War Department Railways Remembered

Centenaries unroll, year after year, and now we are into the long shadow cast by the First World War. Ordinary people were plucked from their homes and jobs, entered a horrific new reality in the trenches and then returned home, to Britain, France, Germany or the hugely changed Europe of the East.

From the United Kingdom alone, six million people, mostly men, experienced the 14-18 War. Shockingly, more than 10% died. Of these 10%, half were under 25. The survivors felt that they had a lot to forget; we have much to remember.

'It ain't arf 'ot mum' Members of the Somme Battlefiedl Pipe Band get a warm welcom at the Aboyne Games August 3rd

This was brought home to Aboyne just the other day. A poignant tribute was paid to commemorate the sacrifice of Scottish soldiers who fought in France in the first and second world wars. The 27 members of the Somme Battlefield Pipe Band came from Péronne in the département of Somme to join the pipers at Aboyne's traditional Highland Games.

The group was founded in 1989. This was an interesting date. Before then, memories of the terrible wars were close and personal, after, for various reasons, they have become less so. Before 1989, young people all over Europe knew family who had fought in both wars. There were still many substantial peace-time armies; the Second World War had segued into the Cold War. My brothers and the historian Niall Ferguson have memories of serving in their schools' combined cadet forces. The uniforms and antiquated guns of these cadet forces are no longer part of the life of today’s youngsters. Ferguson makes the point that to his 19-year-old son, 1918 is as remote an event as the Congress of Berlin (which took place as the dust of the Napoleonic wars was settling) was to him when he was 19. The Somme Band was formed to keep alive memories, gratitude and the need to retain the dreadful lessons learned.

A contemporary colour sketch shows the Scots soldier of 1916. From 'Illustration' magazine - courtesy of MD Wright

The Somme Pipe Band made a two-week commemorative tour of Scotland. They joined other pipers at the Aboyne Games on August 3rd. They were invited to close the Games by performing ‘Beating The Retreat’ as the Chieftain’s banner was lowered. Traditionally, a place at the van in an advance - or the rear in a retreat – is the place of honour and the French pipers did the honours with gusto.

The Somme Pipe Band also stood out for their attention to detail. Their desire was to reproduce the costume worn by the Scots regiments 103 years ago and it was interesting to see this. At the Games, they wore khaki jackets and proper kilts though they didn’t go for the khaki aprons which covered Scots kilts in the battlefield. Khaki, as we know, was part of the field-craft learned by the British in India – khaki is derived from a Hindi word. The tunic worn over the shirt was a convenient mud-colour, as was the over-kilt protecting the tartan kilt below. These thick serge garments were useful in spring, summer and autumn but became very heavy when the wearer was soaked by rain. The Somme, lying directly in the path of rain-bearing winds, can be very wet.  In mid-winter when the fabric was stiff with frost, the legs underneath were sadly scratched.

In the background of a contemporary sketch appear horses and wagons. The theory was that the General Service wagon pulled by mules would supply the British Front. From 'Illustration' magazine courtesy MD Wright

The French pipers wore epaulettes – originally designed to keep the straps of Army issue backpacks in place. On the costumes of other pipers, these are often just a decorative touch, but for the French they were still functional.

They wore gaiters, not visible in this photograph, to protect the feet from mud which would otherwise have got inside their boots. On the battlefields of the Somme, the same function was performed by puttees. The puttee is another borrowing from Hindi. It is made by wrapping a strip of cloth around the ankle all the way up to the knee, protecting the top of the boot and the shins.

In practice, the British Front resembled a morass through which it was all but impossible to drag mule wagons. Portable 60cm railways were introduced from late 1916 to make transport possible. Photo collection Col Ronald. More picturescan be found in 'WDLR Companion' Roy LInk and Col Ronald

‘Our boys’ and for that matter the French, Germans and others who also had to endure the western front had to travel over a ruined landscape. When they were lucky, there were duck-boards, keeping them out of the worst of the mud. The ground was usually pitted with shell-holes filled with rain-water. Sometimes these were deep enough to drown in. No wonder that, added to heat, cold, thirst, rotting clothes, there was the fear of rats and other vermin and a pervasive rotting stench.

The outfits of our French pipers were finished with bonnets and cockades, as might have been worn on dress parade. On the battlefield, soldiers wore helmets. These were metal, with webbing underneath. This ‘gave’ a little when there was an explosion nearby, offering a bit of protection in all the shelling and stray bullets.

Under his tunic, the soldier of 103 years ago wore a dog-tag, useful identification if he were to fall. In memory of all these casualties, the French pipers each carried a poppy, potent symbol of the battlefield.

What lessons are there here?

