MARCH 21 Horfield

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An overheard conversation whilst manning "Horfield" at the 2014 Southampton MRS Exhibition - "Don't think much of this one, its just straight track without any points" - his pal responded, "Yeah you're right, all that space wasted its just one train after the other." As they moved away from the barriers, I smiled inwardly as I recalled Tony Wright recounting a similar tale (probably over a beer or two) that when operating "Stoke Summit" a punter loudly complained over a perceived lack of variety on view, remarking "your layout is just loads of trains going round and round" or something similar. Tony, in his inimitable fashion of course, promptly grabbed the guy's hand, shook it vigorously and thanked him profusely - leaving one rather bemused customer  to wander away shaking his head in utter confusion!

Now, please do not think that I am comparing our own modest efforts to the inspiring results from Tony's team, but it did make me consider how we all seek something different from our own projects and also when looking at others work - and long may this be the case, for it would be an awful shame to attend exhibitions with a plethora of samey layouts on show. Shades of the 1970's when it seemed every other offering sported a GWR country terminus to fiddleyard, even yours truly as a lifelong Swindon devotee (Horfield's dalmatian is named 'Brunel'- the horses 'Dean' and 'Gooch' !) felt there was very much a sense of deja vu.

Hopefully, our two dissatisfied visitors at Southampton found a small 6ft x 2ft layout with 2 or 3 locos covering a 15-minute shunting sequence and the occasional branch passenger train more to their taste. I am not denigrating this type of exhibit, far from it, as frequently the standard of modelling is very high and naturally I can appreciate and admire that, but I know that I would not particularly enjoy operating such over a weekend, or indeed even at leisure at home. Horses for courses, as ever I suppose.

Our layout falls firmly in the tailchasing 'watching the trains go by' category and is also set in the steam to diesel handover period, a scenario that also now receives a fair amount of criticism as being somewhat overdone and becoming stale. Most of our building/operating team are fans of this era, however, being the time of massive change throughout the BR system (not solely in motive power) and therefore was a natural choice as, excepting 'Diesel Dan', the remainder of our group is definitely steam-age aficionados.

The history

Horfield Platform opened in 1927 to serve the growing suburbs of north Bristol, with platform faces serving the then double track section some three miles out from Temple Meads. The lines were quadrupled and additional platform faces added in 1933, with a passenger overbridge serving these linked unusually to a booking office placed at the top of the cutting side, accessed via  Bonnington Walk bridge. The station was closed in 1964 and demolished in the 1980s, the track layout reduced to two lines only again, and today little remains apart from a few brick courses showing the stations former position. There are, however, plans to once again re-introduce the four track configuration in the future.

The model

Located firmly in WR territory, the variety of motive power and rolling stock was initially surprising when researching, undoubtedly its important geographical location resulted in many holiday and cross country trains requiring a loco change on reaching Temple Meads, while some freights and passenger trains also handed over at St.Philips Marsh.

Midland Region locos were common, ER less so and the appearance of anything from the Southern was probably a football or troop train extra. Whilst we try to portray this variety, we are aware that it is a temptation to overdo the exotic to the detriment of showing the bread and butter traffic passing this spot, as we try to depict a typical few hours by the lineside.

The practical problems inherent with constructing a largish (35' x 10') layout surfaced fairly soon, the loss of our shop basement premises proving a major obstacle. Work carried on with the baseboards and buildings required off-site, the occasional use of school premises on some weekends and holidays being useful. This was not a permanent solution and, reluctantly, work was suspended when this option too was lost. Some three years or so passed before we were fortunate to be offered houseroom courtesy of the RAILs group in their New Forest-based clubroom. Thanks to them, we were able to complete the build and we stayed there until returning 'home' to our new base in the Bournemouth/Poole area fairly recently, where we now enjoy a more than an adequate area for 'Horfield' and other projects.

There is no compression of the area modelled, the distance between the Lockleaze Road steel bridge at the Bristol end and Bonnington Walk overbridge at the station is to scale, as are the platform lengths. A 16-road storage yard colour coded for ease when setting up stock feeds the running lines with 46 trains, which we run in a sequence lasting 55 minutes, thereby offering plenty of action and seemingly satisfying most viewers. Track is C & L code 75 on the running lines with Peco code 100 for pointwork and track in the yard.

Through the years

One feature we like to regard as unusual, if not unique, is our train sequence progressing through the six-year chosen timespan. Commencing in 1955 with a black 'Grange' at the head of a blood and custard rake of ex GWR stock, we then show the last examples of soon to be extinct classes such as the 30xx ROD and 'Star', before moving through to 1956/7 when the mixed traffic WR 4-6-0's began sporting lined green livery incorporating the revised tender emblem, coinciding with the re-introduction of chocolate and cream for express passenger coaching stock.

Finally, in 1961 we have the new order of motive power, diesel hydraulics, and the full 8 coach Blue Pullman. Earlier in the roster, we also run the Pullman's predecessor a Castle hauled 'Bristolian'. We believe this idea of a historical (no - not hysterical) story adds to the onlooker's appreciation of the scene.

The trains

The majority of items in both motive power and rolling stock are RTR from the leading manufacturers, some have undergone a full repaint/reline, but all are detailed to some extent including etched plates, lamps, crew and coal. Every item undergoes weathering to varying degrees. We do have a couple of kit-built 47xx 2-8-0's and some locos boast a replacement Comet chassis, whilst, as already mentioned, a full eight-car Blue Pullman set has been built from two Bachmann sets fitted with sound and power cars at either end. Crew members Roger and son Steve have also between them converted an old Lima DMU set into an essentially needed Pressed Steel (later 117) set, which appeared around 1958 in the area. Among the coaching stock is a rake of ex- GWR stock consisting of several items with the excellent Comet overlays, many more kits are evident within the freight ranks, mainly but not exclusively from the PC range, and Steve has constructed a lovely long rake of Esso B tankers from the Airfix/Dapol kits. 

Summing up, a 30ft stretch of mainline does allow us the opportunity to run prototypical long freights and 12 coach passenger trains, which we utilise fully, whilst not forgetting the more mundane traffic of suburban stoppers and pick up goods.

Presentation

We are fortunate to have a settled available team of eight, normally taking sid when exhibiting, however, all members are committed to presenting and operating as 'professionally' as possible, at the same time not forgetting of course, that we are there to enjoy the occasion as well. We have always found the social aspect of the hobby most rewarding and have made many new friends on our travels over the years with differing layouts. The trains are run necessarily strictly according to roster, relying on the drivers at either end to maintain prototypical speeds (particularly remembering the 1 in 75 incline up to the Filton end) and, of course, obeying the signals. Thanks to DCC operation at the Bristol end, we can recreate double heading, banking and offer selected sound and smoke. The writer has been dubbed the 'Filton Luddite' as all trains from this end run under analogue control. The whole affair is illuminated with a full-length lighting pelmet, all fascias are finished in walnut veneer - it saves that tedious paint touching up prior to shows - fronted by a series of display boards carrying information panels relating to the train sequence and published photos. These boards are also useful in doubling up as crowd barriers.

Layout details

 

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