'The Spirit of the Narrow Gauge' — Porters Hill Railway. (Photo. Seamus Rogers) A Publication of the % Gauge Society No. 28 Spring 1984 —^ Established 1945

Castings, Drawings and Materials for Locomotives from gauge 1 to 7%" gauge, Traction Engines from 1" to 3" scale, Steam Road Vehicles, Station Steam Engines, l/C Engines, Workshop Equipment, Drawings and Castings.

1 Copper in Sheet, Sections and Tube from /16" to 6%'' o.d. Brass Sheet and Sections.

Stainless Steel Rounds from y16" to 1" Spring Steel Strip. Round Cast Iron Bars. Monel Metal Rod. Mild Steel Section and Plate. Silver Steel Rounds, Squares and Flats. Boiler Flanged Plate Sets for over 195 Designs. Nuts, Bolts, Washers, Rivets, Pins, Transfers, Paints, Lubricants and Cutting Oils, Pressure Gauges and Boiler Fittings. Silver Solders, Fluxes and Soft Solders, etc. Full Range of Sievert Brazing Equipment. Main Agents for Myford and Boxford Lathes and Millers, Emco Machinery, Senior Millers, Fobco Drilling Machines and a Wide Range of Hand and Machine Tools by Leading British Manufacturers. Stockists of Accessories for all the above Machines. Books, Magazines and Publications. rhe Largest Stock of Model Engineering Supplies in the Work 140 page illustrated catalogue price £1.50 post free UK. WW Overseas Surface or Airmail, post extra. Ci_3 COUNTER SALES or WORLDWIDE MAIL ORDER SERVICE. Retail Counter Hours: Monday-Friday 9-12.30, 1.30-4 pm Saturday 9-12.30 pm A.J. Reeves & Co. (B'ham) Ltd Holl> Lane, MarslonGreen,Birmingham B37 7AW England. Tel:021 7796831/2/3 Nearly Finished GOING AROlJrW D AFFODILS are here % Y ELLOW Apron vdth TRUMPET so clear. . CmO K ITES are Aflying...(Hats.are.too J1.) Z o ENGINES are STEAMING - UP ( First train in view ?? !!...).. BE SEEING YOU this SPRING

Brighton Centre s March 23-24-25,1984. FIT FYNE FORT FITTINGS Kenilworth: we too are completely loco!!! May 26-27-28,1984 List still free . .. forS.A.E Cylinder Drain Cocks: over 30 different items Lubricators in Tanks single, twin, triple II V4 sq , FITTINGS FOR SEVEN 2" x 3V2" (Hercules) 3 Watergauges: Plain, single vl two vl three vl /ain. pipe Highlander' (with and without blowdownl 5/i6in. pipe "Holmside" V4in. pipe Globe Valves—Angle—(threaded flanged) 3/i6in. pipe Female, Double Female, Male: Inline: FlangedFie . Flanged Floor Mounted. Safety Valves: Express Tank Modified Tank "Hercules", "Highlander", "Holmside", KITS OF FITTINGS for . .. "Dart", "Tich", "Rob Roy". "HIGHLANDER" Manifolds: IK) *"ie"lnj.VI. IU = V4"lnj VI . "Highlander". "HOLMSIDE" ' Holmside" "HERCULES" Whistle Turret: Hercules" Vertical LBSC 3 "DART" or 4 take offs "ROMULUS" (shortly) Valves: Blowdown, Blower. Check. By-Pass. Control. Globe, Pedestal, Safety, Tender Water, ask for free list (S.A.E.) Injector, Water Injector, Whistle. Washers, Adaptors. Syphons, Bushings, Unions. Nuts. Cones, Bulkhead Unions, Blowers, etc.. Box Spanners, Pumps . . . EXTRAS Tender, Freestanding, Crosshead, Axle, Fourways — Crosshead Polypenco, Nickel Silver and Packed Gland . . . Pumps . . . Extended Handles rams AND of course WHISTLES. Extended Spindles fZZZZZZZZZZEALZZZZZZZZZZEALZZZZZZZZZZEALZZZ The Steam Fitting Specialists^!

NEW LOCATION, CLARENCE BOATYARD, EAST COWES /JTpne jfort jfitUnfiS ISLE OF WIGHT P032 6EZ U.K. 'resbwater, Telephone: 0983-293633 [.©.tan,, Take your Loco on Holiday to Norfolk visit the Blue Riband line in Hemsby Great Yarmouth BOOK EARLY

Resident Locomotives <&rJ*~jL 4472 "Flying Scotsman", 5157 "Glasgow Highlander", "James" a Romulus with tender, "Llanrhaeadr" a small narrow gauge,"The County of Norfolk" a Bo-Bo electric and an 0-4-0 battery electric.

OOpen from EASTER to the end of OCTOBER O PARKLAND BUNGALOW ESTATE is pure magic to the many 7{" gauge enthusiasts who have already made a visit, four acres of paradise to train lovers, a super railway set in beautiful surroundings with accommodation in first class luxury detatched brick bungalows for the ideal family holiday. My brochure will give you full details of the bungalows and the layout. You can run your loco at times to suit your holiday plans, but if you love railways then you will enjoy this holiday even if you have no loco of your own, all rides are free so the children can have unlimited rides, there is a play area for the children. You can bring your dog on holiday too.

it SOME OF THE MANY INTERESTING PLACES TO VISIT ^f Pleasurewood Hills Railway, Corton, Nr. Lowestoft, almost a mile of 7\" gauge railway, a warm welcome from Happy, John&Graham and maybe a chance to run your own loco. Bressingham Steam Museum, in steam Sundays and Thursdays. Wells to Walsingham, the longest 10^" gauge railway in Gt. Britain, 8 miles round trip steam hauled 7 days a week during the season. The Thursford Collection open daily May 1st to October 31st. The Kessingland Wildlife Park with 10^" gauge "Royal Scot" Standard gauge on the North Norfolk Railway. Many other places outlined in our free colour brochure. Special date foryour diary May26toJune2 Spring holiday •££• 7j" gauge Steam week at the Parkland Railway. VV

Engine shed space F°r more details and brochure contact: — for visiting locos Don Witheridge 480. phone 0493—730445 _,„_ .. rQ Blue Riband House. Parkland Estate, HEMSBY, unloading ramp , GREAT YARMOUTH NORFOLK. NR294HA

