MODEL RAILWAYS. On-Line. No: 6 May 2005

Transcription

1 MODEL RAILWAYS On-Line No: 6 May 2005 In this edition Details of our photographic competition Kingsvale a large N Gauge layout The Broad Gauge in South London Elmgate and Thatcham Light Railway Narrow Gauge in 009 Download from: mrol.gppsoftware.com

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3 MAY MODEL RAILWAYS On-Line No: 6 May 2005 CONTENTS Kingsvale 4 An exhibition layout by the Illawarra N Gauge Model Railway Club Described by John Baker Railway Signalling Part 1 Passing Loops 10 By Paul Plowman Model Railways On-Line Magazine Annual Photographic Competition 12 The Broad Gauge in South London Part 2 13 By Paul Plowman Elmgate & Thatcham Light Railway 16 By Tim Sanderson Review of the Hornby Grange 20 By Graham Plowman Picture Gallery 24 Last Quarter s Puzzle Picture 25 GPP Software 2005 All rights reserved. Copies of this magazine may be made for personal use only. Multiple copying of the computer files or contents of this magazine, without prior written approval is not permitted. The computer files or printed copies shall not without the written consent of the publishers be lent, resold, hired out or disposed of by way of trade. Distribution of the computer files or of printed copies is prohibited. Views expressed by contributors are not necessarily those of the publishers. Editorial With this edition of the Magazine we have more news than usual. Firstly we can announce the details of the photographic competition for the Model Railways On- Line Cup, which can be found on page 12. The competition is being sponsored by DCC Concepts of Western Australia and we are indebted to Richard Johnson for his support. We have set up a special address to receive your entries at mrolcompetition@optusnet.com.au. We hope that many of our readers will have a go. In addition to the winning entry we will also be publishing a selection of the runners up. Please don t be put off by the thought that you don t stand a chance! Our second item of news is that we are making some major changes to the website. The original concept of the Magazine was that it would be offered free to readers with the costs of production covered by income from advertising. Regrettably the take up of advertising has not met our expectations and we have therefore taken the decision to start charging for back copies of the Magazine. The charge will be $2.50 Australian per enhanced edition, which is approximately 1.00 Sterling. The Standard version will be $2.00 while the current editions will continue to be available free of charge for the duration of each quarter following publication. Readers are invited to join our website. Membership is free and readers who have already joined our NOTIFY group have been enrolled automatically and their previous passwords are still valid. If you have forgotten your password just tick the box on the login page and our system will send your password to the registered address. Notification for each new edition will be an option for members, which may be turned on and off as required. Site members will also have access to our online store. Initially the store will only offer the back numbers of MROL. As time permits we plan to provide additional downloads such as individual articles and JPEG images. Some items will be offered free. We have made provision for members to purchase on-line by credit card. A safety feature has been built into the system. Once an item has been purchased it may be downloaded an unlimited number of times for a period of not be less than 28 days. The e-group associated with the website saw very little use and has been closed. We do, however, value your feedback through our Contact the Editor facility. Now back to the Magazine. In this edition we have our usual mix of model and prototype articles. Our main feature is Kingsvale an exhibition layout built by the Illawarra N Gauge Model Railway Club. The Illawarra is a region on the east cost of Australia about a one and a half hour drive south of Sydney. The main town in the area is Wollongong. The next edition of Model Railways On-Line Magazine will be published on 1st August and will feature Ken Webb s magnificent layout based on Exeter Central. Cover: LMS Jubilee No.5596 Bahamas passes over the canal as it races through the rolling countryside. Photo: Paul Plowman Paul Plowman

4 4 MODEL RAILWAYS ON-LINE Kingsvale An exhibition layout built by the Illawarra N Gauge Model Railway Club Described by John Baker, photographs by Paul Plowman Top: LMS Jubilee Class No.5596 Bahamas approaches Kingsvale around a sweeping large radius curve. Above: A new Bachmann GWR 61xx Class 2-6-2T departing from Kingsvale. Construction of Kingsvale commenced in June 1997 in the workshop of Ancol, a firm of chemical water tower cleaners in Wollongong where one of our members, Mark was employed. After each club session the baseboards were fork lifted onto a high shelf close to a high roller door, which was open to the seasonal weather. The layout was built in three sections plus three fiddle yard boards. Open frame construction was adopted commencing with the track base, roads and canal beds, which were cut out and secured at the correct height. All timber was then painted chalkboard green to weatherproof it, which turned out to be in vain as we had warping problems all through the assembly stages. Track laying started in November At the board joints the rails were soldered to circuit board screwed to the track bed and cut through with the Dremel disc, but as mentioned we had trouble with warping. The tedious job of painting the rails a rust colour took a few evenings to complete.

5 MAY Bahamas races along through open countryside with a light four-coach train. On the home front members started building houses and other structures required from a large list. A new trailer was purchased in September 1999 and our treasurer designed and built a body to accommodate the three main sections plus the three fiddle yard pieces and all the other odds and ends required. Wiring of the layout was started in February At the beginning of May we had a change of venue when all material was taken to a site shed rented at a very reasonable price from Go Hire in Dapto (Treasurer John's place of work) where work continued on the layout. Life member Greg took the sections away and painted the back scenes at his Bomaderry home. Our electrical genius John (snr) made the control units and hand held's. At this stage building up the foam for the scenery commenced and the wiring was finally completed and tested. Above: GWR meets LMS! A GWR 61xx 2-6-2T passes LMS Jubilee Class No.5596 in the rolling countryside.

6 6 MODEL RAILWAYS ON-LINE Above: A passenger train hauled by Jubilee Class Bahamas has just arrived at Kingsvale Station as a goods train headed by a Hughes - Fowler Crab trundles past on the slow line. This view, taken looking along the railway demonstrates the benefits of using N Gauge for a large layout. Trains of prototypical length can be run and the railway fits into the scenery with large sweeping curves disappearing into the far distance.

