example.
Photos
of the shed in the 1960´s often reveal that three modern tender locos the size
of Mr. Bulleids rather larger West County Class, wouldn´t quite fit and spilled
out a little. This is rather inconvenient, as I wanted to get three
"bigun´s" inside. Mainly to keep the inevitable dust of as many locos
as possible, as much as possible. I therefore decided to build the shed
slightly over length at 200 feet, or a scale 800mm long in 1:76th scale.
Above:
The main shed "shell" in 3mm modellers plywood. A start having just
been made to cover this in Slaters plastikard "flemish bond"
brickwork.
In
addition to the length the actual shed area is also 56ft wide, and 40ft to the
roof hip. Further attached to one side are crewrooms and workshops making the
whole building even larger. The shed incidently had no roof windows, making it
rather dark inside. So I realised that sooner or later someone would derail a
locomotive by hitting the buffer stops inside the shed. Obviously the shed
would have to be removable to re-rail anything. I therefore decided the main
shed structure and the attached workshops would have to be built as two
separate structures. The "attached" workshops, would be fixed, and
also act as a guide when lifting off and replacing the main shed building. Even
so the actual shed part is still quite large, and fearing plasticard alone may
not be rigid enough, I decided to also use plywood. This being special
modellers plywood 3mm thick and intended for use in radio control aircraft or
boat construction.
Above:
The exterior being covered with "Slaters"
embossed plastikard brickwork. Interior sprayed matt black, the normal colour
inside any steam shed ! Roof construction just started.
The
ply was cut and glued together in up to three layers. So as to achieve the
buttress and other layered brick effects of the shed design. Once the shell was
constructed, and tested for strength and rigidity, Slaters "Flemish
bond" embossed plastikard was cut and glued to the wood. A start was then
made on the roof in 1mm plastikard. The original engine shed roof, appears from
most photos to have been made of something such as lead covered timber decking,
possibly also coated in Bitumen to ensure it didn´t leak. To replicate this
large "panelled" effect I simply cut up oblongs of 0.25mm thick
plasticard, and layed them like very large tiles over the supporting 1mm
plasticard. Then sprayed the whole roof in Halfords Matt black.
Above and below: The front and
rear of the model showing the awkward glass panelled areas in the apex of the
roof. Also the rear access door in green, and the blank section of walling
where the seperate workshops and crewrooms will butt up when constructed,
(upper photo).
The main roof chimneys were of metal construction, and
thankfully fairly simple to construct, as no complex brickwork or oddly shaped
chimney pots were involved. More complicated were the large glass panels at
each end of the shed in the apex of the roof. The one at the rear would appear
to have been repaired, possibly as a result of WW2 bomb damage, with fewer
panes. The front panel above the track entrances, always appears to have had
one or two broken panes, in various places. Probably as a result of locomotive
chimneys being parked directly beneath, and the heat cracking the glass. So the
model replicates this.
Above: The nearly complete main shed building, with
just the chimney tops to construct. The pits infront of the shed, are from the
"Peco" range.
One other point to note is the fact that the adjoining
workshops and crew rooms did not stretch for the whole length of the shed. But
only for two thirds. The final third of shed walling included a pair of large
double doors, I assume to allow locomotive parts to be dragged in and out on
trolleys. I should add that in addition to the workshops and crewrooms built
onto the side of the front two-thirds of the shed, there was a veritable
"village" of other small buildings and huts scattered around the rear
and between the shed and the mainline.
Above:
The rather run down real shed on 30.4.66, with a selection of BR Standard Class
4 and 5 locos. Class 5 No:73171 seen left is displaying the headcode for
"Inter-regional" trains via Reading. Which was intentionally the same
as other regions express headcode. The Southern 6 position headcode system
denoted route, not class of train, as on other regions !
The next building to be tackled was a first
step in construction of the numerous and large buildings required for the
station and its immediate environs. The first of these being the oldest
structure still remaining, that of the canopy at the country end of the Up Slow
platform which dates from 1861 and the stations first rebuild. It doesn’t match
at all with the newer canopies (one of which it is connected too) that were
installed during the second rebuilding around 1900-10. This odd canopy has a
mix of brick and timber for a rear support wall with a rather low V shaped
canopy roof. The cast iron support columns are not centrally placed but nearer
to the support wall than the platform edge. The model uses a piece of hardboard
as the rear support wall with plasticard planking and embossed brick parts, and
a plasticard roof section, with brass tube dressed for the supports. The Ratio
SR style concrete platform lamp seen in the photo below, has a loudspeaker
hanging from its nearest bracket, if you look carefully !
