Wirral Steam

Journal of the Wirral Model Engineering Society

November 2010 Issue 49

Registered Office: The Sidings, Royden Park, Frankby, Wirral, CH48 1NP Track: ROYDEN PARK http://www.wirralmodelengineeringsociety.co.uk/

In this Issue • The Electric Trolleybus • Committee Minutes • Tom Thumb • Adhesion • Turbinia • News & Letters • Programme

Chairman’s Round A full and busy summer is now behind us and the Santa’s beckon. It has been a very good year with a successful Open Weekend and a superb effort by all those involved in raising over £1000 in aid of cancer charities. If you haven’t already seen them, there are lots of pictures on the website. At present I’m keeping the pictures fairly small so they are easier to view as an album on screen. If anyone would like a higher resolution picture, I can put them in contact with the photographer. I tend to remove original pictures from my PC as they take up so much disc space. I have also posted a couple of videos on the website. These were taken by my son on his recent visit to the UK. They were taken by either an iPhone or digital still camera. The quality of these videos is better than my not very old dedicated video camera. It would appear to be very easy to take high quality video these days, I can edit them and even better YouTube will now post HD movies. I would love to get more videos on the website of up to about 2 or 3 minutes – so get recording and let me have the results. In this issue I report on the potential return of Trolley Buses, surely a much cheaper solution to urban transport than Trams. I follow on the seemingly random pictures of Tom Thumb and Turbinia with some words about them. I also have pleasure in publishing an interesting report from Mr K Wilson on driving the track and solving wheel slip in a Single.

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The Electric Trolleybus Leeds Trolleybus (or New Generation Transport - NGT) is a planned trolleybus system in Leeds, West Yorkshire. If the plans go ahead, it will be the first trolleybus system to be re-introduced in the UK after almost forty years since the last trolleybus in Great Britain operated in Bradford. The predicted passenger loading of the trolleybus is 8-9 million passengers in the first year. The Tbus works by drawing its power from overhead cables, rather like an electric tram. The difference is that, whereas the tram usually gets its power from one large cable, with the current passing through the rails and into earth, a Tbus uses two, smaller, wires, drawing the current from one and returning it via the other. When Trolleybuses were first invented back in Victorian times, the power collector took the form of a small 'trolley' which ran on wheels on top of the electric wires - hence the name: 'Trolleybus'. This was soon replaced by two sprung poles which had small wheels that ran underneath the wires instead. These days, even the small wheels have been replaced by solid graphite contacts at the end of the poles. Despite the fact that the term 'Trolleybus' is a hundred years out of date, the name has stuck! However, people nowadays are using more up-to-date names for these incredible vehicles. In Germany, they use the term 'Obus' (because of the Overhead wires). In Britain, the terms 'Tbus', 'Trolleycoach' and 'Electroliner' have been coined. Because Tbuses use electricity which is centrally-generated at the power station, they can use fuel more efficiently than, say, a diesel bus. This means that, even if fossil fuels are used to generate the electricity, the Tbus is still much more environmentally-friendly than any internal-combustion vehicle. On the street, of course, the Tbus gives off no emissions at all - the electric motor is completely clean and very quiet. Typically, a modern Tbus will use a 750 volt DC system, which is converted to AC onboard for greater efficiency. Some modern Tbuses use a series of hub motors to increase efficiency further and to enable an even, low floor throughout the vehicle. Tbuses are also capable of 'regenerative braking' which means that the braking system is designed to be used as a mini-generator to recapture some of the energy that might otherwise be lost when slowing down. Up to 40 percent of the electricity can be reclaimed in this way. 24-metre Tbus on the streets of Leeds (City Square/ Park Row ) Tbus design and composite by Ashley Bruce of the Electric Tbus Group . Original photograph by Gary Stevenson

Image & words with permission Leeds Tbus - 2 -

The "Elektromote", the world's first trolleybus, in Berlin, Germany, 1882

Chicago Transit Authority control tower 18 guides elevated Chicago 'L' north and southbound Purple and Brown lines intersecting with east and westbound Pink and Green lines and the looping Orange line above the Wells and Lake Street intersection in the loop.