7 MAY Above: A local train hauled by a GWR 61xx Class Praire Tank pauses at Kingsvale. Time was pressing with our first booking coming up in November at the Macarthur District "Fishers Ghost" exhibition. In an incredible two weeks Greg completed all the scenery, buildings, ground cover etc., with just the final touches to be finished. New shirts were designed and made up with our "Kingsvale" logo and we were ready to exhibit. The concept of the layout is a fictitious Central Midlands LMSR and LNER (later BR) four track mainline with a busy station serving the town of Kingsvale and the popular Kingsvale Canal summer holiday and boating area. Other places of interest are the Manor House, on Manor Peak, open to visitors in the summer months. The ruined castle also attracts visitors all year round for sightseeing. Kingsvale secondary school uses the railway for their boarders and luggage with students from all over the country. Hikers are attracted to the area with interesting walks by the canal and woods, as does the Kings Head public house close to the station. Kingsvale won the "Dane Parker" trophy at the Thornleigh Great Little Train Show in May 2001 presented by the Sydney N Gauge MRC. Above: The lane is blocked by a flock of sheep being moved to new grazing KINGSVALE LAYOUT DIAGRAM The overall size of the visible area is 18ft-3in by 4ft-7in.

8 8 MODEL RAILWAYS ON-LINE Above: A passenger train hauled by Jubilee Class Bahamas has just arrived at Kingsvale Station as a goods train headed by a Hughes - Fowler Crab trundles past on the slow line. A local train hauled by a GWR 61xx Class Praire Tank arrives at Kingsvale.

9 MAY Above: Again this picture shows the realism, which can be achieved by using N Gauge and open frame baseboards as Jubilee Class Bahamas sweeps around the curve approaching Kingsvale Station. Bahamas is about to cross the road bridge as it departs from Kingsvale.

10 10 Railway Signalling Part 1 Passing Loops From a civil engineer s viewpoint by Paul Plowman MODEL RAILWAYS ON-LINE In this series we will discuss typical track layouts, which might be encountered by railway modellers, the necessary signalling and its effect on train operation. This first article looks at a simple passing loop on a single-track branch line. Fig.1 shows the simplest form occupying the minimum possible space. In this example the loops will just accommodate the longest trains in use on the line with platforms extending their whole length. There are no trap points and the minimum number of signals has been provided. The maximum permitted speed through the points when departing from the station in either direction would typically be 10 or 15mph. A higher speed of 20mph or more would require significantly more expensive turnouts. Since it is not possible in this layout for a train to make a fast run through the station without slowing down the distant signals would always be set at caution. They need not be worked from the signal box and would be fixed in the on position. Alternatively if one of the turnouts was left handed as in fig.2 a fast run in the down direction would be possible and the Down Distant would need to be worked. Other signals provided are home signals (1 and 8) controlling entry to the station and starting signals (2 and 7) controlling departure. In fig.1 the working of a train through the station is quite straightforward. The driver of a down train first sees the fixed distant signal and slows the train down. The signalman keeps the Down Home signal no.1 at danger until the train arrives and he can see that it has slowed to a safe speed. The signalman clears the Down Home signal and possibly the Down Starting signal no.7 as well if the single line beyond is clear to the next block point. The train enters the station with a speed restriction of 15mph starting at the home signal, the single line tokens are exchanged and the train is ready to depart when the Down Starting signal no.7 is clear. The purpose of the loop is to enable two trains to pass. With this simple form of signalling, where trap points have not been provided, it is the responsibility of the signalman to ensure safe working. Let us assume that two trains have been timetabled to pass at our station. The trains approach from opposite directions, the drivers see the fixed distant signals and slow down, preparing to stop at the home signals. Now the problem facing the signalman is that if he pulls one or both of the home signals off one of the trains might overrun a starting signal at the end of a platform and collide with the other train. The procedure is that the first train to arrive is made to wait at the home signal. In this example let us assume the Up Train arrives first. The signalman waits for Figure 1: Simple Layout Figure 2: Possible fast run on the Down Line the Down Train to slow to a safe speed and then clears the Down Home signal no.1 for the train to enter the station under the 15mph speed restriction. The Down Train must come to rest in the platform at the Down Home signal no.8 before the Up Train is allowed to enter the station. Home Signals nos.1 and 8 are interlocked so that only one of them can be off at a time. Now there remains a possibility that the Down Train entering the station will overrun the Down Starting signal no.7 and collide head on with the Up Train waiting at the Up Home signal no.8. At this point we need to introduce the concept of signal overlaps. An overlap is the distance a train can safely travel beyond Above: Hampton Lode Station on the Severn Valley Railway. The starting signal on the left is located on the end of the platform at the clearance point at the end of the loop. There is no trap point ahead of the train to prevent an overrun. The speed limit within station limits at Hampton Lode is 10mph.