III — A Publication of the 7*4 Gauge Society

EDITOR: From The Editors Desk Dr. J.B. Rogers, Porters Hill Farm, Nr. Droitwich, Worcs. As we approach the running season, the problems of getting (Wore. 52397) started again seem nigh insurmountable. The maintenance ASSISTANT EDITOR: tasks planned in October, which seemed only to demand a J. Meatcher, few dark wet evenings spent on the workshop for their 45 Marks Road, completion, have lost out ot the television or to the Wokingham, Berkshire. (Wokingham 790359). attractions of the "local". Those sleepers noted in a wet SUB-EDITOR/ May to be waterlogged and spongy but which one forgot PRODUCTION: about in the summer heatwave now look awful again, but R. Green, the surrounding mud, the rain and biting cold winds are 60 Weston Road, Gloucester inhibiting and the timber costs too much - better put that off for another season! Stations and signals require painting, the wire renewing and, if this man's railway is anything to go ADVERTISING SPACE IS AVAILABLE IN THE: NEWS by, a further twenty or so major and minor problems remain I ull Page: £25.00 to be solved. Half Page: £15.00 Quarter Page: £K.(X) It is strange how one's mind is reluctant to face up to Supply Camera Ready Copy some things - on this railway all the station seats require Type setting chargeable new wooden seats, or backs, many of which should have Circulated to every member ol been dealt with years ago. Next year I will not let things slip the 714 G Society and like this, I will keep a list and make myself do the jobs as available to the trade and they appear necessary - alas, resolutions are as hard to keep public ****** this year as they ever have been. If only one kept the New Year Resolutions! CONTRIBUTIONS WELCOME To those of you who, unlike me, are much better Although everv care is taken of organised may I recommend a further set of resolutions? submitted material, thete can Firstly, that you should make sure that your Subscription to be no firm guarantee that use the Society has been paid at the new rate and, where can be made of it and no responsibilitv be taken for necessary, the Bankers Order has been amended. damage to photographs or Secondly, to remember that your railway and/or other material received Should locomotive is too good to lose or suffer damage without photographs need to be being covered by the very Comprehensive Policy that the credited in print, this must be specified at submission. Having Society has organised - ask for details if you are not already said that, material is most wel­ insured. Thirdly, that even though we may be insured we come and it is unlikely that make certain that we run our hobby with the maximum roblems would in fact arise, possible safety at all times. Fourthly, to support our Society I:I;t with items going through several hands between Author by attending as many of its functions as we can, not just the and final print we can make no A.G.M., but as many as possible of the running days to guarantee For preference, which we are all invited; lets start the season by a large typed double spaced on A4 attendance at Halton on 14th & 15th April (see the last paper Photographs and draw­ ings are preferred for '/_> page Secretary's notes). Fifthly, to note the date and location of size, landscape format. the 1984 A.G.M., which wll be held on 29th & 30th

I September at Beer Heights, Seaton, Devon, by kind invitation of Mr. S.C. Pritchard. Oh! - and have fun too!

•fr -fr -fr

The receipt of the following journals is acknowledged; The Whistle The East Herts. Miniature Railway News. Brian Rogers •fr -fr

Press date for the Summer issue will be 14th April and for the Autumn issue, 1st July.

THE MODEL ENGINEERS EXHIBITION, BIRMINGHAM by D. Burwell

During our week at Bingley Hall last October we gained 23 new members bringing our membership to well over 1,000, by no means a poor achievement. Obviously the new subscription did not deter anyone. The sale of magazines, ties, and badges went very well, our cash box looking very healthy at the end of the Exhibition. As usual, we had a good display of engines and rolling stock on the stand, details listed below, attracting a good deal of attention. One display stand which attracted many spectators was the 7V4ins. Gauge GWR King owned by Mr. Adams, one of our members.

Stand exhibits 2-4-2 Tank Loco, G. Nicholson; 0-4-2 Tank Loco, B. Rodgers; 2 0-4-0 Tank Locos, A. Glaze; 2 Brake Vans, A. Glaze; Slate Truck, J. Tooth; 0-4-0 Hunslet Loco, D. Pucci; 2-4-0 Tender Loco, D. Spiers; 0-4-0 Hunslet, M. Taylor; 0-4-0 Quarry Loco, H. Fidler; 0-4-0 Invicta, J. Boyes; 0-4-0 B/E Loco, D. Burwell; S/T Astride Truck, D. Burwell; 3 Seater Truck, D. Burwell; 4 Seater Gondola Truck, D. Burwell. There was a varied display of traction engines, carts, railway engines and general engineering work. Two new Trade stands were in evidence, Camden Live Steam Services and Maxitrack, both involved in 7'/4ins. Gauge. If you did not make the Exhibition in 1983 it's well worth a visit in 1984. We shall be there!! My thanks to Chris Deith and the staff of TEE Publishing for giving us space and for their assistance with our stand. My thanks also to the stewards who manned the stand during the week.

2 FULL-SIZE BLOWERS by Rodney Weaver

As Don Fifer remarked in the last issue, the L & Y certainly provided the prototype for the electric blower used on so many small locomotives today — even if ours are less satisfactory in respect of throwing the smoke upwards. But he is wrong to suppose the the L & Y gave up the principle of forced draught after trying the electric blower illustrated. Several of the larger sheds used steam from their stationary boiler (often a redundant locomotive) to supply the blowers of locomotives being steamed, a much simpler and in some ways more satisfactory method than using a separate blower on top of the chimney. This practice continued until early LMS days, when it was prohibited on the grounds that it was bad for the boilers. As surviving L & Y records show boiler maintenance costs to have been comparable with those on other lines, and as the almighty Midland Railway had never thought of using forced draught, one can draw one's own conclusions!

Steam raising — a comparison The electric blower tried in 1905 may have been the one subsequently employed at Horwich to raise steam in new boilers after their hydraulic test. In this instance, a slave smokebox and chimney, the latter equipped with an electric blower, were used and 180psi was raised from cold in 1 V2 hours. The forty minutes mentioned in connection with the 1905 trial applied to a warm locomotive, not a cold one as stated in Noel Coates's book, and is comparable with the time taken to raise steam on today's oil-burning Festiniog locomotives from the same starting point.

Damage assessment My own opinion is that any harm caused to the boiler by such rapid steam raising, assuming that there is any harm in the first place, must be set against the extremely corrosive nature of the condensate that forms in the tubes and smokebox of a locomotive during the early stages of steam raising and the length of time that such acid material is in contact with the boiler during the slow process of lighting up under natural draught. The use of forced draught must surely reduce front-end corrosion quite markedly, and this probably balances any effects due to increased thermal stress. It is indeed a pity that the idea was not pursued during the latter days of steam traction, if only as a means of controlling smoke emission in built-up areas. The real shame is that so many ideas of similarly radical nature were — and still are — rejected simply because someone else had thought of it first. The NIH syndrome has a lot to answer for.

