Sometimes our hobby develops in unexpected ways. In late 2012 our local group were approached by Southport Model Engineering Club regarding building a 32mm line in their premises at Victoria Park. A good half-dozen of us expressed interest, tempered by the fact that the engineers would need convincing that the facility would be regularly used and might attract new members. We therefore collected some cost data to help the Club Secretary make a pitch to the committee, and suggested that a scenic line would be more attractive. The Club's large-scale lines were ungarnished track on pillars, as is normal for such installations. But we wanted a garden line, so some photos of local garden railways were collected.

 

In April 2013, after waiting for a light-enough evening to arrive, a small band of 16millers arrived at SMEC’s extensive facilities to see what might be done, who was going to do it, and at whose expense. Two options were considered, a large flat lawn in the centre of the grounds and a smaller undulating area of trees, shrubs and rockery towards the rear. The former had the advantage of a large blank canvas to work on, but needing more work to achieve a proper garden look-alike.

 

Option Two looked more do-able. Not as big, but sufficient for now, and with interesting topography. Breeze-block construction was a possible candidate, being simple to construct, robust and of low maintenance and high vandal-resistance. After some time wandering about waving tape measures, we accepted the offer of a ride behind a battery loco on the 5” line. After our pleasure was sated a few administrative details were discussed, relating to subscriptions, key deposits, access times and insurance. We then took our leave, promising to submit a (fairly) detailed proposal, as soon as maybe.

 

The Plan

The next weekend was the Peterborough show, an ideal opportunity to knock something together over a pint or three of real ale. Our plan involved about 40 yards of Peco track, half-a-dozen points and many concrete blocks. This would create a single-track line around the available space, plus a couple of passing loops and sidings. Some cuttings and/or tunnels could keep the gradient within 1 in 100. On edge, the blocks would raise the line about 8", sufficient to minimise leaf litter without making step-overs too much of a challenge for the less athletic. The area was bordered by the dual-gauge 3.5" and 5" track, and the Gauge 1 line, requiring careful management to prevent operators or visitors colliding with a speeding locomotive, in any one of four gauges.

 

For scenic effect we suggested surrounding the track with rocks and soil, with new and existing shrubs and flowers to add the finishing touches. This would also maximise the lateral strength, to resist all but the most determined vandalism attempts (from humans, rabbits or other uncontrolled wildlife), would be pleasing to the eye (we hoped), and relatively inexpensive.

 

We suggested solid concrete buildings, for their ability to sit out in all weathers with only an occasional repaint, resisting both climate change and the attentions of unauthorised intruders. To boost our environmental credentials we proposed using Rowlands mixture (cement, sand and peat/compost) to surround sleepers and rails. As well as disguising the somewhat artificial appearance of the block tops, it should encourage moss and lichen, adding a rustic look with minimal effort.

 

We addressed the matter of cost with some trepidation, as we had knew much the Club’s Gauge 1 extension was costing and we doubted if another similar outlay would be approved during the current season. To encourage discussion we included estimates for a double-track version, one of which might be 45mm gauge. And to suggest we really knew what we were doing, we included a workplan showing how to get from first spade cut to golden spike. The bidding document, word-crafted to the sticking point and spell-checked with extreme rigour, was submitted to the SMEC committee.

 

Another Plan

After a nerve-jangling wait we heard that provisional approval had been given. Just what the Hon. Sec. had said, done or put in their tea we knew not, but clearly it was powerful medicine. The next few weeks was spent in refining estimates and cunning plans to finance the expenditure. Some quantity surveying was done with a longer measuring tape and a very long piece of string. For ease of tracklaying and maintenance we considered minimising cuttings and tunnels, running the track just above ground level at the highest points and keeping it level. However, this meant blockwork nearly a metre high at the lowest point.

 

To kick-start the project and show commitment, the six potential recruits to the Club proposed to fund some of the initial costs, providing their first year's subscriptions were allocated to the project. The argument that no garden railway (probably) meant no membership fees from us now or in the future was, we thought, irrefutable. Also, the project could proceed in phases, starting with a basic oval and a single siding. We would then spend some time operating it, to show what we had achieved and didn't it look just fine. After some landscaping, funding might be sought for additional sidings and loops.

 

At this stage mutterings were heard about the confined nature of the proposed site. Other areas were too small or already allocated to other uses, but the central lawn space came back into consideration. Its level nature would simplify tracklaying and allow a range of landscaping options. Also its location would make it highly visible to members and visitors alike, so this became the preferred option.

 

After much spreadsheet tweaking, a presentation was prepared for a members’ meeting, to decide the fate of the project. There, after numerous questions, the proposal was agreed, although with a plea of ‘why just a circle?’ Further site manoeuvres with tape measure and string led to a more kidney-shaped layout, just within a 7ft minimum radius. The basis for a Phase 2 also became apparent, namely a pair of passing loops on opposite sides of the track, two steam-up sidings and a straight section to join the outer tangents of the ‘kidney-curves’.