11 MAY a signal at danger before it collides with something. The factors to be considered are:- The type of signalling installed, i.e. semaphore, 4-aspect colour light, 3-aspect or 2-aspect, which affects the warning given to drivers. The gradient. On a falling gradient a greater distance is required for trains to stop while on a rising gradient the overlap can be reduced if necessary. The braking characteristics of the trains using the line. Normally a regional standard would be adopted. Typically the overlap on a mainline would be a quarter of a mile. In our example where the speed restriction through the station is 15mph or less the overlaps beyond the starting signals need only be 50 yards. So in the design of our station the distances between signals nos.1 and 2 also between signals nos.7 and 8 must not be less than 50 yards. In 4mm scale that is 1ft 11½in. Using Peco large radius turnouts for the track with the signals mounted on the platforms at the top of the ramps, this dimension would be just right. If the Down Train does overrun signal no.7 then it should only be travelling at 15mph and would have a clear distance of 50 yards in which to stop before colliding head on with the waiting Up Train. Once the signalman has seen that the Down Train has come to a stop in the Down Platform he will pull signal no.8 clear for the Up Train to enter the station, having already returned the Down Home signal no.1 to danger. Tokens are exchanged, starting signals are cleared and the trains continue their journey. This procedure for passing trains is slow and time consuming and often a great irritation to passengers who sense they are being delayed. Improvements come at a price which in this case is the cost of two trap points, see figure 3. Trap points provide unlimited overlaps beyond the starting signals nos.2 and 7. They may take the form of just a single point blade provided to derail trains overrunning the signals. However, if there is a possibility of a train carrying passengers being de-railed then Her Majesty s Railway Inspectorate require provision for measures to be taken, which will arrest trains safely. This involves the provision of a full turnout followed by a sand/ballast drag, a soft earth bank, a friction buffer stop or an adequate length of track equivalent to the free overlap required. If a length of track is provided this can double up as a siding or shunt neck into a goods yard. With trap points present the signalman follows the same procedure as previously described except that he may now allow both trains to enter the station simultaneously. Signals nos.1 and 8 are not interlocked in this example. The provision of trap points is costly. In addition to the track work, signalling equipment is required to work the points. Figure 3: The simple layout with trap points added Above: SR 02 Class 0-4-4T No.14 Fishbourne departs from Wroxhall with a train to Ventnor on a cold and wet day in March A full turnout has been provided as a trap with the track ending in a soft earth bank to the right of the picture. Figure 4: Loop extended to provide overlaps between starting signals and the fouling points Figure 5: Platforms staggered to reduce overall length of layout Passenger trains run over the trap points in the facing direction requiring additional locking and detection. It has always been alleged that the Great Western Railway went to extreme lengths to avoid the provision of trap points to avoid these costs. A possible alternative is to provide an overlap inside the loop, see figure 4. I use the word possible because, depending on site conditions it might not always be the cheaper solution. In this layout the loops are extended by 100 yards, i.e. 50 yards each side of the station. If the station

12 12 Figure 6: Overlap beyond signal no.2 is within the loop. A trap point is provided beyond signal no.7, which has the dual purpose as a shunt neck into the sidings. Figure 7: A trap point has been provided at only one end of the loop and no overlap as been provided at the other end. This trap point is of no practical use. If two trains are allowed to enter the station simultaneously there is a risk of the up train overrunning signal no.2 and colliding with the down train. MODEL RAILWAYS ON-LINE has not already been built then the provision of staggered platforms, as in figure 5, can provide a saving of 50 yards of track. In both of these examples the signalman may allow both trains to enter the station simultaneously because if either of them overruns the starting signals then there is still 50 yards of clear overlap before the trains collide. Just to add to the number of permutations, it is possible to have a trap point at one end of the station and an overlap within the loop at the other to allow simultaneous entry of two trains, see figure 6. In this example the trap doubles up as the entrance to the goods yard. If a train passes signal no.7 at danger it is switched into the siding. A trap or overlap provided at only one end of the station serves no useful purpose as trains cannot enter the station at the same time. There is still a risk of an overrun, see figure 7. If trains are allowed to enter simultaneously and the up train overruns signal no.2 there is a possibility of them colliding. Trap point no.5a would only prevent the down train from overrunning. Model Railways On-Line Magazine First Annual Photographic Competition Readers are invited to submit a selection of digital photographs of their model railway to our first annual competition. The winner will be awarded the Model Railways On-Line Cup, which they will hold for one year and a half size cup, which they will keep. The rules of the competition are as follows:- 1. Up to five photographs may be submitted. If more than five are submitted only the first five will be considered by the judges. If less than five photographs are submitted the score will be an average of those received. 2. Entries may be submitted as attachments or by CDrom sent by post to the Editor. 3. Images sent as attachments should not exceed 250Kb each. Images on a CD-rom are not limited by file size. 4. s should include the sender s name, postal address and a short description of their model railway including scale, gauge, company, etc.. 5. Entries on CD-rom should include details either printed on an enclosed note or as a text file on the disk. An address should be provided if possible. 6. Conventional photographic prints, negatives or slides cannot be accepted. Photographs taken with conventional cameras may be submitted as scanned or digitised images. 7. Entries may only be submitted by the owner of the model railway or secretary in the case of club layouts. 8. Photographs need not be taken by the owner but must have the approval of the photographer before making an entry to the competition. 9. The winner will be chosen by three judges, the Editor, a representative of DCC Concepts and an independent. 10. Entries will be judged on their realism or fidelity to prototype. E.g. a photograph, which could be mistaken for the prototype will score high points while a photograph with curtains or domestic furniture in the background would lose points. 11. Images may be cropped or digitally enhanced for brightness, contrast or colour balance. Digitally modified images will not score additional points as the judges will primarily be looking for modelling skills. 12. The closing date for entries will be 31st August The winner will be announced in the November 2005 edition of Model Railways On-Line Magazine. Provisions: 1. The Editor reserves the right to publish entries to the competition. 2. Postal entries cannot be returned. 3. Entries where the entrant cannot be identified may be disqualified. 4. The organisers will not be responsible for loss of entries in the Post or technical failures of or the Internet. 5. The organisers reserve the right to decline to receive attachments of an unreasonable size. 6. No discussion will be entered into regarding the result. The judges decision will be final. 7. Family members of the judges, those associated with GPP Software, DCC Concepts or Model Railways On-Line Magazine may not enter the competition. 8. The competition may be cancelled if an insufficient number of entries have been received by the closing date. 9. There will not be an extension of the closing date. Entries:- 1. Entries by may be sent to mrolcompetition@optusnet.com.au 2. Entries by Post may be sent to:- MROL Competition, 11 Porters Road, Kenthurst, New South Wales 2156, AUSTRALIA