PLEASE. . . ! When submitting matter to be considered for publication, be sure that it is typed on A4 sheets, widely line spaced. This makes life a little easier for your Editor, Production Officer and Typesetter!

3 Sketch Plan of Gwendraeth Miniature C2K" Railway . Porthyrhyd Carmarthen

Not to Scale

"^fe^cV?^^^^ GWENDRAETH MINIATURE RAILWAY by F.D. Bond

Construction of this railway was commenced in April 1981. It is a private venture, there being no plans to make it commercial. To keep costs to a minimum the track itself is half inch square steel welded to inch by quarter steel sleepers at 6 inch centres. Since I have already built a 5 inch gauge "Firefly" to Martin Evans' design, the track is dual gauge, 5 inch and 7'/4. Track progress Work was started at the station and proceeded anticlockwise. After 12 months' work about 100 feet of track were down and, more important, the ex-Brecon and Merthyr Railway signal had been erected. Being adjacent to the main road, this advertised that something was going on and attracted enthusiasts to investigate. Unfortunately it hasn't produced any new members yet, but it did produce one volunteer to help with the digging. A further 18 months with two pairs of hands has seen the completion of the cutting which, at 240 feet long and up to 4 feet deep, is the major engineering feature of the line, and more than 300 feet of track laid. Local population entertained It was felt that this was sufficient to justify having an open day in August 1983. Unfortunately no other 7'/4 Gauge members could attend, the nearest are 60 miles away, but a good contingent of 5 inch came from the Swansea SME together with several lone hands from further west. A good day was had by all and we were able to demonstrate real steam railways to the local population. Completing the circuit Work continues and earthworks for a further 250 feet are nearly ready. Delays are now for financial reasons, but it is hoped that the next 250 feet of the total planned circuit of 800 feet will be down in time for the second annual open day which will be on 29th July 1984. All are welcome but prior notice of attendance would be appreciated. Alternatively, if you happen to be driving along the A48 and you see a full size railway signal, it's mine and you are welcome to call in.

~^t^ FOR SALE \5P^ NOW! under construction 7% Gauge 'ROYAL SCOT' Locomotive

LOCOMOTIVES!!! in 7% to WV* Gauge built to order. STEEL BOILERS!!! Our speciality, price on application. Painting and Overhauling of all locomotives undertaken. Ring or write to us at 22 Thames Avenue, Greenmeadow, Swindon SN2 3NW or Tel. 29294.

5 INFORMATION ON THE 7'/4in. GAUGE SOCIETY

Anyone wishing to join the Society, apply to the Secretary. Annual Subscriptions due in February each year are £10. New U.K. members, as above plus initial registration fee of £1.00. Payments can most conveniently be made by Bankers Standing Order. Overseas Subscriptions £10 remitted in Sterling please.

Executive for 1982/3

President: Dr. Brian Rogers. Chairman: Roger Marsh, "Nunfield', Grove Road, Burbage, Hinckley, Leics. Secretary: Roy Bickley, B.E.M., Caravan Harbour, Crystal Palace Parade, London. SE19 1UF. Treasurer: Leo Whisstock, 149 Surbiton Hill Park, Surbiton, Surrey. Editor 7'/4 Gauge NEWS: Dr. Brian Rogers, Porters Hill Farm, Nr. Droitwich, Worcs. Asst. Editor: Jack Meatcher, 45 Marks Road, Wokingham, Berks. Sub. Editor/Production: R. Green, 60 Weston Road, Gloucester. Trade Liaison Officer: Dr. M.A. Taylor, 112 Sutton Park Road, Kidderminster, Worcs. Insurance Secretary: VACANT Committee Member: Eric Smith, Bucks Cottage, Bucklebury, Slade, Nr. Reading, Berks. Telephone Numbers: Roger Marsh: Hinckley (0455) 39294. Roy Bickley: 01-659 6112. Leo Whisstock: (Surbiton) 01-390 1747. Brian Rogers: Worcester (0905) 52397.Jack Meatcher: Wokingham (0734) 790359. Mike Taylor: Kidderminster (0562) 69342. Eric Smith: 0635.62738.

Non Members reading this NEWS — bear in mind that the 7VA" G Society is more than just this publication! Only members gel the special News of Society Events as this is issued separately to the NEWS, Events are published in the News AFTER they have taken place. So join up and get the full benefits!

OBITUARY

JOHN BILL We were very shocked by the death of one of our members, John Bill. He will be sadly missed by all his friends in the world of miniature railways. He worked on the Hilton Valley Railway for many years and also when they moved to Weston Park. Of later years he gave a good deal of his time to the Walsall Steam Railway. Our deepest sympathy to his wife and son.

(» MY FOUR-WHEELED CROSS BENCH BATTERY ELECTRIC TRAMCAR by John W. Price

When I built my tramcar, back in 1972,1 wanted an ideal vehicle for my railway, no box on wheels for me, but it had to be easy to build, attractive, functional and readily available. Little did I realise then that others, attracted by its simplicity would want to build a similar tram. Construction began when I was a beginner. No drawings were made only sketches, and parts were designed and made as construction progressed. So some errors were made, some parts scrapped, others modified and some remain. In describing the building of the tram I have wondered whether to say how I made it or how I should have made it, maybe I should mention both.

Motive power and transmission Assuming that someone wishes to build a similar machine, the first item to obtain would be the electric motor, which could possibly be your most expensive item. After a few false purchases I was fortunate to buy a half horsepower 24 volt DC shunt wound motor. It runs at about 2,000rpm, and cost me £5 — a bargain — possibly government surplus. The first thing to do was to get it to reverse; this is done by isolating the field coils from the wires to the brushes, so as to have four wires coming from the motor. I knew Vihp was enough, after all they have one horse trams running along the prom in Douglas, Isle of Man. An alternative would be to use two lawnmower motors which are about quarter horsepower

7 each. This would give the advantage of series parallel control. I next considered how to transmit the power to the wheels. I decided upon 3/nin. pitch chain because I had bought some ex-government surplus at one shilling (5p) per yard length, another bargain. Standard off the shelf sprockets are used to reduce the speed down to something reasonable. To do this in two steps proved difficult as I wished to keep all the works below floor level. The ratio I chose was 13 tooth to 38 then 13 to 25 tooth sprockets powering both axles with 4'/2ins. diameter wheels giving a speed of 4.76mph at 2,000rpm motor speed. The 25 tooth wheels are 3.32ins. dia. over chain so that only left me 0.59in. to rail level. In this gap chain guards were fitted to protect the chains from grit. The leading guard is in between the wheels and relatively safe but the rear drive is outside and sometimes catches on unlevel crossings and other lineside projections found on visiting other railways. I have rebuilt this outside guard out of bed angle and it is now pivoted to the bearing at the axle end but to the frame at the other end so that no matter what load we are carrying the lower end of the guard is always the same distance from rail level.