16mm model of the WD D-Class wagon shown in the photo above, using Wrightscale bogies. It could take 10 tonnes of supplies on the portable track shown above. Photo MD Wright

The secret of the adaptable WD wagon shown above. These bogies, adapted from a French original, made the work of the War Department Light Railways possible. Wrightscale 16mm bogie

How could ‘Thomas Atkins’ endure all this? Some of my grand-father’s letters from the Front survive and Ferguson recalls his grandfather, John Ferguson, who was there. Ferguson aptly characterises the attitude of the British Army during those intolerable years. ‘They just didn’t give up despite the hardships’

Was it patriotism, propaganda or fear of harsh military courts? He has another answer, which can also be found in my grand-father’s letters.

The WD D-class wagon shown in the contemporary photograph. Heavily overloaded, it battles through mud and shelling to deliver supplies. For this, other contemporary photos and drawings see 'WDLR Companion' 

21^st Feb (1916) ‘Just a line this morning. The night before, we had a successful concert and last night we had six orders all countermanding each other. Finally there came a warning that we were to be ready for a gas attack. The wind was favourable, but apparently, the Hun thought better of it. … 22^nd Feb I had my scotchmen taking up (barbed) wire yesterday. They did grouse. I never heard such a row! But they got the stuff up all right.’

It mattered, as Ferguson has pointed out, that British officers were generally competent, that the soldier’s lot was made bearable by the obnoxious pleasures of the cigarette and rum ration and that the bonds between the ‘pals’ endured. On both sides of the Front, 60cm railways brought supplies and small comforts from home.

This is just a sketch, but it shows our boys in 1916. From' Illustration' magazine courtesy MD Wright

My grandfather also reflected that every day that passed turned ‘our’ troops more into an Army and the Bosche Army more into a collection of individuals.

This would take a while. Most of the troops were boys crouching in trenches, mortally afraid. Another sad fact has emerged from warfare. Courage is like money in the bank. There is only so much any mortal can withdraw from this … reserve, endowment, call it what you will. When it is gone, it is gone. Oh! The pity of war.

Wrightscale loves the Corris Railway

The Wrights and Corris go back a long way. 

In 1976, we went from Machynlleth to the village of Corris, in mountainous north-west Wales ‘There used to be slate trains here’ was all that Malcolm could say for certain; for seventy years, the Corris Railway took slate out of the quarries in the Dulas valley.

North West Wales, 1921. To the left can be seen the Talyllyn running down to Towyn. Over the watershed, the Corris Railway runs down the Dulas river to the Dyfi. Courtesy Times Publishing.

We had heard of Allan Meaden and a small but dedicated band of volunteers who wanted trains to run once more but they were not taken too seriously. Every village near a dismantled railway seems to host a group of enthusiasts who dream of restoration.

‘Tut! tut!’ Malcolm was horrified. We found that the old Corris station had been demolished although the stables survived. Stables, not an engine shed? This is a long story and we’ll get round to explaining this puzzle in a minute. The building, though firmly locked, bore signs of being converted into a museum. We heard a cheery ‘Hello!’ and saw a couple of volunteers at work a short distance away. The centre of their toil was a short section of track, leading towards a gate, ominously closed.

They were really friendly, jolly guys but it seemed that the Council were not keen to have a railway extending out of the yard. Although they had plans to improve communication down the valley, we thought that their work was doomed. At the time we were pessimistic, but have been delighted to be proved wrong.

Ex-Corris Number 4 on loan from the Talyllyn. Just seen to th eright is the name on the Maespoeth Engine Shed. Courtesy Corris Railway Society

In 1977, the existing Corris Society formed the Corris Railway Company Ltd. In 1981, they acquired the Maespoeth Engine Shed, half a mile to the south. After various tussles with the local authority, their first train ran from Maespoeth to Corris on April 20^th 1985.  Since then, the railway has been extended. Allow 50 minutes for the round trip – which includes a tour of the engine shed.

Over the years, we have stayed in touch with Corris history for two reasons.

Firstly, we have always been interested in the part ‘the great little trains of Wales’ played in the design of military narrow gauge. This is a fascinating though sad story.

As mentioned above, stabling for horses was an important part of the original Corris station complex. This is because the first Corris and Machynlleth Tramroad consisted of horse-drawn trains, as used in the local quarries. The Railway Act specified 2’3” gauge, possibly because this was already used in the quarries, but also very likely because engineers of the time firmly believed that  a smaller gauge was not reliable for heavy traffic.

These Welsh engineers may not have realised it, but their work was revolutionary.

In the 1870s, French engineers took an interest in the narrow gauge railways of North Wales. In 1876, M. Sevérie, Works Director of the P-O line, wrote an account of the Festiniog Railway. In 1877, M. Vignes from the Chemins de Fer de l’Etat also went there but this was not his first visit to Wales. In 1874, he reported on the Corris line. These visits were very important to France. The slate trains convinced certain French engineers that 60 centimetre (the French equivalent of 2’) gauge could take serious tonnages of freight.