- 3 - Committee Minutes

7th July 2010 • More missing sleepers on Raised Track to be replaced. • ‘Len’ to be taken out of service until boiler water feeds made reliable • Cost of Flagging along front of shed approved. • Chairman to acquire new Battery and Charger for ‘Jenny’ and fix. • A list of competent/approved members had been circulated to members supporting activity on the Ground Level Track at Royden Park. • An incident had occurred where a member of the Station Staff had been verbally abused. This was because three youths were refused a ride as they were unaccompanied. New larger signs to be produced stating clearly that no rides can be given to under 18’s without adult supervision. • Mr. Stephen was thanked for his work in replacing wheels on Peter George. Mr. Ashe was thanked for the use of his wheel press. • The Council had ordered from WMES a new log store.

Please note that at the Committee meeting of 13 th October a revised Key Policy Document was approved. This will be made available in the member’s section of the website. It is now formatted to fit on 4 sides of A5 paper.

Again at the Committee meeting of 13 th October, clarification was sought on interpretation of the Code of Practice. The issue was whether a youngster or an adult friend of a member was able to drive on the track under supervision, when members of the public were being given rides. The answer is an unequivocal ‘yes’. Youngsters, whether as a family visitor (signed in) or as a Family Member, can drive their own or other locomotive if they are deemed competent and whilst under supervision. They can be on the track at the same time as others who are giving public rides. Obviously the same goes for adult visitors, who should be ‘signed in’.

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Some thought has recently been given to signalling the Ground Level Track as well as powering the two operational points at the station throat. I had the opportunity to look at an Australian development, The Modratec Interlocking Lever Frame. http://modratec.com/ They supply an interesting piece of software called SigScribe4, with which one can design an interlocking frame. I’ve come up with a few solutions to the GLT. If anyone has a particular skill or interest in signalling solutions, please contact the editor.

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Contact the Editor

Copyright © 2010 WMES – All Rights Reserved.

Editor: Alan Banks, [email protected] Tel: 0151 336 7797 7 Yewtree Close, Little Neston, Neston, Cheshire. CH64 4ES

Disclaimer : Wirral Steam is published for the Wirral Model Engineering Society. Any views expressed are not necessarily endorsed by the Society, Committee or Editor.

Electronic Journal The Journal is now posted in a secure area of our new website. http://www.wirralmodelengineeringsociety.co.uk/ Go to the site front page and click on ‘Members Page’. Contact the Editor for user name and password.

Tom Thumb

Tom Thumb was the first American-built steam locomotive used on a common- carrier railroad. Designed and built by Peter Cooper in 1830, it was designed to convince owners of the newly formed Baltimore and Ohio Railroad to use steam engines. It is especially remembered as a participant in an impromptu race with a horse-drawn car; the "Tom Thumb" led the race until a belt slipped off a pulley and the engine lost power. The demonstration was successful, however, and in the next year the railroad, committed to the use of steam locomotion, held trials for a working engine Tom Thumb was designed by Peter Cooper as a 4-wheel locomotive with a vertical boiler and vertically mounted cylinders that drove the wheels on one of the axles. The "design" was characterized by a host of improvisations. The boiler tubes were made from rifle barrels and a blower was mounted in the stack, driven by a belt to the powered axle. Cooper's interest in the railroad was by way of substantial real estate investment in what is now the Canton neighborhood of Baltimore; success for the railroad was expected to increase the value of his holdings.

Construction was carried out in the machine shop of George W. Johnson, where then 18 year old James Millholland was apprenticed. Millholland would later become a prominent locomotive designer in his own right.

Testing was performed on the company's track between Baltimore and Ellicott Mills (now Ellicott City, Maryland). Two tracks had been constructed, and the driver of a passing horse-drawn car bearing passengers challenged the locomotive to a race. The challenge accepted, the Tom Thumb was easily able to pull away from the horse until the belt slipped off the blower pulley and/or a popoff valve was broken or was active. Without the blower, the boiler did not - 5 - draw adequately and the locomotive lost power, allowing the horse to pass and win the race. Nonetheless, it was realized that the locomotive offered superior performance, because the technical difficulty with the Tom Thumb was recognized. Later races all showed the locomotive defeating the horse-drawn car by substantial distances, and horse victories were extremely rare, if there were any at all. The Tom Thumb was not intended for revenue service, and was not preserved, though Cooper and others associated with the railroad's early days left descriptions which enabled the general dimensions and appearance to be worked out. In 1892, a wooden model was constructed by Major Pangborn (who also had models made of many other early locomotives), and when a replica was constructed in 1926 for the "Fair of the Iron Horse", the builders followed Pangborn's model. The replica therefore differed considerably from the original, being somewhat larger and heavier, and considerably taller (note that the dimensions given above are those of the replica). Also, instead of the blower in the stack, a much larger blower was mounted on the platform to provide a forced draft, and the support frame of the cylinder and guides was considerably different. The replica remains at the Baltimore and Ohio Railroad Museum.