Wheel problems The four wheels were made from lin. thick profiled mild steel plate; it was a difficult job to turn off the burn. Also I have since been informed that plate wheels wear oval because of the graining and should be made from slices off mild steel bar. The hole in the middle was drilled with a new V4in. dia. drill in the lathe, not bored as I would do now, and %in. bore collars welded to the backs. The wheels were slid on to 3/»in. dia. BMS axles and fastened with the set screws in the collars. This was done so that the tram could be easily converted to lO'/dns. gauge should 7'/4 be found to be too unstable. Little did I know in those days how stable 7'/tins, gauge can be and how large a vehicle can be run on it. To ensure the wheels ran true they were first rough machined, then the treads and flanges finish machined when assembled on the axles. The wheel treads are coned and the flanges tapered so that even when going around my 11ft. 6ins. radius curves the tips of the flange would not rub on the rail when new. I didn't put a root radius between the flange and tread but years of wear have now produced one for me, showing that I should have put one there in the first place. I have recently produced a set of wheels for a petrol loco using the ideas learned from building the tram. These roll perfectly down the straight, even if at the start they are not square to the rails. The tread coning and root radius must produce a self centering of the wheel sets.

Function of springs For bearings I used commercial ball bearing plummer blocks with pressed sheet metal housings, the sort which may be found on conveyors. I would use something more substantial now but these were the cheapest I could buy and I have had no trouble with them. These are bolted, because the housing is in two parts, on to mild steel bars, loose fitting bolts through each end and screwed into the truck frame hold the coil springs in place. Originally I thought that springs would not be necessary but on testing the trams truck on the railway, it went straight on at the curve and demolished some flowers. I have come to the conclusion that springs are needed to push the wheels down on to the rails and not just to cushion the ride.

8 Frame construction The truck frame is made of 2ins. steel angle, welded and bolted to the ends. Each end being two pieces welded together to form a channel 4ins. deep. If I was making another tram I would like to make the truck more in keeping with tramway practice. I had built the truck intending to make an industrial electric loco, then changed my mind and used it to build the tram and since it can hardly be seen I do not think it matters. One point to keep in mind is that when it falls off the track, which sometimes happens, the truck should be strong enough to resist damage.

Fitting brakes The first trials with the tram truck were along wooden rails laid across my bedroom floor, sitting on it with a small 24 volt battery and holding the wires in my hands. A short spurt of power sent me across the room, my feet out front, stopping the truck before it smashed into the wall. It was at this time my thoughts turned to fitting brakes. I know most brake blocks are made of cast iron but I looked around for something cheaper and easier. Some old rail vehicles had wooden brake blocks and I had some oak pieces, so I made four oak brake blocks and fixed them with 2 BA screws to V2 x lA MS arms with lM Whit, socket set screws at the bottom, screwed into a '/2in. dia BMS bar and pulled the brake on by a bar down the middle of the tram, at the rear of which is a spring, ex-bicycle saddle, to pull the brakes off. The front end is connected to a lin. x '/4in. MS bar giving a 2 to 1 ratio and also enabling the pull to be moved to the right hand side of the tram. At this point is a stronger tension spring, ex bed, then a chain which wraps around a vertical brake spindle '/2in. dia. BMS up the outside of the dash. A ratchet placed at floor level complete with pawl, true tramway style, holds the brake on, the brake handle itself is removable and fits over the square end of the brake shaft. I would have liked to bent the handle after turning but I had no heating equipment so I cut and welded it to a shape that looks all right. It would look even better in brass or gun metal but steel was all I could afford at the time.

Tram superstructure The tram body came next being a separate frame to the truck and attached to it only by 4V«in. dia. pins through holes drilled in the truck top and held in with split pins.. Rubber pads are sandwiched between to provide some form of resilience. All towing of trailers is taken from the lower truck and not from the car body. The tram body frame is made with 1 Viin. steel angle, the angles at the end are turned outwards and drilled for the vertical bars of the dashboard which are-Vsin. dia. rods screwed -Vkin. Whit, at the lower end and hold the timber bumper. Actual buffing is taken up by a 2ins. angle, 7ins. long, welded to the underside of the end angles front and rear. The floor, Viin. thick exterior quality plywood, sits on top of the frame and is fastened down with self tapping or chipboard screws underneath. At the end of the angle frame 12ins. long pieces of 1 '/2in. angle are welded in to provide support for the floor and for putting in more screws.

Final assembly The vertical bars for the dashboard are held together at the top by a piece of 1 x Vx MS flat, bent to the radius of the dash. This was done by drilling the holes at

*) -A FOUR WHEELED CROSS BENCH BATTERY ELECTRIC TRAMCAR FOR 1\ GAUGE - -BUILT BY JOHN W. PRICE 1972- - DRAWN IN JUNE 1983 BY JOHN W. PRICE © - SCALE ONE QUARTER FULL SIZE - DIMENSIONS IN INCHES

part of complete drawing 4ins. centres then cutting through on one side, bending to the right shape and then welding up, opening out the holes and welding to the top of the bars. This is finished off with a curved piece of close grained timber and varnished, being fixed by self tapping screws from underneath. Fixing the dashboard itself with individual brackets seemed tedious, so I decided to use one strip of -Vkin. X '/sin. mild steel. This is bent around the outside of the bars and tack welded to the four inner bars, but because the '/Kin. thick metal was too thick to bend around the ynin. diameter rods by hand I filed it thinner to achieve success. The top strips are in one piece but the bottom ones being in three pieces, the middle portion sitting on top of the nuts, with the outer pieces 3ins. up and riveted to the dash board. The dashboard is made from 16 SWG aluminium and slightly curved to suit, then pop riveted to the mild steel strips in the positions they would be if I had used individual brackets. The holes in the pop rivets were filled in with a plastic filler. To stop any electrolytic effect between the aluminium and the steel they were both given a coat of paint or varnish before assembly.

Wiring headlamps Headlamps have since been fitted, one each end in the middle of the dash. These are made from cast aluminium rings I obtained from the scrap bin. The lens is a piece of 'Ain. thick perspex cut circular in the lathe and araldited into the aluminium ring. Four 4 BA screws hold the lamp to the dash. The bulb is 24 volt VH amp Edison screw fitting. I would have liked a spherical bulb but had to make do with a cylindrical one. To hold the bulb I did not want an ugly bulb holder which would still need to be fastened down, so I used a length of 0.052 inch dia. copper wire, curled the ends around the two lower 4 BA screws and two turns in the middle hold the bulb vertical. This being the negative return via the frame. The positive wire comes through a hole in the dash to a 'U' shaped piece of thin brass strip suitably insulated from the other metal pieces and pressing on the underside of the bulb. A simple, neat and inexpensive arrangement. The other ends of the positive wires terminate at a switch at the back of the controller.