Above: The odd 1861 era platform canopy being test fitted. In the
foreground is the GWR to SR connecting spur. The two under bridges with the
local roads which actually joined beneath the platforms, part constructed. In
the background an M7 0-4-4T in the Down Bay, with a kit built Pull-Push set. In
front of the train are the first brass support columns for the next section of
platform canopy.
To finish up
this section on scenery are a selection of shots taken "out in the
countryside". The first reveals the part built formation around Oakley
station. Which on the "Mk1" layout had to be incorrectly positioned on
the four track section for the problems stated in Part 1. However it does
reveal typical rolling countryside as found in this geographical area. The
scenic materials are mainly from "Woodland
Scenics" which are made not from coloured sawdust, like many cheap
scatter materials, but from ground foam which uses a colour fast dye to resist
the bleaching effects of the sun.
It
may be pertinent to point out here that all the Peco track used on the layout
is of course the new code 75 NEM system "finescale" track. This
fairly new "finescale" track system was of course designed to meet
the new refined tolerances of the NEM wheels as fitted to virtually all new
model trains for some years now. Simply put if you insist on using the old code
100 type track, with modern NEM fitted rolling stock, you will experience more
derailments than with the new "finescale" track.
If locos in
particular still derail, then its most likely the back to back measurment on
the loco wheels is either to narrow or wide. This problem is easily cured if
you buy and "NEM Back to Back gauge". You simply push it between the
wheels to check the wheels accuracy. If the gauge won´t go in, gently force it
in. If there is slop, then you have to carefully press the wheels together a
bit on the axle. You´ll be surprised just how many commercial models are
fractionally out when purchased, and how much better everything runs as a
result of this quick check....
Above: A view of a hillside under construction. The polystyrene having been glued in place earlier is now being sanded to shape using a surform, prior to being covered in newspaper (see text).
Above: The area seen in the previous picture now papered over, and part painted in brown earth colour.
Hillside construction is achieved fairly quickly
and cheaply by using scraps of old polystyrene packaging, easily cut with a
small saw and stuck in place using non waterproof PVA Woodwork adhesive. You can then sand
the polystyrene to exact shape, once it´s glued firmly. Then rip up some old
newspapers into strips and dunk the strips in a bowl of PVA (20%) and water
(80%) well stirred. Slap the newspaper over the polystyrene about 3 or 4 layers
thick and leave for 24 hours to dry. Paint with a cheap brown/earth coloured
water based paint. When that´s dry, you´re ready to apply the scatter
materials, again using the non waterproof PVA, smeared neat, in a thin
film, over the painted paper. Only spread small areas of PVA about 150mm x
150mm (6" x 6") at a time, as the glue loses its tackiness fairly
rapidly, because it forms a skin. The scatter material should also be gently
patted into the glue to ensure it makes a good contact.
Above: The rolling Hampshire countryside, under construction around Oakley station. Polystyrene leftovers ready to form the next section of hillside in the background. Much of the track has been given a spray of "Track colour".
Ballasting can be achieved in a similar manner to hill construction. I use two slightly different methods. One for plain track and another for pointwork. It should be said that ballasting is a long laborious job, but if you don´t get this job right, your track simply won´t look realistic.
Above: Ballasted track. Here a four track section of Peco "Finescale" track, complete with 3rd rail, soldered to tiny brass screws for strength, has been laboriously ballasted and spayed "Track colour". The chalk cutting uses "Plaster of Paris Bandage" (from a chemist).
An important tip when laying track, is NEVER pin, screw or nail the track down. Screws, pins, nails will cause little dips in the track, and upset the smooth running of trains. I simply glue the track in place using PVA woodwork adhesive. This is strong enough to hold the track until you get around to ballasting it. I use "Tracksettas" (aluminium track rulers), to get nice sweeping curves without odd kinks in it. Then using Peco N gauge track pins, I very carefully just tack the track in place. Driving the pins only part way in. These pins are of course removed, as soon as the glue has dried. This will be sufficient to stop even flexi-track from moving while the glue dries.