Although the Corris was carrying unofficial passengers from 1874,steam haulage did not start until 1878.

Corris railway circa 1890. Early wagons and carriages were four-wheelers. The distinctive buildings are made from slate. Collection MD Wright

A young engineer in the French Artillery was convinced by the reports from Wales. His name was Prosper Péchot and he went on to design and champion a system of portable railways capable of taking guns, ammunition - anything needed to wage a modern war - off the beaten track. His invention, later known as the système Péchot was much imitated and made it possible for millions of soldiers to stay in the field for years if necessary. Though it was not anticipated by the good Péchot, this helped to turn the 1914-18 War into a protracted slaughter, especially on the Western Front.

16mm scale Péchot bogie wagon, originally inspired by the trains of Wales. Later, the Welsh imitated the bogie design. Model built by MD Wright

As admirers of Péchot’s problem solving skill, Wrightscale have produced 16mm models of his wagons and accessories. Sarah has written books and articles which you can consult for the full story.  

Secondly, the Corris inspired a Wrightscale model.

The first 16mm scale locomotive Malcolm built was a Kerr Stuart Wren. ‘Why not’ his good angel whispered, ‘build a KS Tattoo? There are strong family resemblances and some parts are interchangeable’

16mm Wrightscale model of a Kerr, Stuart Tattoo locomotive, showing the distinctive saddle tamk and exiguous cab

Once word got out that there were Tattoos on the block, customers started to suggest ‘Corris No 4’ Though a Tattoo, the Corris version was and still is distinctive.

The management ordered the prototype in 1921. They chose Kerr, Stuart and Co of Stoke on Trent. The original Corris suppliers had been the Hughes Engine Works of Loughborough who later traded as Falcon Works and then as Brush Engineering. Brush had passed on the ‘goodwill’ to Kerr Stuart. The makers offered their Tattoo 0-4-2 locomotive. Management had learned through bitter experience that the 0-4-0 configuration was unstable on Corris track. Corris 1, 2 and 3 had all been returned to the makers to have a trailing bogie fitted, and half-cabs.

This detail of a Corris locomotive circa 1890 shows the squat cab design and saddle tank Collection MD Wright

The Tattoo design came with a saddle tank, a feature of the previous locomotives, but the cab was too light. It was therefore from the beginning a modified Tattoo.  At 8 rather than 9 tons, it was lighter than the existing Falcon locos and it returned a relatively impressive 3330 lbs of tractive effort.

The quotation was accepted and the locomotive delivered. In spite of or rather because of its weight and output, it tended to slip in wet conditions but the drivers learned to cope. It helped to assure services until a few months before the railway closed.

The Corris Railway limped through the Second World War, but the slate trade did not pick up afterwards as hoped. In 1948, locomotive inspectors pronounced that Number 4 needed a major overhaul while the Certificate for Number 3 was only dated until August 31^st. Then the Dyfi river flooded, cutting off the railway. The last train ran on 20^th August 1948.

16mm Wrightscale Corris No 4 Tattoo, constructed by MD Wright, lined out by Geoff Munday. Photo courtesy Geoff Munday

 After closure, the locomotives and some wagons were sheeted away behind a rake of standard gauge wagons at Machynlleth.  In 1951, the newly formed Talyllyn Railway Preservation Society, with encouragement from Machynlleth, managed to buy these remains at a good price. To this day, all-Corris trains occasionally run on the Talyllyn and appear at the born-again Corris.

Ex-Corris No 4 visiting its original home.The stencil on the wagon in the foreground says 'mail wagon!' Picture courtesy Corris Railway Society

The Railway celebrated its centenary some years ago. Let’s hope it will manage a second centenary.

Wrightscale 16mm WD bogie kit

We are pleased to announce that we have restocked with 16mm War Department bogie kits, plus Péchot wagon and crane kits. Thank you to all our friends who have waited for these.

16mm model of a WD D-Class open bogie wagon, used bythe thousand from 1916-18 to carry heavy goods such as ammunition. Model built on Wrightscale  bogies

Our wagon kits are based on originals used in the 1914-18 war. Long before1914, there was tension between France and Germany, especially after the Franco-Prussian War of 1870-71. A young man called Prosper Péchot realised that the next war would involve artillery, heavy artillery and ammunition in huge volumes. The only way that ammunition could be delivered to the battlefield would be by a system of portable railways that was both quick to install yet capable of carrying abundant freight.

Such railways proved to be a war-winner. This is not just my opinion of those of railway enthusiasts. The historian Niall Fergusson recognised as much. These are his words: (Essay - condensing his book “Pity of War” - which appeared in the Sunday Times on November 11^th 2018)

The 370mm mortar took vast shells as can be seen from the one being lifted by a crane in the background. Photo from Illustration magazine courtesy MD Wright

The war ‘was fought mainly by artillery. Shell-fire caused 75% of casualties. The war-winning weapons were not poison gas or tanks so much as improvements in artillery tactics’ He mentions the creeping barrage and aerial reconnaissance but war-winning artillery couldn’t have reached have reached the field without thousands of kilometres of 60cm gauge railways. These had been initially devised by Péchot, then much imitated.