Drum controller The controller has evoked comment a number of times, the outer cover determined the size, it is a slice off a one gallon oil can. It just looked the right shape, ventilation slits were cut into it to provide cooling. A stiff aluminium chassis at the back and bent over the top supports everything. Inside is a drum controller, isolation, light and reversing switches. At the bottom are two coils of resistance wire 0.047in. dia. with tappings to the drum controller. I know that many these days shy off resistance wire to control electric motors, preferring electronic control but it has been used by many thousands of trams and electric locomotives, and I find that the loss of electricity turning to heat to be minimal so long as the tram is not driven slowly for too long. Running the tram at full speed or coasting is preferred. If two motors were used they could be switched in series for slow running and parallel for fast running with resistances providing the intermediate steps. Originally I found that in the top two resistance positions the wires glowed red. So I put two wires in parallel and doubled their lengths on one coil to provide the same effect. The lower positions were adjusted on the other coil. The drum controller was built around an old rotary switch. The handle at the top is easily removed by pulling out a split pin. At the bottom end is a 12 toothed

II wheel and a sprung positioning device to give accurate power take off points on the drum. Seven positions are used each of 30°, say 9 o'clock being off, 10 to 2 o'clock the resistance is used and 3 o'clock being full power. Stops are provided to restrict the handle movement to half a turn. The drum itself is made from a piece of copper tube 7/Hin. or 22mm dia. fastened to an insulated core. Square steps are cut out and copper fingers are used, one to put power in and one out to the field coil in the motor with six others connected through the resistances and reversing switch to the brushes on the motor. The cut outs are filled in with plastic filler, the sort used for car body repairs, and the drum trued up in the lathe to provide a smooth cylinder before assembly. The copper fingers are 'Ain. x l/16in., the sort of material used by electricians as earthing strip, and are bent to provide a light springing effect on the drum. The other ends being fixed with 6 BA screws to an insulated strip. Copper wires 1mm dia are soldered to the ends to take the power to a terminal block. This drum controller has never given anv trouble. (To be continued)

DRIVING IN COMFORT By Geoffrey Charles

As mentioned in the 7'/4 Gauge News No. 25, I did not find a slate truck to be particularly comfortable for driving. At various meetings, I "test sat" a number of different designs and although some were better (or worse?) than others, they all left something to be desired. I therefore decided to try a more fundamental approach. The Correct Geometry Trials with various mock-ups showed that the most comfortable position was when the ankle and knee joints formed right-angles and when the foot was hori­ zontal and on a solid platform. For myself (5ft. 11 ins.), this meant a sole of foot to seat height of 19ins. and a back of heel to front of seat horizontal distance of Sins. The optimum foot separation (24ins. outside shoes) was slightly greater than that permitted by the loading gauge profile of 2()'/4ins. It was clear that in order to maintain reasonable stability, not only were footwells necessary but the height to the seat had to be reduced to 16ins. The horizontal distance to the front of the seat was reduced from Sins, to 6ins. but the seat length (front to back) increased to 13'/2ins. — this is to give greater latitude to persons of varying stature. This truck has proved very comfortable in use and has (for me, at least) the further advan­ tage that when I rest my forearms on my knees, my hands are within easy range of the loco controls. Construction Details The chassis is 33ins. long with frames of 6ins. x '/Kins. MS, spaced 6'/4ins. inside. The front buffer beam is 6'/2ins. wide just to close the front end of the frames, while the rear one is 20ins. wide. The wheel base is 15ins. with 5'/4ins. wheels to Romulus profile, the leading wheel centre being 1 lins. from the front of the chassis — this being a mirror image of the Romulus dimensions. The axles run in double-shielded ballraces which run directly in horn guides on the insides of the frames, the apertures in the frames being narrower than the horn width to take the side thrust of the outer shell of the ballrace. The footwells arcsupported at the front by lin. x lin. angle running across the

12 full width (2()ins.) and attached to the front bottom corner of the frames, and at the rear by a short piece (4'/2ins.) of angle each side. These short pieces of angle are attached to vertical "hanger plates" which in turn are attached to lin. x lin. angle running full width (20ins.) across the top of the frames, 13'/4ins. from the front. The reason for this complication is that the front wheels project into the footwells; if the wheels were moved further to the rear, the truck would be liable to overbalance forwards. The resultant footwells are Bins, long x 6'/2ins. wide reduced to 5ins. wide where the wheel guard is fitted. The rear 19V4ins. of the frames (and the rear buffer beam) ae covered by a 1/ 16ins. MS decking 2()ins. long x 20'/4ins. wide which projects '/tins, to the rear and '/kins, to each side. This not only provides considerable stiffening but also useful stowage space for tools, coal, etc. It could be used for a 12 gallon water tank, the seat resting on top of it. Further frame stiffening is provided by angle running inside the frames at mid-height which also take the thrust of the springs. The front space (13'/tins. long) between the frames houses the vacuum brake assembly and is covered by a lid hinged at the rear. The whole front of the truck above the front footwell support is open for ease of firing and driving. The nominal height of the bottom of the frames above rail level is l3/tins. The side and rear platcwork of the truck extends 1 lins. above the top of the frames. The seat consists of a piece of 13'/2ins. x 19ins. x 3/tin. hardwood, from which the driver is insulated by 4 layers of foam-backed carpeting, the whole covered with black plastic cloth. The completed truck weighs l()81bs (49kg), but a welded construction would give an appreciable reduction in weight.

13J" -13V

wheel guard

FOOTWELL 6" 1

11"

13 A.H. Peppercorn on Walsall Steam Rail way. (Photo. N. Fields)

Romulus «»-6-0 'Donald" arriving at Smuggler's Bay with 2.40 p.m. train from Port Erroll on a June Sunday 1982.

14 A very interesting Indian 0-6-0 tank loco built by G. Cox on the Porters Hill Railway.

'A strong arm needed?' 1983 AGM yard shunter with 'Hornby Key' Allan Dowdeswell's I.C. locomotive 'Brunei'.

