THE WATERMOOR LIGHT CLOSES
John Wenlock
The National Press and . . . . have failed to record the passing of yet another minor railway of the West Country. There was no "special" organised by the Stephenson Locomotive Society carrying enthusiasts up the winding 2 ft. way past intimate orchards and mellow stone farmhouse, full of waving children. There was no least train leaving Moorford amid cheers, brass bands, mock funerals, orations and detonators. No bewreathed Manning Wardle driven by Ted "Puffer" Poole ("40 years on the line I served man and boy") took the last train up to Coalwick and Poetsbrook where the entire inhabitants bade their last farewells.
Instead, on a damp Friday evening a small, black bronchial Fowler Diesel struggled to haul down a couple of empty stone wagons and the sole surviving passenger vehicle, known as the "Flying Pig". This former quarryman's "Paddy" train was the only passenger traffic to speak of.
The line grew from an early stone carrying tramway to become a vital service to the community until the motor bus and lorry took its traffic. There were attempts to establish a preservation society and hopefully to encourage tourist traffic, but this failed. The metals are still in place and if the encroaching undergrowth were to be cut back then trains could still run as none of the stock has been cut up. A visitor to Watermoor Works reports that the 0-4-2 locomotive is serviceable as is the Diesel. The little Manning Wardle, although worn out, is not beyond restoring but the poor old Dagnall, now in pieces will never steam again. There are three coaches and a number of vans also in reasonable condition.
The fate of all this stock had seemed uncertain but my sources inform me that everything will be preserved. It seems that all this stock could end up in North Wales or even "visiting" on other lines
To put the historical records straight and before you all grab your Bartholomew's No. 13 or whatever, it must be stated that the Watermoor Light existed in my back garden in Gloucestershire. The locomotives were built around clockwork mechanisms and the rolling stock constructed mainly of balsa. Trackwork was of the traditional gauge "0" coarse scale type laid on heavy battons and ballasted with chippings in the approved manner, whilst the scenery was built up using the real materials: Cotswold Stone for rocks; soil to fill in the gaps and real (miniature) trees and shrubs.
Although small, the layout which was some 12 yds. in diameter, gave plenty of enjoyment. The two stations were situated on spurs leading off from the circuit. This gave continuous and end to end running. The clockwork engine could pull a train from one station to the other on one wind. Steam and battery locos ran on the line. The Manning Wardle saddle tank was built around a modern Hornby clockwork mech which could just about manage 4 light balsa vehicles. The second machine was furnished with a Bassett Lowke mech of astonishing speed. This, the "Express" of the line had the ghastly habit of throwing coaches off on the curves and scattering them amongst the sedums and Saxifrages. She is now rebuilt for electric power. Steam and battery electric methods of locomotion were in use represented by a rebuilt Triang Big Big diesel and a "pot boilered" beast now being rebuilt too.
Rolling stock consisted of models of goods vehicles from various 2 ft lines including F.R had some working brakes - very useful in windy weather on the light free-running stock could be blown down the line.
The management preferred 4 wheel passenger stock as say a train of two G.V.T. type coaches, a Penrhyn open carriage and a van looked more of a train that two bogie coaches, but was less of a strain for clockwork power.
It is hoped that one day, quite soon, a "new" narrow gauge railway will be opened where all the old W.L.R. stock will find a new home.
Instead, on a damp Friday evening a small, black bronchial Fowler Diesel struggled to haul down a couple of empty stone wagons and the sole surviving passenger vehicle, known as the "Flying Pig". This former quarryman's "Paddy" train was the only passenger traffic to speak of.
The line grew from an early stone carrying tramway to become a vital service to the community until the motor bus and lorry took its traffic. There were attempts to establish a preservation society and hopefully to encourage tourist traffic, but this failed. The metals are still in place and if the encroaching undergrowth were to be cut back then trains could still run as none of the stock has been cut up. A visitor to Watermoor Works reports that the 0-4-2 locomotive is serviceable as is the Diesel. The little Manning Wardle, although worn out, is not beyond restoring but the poor old Dagnall, now in pieces will never steam again. There are three coaches and a number of vans also in reasonable condition.
The fate of all this stock had seemed uncertain but my sources inform me that everything will be preserved. It seems that all this stock could end up in North Wales or even "visiting" on other lines
To put the historical records straight and before you all grab your Bartholomew's No. 13 or whatever, it must be stated that the Watermoor Light existed in my back garden in Gloucestershire. The locomotives were built around clockwork mechanisms and the rolling stock constructed mainly of balsa. Trackwork was of the traditional gauge "0" coarse scale type laid on heavy battons and ballasted with chippings in the approved manner, whilst the scenery was built up using the real materials: Cotswold Stone for rocks; soil to fill in the gaps and real (miniature) trees and shrubs.
Although small, the layout which was some 12 yds. in diameter, gave plenty of enjoyment. The two stations were situated on spurs leading off from the circuit. This gave continuous and end to end running. The clockwork engine could pull a train from one station to the other on one wind. Steam and battery locos ran on the line. The Manning Wardle saddle tank was built around a modern Hornby clockwork mech which could just about manage 4 light balsa vehicles. The second machine was furnished with a Bassett Lowke mech of astonishing speed. This, the "Express" of the line had the ghastly habit of throwing coaches off on the curves and scattering them amongst the sedums and Saxifrages. She is now rebuilt for electric power. Steam and battery electric methods of locomotion were in use represented by a rebuilt Triang Big Big diesel and a "pot boilered" beast now being rebuilt too.
Rolling stock consisted of models of goods vehicles from various 2 ft lines including F.R had some working brakes - very useful in windy weather on the light free-running stock could be blown down the line.
The management preferred 4 wheel passenger stock as say a train of two G.V.T. type coaches, a Penrhyn open carriage and a van looked more of a train that two bogie coaches, but was less of a strain for clockwork power.
It is hoped that one day, quite soon, a "new" narrow gauge railway will be opened where all the old W.L.R. stock will find a new home.