Fergusson mentions other interesting points. ‘It was a war for predominance between the six great European empires – the British, French and Russian against the German, Austrian and Ottoman – that broke out because the leaders miscalculated that the costs of inaction would exceed the costs of war.’

He was correct there. By 1914, the French had thrown away their initial superiority in 60cm gauge, but thought that motorised élan would carry them through. The Germans had their Scheiffen Plan for which they had ready 1000 miles of portable 60cm gauge and rolling stock to match. The British thought that a naval blockade would stop Germany importing guano, then an essential in the production of ammonia and thus of explosives. The Austrians took their cue from the Germans and so on ….

My own grandfather wrote to his wife ‘the war will be over by Christmas’ Yes! he really did!

16mm scale Wrightscale model of the basic Péchot wagon. A lighter version was produced in great numbers from 1915 onwards.

In the event, only 50% of the Schieffen Plan worked. The French did not collapse as they had done in 1870-1. Although more than 520,000 of their servicemen were killed or badly wounded by early 1915, they just kept on fighting. The British were unpleasantly surprised to discover that the German mills kept grinding out explosives. They were not to discover why until the end of the War.

The Germans waged deadly submarine warfare. The British, slowly, found an answer. A convoy system for supply ships was devised in 1916, and anti-submarine measures began in the Channel by late 1917. The submarines turned out to be a bad idea anyway. The USA sold arms to Britain and Wall Street provided finance but was also bankrolling Germany. Here are the words of Niall Fergusson:

‘American investors saw a German victory as possible as late as spring 1918. … Britain had access to Wall Street …. Submarine warfare … made American intervention likely if not inevitable   … (T)hat intervention (eventually) made a German victory impossible’

16mm Wrightscale WD bogie. The prototype, based on the French design above, was revolutionary. The gauge was Continental. Until then, British narrow gauge wagons were rarely mounted on bogies. In addition, the springing and sophisticated braking system owed much to the French.

In a word, the leaders of the Great Powers miscalculated badly. The costs of war greatly exceeded the costs of inaction. Each side deluded itself that it was superior. With every reverse, each nation raised its game, trying to find an answer to new and unwelcome challenges. We have heard about the evolutionary arms race. Well, humans are an excellent example of this theory in action.

In the end, brutal numbers told. The population ratio of the Allies to Central Powers was 5.3 to 1, economies 3.6 to 1, budgets 2.4 to 1. Victory, it must be conceded, doesn’t always go to the big battalions. The Germans were better prepared, better armed, better trained. They soundly defeated Belgium, Russia, Romania and had the other large countries on the back foot. For every 100 dead soldiers from Germany and other central Powers, there were 134 Allied dead.

If the British really had been led by donkeys, they might well have folded. Here is Fergusson again: ‘British officers were generally competent …the average Tommies’ lot was made more bearable by plonk and fags … despite high casualties, the bonds between pals and mates endured.’

General Haig. From Illustration magazine. Photo collection MD Wright

Fergusson is generalising here, but we can take one example. Although the telling phrase ‘lions led by donkeys’ has come to characterise the relationship between the soldiers in the field and their commanders, the truth was more nuanced. Since the 1920s, General Haig has been reviled as just such a donkey. In the area I know about, he showed vital insight. His superior, Kitchener, considered that portable/siege railways would be a distraction to an army which would be moving 100 miles a week. They were actively discouraged. Indeed, during the grim conditions endured by the British Expeditionary Force and early recruits to the Army of Volunteers, trench railways had to be produced by stealth. Improvised petrol motors were driven over scavenged track – when Top Brass wasn’t looking.

For both French and German soldiers, it was different. From early in the War, the French had re-learned the value of portable railways. They did not have time to make the beautifully engineered Péchot rolling stock, so they made wagons to a lighter ‘Decauville 15’ pattern. Throughout the war, the Germans built on existing good practice, producing many thousands of locomotives and wagons.

In November 1915, the British took over a small section of French 60cm railways supplying the Front east of Albert. There was grudging permission for a 1000 yard extension. This all happened in the area where the battle of the Somme took place.

Photo taken many years after 1918 showing the WD wagon still at work. It could carry ten tonnes of ballast. Photo courtesy DJ Bailey

On July 1^st, the battle began. Things did not go to plan though it was conceded that they had gone best in the Albert area, supplied by largely French trench railways. The mule-powered GS wagons and petrol-powered lorries provided by the British utterly failed to supply the Front.

Haig could have blamed the soldiers, the weather or the folk back home for his failures but he accepted that British doctrine had been wrong. The French and Germans were right! It must have been painful for a good patriotic Brit.