13 MAY The Broad Gauge in South London Part 2 By Paul Plowman Continuing on from the article in the last edition we take a look at the route of the Broad Gauge through South London. The West London Junction Railway and the West London Extension runs southeast from Willesden Junction to Clapham Junction. Today, the section between North Pole Junction and Latchmere Junction is used by Eurostar trains from Waterloo working to the servicing depot alongside the Western Main Line at North Pole. Back in the 1860 s and 1870 s this line had mixed gauge tracks, Standard Gauge and Brunel s Broad Gauge. At Latchmere Junction, just north of Clapham Junction the Broad Gauge divided. One route went to the Brighton side of Clapham Junction station where it terminated (standard gauge tracks linking to the LB&SCR). I recollect seeing a photograph in a book of the Broad Right, Figure 1: A 1977 photograph of the stretch of line between Latchmere Junction and Longhedge Junction, just after passing under the South Western Main Line. The left hand pair of tracks were once mixed gauge. Photo: Paul Plowman Extract from the London Railways Track Map for Published with permission of the Quail Map Company. Mixed gauge tracks are shown bold. The five Quail Track Diagram Books previously handled by Quail are now updated and published by Trackmaps, details on

14 14 Gauge taken from the road bridge. The layout in the picture was not the layout of today. Clapham Junction has since been extensively remodelled with additional running lines. The Broad Gauge tracks terminated in what today are platforms 16 and 17 on the extreme east side of the station. If anyone can remind me of the book in which this photograph appeared, it would be most appreciated From Latchmere Junction the Broad Gauge also continued to Longhedge Junction where it joined the SE&CR. From there it continued to Stewarts Lane Junction. A short BG goods line led into the Great Western s Lambeth Yard later to be in the shadow of Battersea Power Station. I believe Lambeth Yard belonged to the Western Region until about 1968 when it was transferred to the Southern. At about that time we were sent up to the yard to measure up some GW double slips for reuse elsewhere. They were unusual in that the switch tie bars passed through holes drilled in the webs of the stock rails. While we were there, the yard was being shunted by a Western Region Hymek diesel locomotive. From Stewarts Lane Junction the GWR shared tracks with the SE&CR, the Great Northern Railway and the Midland Railway services from Farringdon. The BG passed under the LSWR and then climbed to Grosvenor Bridge and onwards into the Eastern side of Victoria Station. I have been trawling through my photo MODEL RAILWAYS ON-LINE Figure 2: Great Western Broad Gauge track at Didcot Railway Centre. Photo: David Lord. collection to see if I can find any evidence of the Broad Gauge in Battersea. Fig.3 was taken on 3rd March 1976 from the bridge, which carries the Brighton Lines over Longhedge Junction. In the distance is Stewarts Lane Junction. The road under the railway in the Figure 3: Photograph taken in 1976 from the Brighton Line bridge looking east from Longhedge Junction. The remnants of Longhedge Works are on the right of the picture. The two middle unused bridge decks were wider to accommodate Broad Gauge tracks. Photo: Paul Plowman

15 MAY foreground is Queenstown Road. On the right of the picture are the remnants of Longhedge Works. The first two tracks on the left were the original Brighton Lines from 1858 until 1867 when the high level route opened. The two middle tracks had been removed because the bridge from which I took the photograph had structural problems and the space was needed for an additional supporting pier (see fig.4). These two tracks were effectively a continuation of the West London Extension Railway and were once mixed gauge. In figure 3 it can be seen that the two middle bridge decks are wider than those either side and there is a large space between the two tracks beyond to provide clearance for the Broad Gauge. Also notice that the disused sleepers still in place in the foreground are offset to the left of the bridge deck. This suggests that the BG rails were between the two tracks, as was standard GWR practice and that the standard gauge tracks were still on their original alignment even after several renewals. The Ordnance Survey 88ft to 1 inch mapping shows just this configuration. The two tracks on the right in fig.3 come from the Windsor side of Clapham Junction and lead to Factory Junction on the South Eastern. The layout was remodelled shortly after this photograph was taken in connection with the Victoria Area Resignalling Scheme. Subsequently the bridge over Queenstown Road has been replaced with a new structure Figure 4: Longehedge Junction photographed on 13th September The bridges in the distance carry the Brighton Main Lines. Longhedge Junction Signal Box can be seen in the middle distance. The tracks on the far left come from Pouparts Junction and the LSW Main Line is hidden by the grass bank. The two tracks in the centre have been removed beyond the crossovers to enable an additional pier to be constructed to support the Brighton Main Line bridge. These two tracks were once mixed gauge. The sun is just catching the far side of the new pier in this picture. This layout was subsequently remodelled in connection with the Victoria Area Resignalling Scheme. Photo: Paul Plowman Figure 5: Photograph taken in 1977 from Battersea Park Road bridge looking north from Stewarts Lane Junction. The right-hand pair of electrified tracks were once mixed gauge. Lambeth Goods Yard on the right of the picture once belonged to the GWR and was Broad Gauge. carrying only two tracks to Factory Junction and there is just a single line to Stewarts Lane. This evidence of the Broad Gauge in South London has now gone! Fig.5 was taken on 18 August The bridge in the picture carries the South Eastern high-level tracks. The goods yard on the left of the picture was (until Victoria opened) the site of the original LB&SCR terminus called Pimlico. The first two electrified tracks on the left were the original LB&SCR main line when Victoria first opened, which were shared with the L&NWR. The next pair of electrified tracks, which divide either side of the bridge abutment to form a grade-separated junction, were once mixed gauge. These are the tracks, which were shared by the GWR, GNR, Midland, and the SE&CR. The goods yard on the right of the picture is Lambeth Yard. This belonged to the GWR and was Broad Gauge. Today, both yards have gone and there are only three running tracks. The two former mixed gauge tracks survive but the two Brighton tracks have been reduced to a single line for working empty carriage stock into the Brighton side of Victoria Station. In Part 3 of this series we will look at the Broad Gauge track layout, which once existed at Victoria Station and from old plans try to deduce how it was operated. Model Railways On-Line Magazine The Magazine is published four times a year on the first days of February, May, August and November. To enable our readers to download a copy as soon as possible we provide an notification service. Please see details for registration on our website.