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Photo: Mo Stephen Approaching Eastham Lock - 6 - Adhesion Mr K Wilson

On a visit to the Wirral society a few days ago I was presented with an adhesion problem, and on getting back home an email requested details of ejectors for various sizes of locomotives/trains.

For a first-time driver on the Wirral railway, the trip is quite alarming. For the track slopes downwards from the station, but this is not obvious to the eye. The station seems dead level, and the regulator has to be opened for the start, but before the train is on the main line gravity takes over and the train gathers speed. Although I had been driven round the track - always a good idea for "strangers" - I did not notice this gradient and thought at first that the regulator had jammed in the partially open position. Worrying, n'est ce pas? This gradient lasts almost unchanged to the bottom of the first loop, of course this means opening regulator again for the climb to the second loop and from this it is uphill all the way back to the station. The curves are gentle and the track well maintained, but when seen at a fast speed and the belief that the regulator has stuck open - they look rather sharp. The gradient is not steep, and the King I was driving took the full train up it with only 40 psi. on the clock! There are a few level crossing places where whistling is required but this is no problem; visibility is good; the crossings are protected by the standard system of flashing lights. The station has a turntable, for the line is "out and back", extra run is obtained by a crossing where the loops cross. This reminds me of a similar track in Los Angeles. The crossing is protected by signals, and if any driver passes one of these at danger a nice fat exploding rocket fires off. Exploding with a fine bang, when everybody pays attention - and no doubt speaks a few words - and the offending driver has to pay for a new rocket. That was the system in 1979 at least - probably still going strong. Through woods for most of the line, the return loops are in a field, and the station is beside a wall parting a big field from the wood. The railway is visible from a big car park, so does quite well from passenger donations. Altogether a very fine railway, enjoyable to a great extent.

The adhesion matter was quite simple. He had a Stirling single (4-2-2) and was concerned about its difficulty in hauling a load. Well, a single is tricky to handle anyway. As far as I know, the ultimate record on full-size was witnessed by the late Harold Holcroft when he was working in the Swindon drawing office; he described the matter in his book "An Outline of Great Western Locomotive Practice". He witnessed a Dean Single pulling 23 bogie coaches! I am not certain of the weight of this train, but I would think about the 800 ton mark. Nothing to be sneezed at. The speed was about 45 mph, and the driver must have known his locomotive, and how he got started produces food for thought. Also the locomotive must have been in reasonably good condition, well "weighed". I discussed the matter many years ago, and was rewarded by correspondence from someone who didn't know much about mathematics. I pointed out the obvious fact that a locomotive pulled forwards by pushing the rails backwards, - 7 - and in one of the published letters I recall the phrase "when Mr. Wilson advanced this theory" He maintained that there was no backwards thrust on the rails and the locomotive moved forwards by the pressure of the steam on the front cylinder cover. I wonder just how a locomotive can lose its feet and skid. I wonder how a locomotive can stop if there is no longitudinal force on the rails? Now it must surely be obvious that a locomotive is pulling forwards by trying to push the rails backwards; this raises a further very interesting matter. The backward thrust is obviously at the rail top. The backward pull of the train, or the forward pull of the locomotive - take your pick - is a few feet above rail level - about 4 feet. Now I know that the height of the standard system of coupling and buffing gear in this country is about 3ft-4", some can be a bit higher. As memory serves, the big Swindon tenders were 1" higher than the smaller tenders - I know not why. The pulling force must exactly match the pushing force, less the friction of the bogie wheels. This is self-evident, therefore we have two equal and opposite forces, parallel, and at a distance apart of about 4 feet (the coupling from engine to tender is higher than the other coupling types). Therefore we have what is known in mathematics as a Couple. Now the important point of a couple is that it cannot be "neutralized" by any single force no matter what. It can only be nullified by an equal and opposite couple. This couple is invisible but it cannot "not exist". Therefore it must lie within the locomotive, and there is only one possibility; the transfer of weight from the front end towards, the rear end. This means a "dig in" of the locomotive, but clearly the result of this action must depend on the wheel arrangement. In general, engines of the 4-4-0, 4-6-0, 4-8-0, 2-6-0 this dig-in means a transfer of weight from the leading truck - be it bogie or pony - to the driving wheels. In the case of a King for example this is a gain in adhesive weight of about 6 tons - useful in starting. For 4-2-2, 4-4-2, 4-6-2, 4-8-2, 2-6-2, this transfer of weight gives much to the rear wheels, be they trailing, Bissel, or any other formation. This gives some reason for the former types being generally better at starting than the latter. In connection with this, even a Castle running backwards can slip without having a train attached - I know this from my own experience. It therefore follows that should my Wirral friend reduce the springing on the rear wheels, his trouble in running will be greatly reduced.