After a couple of painful years, the War Department Light Railways were born.

The WDLR had to follow Continental practice and was gauged at 60cm rather than good old Imperial. Even more painfully, Haig and Staff got in a civilian, Eric Geddes, and listened respectfully to his suggestions. To salve military pride, Geddes was made a general so that at least the Army were taking orders from someone with rank.

Two of the thousands of WD D-class wagons which were ordered 1916-18. Detail from photo collection DJ Bailey

By late August 1916, 600 miles of 60cm railway track, 1,600 wagons and 120 locomotives of various sorts were on order. An unfortunate fact was revealed. Many British manufacturers were busy with military orders from the French. The British Army had to go to the USA.

Although there were difficulties and a lot of hurt pride, the British showed that they could learn from friend and foe. Spoiler alert here! The Allies eventually won.

Only when the War was at an end did the British discover how the Germans could continue to make explosives despite the embargo. Nitric acid was the precursor for explosives ranging from gunpowder, TNT and nitro-glycerine. For centuries, the only industrial source of this family of nitrogen compounds had been human and animal manure. Guano (seabird manure) from Chile was the most practical source of nitric acid in large quantities. If the supply of guano could be interrupted, the British reasoned, then the Germans could no longer make explosives. Their reasoning was flawed.

In 1909, a German, Fritz Haber, successfully synthesized ammonia from nitrogen in the atmosphere. Ammonia could be used to make nitric acid. In 1913, unknown to the rest of the world, a research team led by Carl Bosch developed an industrial process based on these early laboratory experiments. Germany could now produce almost limitless nitric acid from thin air. At the end of the War, an unusually alert British officer noticed a puzzling factory, particularly puzzling because there seemed to be no raw materials. He called in a knowledgeable acquaintance who worked out what was going on and the secret of the Haber-Bosch process was out. With the right pressure, temperature and catalyst, anyone could produce ammonia and thus nitric acid. Well, almost anyone. To this day, processes based on the original Haber-Bosch are used all over the world.

After 1918, items developed during the War were put to for civilian use. The Haber-Bosch factory was one example. 60cm gauge wagons and locomotives were also sold and used as here in a quarry. Photo courtesy DJ Bailey

The British also had a top-secret chemist of genius, but that’s another story.

16mm models and First World War Railways

Strangely enough, modelling wartime railways can be a beautiful activity.

Recently, I wrote about the military modellers’ society and how we wished them all well at their latest open meeting (June 1^st). Just this month, we have been reading about the 4mm scale railway built by Callum Willcox (British Railway Modelling June 2019 pp 66 to 71). The layout is set in the Amiens area in July 1918 ie during the First World War. The author remarks ‘I always knew that recreating a scene set in such an iconic yet awful point in history was going to be a challenge’

In August 1914, German troops march on to the esplanade of the Gare du Nord in Amiens, northern France. Picture from Illustration magazine collection MD Wright

The city was indeed an icon of the struggle. There were three battles of Amiens.

In late summer 1914, the high tide of the Schlieffen assault on northern France brought troops to the city. They arrived on August 31^st and took a few hostages to ensure good behaviour. As the tide withdrew, so did the troops. On September 9^th, they marched out again.

In September 1914, German troops march out of Amiens, Picture Illustration magazine, collection MD Wright

Roughly 500 miles of Western Front were set up, running through the Upper Somme valley. There was a Battle of the Somme in 1916, another tragic affair.

The second battle for Amiens took place in March/April 1918. The German Spring offensive was aimed at the weakest part of the Front, where the French had just withdrawn to be relieved by a novice British force. On March 21st, a total of 14 British divisions were attacked by 47 German ones. The defenders, thinly spread along the Front were no match for a vast and concentrated German force, led by storm-troopers armed with flame-throwers.

The Germans advanced, probing for weakness. Philippe Pétain, alive to the danger, rushed in French reinforcements from the south. The Germans turned their attack towards Amiens. As an important transport node, it must have been on their list anyway. The assault was stopped, heroically, at Villers-Bretonneux, less than 10 miles from Amiens centre. Honours must go to the Australians who took over a rag-tag band of gunners, signallers, engineers and the catering corps who had retreated from the rout. On the 26^th March, they faced down the Germans at the small village of Proyart just east of Villers-Bretoneux. This gave reinforcements, especially the French time  to dig in at Villers itself. A last furious wave broke on the area on April 4. Soon after, Amiens was considered out of danger and the German attacks turned elsewhere.

Here come the horses! In March 1918, the British hastily set up their defences. In a few minutes, they will have to be on the move again. From Illustration magazine collection MD Wright

Gradually, German offensives petered out and the Allies gained the initiative. The Third Battle of Amiens, July/August 1918, has also been called the Second Battle of the Marne. (The Marne, a tributary of the Seine is rather to the south).