 

More thoughts were raised about the construction method, with recycled plastic boarding suggested as lighter and easier to work, although more expensive. Then another idea - PVC soffit boards, window trim and rainwater downpipe were all available locally, could they do the job at less cost? Perhaps so, but the long pieces favoured by the building trade looked decidedly floppy. The only way to find out was to build a trial section.

 

The Trial

A few days later a bundle of white plastic dropped over the fence from a passing lorry and we embarked on some railway meccano. The technique was to cut out a square of turf, hammer a 70cm length of pipe in half-way, drill and bolt a length of 25mm square window trim to each side of the post top, and repeat six times at 2ft intervals. Failing November light prevented us from screwing the soffit board on top, but it looked like the structure was strong enough, even without an embankment, so we decided PVC was the way to go. And talking of embankments, the Caravan Club were extending their site next door, and had soil to spare. After some negotiation with the contractor, several dumper-loads were delivered just inside the gate.

 

Next, we used a laser level to insert marker posts along the line of the proposed permanent way. Three learning points emerged: 1) gentle undulations in ground height can be deceptively severe, 2) a laser is only as good as its level bubbles, and 3) bright sunlight at a low elevation can see off any puny man-made sources of illumination. The first attempt at embankment-building was hard work, not only for the amount of earthmoving but also the quantity of turf cut. However it convinced us the concept worked. So we pressed on, with the additional precaution of hiring a turf-cutter. This was a compact four-wheeled self-propelled tractorette, with a wickedly sharp foot-wide vibrating blade underneath. It worked very effectively, with an unskilled operator completing four cuts around the track diagram, two either side of the post-line, in barely half an hour The cut layer was fairly thin, making it easy to roll back and carry one-handed.

 

The Build

After that there was no stopping us. Posts were whacked in with a rubber mallet, soil knocked into a slope-shape with a spade, and turf laid and stamped into place. By the end of January the posts for the main line were in, the trim attached and a third of the decking fixed. Almost half of the embankment had been built too, despite a wet and windy four weeks. Another week and the decking was finished and a run-round loop created. Meanwhile I had made a girder bridge from riveted aluminium angle, to span the gap left to admit the mower. I also built a two-storey house, by making a rectangular mould, screwing on door and window formers, and ladling in concrete. Cement roofing tiles were cast from a mould intended for doll’s houses. The finished article looked the part, at least from the standard 6ft viewing distance. Despite using a big chunk of polystyrene in the centre it weighed enough to discourage any would-be thief.

 

In-between February rain squalls we sanded the decking to remove the gloss finish, painted it with Sandtex in the inevitable magnolia, and applied sand to key in the ballast. And planted a few stolen snowdrops, as a place-holder for future garden grandeur. The track screwed down easily on the plastic, even with a 40mph wind playfully tweaking our anorak toggles, any slight deviation being excused as true to prototype. We laid the points for Phase 2 from the start, to avoid cutting-in to the track later. This would also, rather cunningly, mandate the need for a Phase 2. Ballasting was a slow job, stirring the mix into a paste and applying it around every sleeper, taking care not to solidify point blades. Yoghurt was applied to feed the micro-fauna and encourage the overgrown look.

 

Come early March the tracklaying was complete, the bridge installed and the embankment finished. Next came the three stepovers, gaps left in the embankment to allow access into the centre without scrambling over rail-topped mounds. They needed filling-in with steps. Late one workday a lorry turned up and with the cheerful assurance of the experienced professional, the driver reversed it in and unloaded a quarter-pallet of concrete blocks with the on-board crane. Whilst using a jumbo-sized radio control set that prompted some envy, he confessed to a dalliance with monster trucks in his youth. We tried to convince him there was still time to take The One True Path of model railways, in whatever scale he chose. He seemed reassured, but still gave us the invoice.

 

The Secretary then approached to say that the relaid turf was starting to knit together and should we install the two extra passing loops now, before the banking consolidated in the spring growth period? We could only agree, pointing out that the upgrade would require only modest funding. The wisdom of the decision became apparent when we peeled back the turf to make room for the additional track – it was like parting industrial-strength velcro. The extra track was soon laid and the first steam circumnavigation of the layout videoed for posterity. Gardening was ongoing, the buildings needed finishing and a station was under construction. However we felt justified in uttering the magic words ‘It is finished’ and leaving the committee to worry about mowing an increasingly verdant 100sq.m. of sloping greensward.

 

The End – For Now

The Club seemed pleased with the result, while us workers were grateful for the support we had received from fellow-members, and that there was no more ballasting. The first Saturday in April, a year since the initial meeting, was the season’s first Bacon Butty Day, when members run trains in their gauge of choice, free from the pressures of maintenance work or the giving of rides to the public. Six garden railway enthusiasts competed for running rights, whilst simultaneously consuming some excellent pork product.

 

For a name, I suggested ‘The Sutton and Segrave Light Railway’ for reasons obvious to those familiar with Southport’s (quite) long and (fairly) glorious history. Otherwise, Mr Google will oblige. No other serious candidates came forward, so it won by default. Since then, the S&SLR has seen traffic at least weekly, Phase 2 has been implemented (also Phase 3) and more members have added 16mm to their model portfolios. A big attraction is that they can actually carry the hardware, an important factor as the median age of membership increases.

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