15 TRADE TOPICS by Mike Taylor

The efforts of my predecessors, initially by Don Fifer, and latterly, Mike Sharp will be difficult to match. Hopefully in 1984,1 will complete Don Fifer's excellent idea of a trade directory especially useful to newer members, unfamiliar with our traders that support the 7V* Gauge News by their advertising, ensuring its continuation and excellence! Equally though, do the trade require the support of the membership; to thrive and be able to design and produce the basic items we require to build our 7'/tins, dreams, or run our railways if we are so fortunate. Really quite a lot of items are offered so please support our advertisers when you can. Already I have been updated by most firms with enthusiastic co­ operation and a selection of some more recent offerings will follow, as available. The trade is mainly active with smaller fittings rather than complete commissions evident a decade ago — these are very thin on the ground currently — John Milner having recently completed an American 2-8-0 for Colin Cartwright's railway at Betts-y-Coed, Severn-Lamb well on with a USRA 0-8-0 tender loco in 7'/2ins. gauge for an American customer, and Morewood of Cheddar making a copper boilered Hunslet 0-4-0 ST at least. Turning to smaller things, I must mention an excellent range of injectors from Steam Age of Kensington, the larger one especially suitable for our size of work — they are extremely well made and what better recommendation than to overhear at the A.G.M. an experienced engineer say how well they worked even when very hot. At just under £30, the one for5/16in. pipework has a capacity of 8 pints/min. Some really good quality globe valves are new from Blackgates Engineering of Bradford — ten out of ten for the large one at £8 plus VAT and for-Vsin. pipe at £6 plus VAT. They also do a range of good injectors, 8 pints/min. at £21.26 plus VAT and double that capacity for £30 plus VAT. Maxitrack, well known for their small i/c kit built locomotives have introduced a contractors type "Jubilee" track, using all aluminium punched out sleepers for Vsin. high aluminium rail stock. Rail and sleepers come in kits, with possibly pointwork later. Maxitrack also make some convincing colour-light signals, using hollow lin. square ABS section. A 2-aspect version, about 3ft. tall retails at £23 plus VAT. Any variety can be made to order including shunt signals and automatic train control. For anyone wanting a standard-gauge type standard open-wagon, Pfeifferbahn do a complete kit of parts, '/nth scale — 7 plank scored 9mm plywood bodies, all cut ready to assemble. 3 hole wheels, castings or machined to fit fully sprung alloy cast axleboxes look very attractive as depicted. Any stage of assembly can be supplied at matching price. Finally the best buy currently must be the latest Reeves catalogue at £1.50. A bible in itself, listing drawings, materials, castings so essential that perhaps no one has not required the services of this firm. Our friends at Reeves tell me of exciting new developments for the 7'/4ins. gauge fraternity, in both standard and narrow gauge fields — so look out for the next exciting episode of Trade Topics. M.A.Taylor 1.84

16 Pfeifferbahn wheels and sprung cast axleboxes.

CORRESPONDENCE (Correspondence is welcomed and published as the opinion of the writer, not necessarily of the Editor.)

HORSEPOWER OR TRACTIVE EFFORT? Sir, I fear that Dr Bramall has misunderstood the intention behind my article, for having said that I am wrong he has proceeded to say more or less the same thing in different words. My intention was to steer beginners away from the idea that horsepower tells you everything, or indeed that horsepower and nominal tractive effort tell you everything. To determine what horsepower must be installed in your locomotive, you must first determine its drawbar pull vs speed curve. Hence the design of a locomotive must involve an understanding of train dynamics. Henry Greenly expressed just this viewpoint in the first edition of Model Steam Locomotives as far back as 1922: "While the horse-power of a locomotive is sometimes calculated, particulars of its 'draw-bar pull' is much more useful knowledge." He took as his example the Ivatt 4-2-2 and 0-8-0 designs of the Great Northern Railway, machines having almost identical boilers and capable of producing some 700 ihp continuously. The drawbar pull vs speed curves for these locomotives told

17 a very interesting story. From rest the 0-8-0 developed ten tons against the five tons of the 4-2-2, yet at 27mph the outputs were identical at 2.7 tons. At 40mph the 0-8-0 could manage only one ton, whereas the 4-2-2 could better that at any speed up to 65mph. Mere knowledge that the two locomotives were "700hp" would give a totally misleading impression of their respective abilities. James Watt's definition of the horsepower was based on tests conducted for him at Paddington in April 1783 by Richard Lovell Edgeworth. It was found that at 2mph a horse could develop 44,000ft.Ib/min. (1.33hp) for up to six hours a day. At lOmph, however, it took a very fit horse to sustain 22,000ft.lb/min. (0.67hp) for one hour per day. Watt's 33,000ft.lb/min. was an adjusted figure based on the output at 2mph, intended for comparison with a horse whim. Rodney Weaver

Sir, I would like to thank the Committee and members of the Society for presenting me with the Charles Simpson Award. It came as quite a surprise. I was told it was for my work at the Exhibition, although without the help of my many friends, our stands would not have been as successful as they were. I would like to thank them for their assistance over the last few years. D. Burwell

MEMBERS SALES AND WANTS

Members advertisements are published free (if space permits) subject to the pro v- iso that items offered for sale are genuine used goods and not, in any way, in competition with our fee paying advertisers who support this journal.

Researcher requires 8/9.5/16mm movies of British miniature pleasure railways. Details to : David Speechlcy (660), 2 Melrose Cottages, Blays Lane, Englefield Green, Surrey TW20 0PH.

There are a number of 18 foot lengths of ex-BR point rodding available for sale at £5 per length. These make excellent material for track or vehicle contruetion. Apply to Rev. Bob Jackson, St. Oswald's Vicarage, Knott End on Sea, Blackpool.

7'/4ins. G. "Holmside" chassis complete, buffers, expansion links, valve rods, part machine connecting rod. Cylinder casting and boiler plates. £450. Boiler can be completed if required. Coventry 466799.

7ins. G. coaches similar to Triang are being produced with a few in excess of requirements. For details ring Derek Noels (member no. 118), Heme Bay 5029.