The Germans were now on the back foot. The 78 fresh divisions which Ludendorf commanded at the start of his Spring Offensive had been whittled down to 31. This is according to French figures and is probably an exaggeration; the Germans, too, were flexible in their counting. But it does show that casualties and prisoners were numerous. The mighty American Expeditionary Force, grouped well to the south had swung into action. The French  and the British, to the north around Amiens sensed their opportunity and started their advance.

This fine 16mm model set in summer 1918 shows four examples of the Simplex locotractor, open, weather-protected and armoured - built by the late Henry Holdsworth. To the left is a Wrightscale Baldwin 50h.p. locotractor, as used by the French Army. Photo courtesy Jim Hawkesworth

On July 18^th, the French attacked. In one day, they gained 150 square kilometres of territory and 12,000 prisoners. The British joined in and the Second Battle of the Marne/Third Battle of Amiens was under way.

French official sources grudgingly admit that, after the reverses of the first day, the Germans put up a good fight. There are various possible reasons. To their High Command, defeat was unthinkable because they knew that their bankers would withdraw financial support and the victors would demand crushing reparations. (They were quite correct ). It was simple for the German soldier. He had the choice of sticking with his comrades and facing known evils - or of risking the punishment for desertion. We are justly indignant about the free use of firing squads on the Allied side. It is fairly certain that something similar went on for the Germans. Being taken prisoner was possibly another matter and there were many.

In July 1918, the French are on the offensive. Their tank is pulling a captured German gun. Photo from Illustration magazine, collection MD Wright

Throughout 1914-18, armies on both sides relied on portable 60cm railways to supply them. The French had a head start thanks to Prosper Péchot, then a Captain in the French artillerie. His système Péchot was adopted in 1888. 560 kilometres of 60cm track, 50 locomotives and about 200 wagons in all were ordered – unfortunately, the Army then rested on its laurels. The Germans, who knew a good thing when they saw it, adopted 60cm gauge and spent the years between 1890 and 1914 improving it and training their pioniere – railway troops. The British, never ones to ape a mere foreigner, started the war with about two miles of portable track – 2’6” gauge (about 63cm). In 1916, embarrassed by failures at the Battle of the Somme, they initiated the War Department Light Railways, running on 60cm track.

This close-up of the French soldiers in the photo from Illustration shows a narrow-gauge railway track in the grass. Collection MD Wright

The complete story told in Sarah Wright’s 'Colonel Péchot: Tracks to the trenches.

Two WDLR Class E wagons, a covered wagon plus a WDLR Class F in the foreground, all in 16mm gauge. These were built by Henry Holdsworth using Wrightscale bogies. Photo Jim Hawkesworth

Should this tragedy be a subject for the railway modeller? Yes, I believe. Yes again!

This Wrightscale Péchot wagon is clearly the design inspiration for the WD F-class in the picture above

Sometimes, there is a need to keep issues before the public. Although conflict is not constructive on its own, it creates an opportunity for debate, discussion and exploring new approaches. We can open our hearts. A situation which we’d rather avoid can be a chance for reflection, for the modeller and spectator. Why do we resort to violence to settle our differences? Why do we fight instead of using words! Why oh WHY!

The various Battle of Amiens provide opportunities for thought, scenarios for reflection and, dare I suggest, a chance to use some very cute rolling stock.

A captured German 0-8-0 Brigadelok with tender is being used alongside WDLR rolling stock - Class D and covered wagon. The wagons were built by Henry Holdsworth using Wrightscale bogies. Photo Jim Hawkesworth

Contemporary with the First Battle of Amiens are, firstly, on the French side, the locomotives and rolling stock of the système Péchot. There are also the D-loks used by the Germans. During the Battle of the Somme, War Department Light Railway locomotives and wagons appeared. During the Second Battle of Amiens, much WDLR material was destroyed to stop it falling into enemy hands. During the Third Battle, captured locomotives and wagons were used by both sides, along with their own. This makes for interesting modelling, both in 16mm scale and others, such as 4mm.

16mm scale crane model

It all started with the the Péchot system. This was designed to supply the artillery of the 1880s in the field. In 1888, it was adopted by the French Army for defensive uses. Over the next 25 years, military firepower increased, as did the guns.  Even carrying their monster shells became a problem. In the 1890s, special 60cm rail-mounted cranes/grues were developed to handle these massive but delicate weights. These cranes were absorbed into the existing Péchot system.

This drawing by Henri Cheffer was made, probably from a photograph. It shows a Péchot system grue roulante carrying a 700kg shell. Picture from 'Illustration' courtesy M.D. Wright

The system he had created anticipated the standard problems for a portable, temporary railway. The track his bogies ran on might well be uneven. Their springing was superb for the time. The solidity of the bogies was unequalled; though well over a century old, examples survive in good condition. Best of all, the brakes were reliable and could be screwed down securely. Such basic reliability was appreciated by the squaddies charged with moving vast and sensitive loads in deplorable conditions.