16 16 MODEL RAILWAYS ON-LINE ELMGATE AND THATCHAM LIGHT RAILWAY Tim Sanderson describes his 4mm scale, 9 mm gauge (009) Narrow Gauge Layout Photographs by Tim Sanderson and A Goff I have been into modelling railways for over 40 years, starting with a Hornby Dublo 3-rail set at the age of 4 years! During the mid 1960 s I was introduced to Narrow Gauge, through reading about the Tal-y-llyn Railway in Wales. I soon started to model in 009, using the products of Eggerbahn and Minitrains, and later Playcraft/Joueff. Being of European or American outline, these did not lend themselves to British models, so I soon learned to customise and adapt (ie chop up and rebuild!) The present layout is the culmination of several part-built layouts, and the intervening years experience, during which time I have worked on several preserved railways and now operate my own 7¼ inch gauge locomotive on a local miniature railway. Elmgate Station The layout represents part of the fictional "Elmgate and Thatcham Railway" set somewhere in the south east of England during the 1960 s. Goods traffic is mostly agricultural, but with the occasional train from the Elmgate processing works to Thatcham for transhipment, which is normally diesel hauled. This traffic is Above: Ruston Hornsby MARY brings some loaded wagons from the works. Heading Picture: Loco No.4 UCK shunts in the goods Yard.

17 MAY Track Layout Diagram dwindling, and a preservation group has taken over the line, running a passenger service, with restored steam locomotives and coaches. The line appears from the fiddle yard, through a road over bridge, on its approach to Elmgate Station. The main line passes in front of the carriage shed. The sheds are fitted between the road bridge, and the standard gauge stone viaduct. The long siding between the main line and sheds is used as a head shunt for trains from the processing work and storage for engineering stock, these sometimes being collected by one of the small diesels for work along the line. To the right of the shed is the repair/paint shop building. The Carriage shed is based on the Ratio 00 standard gauge shed kit. This has been lowered, and an extension added from scratch. The paint shop employs the Airfix RAF control tower kit, using parts from both front and back of the kit alongside each other to produce a longer building. The rear is open, and allows access to the point and lighting switches inside. Passing beneath the standard gauge track, the tracks divide into a loop, either side of the low platform. The left hand track joins the head shunt, and the goods yard opens out from this road, into two sidings, serving coal staithes, and the goods shed respectively. A line appears through a low tunnel under the road at the higher level on the left, from the processing works. Industrial locomotives shunt wagons from the works, for collection by main line locos to take to the other end of the line. At road level is the station building for passenger traffic. This is the Wills small station kit, painted in the Railway s colours of linen walls and midnight blue woodwork. Passengers gain access to the platform via a footbridge over the tracks. The accommodation is built over a brick storeroom. Along the road, low relief shops are modelled from card kits indicating the beginning of the town s main street. Back at rail level, the goods shed is constructed from the Wills kit for the merchant store. This has been extended, and a flat roof substituted. Beside the shed is an open loading platform, with yard crane. At the end of the platform, the two platform tracks meet at the turntable. This is scratch built from plastic card and copper Above: Loco No.2 ELMGATE passing the carriage shed. Above: Coach 14 beside the stream. clad paxolin, and operates manually via worm and gear below the baseboard. As well as serving to transfer locos between the platform roads, the turntable provides access to the steam loco shed, and a diesel-servicing road. The loco facilities are set nearly at right angles to the main line. The loco shed has been converted from the Wills corrugated iron Chapel kit, and accommodates a single loco. A Ratio 2mm scale water tower has been converted with 4mm scale fittings to provide for the locos; this is accompanied by a scratch built coal stage. A short track to hold the loco coal wagon is squeezed between the coal stage and (Wills) weighbridge. A stream cuts across the front right corner of the layout. This has been diverted around the turntable well.

18 18 MODEL RAILWAYS ON-LINE Above: The carriage sheds viewed from the Standard Gauge Viaduct. Left: Loco No.20 leaves with a train, while SIR TOM shunts the head shunt. Bottom left: An incline wagon, and out of service Cattle van sit outside the Carriage Shed, beside the road bridge. Below right: Loco 9 SIR TOM collects the workman s train from the shed. Track Track is a mixture of PECO 009 narrow gauge, and hand made with copper clad sleepers. In each case, points match the track type. The track is laid on cork underlay, and ballasted with "Brush it On" fine ballast. Points are manually operated by rods, which are actuated by miniature slide