Note that this weight transfer would not be obvious from watching the engine at work (except for 0-4-0 locomotives), because the tilt-back effect is not obvious by looking at the engine. Note that the location of the center of gravity does not move and the total weight does not change, it is entirely hidden from view. In connection with this phenomenon, for an engine moving forwards, the lower guidebar is superfluous, whereas for rearward motion, the thrust is concentrated on the lower guidebar. This is one of the matters for locomotive designs with guidebars only above the crossheads, the system means that in forward running there is nearly twice the effective surface to take the load, and less than 1 guidebar in reverse. This reads a bit peculiar at first, but I am sure you will know what I mean! - 8 -

Turbinia

Turbinia was the first steam turbine powered boat. Built as an experimental vessel in 1894, and easily the fastest ship in the world at that time, Turbinia was demonstrated dramatically at the Spithead Navy Review in 1897 and set the standard for the next generation of steamships, the majority of which were turbine powered. The vessel can still be seen at The Discovery Museum in Newcastle upon Tyne, England, while its original powerplant can be found at the London Science Museum.

Development Charles Algernon Parsons invented the steam turbine in 1884, and having foreseen its potential to power ships he set up the Parsons Marine Steam Turbine Company with five associates in 1893. To develop this he had the experimental vessel Turbinia built in a light design of steel by the firm of Brown and Hood, based at Wallsend on Tyne.

The Admiralty was kept informed of developments, and Turbinia was launched on 2 August 1894. Despite the success of the turbine engine, initial trials with one propeller were disappointing. After discovering the problem of cavitation and constructing the first cavitation tunnel, Parsons' research led to him fitting three axial-flow turbines to three shafts, each shaft in turn driving three propellers. In trials this achieved a top speed of over 34 knots (63 km/h), so that "the passengers aboard would be convinced beyond all doubt Turbinia was Charles Parsons' winning North Sea greyhound".

Demonstration Parsons' ship turned up unannounced at the Navy Review for Queen Victoria's Diamond Jubilee at Spithead, on 26 June 1897, in front of the Prince of Wales, Lords of the Admiralty and foreign dignitaries. As an audacious publicity stunt, the Turbinia , which was much faster than all other ships of the time, raced between the two lines of large ships and steamed up and down in front of the crowd and princes with impunity, while easily evading a Navy picket boat that tried to stop it, indeed, almost swamping it with its wake.

From this clear demonstration of its speed and power and after further high speed trials attended by the Admiralty, Parsons set up the Turbinia Works at Wallsend, which then constructed two turbine powered destroyers for the Navy, HMS Viper and HMS Cobra which were launched in 1899. Although both these vessels came to grief, the Admiralty was convinced. In 1900 the Turbinia steamed to Paris and was shown to French officials then displayed at the Paris Exhibition.

The first turbine powered merchant vessel, the Clyde steamer TS King Edward , followed in 1901. The Admiralty confirmed in 1905 that all future Royal Navy

- 9 - vessels were to be turbine powered, and in 1906 the first turbine-powered battleship, the revolutionary HMS Dreadnought , was launched.

Turbinia was cut into two pieces when she was accidentally rammed by a ship being launched across- river from the south bank of the Tyne in 1927, but was restored in the 1960s, when she was put on display at Newcastle's Museum of Science and Engineering . Listed as part of the National Historic Fleet, Core Collection, in 2000, the vessel was the focal point of a year-long £10.7m redevelopment programme at Newcastle's Discovery Museum. The gallery around Turbinia was the first area to be refurbished, with the main part of the work involving raising the roof by one storey to create viewing galleries on three levels.

Photo: Mo Stephen Seen just after leaving Eastham Lock. I hope the rainbow shows up in the final print(Ed.)