A Wrightscale 16mm model of a Péchot system crane

We first noticed the cranes when reading through Dr Cénac’s  excellent ‘60cm pour ravitailler l’Armée francaise’ (60cm railways used for supplying the French Army during the First World War) They are also mentioned in Voie Etroite issue number 84 pages 30 and 31. Our thanks go to both these experts. I devote some pages to the 5-tonne bogie and the crane in ‘Col Péchot: Tracks To The Trenches’ chapter 8.

A smallish crane, often called the grue roulante - the moving crane - was developed. It ran on a single bogie and was held in position by the brake-wheel, assisted when necessary by chocs. It carried shells for the big guns when they operated out in the field; the weight of a shell designed for the 370mm Schneider gun was 700 kg, not including the bagged charge.

A mobile crane, stabilised by a counterweight, which could be operated by one man was much appreciated. A number were built to service the Schneider 370 towards the end of the First World War. One can be seen in the photograph on page 31 of VE no 84. Pictures also appeared in the album produced by Illustration magazine between the wars.

Exploded diagram of the instructions for a Wrightscale 16mm model of a Péchotbogie. Even at 16mm scale, the sturdinessand massive springs of the original can be appreciated

It was a challenge to create the kit for a model crane. Malcolm was keen to have one which would rotate on its bogie, like the prototype. He wanted the cable drum to work. There is no use having a handle if it doesn’t operate something. Most of all, he wanted a functioning counterweight.

The crane must rotate, the pulleys must work, the cable drum must rotate, the gears must mesh in good order and the counter-weight must run correctly.

The crane is mounted on a base-plate above a sub-base which is secured to the bogie by a nut, enabling it to rotate. The assembly must be well balanced. The jib, and load, must be in equilibrium with the counter-weight and track. The instructions, therefore, repeat what cannot be said often enough. ‘Become familiar with the parts before beginning’ ‘Fit twice, glue once’ ‘Trial assembly will result in a working model’ ‘Repeat trial assembly if necessary’

The model makes use of various materials, each fit for purpose. White metal provides sufficient strength for jib, pulleys, gears and other working parts. Pivots, pins and bolts are made of steel or brass as necessary. Malcolm and Adrian Swain worked out the white metal bits over a year of friendly argy-bargy. When Adrian retired, Sarum Castings were able to take over.

Wrightscale 16mm model of a Péchot system crane, showing the counter-eweight on its track and the pulleys

Sourcing the cable was quite a story as a working model needs something flexible, with adequate tensile strength and which could generate some friction.

This being Deeside, we started with fishing twine; many Wrightscale cranes operate well on this ‘cable’ Unfortunately, our source, Alan Brodie, a well-respected local character died. We then went on to button twine, bought at our local general store. This served well but unfortunately, the local store burnt down (look for ‘Strachan’s fire’ on U-tube). As well as sewing notions, they sold everything from paints to fine spirits. One day, the paraffin stove, a necessity in the Scottish winter, got a little too friendly with the White Spirit – hence the conflagration. They restocked, but not, alas, with button twine. We seemed to be stuck, but then the distaff side of the family came to the rescue. Someone wanted her bead necklace restrung and Malcolm discovered Tiger Wire. It comes in various colours, handy for representing fresh steel, rust, or mould. It has high tensile strength, is flexible and creates an acceptable degree of friction. Our wheels were in motion once more.

The model delights and intrigues. What a shame that we do not know of any extant versions! The fate of the originals was sad. After World War 1, the French Army kept its Péchot material, including the cranes. For its own reasons, the government and Press did not want to celebrate the role of 60cm, and so the public were encouraged to forget that the trenches were fed, armed and housed by the little portable railways. One example is the picture by Henri Cheffer of the 370mm gun being supplied by a Péchot system crane.

370 mm mortar being supplied by a crane. This is clearly a Péchot system crane and the lines of two 60cm railway tracks can be made out though the artist, Henri Cheffer has seen fit to erase the actual rail. Collection MD Wright

Although the crane is there, and a trail of material stretches along the line which could best be described as a railway track, the 60cm railway has been removed.

In World War 2, almost all Army material fell into hands of the Nazis. By the end of the War, it was being scrapped to keep their fearsome war machine in operation.  We are proud that our little model is keeping this intriguing machine alive, at least to the imagination.

Wrightscale and 16mm military models

We are delighted to support the 16mm Narrow Gauge Military Modellers Group. On June 1^st they are having a running day at Woodseaves Miniature Railway Sydnall Lane near Market Drayton TF9 2AS. The group now has more than 480 members, which is an excellent reflection on the potential of this interest.