19 MAY Above: A view taken looking over the Station from the Standard Gauge Viaduct. switches, which also switch the polarity. The standard gauge is represented by EM (18.2 mm) gauge track, with modified commercial stock and/or kits. This is naturally static. Stock The narrow gauge stock has been assembled from kits, or scratchbuilt. In particular, the standard coaches are adapted from kits for the Ashover Railway. Some goods stock has been converted from old TT (3 mm scale) vehicles. The locomotives are also a mix of scratch built and kit built. The list gives brief details. Scenery Scenery has a plaster base, over polystyrene blocks, and uses scatter materials, glued with dilute PVA glue., with additions, and other details mostly from Wills plastic materials. The standard gauge viaduct is from a Langley Miniature Models vacuum forming, and the road bridge arch from an N scale tunnel mouth, with parapet wall from Wills random stone sheet. The Interior arches of the bridges are Plasticard sheet. Control Control is by two controllers. One in the left hand fiddle yard, which can control the main line only, from end to end. The second, on a wander lead can also control the sheds. It is possible to run the layout from the wander control only, if a single operator is available. However, shunting the station, while a train passes on the main line creates more interest. Both controllers have been constructed by the owner, and are of the feedback type. No. Description Details T Hunslet "ELMGATE" Triang TT scale Jinty modified on Graham Farish 2P N gauge Chassis T Hunslet Duplicate of No 2 "THATCHAM" T Bagnall "UCK" GEM kit on Graham Farish chassis ST Avonside "RIVER ADUR" ST Kerr Stuart "KERRY" T Kerr Stuart SIR TOM DM Kerr Stuart "JESSIE" 11 4-wh DM Ruston Hornsby "MARY" 12 4-wh DM Hunslet "POLLY" Modified Airfix Pug on Minitrix chassis Chivers Tal-y-llyn No 4 on Bachmann Chassis Paul Windle "Haig" Meridian Models kit on Minitrix Chassis Meridian kit on Minitrix chassis Chivers kit on modified Graham Farish HST power bogie ST Bagnall Scratch on Ibertren Koff chassis DM Fowler "TERESA" Matchbox diesel shunter cut down on Graham Farish 08 chassis DM Fowler Matchbox diesel shunter on Graham Farish 57XX chassis DM Fowler Pushpull fitted T Krauss U Class Lilliput 1a ST Fletcher Jennings "SKARLOEY" 3a ST Hughes "SIR HAYDN" Matchbox diesel shunter on Graham Farish 57XX chassis Meridian kit on Cuckoo chassis Stenning kit on modified Farish pannier chassis

20 20 Review of the Hornby Grange MODEL RAILWAYS ON-LINE By Graham Plowman Review: Hornby 68xx Grange, BR Weathered Green, Late Emblem, No Resolven Grange The introduction of the GWR Grange by Hornby fills a long-standing gap in the market. Prototye History The 68xx Grange locomotives were rebuilds of 1911 Churchward 43xx class s. During rebuilding new cylinders were fitted, but the original wheels were retained. A No. 1 boiler with 225 lb sq in pressure was fitted, which resulted in increased power. The use of the longer boiler necessitated a new smokebox saddle and larger steam chest. The first four members of the class were fitted with cast iron chimneys until a new copper-capped smaller chimney was designed and fitted. The class was named after famous Granges on the Western Region. Because of the combination of boiler design and smaller driving wheels, the Granges earned a special reputation amongst enginemen and operators for their ability to haul heavy loads up steep gradients. By the 1950 s the class of 80 strong was well distributed around the former GWR system. However, the seasonal and perishable traffic which had formed the majority of the Grange s workload was progressively lost to road haulage and by 1965, the entire class was withdrawn. None were saved for preservation. No was built in March 1939 and allocated to Newport (Ebbw Junction). It was withdrawn in 1965 and scrapped at Birds, Swansea. The 78xx Manor class were also rebuilds of the 43xx s. Technical Data Grange 68xx Class Origin: GWR Introduced: Aug 1936 Driving Wheel: 5 ft 8in Bogie Wheel: 3ft Length: 63ft 0¼in Weight: 114 tons Water capacity: 3,500 gals Designer: C.B.Collett. Purpose: Fast freight & intermediate passenger Cylinders (2): 18½in x 30in Boiler pressure: 225 lbs.sq.in Tractive effort: 28,875 lb. Coal capacity: 6 tons Power Classification: 5MT Route Availability: Red GW Power Class: D The Model The model under review is 6869 Resolven Grange in BR weathered green livery and it is this finish, which is probably the first feature one notices when removing the model from its two-piece polystyrene protective packaging. Other than a small packet containing a NEM coupling for the front of the loco, there are no additional fittings to be applied. All detail is already attached. As supplied, the front buffer beam is fitted with a very nice representation of a screw coupling. However, as in previous reviews (Hornby Class 50 in MROL4 November 2004), this coupling cannot be used, as it has no sideways movement to permit use around curves. A real shame, because the coupling is very nicely made. The next thing noticeable is the significant amount of detail on the model. Moulding and painting is very crisp all over and the model has certainly captured the overall image of the prototype very well, including rivets. The cab is fully detailed including back head, driving controls, crew seats and reversing screw. This is possible because the motor is mounted in the firebox. The buffers are sprung on both loco and tender and are of a consistent height above rail level.

21 MAY A novelty feature is that the firebox door is moulded in the open position ideal for the DCC modeller who wants to fit a burning fire flickering light. The slide bars are not correctly horizontal due to the cylinders being slightly inclined. This is due to an assembly problem. On both sides they slope downwards towards the track by different amounts. The crosshead castings are very nicely implemented. Coupling rods are weathered and are probably the closest to prototype that the reviewer has ever seen. Achieving the correct tone for this part of a model is extremely difficult. There are no mould joins along the boiler. The chimney is correctly copper capped for one of the fifth and subsequent locos. There seems to be an incorrect assumption that the provision of NEM coupling pockets means that no one will want to use any other coupling systems and we have seen this on a number of new models from other manufacturers where obstructions or even assembly screws have been located exactly where a screw coupling spring would be fitted. It is therefore pleasing to note that this model is designed for the fitting of screw couplings with sufficient space behind both buffer beams for locating a spring mechanism. The footplate and buffer beams are plastic. Some commentators have mentioned the cab roof thickness as being a detracting point on this model. One s attention is really only drawn to this detail because the whole edge of the overhanging roof is painted green. A coat of black paint would hide this issue. On comparison with the old Bachmann Hall, it is exactly the same thickness but is painted black. The coal in the tender is removable, revealing complete representation of Above: Grange Class No.6858 Woolston Grange at Swindon Shed in the pouring rain on 1st June prototypical coal shutes. The reviewer has never been particularly impressed by the factory finish weathering now being applied on some R-T-R models, mainly because they are often too uniform, have no texture and are often overdone or have completely the wrong colour tone. However, this model has a very good representation of weathering which demonstrates that care, research/observation has been undertaken. The weathering is correctly applied as coming from the track up the sides and ends of the loco. However, there is no representation of air-born dirt appearing on the top of the model and working down the sides. This really is a minor issue and anyone can easily use the weathering on the model as a good basis for a more advanced finish. The model certainly does not look as though it has been placed in a spray paint cabinet! Running Performance The running characteristics of this model are exactly what they should be, absolutely dead smooth running in both directions straight out of the box. No running-in nonsense with this model! When fitted with a TCS M1-UK DCC decoder, performance on an already extremely good performer is even better Electrical pickup is via wipers on the backs of the driving and tender wheels with