18 MINIATURE RAILWAYS Withnell Station, Send 75p Abbey Village, for Catalogue Chortey. Lanes. pR6 8DA

NEWS FROM THE MAIN LINES

BEER HEIGHTS LIGHT RAILWAY — S.C. Pritchard In common with many of our Main Lines, the Beer Heights Light Railway actually suffered as a result of the very hot weather we experienced this summer. Despite this, the railway ended the season 2,800 passenger up on last season's figure. There are no major developments planned for 1984 but "Mount Delight", which was never quite finished, will be completed before the season starts and the track realigned to give a slightly longer run together with even better views of the valley and sea beyond. A new locomotive was acquired during 1983, a model of the Festiniog "Linda", making three steam locomotives on the line, two of which operate during the high season. An additional coach has been acquired, making sixteen in all. A spur siding has been added at the end of the arrival platform of "Much Natter" so that locomotives can be serviced at either end, thus speeding operations up when two trains are in use. Coloured light signals have also been installed and the points on the main line are now electrically operated. Members of the 7lA' Gauge Society are assured of a welcome at any time and, of course, the Society AGM is to be held there in 1984. For 1984, the Railway will operate as follows:- Easter Saturday 21st April, then Easter Week, i.e., 24th-28th inc. (not Sunday or Monday). Monday, May 7th (May Day Bank Holiday). Then the season officially opens on Saturday 26th May and continues until early October. Opening times are: Monday to Friday 10 am to 5.30 pm and Saturday 10 am to 1 pm. Sunday opening - May 27th only, then 22nd July-2nd September inclusive, i.e., school holiday period. Although the above dates are for the actual Railway operation, the Exhibition of Model Railways is open all year round, Mondays to Fridays, 10 am to 5.30 pm and Saturdays 10 am to 1 pm. Beer Heights Light Railway, Underleys, Beer, Nr. Seaton, Devon. Seaton (0297) 21542.

19 SALTWOOD MINIATURE RAILWAY — Alex Schwab This railway experienced a normal pattern of traffic, the statistics below showing a remarkable similarity. The season was somewhat marred by the episode of "schoolboy hooliganism" at Easter, an unfortunate event previously reported in the "News". However, the rest of the season passed off without further mishap or incident. During the winter of 1982/83, much of the drainage work in the cutting was overhauled, "spent" ballast cleaned, and the 3ins. diameter drainage pipes cleared. Many of these were heavily silted up — not surprisingly since they were originally laid in the 1920s and 30s! This railway has developed a weedkiller which seems to act as a track preserver, as well. It is composed of a 50/50 mixture of creosote and Jeyes Fluid which is added to 2 gallons of water. Since using this Elixer of Track Life it has not been necessary to renew any sleepers and it protects the 91b/yd. steel rails, inhibiting corrosion. The traffic statistics for 1983 were: No. of passengers: 1,695 in 1983/84; 1,757 in 1982/83. Gross takings: £96.10 in 1983/84; £90.30 in 1982/83. No. of journeys: 201 in 1983/84; 209 in 1982/83. Distance travelled: 75% miles in 1983/84; 77% miles in 1982/83. These figures include Christmas periods and the 1983/84 takings include the sale of 3 booklets. All proceeds have been donated to various charities. In 1984 the "open" days will be Saturday, April 21st, Easter Monday (23rd April), April 25th (Wednesday), Mayday Holiday May 7th, Spring Holiday, May 28th. Wednesdays ONLY—July 25th to September 5th inclusive. Opening times for these dates are 3.00-6.00 pm. The line is also open on Boxing Day and New Year's Day (1985) from 10 to 12 noon and/or 2 to 4 pm (depending on weather). Saltwood Miniature Railway, "Tilchurst", School Road, Saltwood, Hythe, Kent.

FOREST RAILROAD PARK — John Southern The unstinting thirteen weeks of blistering sun, embracing the peak weeks of the operating season, adversely affected nearly all tourist attractions in Britain and the Forest Railroad Park was no exception. However, the number of passengers still exceeded 150,000 so the results were still very pleasing. All locomotives performed splendidly during 1983. "Big Boy", now with five seasons behind her (or is it "him"?), headed the individual totals with 35,419 passengers safely taken over the gruelling Sherman Hill route while the two Rio Grande "Mikados" "battled" it out with 27,000 and 28,000 passengers respectively over the 1 in 25 of Cumbres Pass. On 11th August, delivery was taken of the Amtrak diesel, named "Spirit of America", built, yet again, by Severn-Lamb Ltd. of Stratford-on-Avon. Entering service immediately, she proved very popular throughout the remaining weeks of the season. The newly laid Rio Grande line, replaced after some 14 years, withstood the gruelling heat of the summer and required little or no work over the winter months. During the winter maintenance work was carried out, and for the first

20 time since her delivery in 1972, 2-6-0 "David Curwen" has been stripped down. Fortunately, no heavy repairs are indicated for any of the other locomotives in the present fleet of nine. This railroad has not reached the end of its development and several ideas, some rather novel, await an easing in the recession and an upswing in tourism in the West Country for their implementation.

WELLINGTON COUNTRY PARK STEAM RAILWAY — Ray Hammond Due to weekday operating demands, arrangements have been agreed with the Duke and Duchess of Wellington, who are keenly interested in the Railway, for future operations to be carried out by Society member Ray Hammond. Previously, this railway has been the demesne of Jack Lillington (who kindly provided the information for these notes on the railway). Ray has established a workshop at the site and is responsible for all maintenance. Also, during the close season and for the next year or so, he will be engaged in the construction of a Royal Scot for a client in Holland, four Dean Singles for customers in Switzerland, while a part-built GNR Atlantic was completed to exhibition standard and returned to its owner. Rolling stock consists of two Greenly Moguls (see photograph), a Royal Scot, a freelance 0-6-0, together with Severn Lamb coaches. Wellington Country Park Steam Railway, Heckfield, Nr. Basingstoke, Hants, (just South of Reading — Junction 11 of M4, then down A32).

One of the Greenly Moguls at Wellington Country Park Steam Railway.

21 ASCOT LOCOMOTIVE CLUB — Paul Finn This railway does not operate a public running service but has a fine multi-gauge track known as the Heatherdown Miniature Railway which is of 2,700ft. length in the grounds of a private school in East Berkshire. During 1983, members concentrated most of their efforts on developing and improving Princes terminus. An hydraulic loco lift was installed at one end of the 7'/4ins. gauge unloading siding, while an ashdrop was fitted at the other. 11 multigauge turnouts controlling the entry and exit at the station and adjacent sidings were laid in, and a signal gantry with electrically operated semaphors controlled from a panel in the signal box was erected across the platforms. The club holds three "Visiting Societies Days" during the summer and any Society or Club who would like to visit should contact the Club's Secretary — Alan Bond, 104 Moordale Avenue, Bracknell, Berks. Phone: Bracknell 23884. In fact, due to the conditions of the Club's presence at the site of the track it is imperative that all communications are through Alan Bond.