16mm gauge translates to 2’ or 60 cm gauge prototypes, the vast majority of which were for military use in the First World War. Yes, there were railways of this gauge in Britain long before then. Unlike the coal mines of England and South Wales, the small slate railways of North Wales realised the advantages of 2’ gauge.

The Festiniog Railway of North Wales was a pioneer in many respects. Between the slate quarries in the mountains and the sea, there were several miles of rough country.  As the journey was downhill overall, the advantages of railway over packhorse were clear. On the other hand, standard gauge would cost too much to construct. 2’ was chosen and 2’ thrived. At first, loaded wagons just ran downhill and the empties were towed back by horses. Then locomotives were introduced. In other places, other narrow-gauges were tried, but natural selection favoured the fittest – 2’ gauge.

The French came to the same gauge another way. In the 1870s, Paul Decauville introduced prefabricated agricultural railways of an even smaller gauge – 40cm, roughly 1’4”.  These became known as porteur Decauville and were very successful.

Contemporary print of the Pechot-Bourdon locomotive, a neat yet powerful developent of the Fairlie with remarkable track-holding powers. Print courtesy Raymond Duton

A young army officer, Prosper Péchot used these railways on a military base and decided there was room for improvement. By dint of careful calculation and experiment, he devised a 60cm gauge portable railway. Its components were robust enough to carry remarkable loads yet light enough to be carried by a small human team. He was encouraged by Paul Decauville who allowed him to experiment at his headquarters in Evry, just south of Paris.

You can read the full story in my book, ‘Colonel Tracks Péchot: Tracks To The Trenches’ The French Army adopted the system in 1888, calling it artillerie 88. Almost immediately, the Germans adopted it and started improving on his good work. They did their work so well thatGermany started the First World War ahead of the Allies.

Wrightscale 16mm model of a Pechot-designed wagon artillerie 88. It was innovative in many ways, running on well-sprung bogies and virtually indestructible

The good Péchot paid a heavy personal cost for introducing such a successful system to the French military, among other things, his relationship with Paul Decauville. The two gentlemen were concurrents. This useful French word can mean they co-operated or alternatively, they were rivals. At different times in their relationship, both words were true..

It is a pity. Péchot was a just man who acknowledged his debt to Decauville in France and to the Festiniog Railway – Spooner in particula - in Britain. Some (mentioning no names, but you know who you are) have accused him of plagiarism, but any careful examination of his rail, wagons and locomotives proves that he made introductions and improvements to them all. The Fairlie family of locomotives are splendid, but for sheer compact power and innovations to ensure heavy haulage on rough track, nothing beats the elegant little Péchot Bourdon locomotive.

16mm scale Wrightscale WD bogie. The prototype design owed much to Col Pechot's pioneering work

The ability to transport huge tonnage into the field made a huge difference to trench warfare. If the soldiers had not been plentifully supplied with food, water, the wherewithal to build and fortify their trenches and most of all, guns and ammunition, the war really would have been over by Christmas (1914!)  As it was, the combattants were able, just, to stay in their trenches and bombard each other for more than fifty gruelling months.

The bogie of a prototypical British War Department wagon photographed at Apedale. The design depended heavily on innovations first suggested by Colonel Pechot. Photo courtesy Jim Hawkesworth

After the War, German railway equipment was eagerly seized by the Allies. Among the spoils of war was a vast 60cm network in Namibia. British material was also sold off as War surplus as was some from the US. The victorious French Army closely guarded its artillerie 88 rolling stock and the Decauville 15 wagons which were also used during the War. These were walled up in their Army bases, safe from prying eyes.

The net effect of all this was that the ground-breaking French equipment faded from view. A myth has grown up that the Germans invented 60cm military narrow gauge and that the Allies played catch-up in this area as with so many others. I could quote authorities who make this claim but I’ll spare their blushes.

The whole WD wagon, designed to carry a gun snapped at Apedale in 2018 by Jim Hawkesworth.

In any case, soon after the War, the internal combustion engine came into its own. Journeys which hitherto were only possible by rail moved onto a growing road network. Historians who were never there proclaim the value of War Horse rather than War Wagon. It was easy to forget the enormous contribution made by the small portable railways. They seemed to have been folded up and placed at the back of the cupboard of history.

Prototype WD Baldwin 4-6-0 locomotive snapped at Apedale by Jim Hawkesworth in 2018

So … thank you to groups such as the Moseley Railway Society who run events at the 2’ gauge railway at Apedale, Staffs. They regularly run trains using material preserved from the First World War, and regularly educate the public. Thank you also to the 16mm scale Society. Models based on preserved 2' prototypes which could run on widely available (o gauge) track became mainstream. And thank you to the 16mm military modellers. If you can get to Woodseaves TF9 2AS on June 1^st , so much the better!

This is the model! 16mm Wrightscale Baldwin 4-6-0 loco. You can see the similarity to the 16mm NG Military logo