22 22 MODEL RAILWAYS ON-LINE power being transmitted through the tender coupling. However, the pressure on the tender pickups of the review sample was sufficient to restrict the revolution of the tender wheels and cause them to lock. This is a minor issue, which can be fixed with extra weight in the tender. Similarly, the centre wheels on the tender do not appear to be in full contact with the rails and consequently, don t always revolve. This again is a small problem, which can be fixed by reaming out the axle support to allow the wheel set to drop further onto the rail. Note that the tender has an inside chassis with bearings and doesn t actually use the outside frame axle boxes. Driving Wheels Front Bogie Prototype Wheel Size 5ft 8in, 18 spoke 3ft 0in, 10 spoke Scaled to 4mm Scale 22.66mm 12.00mm Model Wheel Sizes 23.00mm, 18 spoke 12.00mm, 10 spoke As can be seen, the driving wheels are approximately 0.34mm too large but the bogie wheels are spot on and all loco wheels have the correct number of spokes. When running, the wheels are very true and the model has virtually no wobble. However, there is a certain amount of sideways play in the axles but it is probably less than on most R-T-R models. The weight of this model has been a topic of discussion with other commentators. At 230g compared with the 260g for the old Bachmann split-chassis Hall, there isn t much in it. On the reviewer s layout, the Grange had no problems with eight Bachmann MKI coaches, so it can only be assumed that the slipping mentioned by others is probably due to unrealistic gradients or tight curves. The model is very easy to take apart via a single screw located under the fall plate. The chassis is very neat and tidy with a centrally mounted motor driving the centre drivers through a worm and gear train. Like all of the new Hornby locos, this model uses a standard design of solid chassis. The chassis is not split electrically. Once disassembled, the DCC socket is easily accessible and this makes the fitting of a DCC decoder a two-minute job. Additional Comments Because the Granges, like the Manor s were rebuilds of earlier 43xx moguls, modellers might like to consider the possibility of using the Hornby Grange chassis as a replacement for the Mainline/Bachman Manor and Mainline/Bachmann 43xx. A quick experiment with a Manor body revealed that with a small amount of modification, the Grange chassis could possibly be made to fit. Note that the bogie will need remounting, as it is further forward on the Grange when compared to the Manor. Cylinders may also need swapping. The Bachmann Manor has correct wheel sizes (22.4mm drivers, 12mm bogie). While not a modification for the feinthearted, it is a possibility if a better chassis is required under an old Mainline/Bachmann Manor or 43xx. The Verdict The dimensions of this model were checked against a scale diagram of the Grange by C.J. Freezer on P184 of the Continued on page 26

23 MAY

24 24 Picture Gallery MODEL RAILWAYS ON-LINE Above: Ken Webb s 00 gauge Southern Railway layout based on Exeter Central. Battle of Britain 21C166 Spitfire has just arrived with a train from Plymouth. Spitfire was the Lewisham disaster engine and remarkably survived in un-rebuilt condition until the end of steam on the Southern. Photo: Paul Plowman Above: Southern Railway No.850 Lord Nelson departs from Exeter Central with a train to Waterloo. The terrace houses in the background are all hand built. Ken Webb s layout will be featured in the August edition of Model Railways On-Line Magazine. Photo: Paul Plowman.