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News & Letters

YORK VISIT TO ROYDEN PARK Sunday 10th October produced a lovely, sunny, autumn day and made the journey from York a pleasant one for our visitors. Denise and Stephen Edmondson stayed overnight Saturday in their campervan in our site, (son Matthew now at St. Andrews University) bringing their 3.1/2" Princess Marina. John Chambers with Mike Waters brought their 5" Polly and 3.1/2" Maisie respectively. They were duly booked in at about 10.15am and were welcomed with a cuppa before being introduced to the raised track. Before they steamed up they were invited, they didn't need a second invite, to have a session of driving the two 7.1/4" steamers. They commented that 'they feel rather big'. After initial solo runs they hitched to carriage sets just to feel the difference. A splendid Lunch was served for all by Denise Jameson, Chris Postlethwaite and June Pennell by which time quite a number of our members had arrived to participate in running operations. The ladies also served further refreshments during the afternoon and for our visitors before their departure. Our visitors steamed up and ran for most of the afternoon. They departed for home at about 4pm after much shaking of hands and congratulating the catering staff and those who had assisted them in having what they called a 'super day'. We now will be considering mutually convenient days for exchange visits next year which of course is special for us - our 50th Anniversary.

Mr A V Pennell Dear Alan,

I am writing on behalf of the York club to thank all at the Wirral club for the hospitality during our visit last Sunday. Mike, Steve, Denise and I all had a very enjoyable time and we wish to record our gratitude to you and your fellow members. Mike, Steve and I were all grateful for having our first chance to drive your Tinkerbelles, and if Mo managed to master her new camera, then I would love to be able to send some photographic evidence to a jealous Matthew at St. Andrews! We continue to be impressed with what your club has achieved, both in rolling stock and running facilities. In the context of considering the future of our hobby, it is gratifying to see the interest shown by the public in what you do and the pleasure they get from the rides. Mike and I would like to apologise for our repeated interruptions of June and Mo while they were busy taking bookings for the Santa rides at Christmas. I rather suspect that Mike wanted the chance to book a ride for himself! Our return journey was less confusing than the outward: we managed to get through the correct Mersey tunnel this time.

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We look forward to your next visit to York. I am hoping that we can arrange this for a Saturday sometime in the Spring or early Summer but need to speak to Denise first to learn when she is likely to be available. Thanks again from all of us; our waistlines should return to normal in the near future. With best wishes, John Chambers Chairman, YCDSME

A recent email from Malcolm Carroll suggested I may be interested in Steampunk as a literary genre. It would appear they had recently been visited by a 23-yr old recent archaeology graduate of Sheffield University and introduced to this concept in their rural fastness.... The concept is akin to the works of Verne and Wells, reimagining the use of what we see as modern technology in the steam era – the time of polished brass and mahogany. It is also akin to those 50’s imaginings of how we would all be living in shiny body suits with our flying cars by now.

Anyway it gives me an opportunity to publish this image – a rather grander affair than sits on my desk. Anyone up to building one? Ed.

- 12 - Jumbo Weekend WMES held charity days over the Bank Holiday Weekend, Sunday the 29th and Monday 30th August. Our two railway circuits were in operation giving rides in support of The Clatterbridge Centre for Oncology and St John’s Hospice in Wirral. The event was held in memory of former member John ‘Jumbo’ Whitehouse, who sadly lost his battle with cancer earlier this year. His nickname ‘Jumbo’ derived from a class of steam locomotive that ran on the LNWR and John had built and run a live steam working model on the Society’s track. John’s widow Marjorie asked if the Society could hold a charity event in memory of John and members were pleased to arrange the weekend. Thanks to the generosity of our visitors and the support of around thirty Society members, just over £1000 was raised to be shared by the charities.

We held two short presentation ceremonies at Royden Park. On Monday 6th Sept the Chairman presented Jade Barrett from Clatterbridge Centre for Oncology with a cheque for £503.04

and on Sunday 12th September a cheque for £503.04 was presented to Jill from the St John’s Hospice fundraising team by George, brother of the late John ‘Jumbo’ Whitehouse.

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Wirral Model Engineering Society - Memory Lane

As the Society heads towards the fifty year celebrations a look back provides a lot to be proud of and celebrate.

1965 Forty-five years ago the society had moved its meeting place from the Castle Hotel in Chester Street to the Royal Rock Hotel in Rock Ferry. Membership had reached 30. A joining fee of 2 guineas was introduced. This could be waived if the person had just moved into the area, was from outside the area, a member of another society, or by committee. In June 1965 members paid six pence each for membership cards which were distributed in July.