I should add that to remove the rumbling effect of trains, I lay all my track on 1/8th inch ( 5mm) thick cork WALL tiles or rolls of this material. (Not floor tiles they are too hard). Purchased from DIY stores. As the PVA glue soaks into the cork material slightly, you need at least 1/8th inch thick cork, or the glue makes it to hard to remove much, if any of the rumbling effect !
Above: Peco and handbuilt track laid on 5mm thick cork. Note that 5mm cork also helps provide depth for Kadee under track uncoupling magnets, one of which can be seen under the handbuilt track, this side of the steam locos driving wheels. The Peco third rail "pots" (white) were not strong enough being plastic, the 3rd rail being soldered instead to tiny brass nails. The locos (both modified Hornby) were testing 3rd rail clearances.
Firstly plain track. I carefully pour Woodland Scenics real granite fine (intended for N gauge) chippings onto a a section of track a couple of feet long. I then fiddle about smoothing it out so it reaches the top of the sleepers. If there is another track parallel I fill the complete space between the tracks to the top of the sleepers. On the track side next to scenery, the edge of the ballast needs to extend about 8-10mm beyond the sleeper ends. The full depth of the edge of the ballast should finish with a nice 45 degree bank, and this edge should stay neatly parallel with the track. Beyond the ballast on many sections of track was some sort of drainage ditch, particularly if the track was in a cutting.
I then spray the area from a few feet away with water using an old window cleaning liquid spray, to get the ballast damp. This helps to hold the ballast in place for the next step. Using an old Evo Stik PVA bottle, I fill this with only 15% PVA glue and 85% water, along with a couple of drops of Washing up liquid (to destroy surface tension). Give the bottle a good shake, before very carefully dripping this mix onto the fresh ballast.
Above: Plain track ballasting in progress, and a long 5ft/7ft curved handbuilt point at the end of Oakley station platforms.
With pointwork, because we don´t want to get ballast and glue into the moving parts if possible. I fill a jam jar half full with ballast, and then add the PVA/water/washing up liquid mix. Give this a good stir, and then carefully using a small old screwdriver (small enough to fit between the rails) apply little lumps of this ballast glue mix. Obviously the screwdriver acts as the applicator, and you can ensure the ballast only goes where needed and not around the moving tiebar, or other mechanism moving parts.
When the ballast is dry (usually a good 24hrs), it should be rock hard. You can then use something like "Railmatch Track Colour" spray paint, to cover the whole track area. Ensure all the rail sides are also covered. When this is dry you simply use a Peco track rubber or similar to rub the rail surfaces clean.
Above: More scenery. The A30 road, crossing both the Southampton and West of England lines on Basingstoke Mk1. Here the track, bridges, and cuttings are virtually finished, and a start had been made on constructing the railway cottages at this point. The King Alfred (of Winchester) buses, even have the right destination blinds - Basingstoke and Stockbridge.
One last and important point about my method is this. Having used the PVA non waterproof variant (In the green bottle if using Evo-stik). It is possible to lift your track, and replace, move or salvage it, should you need too. You simply pour warm water onto the track, and leave for about ten minutes to soak in. Then using a steel ruler you can carefully slide this under the track, and lift it. You can then wash the track, to get remaining bits of ballast off.
Above: A little detail. A speed sign for the junction, a signalling electrical cabinet, and some point motors of the type found around Basingstoke, and of course those telegraph poles.
Above: Oakley station car park area. Track and ballasting complete. Hillsides and platforms in place. Etched brass Scots Pine trees planted. Fences and hedges now being installed, as the tail of an Inter-regional train, Gresely & Thompson coaches, passes. Now wheres that station building got too....
The hedges seen in the photos were made from Woodland Scenics foliage material glued over some odd scraps of cork tile. The etched brass Scots Pines and other types of trees, are from an Architectural Company "3D" in London. Many of the trackside fences are made from fine brass wire and square plastic rod with holes carefully drilled through them. Even the dummy point motors were made out of plasticard, to the type seen around Basingstoke around 1960. The signals seen, are modified Eckon heads, on scratchbuilt (plasticard) gantries, or Model Signal Engineering (MSE) etched brass kit gantries.
That currently completes "Scenery and Structures". See also :-
Part 1 - Introduction.
Part 2 - Further Research.
Part 3 - Baseboards and Control Panels.
Part 4 - Construction and Operation.
Part 6 - Coming soon - Steam locomotives.
Part 7 - Coming soon - Modern Traction.
Part 8 - Coming soon - Coaching Stock.