25 MAY Last Quarter s Puzzle Picture Puzzle Picture from MROL 5 In the February edition of Model Railways On-Line Magazine the puzzle picture showed a turnout against a platform in a terminal station, which is used for loco release. Readers were invited to tell us the purpose of the additional rails and in particular why this configuration is located within the turnout. There are no moving parts other than the switches of the turnout, which are a conventional design. Readers were also invited to tell us the location of the picture, which is not in the UK but there is a strong connection with the Romney Hythe and Dymchurch Railway only ten minutes walk away. Stuart Dix wrote: Photo taken at Spencer St Station in Melbourne, hence the dual gauge (Standard and broad) track. I m sure it will come to me later today if it is Platform 1 or Platform 2. Because the diverging road is broad gauge only, there isn t sufficient room between the two close rails for a frog so close to the blades. I think the common rail is away from the platform for the rest of the length as it keeps the gap to a minimum for both gauges. If I recall correctly, Capt. Howey made his money by selling the land in Latrobe St in Melbourne narrow gauge to be as close to the platform face as possible. However, keeping it there that close to the common crossing of the wider gauge turnout would be pretty interesting, if even possible (I certainly wouldn't fancy trying to make it!). At the very top of the photo we can just see the flare of the next check rail where the narrow gauge changes back to the platform face side. Interesting mix of rail types as well - looks like 1xFB and 4x BH reading across from left to right. I haven't personally encountered two gauges so close - looks too wide to be metre and 3'6" - seems more like about 4'3" and standard or something similar. Luke Briner wrote: Looking at your puzzle picture in the February issue, it appears that the track is dual gauge and the additional rails are to support the narrower gauge. Obviously only wide gauge locos are reversed off of the platform. I can only assume the configuration is like that in the crossover to permit the static rails to stay clear of the point blades. As to location, judging by the fact that the two gauges are only about 6 inches different I would guess that this is the Europe/Soviet border with 1435 and 1520mm gauges with passenger trains using the narrower gauge. David Sheppee wrote: The photograph was taken at the Up end of platform 1 at Spencer Street Station in Melbourne. The track is dual gauge (5'-3" gauge and standard gauge). The diverging track is broad gauge only and, as noted in the caption, enables locomotives to run around their carriage sets. Slewing of the standard gauge track nearer to the camera meant that only one V crossing, common to both gauges, was required on the point, which would otherwise be the case if the track was slewed on the far side of the V crossing. Each standard gauge rail, where slewed, has a check rail. The ends of the standard gauge rails are not point blades, despite their appearance. The left hand rail through the V crossing is the common rail for both gauges, whereas closer to the camera it is the right hand rail. The only standard gauge trains to use the platform are the daily and nightly Countrylink XPTs to Sydney. The hoses are presumably for refilling water tanks on carriages. Answer: The picture is of a mixed gauge layout for Standard Gauge and the Irish 5ft-3in gauge. The location is Platform 1 at Spencer Street Station in Melbourne, Australia. For some perverse reason the Australian colonies adopted different rail gauges, which have always created problems for Australian commerce. Progress has been made in recent years with regauging between Melbourne and Adelaide and the completion of the Alice Springs to Darwin line. There is now a complete Standard Gauge network linking all of the State and Territory capital cities. The Melbourne suburban railway network is Irish Gauge. Curiously there is more Irish Gauge track in Australia than there has ever been in Ireland! With mixed gauge track it is the practice to position the common rail closest to platforms to avoid large stepping distances for passengers. The device in the picture guides the Standard Gauge wheels from one Brian Harrington wrote: The check rails give away that the additional rails must be running rails - and with no switching action, its pretty obviously that the check rails must work pretty well too - be difficult to do that on most models! We must then be dealing with mixed gauge track with the narrower gauge changing sides. Presumably the intention is for the Above: Spencer Street Station, Melbourne. A second changeover beyond the turnout brings the Standard Gauge back close to the platform. The tracks from left to right are; Standard Gauge loco release, Irish Gauge loco release and Platform 1, mixed gauge.

26 26 side to the other of the Broad Gauge. As the two gauges are very close it has been possible to build this device without any moving parts, the check rails guide the wheels across. Brunel s Broad Gauge, originally installed by the Great Western was so much greater than Standard Gauge that moving switch blades were used to perform this function. The same applies today with other combinations such as 3ft-6in gauge running inside Standard Gauge. It is possible to build a common crossing to take a combination of Standard and Irish Gauges but it would be a costly non-standard trackwork component. In this location Victorian Railways have decided to adopt a configuration which enables a standard crossing unit to be used. The Standard Gauge is moved away from the platform just for the crossing. A second change-over device beyond the turnout returns running to the platform side. The first changeover is located in the turnout. If it had been located in the shunt neck before the switches then the left hand rail would have been the common rail through the switches. This would have necessitated the right hand broad gauge wheels crossing the Standard Gauge rail when taking the turnout route. Such a device is impossible to construct with gauges this close. In 1837 Henry Howey purchased several blocks of land in Melbourne. He quickly resold them at a profit but he could not find buyers for three of them, for which he had paid 128 each. These blocks remained in the Howey family and eventually became a prime section of the central business district. By 1871 they were already worth over a million pounds. In time these blocks were inherited by J.E.P Howey, builder of the Romney, Hythe and Dymchurch Railway. In his book One Man s Railway, John Snell reports that in 1964, the year after Howey s death, the solicitors who were handling his Australian affairs had reckoned the value of his Melbourne estate up to six million pounds and were still counting. A street named Howey Court still exists in Melbourne today and is only about ten minutes walk from Spencer Street Station. SiteNet Web Hosting MODEL RAILWAYS ON-LINE Does your business need a web site? Do you need an online web shop? Are you unable to develop a web site yourself? Are existing solutions and services too expensive? Are you unable to accept credit cards or overseas payments? If any of these questions fits your situation, then without a website with full web shop functionality, you could be seriously affecting the future of your business. SiteNet has been developed to enable businesseses to quickly and easily set up their own professional-looking web site with little or no knowledge of web site development / programming being necessary. The SiteNet engine enables you to point and click options and then it will create your pages for you. There is even a Site Wizard which will create your entire site in seconds! All SiteNet packages provide advanced functionality as standard with some providing a full on-line web shop, complete with product database and product categories, online accounting and automatic customer notifications when new stock arrives. All this including free technical support is available for a very affordable monthly hosting fee. Visit and let SiteNet host your business on the internet today! GPP Software, 9 Philippa Court, Kellyville, NSW, 2155, Australia Phone: +61 (0) Fax: +61 (0) The place to build your Online Business Continued from page 22 June 1968 edition of Railway Modeller. The reviewer is unable to confirm the accuracy of this drawing, but according to this comparison, the smokebox is 1.5mm too short, the safety valve cover is located 1.5mm too far forward and the cab roof back overhang is approximately 1.5mm too long. All wheelbase and overall dimensions are otherwise accurate. The model certainly portrays the image of the prototype in every way. The only improvement the reviewer can suggest for this model is the wheel rims. While the wheels are darkened metal, the rims need painting and/or weathering to match the condition of the rest of the model. A minor issue. Conclusions A very useful addition to any GWR or BR(W) layout as these locomotives were quite widespread in their operation. A very impressive model, highly detailed, highly recommended and runs absolutely perfectly straight out of the box the way all models should. Wheel back-to-back measurement is 14.5mm. Above: Romney Hythe and Dymchurch Railway 15in gauge No.1 Green Goddess about to leave New Romney with a train to Hythe on 17th June Photo: Paul Plowman

27 MAY

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