1975 In January 1975 the founder and chairman, Harry Roberts, gave a talk on the breathalyser in full battle dress. (He was a member of the police force) The talk was well received and very sobering! In April the secretary had 'flu, a cement mixer was offered to the society and two new brooms were purchased for the track. In May a talk on LNWR locomotives was only half completed by 10.45 pm when members left for home. The society outing was to the Severn Valley Railway. Due to the increase of members attending meetings the use of larger rooms was necessary at the Victory Hall. Not to be outdone, the Chairman had chicken pox in November and the annual dinner cost £3.25. The top table centrepiece was made by Sylvia Johnson.

1985 Members visiting the 1985 ME Exhibition by rail had a long wait due to the main line wires being down. Facilities at the track were a matter of concern to some members and the building of a club house was raised again. The anti-tip rail gang did their stuff but the shed lock was vandalised and had to be replaced. Our open weekend enticed over sixty visitors to come and taste our tea and have a run on the track with their locomotives. October saw a new broom purchased for the steaming bays. November saw the Annual Dinner at the Eagle and Crown, Upton, an enjoyable evening.

1995 9th January 1995 The Chairman welcomed members to the meeting with the news that Mr Ken Chynoweth had been awarded a Silver Medal at the Model Engineer Exhibition. Members were delighted for Ken and congratulated him on his success.

- 14 - The January committee minutes record that concern was expressed about the Society Locomotive. It was being used and put away uncleaned. Various remedies were proposed. The storage shed required a new lock. Sadly Mr Ken Senar had stood down as editor of the Society newsletter. The Society would not be permitted to erect any form of building adjacent to the track. However, to bring the railway extension to the existing buildings would be an acceptable option. Committee and members met with the Royden Park Rangers to discuss the possibility of an extension to the raised track. It would be necessary to have holes in the existing sandstone walls to accommodate the track route and an embankment on which the track would be located. Parking was mentioned as a possible problem. The station would be sited in the corner of the main field. It was agreed that WMES would establish which trees would be affected by the planned extension, we would consider parking problems, we would provide drawings of the holes required in the walls and agreed that no work could commence until official approval had been obtained. The society locomotive had been painted and the boiler tested. A loco log book was envisaged which would provide the society with a record of any work required and hopefully keep the locomotive in good condition.

By May new locks had been fitted but the membership had strongly objected to a refundable deposit system. In June aspects of Limited Company status were debated by the members. A report on the proposed track extension was before the Council and we were awaiting the results. In July a meeting was held with the Council representatives and the outcome was that the extension may be supported by the Council. There was no reason why the arrangement of a five year lease for the society should not continue. By August the prospects of a site in Brimstage were being debated. Subsequently a document was put together as an outline proposal. It was hoped that some firm news would be received before the end of the year. Some members had located a wooden building which was a cricket pavilion at a very reasonable cost. It was felt that prolonged storage of the building was necessary and the building may prove to be a liability. The project was abandoned.

In October it was agreed that we could not proceed with the Brimstage proposals due to the restrictions placed on traffic access by the Council. WMES were going to return to Gordale Garden Nurseries to see whether the original site proposals were acceptable. There was also the possibility of a track site at Hadlow Road. This was to be investigated. Meeting venues were discussed and a visit to Irby Cricket Club was arranged. Following the visit the proposal was put to the members. 26 members voted for a move and 4 voted against the move. The Secretary was asked to make the necessary arrangements to move the society meetings in the New Year.

- 15 - In December it was recorded that the proposals for a Company Limited by Guarantee would be put to the members at the 1996 AGM. Hillbark House had now been sold and this might affect the track. The Gordale site survey was still in progress.

2005 The Society was meeting at the WI, Thornton Hough. January minutes record that the President, Dr D Postlethwaite wished to stand down at the forthcoming AGM. The raised track had been in use throughout the winter months. The Society had purchased a 5" Gauge battery locomotive 'Jenny'. The ground level track had suffered damage due to falling trees in the January gales. The damage had now been rectified. A wagon project engaging our young members was ongoing as was the construction of the new steam locomotive for the ground level track. The Society contributed towards the improvements taking place at the WI in line with the disability discrimination act. The society currently had 54 full members, 38 family and 9 others. The Open Day had been successful and improvements to the GL turntable were approved as were proposals for signage on the raised track. The membership fee was agreed at £20; a tree survey had been completed; the society participated in the MMRS Exhibition at Pacific Road. There was a 'tree down' on the raised track. The Santa Specials were held once again and were judged successful. Tailpiece

Brownie Special Express Photo: Mo Stephen - 16 -