LOWTHER MINIATURE RAILWAY — David Smallwood This track was built in 1982 and in 1983 had nicely "bedded in" to give smoother and easier running. This was fortunate since it considerably helped when carrying the 60,000 passengers of the season, with over 1,000 in one day being the maximum. Each trip is 3/4 mile continuous in the form of two pear shaped loops with a single line connecting them. The line takes the passengers most of the way round a lake on which the Park's wildfowl feed and nest, also giving them fine views of the Lakeland Hills and the Pennines, being situated 4 miles south of Penrith. The faithful diesel outline loco (petrol hydraulic) gave good service all season, coping with all traffic until just after the Spring Bank Holiday. At this time, the Railway took delivery of a modified Maxi Lucky 7, which, unfortunately, suffered from a number of "teething" problems. It nevertheless was able to take loads of 60 adults even though part of the track includes a gradient of 1 in 66 immediately after a 270 degree on a 38ft. radius loop. The weight of the Maxi Lucky 7, known as "big Emm", gave a maximum axle loading of 1300lbs on one axle with just over lOOOIbs on the other. It is hoped to reduce this for 1984 to about 981 lbs each, by fitting a trailing pony truck after some modifications to the ashpan. There is a screw adjustment to the rubbing pads of this truck which allows it to be loaded, at the same time transferring the load forward. This relieves the rear driving axle which was most heavily loaded. Calculations have been supported by practical experiment — a box of scrap on the front buffer beam, while unsightly, transformed the ride! The coaching stock is mainly "sitastrides" in three car articulated sets, each car being 8ft. long, making set lenghts 25ft. Some coaches are open, cross-seated units 10 to 10'/2ft. long having 6 seats. All coaching stock is air-braked (non-fail safe) and fitted with safety chains. Steel rail is used of 25 x 10mm section, welded to chairs of 20 x 3mm, which are attached to 16 x 3 x 1 '/2ins. sleepers by 1 '/4ins. coach screws (2 per chair). The loops have spring operated points and the 70ft. long station has a passing loop. The engine shed has four roads, all of which pass over a 14ft. long pit area giving

22 easy access to loco running gears, etc. One shed road passes right through giving a second access to the main line. A number of restrictions were imposed by the site itself due to the location of the lake, the need to remove as few trees as possible, and that any cuttings would be in solid rock. This has resulted in rather tight curves. Thus, the station end of the track is on a 30ft. radius loop although the staion itself is on a straight. The return end loop is on the previously mentioned 38ft. radius and is on a fairly high embankment — this loop is check-railed. All embankments are of Shap granite since the quarries are just up the road and it's cheaper than soil. Fares are not finalised at the time of writing but children under 15 travel free the first ride (fare inclusive in Wildlife Park entrance fee), with extra rides at 20p. Adults are 4()p and children under 3 travel free. However, all children under 5 must be accompanied by an adult. The Park is open from the week before Easter until the end of October, although the railway will probably close mid-September due to lack of custom once school holidays are over. In October 1983, an Open Day was organised with the Carlisle Model Society. The weather was not good but with 5 locos, mainly from the North-East, plus "Big Emm" a good day was had by all including the stalwart Ken Swann. It is hoped to repeat the event in 1984 although earlier in the year. 7'/4" Gauge Society members are always welcome but during the peak part of the season railway staff are very busy and patience may be needed to find the most opportune time for a chat. Contact: David Smallwood, Lowther Miniature Railway Ltd., Lowther Wildlife Adventure Park, Cumbria. (4 miles South of Penrith on the A6). Phone Greystoke (08533)-576 after 6 pm.

MOSS BANK RAILWAY, BOLTON — Eric Doyle The 1983 season commenced just before Easter and continued, fairly uneventfully, through the summer and into early Autumn. The heat-wave had a beneficial effect in the northern regions, providing a season with few Sunday afternoons lost due to bad weather. The highlight of the year was the return to service of the Cromar White Hymek "diesel". This loco had a history of starting problems and had been abandoned in a corner of the shed where it had languished for several years, gathering dust and wildlife. David Haslam, a Moss Bank "regular", together with friend, Brian Hutchinson, took the loco away, returning a few weeks later with it "fit for the road". It is hoped to repaint it during the winter ready for the 1984 season. As before, operations will be on Sunday afternoons and Bank Holidays (except May Day Monday) from approximately 2.15 pm. Steam operation is usually on Bank Holiday weekends and Good Friday. Eric also included in his notes a plea for interested members to go along on running days to help run the Railway. Anyone wishing to help should contact him on Bolton (0204) 51899.

SILLOTH MINIATURE RAILWAY — K. Williamson Situated on the Solway coast, in Cumbria, this railway runs along the promenade for 1,200ft. (straight) with a siding into the engine shed which is situated in a small

23 wood of Scots pines. A poor start to the season, when part of the track was washed away by flood tides, was overcome and, overall, the results were good. The track was re-laid in time for the Easter weekend, after which it was running every Sunday from Whitsun to August Bank Holiday. The railway is operated with a Tinkerbell Class loco, "Valerie", and the purchase of a Cromar White "Hymec" during the winter of 1982/83 provides additional motive power. This loco, originally at Twycross Zoo, was regauged to 7 '/tins from 12ins., and given a thorough overhaul. Rolling stock consists of four Echills Wood type coaches. It is hoped to have completed the new steam loco ready for the 1984 season. This is a half size version of the Ravenglassand Eskdale "Northern Rock". Society member Stephen Baker of Derby fabricated the boiler. Silloth Miniature Railway, Briar Cottages, Blitterlees, Silloth, Cumbria.

DYKE NOOK RAILWAY — M. Clifford Over the winter 1983/84 major reconstruction work has been carried out on the Museum and Railway. At present, a rebuilt Patriot Class loco is under construction based on information obtained from books and diagrams. Maurice is using a Black Five chassis with the third cylinder in place of the frame stretcher. If any member has drawings or other detailed information Maurice would be pleased to hear from them. The railway opens at Easter and Whitsun weekends and then every weekend until October. Weekday arrangements can be made for members who should contact Maurice Clifford on Kirkby Thore (0930) 61338, or by writing to: Dyke Nook Farm Museum, Silver Band, Knock, Appleby, Cumbria.

TUCKTON RAILWAY, TUCKTONIA, NR. POOLE, DORSET There have been no major changes to this railway but the arrivals platform has been extended. The opening period is 1st April to the last weekend in September. This railway is the home of "Sapper", a narrow gauge 4-6-0 locomotive which shows that 7'/4ins. gauge is not "playing with toy trains".

BELTON HOUSE MINIATURE RAILWAY The Society does not seem to have an "inside" man at this railway but our local "agent" Neville Knight reported that it was being operated using "infernal combustion" during 1983. Steam locos do exist at this line, a Flying Scotsman, 4472, and a Mountaineer ex. Manor Park, Glossop. If any member visits this railway during 1984, the Editor would appreciate a report, particularly if the line itself is interesting.

BLUE RIBAND LINE, PARKLANDS, HEMSBY, GT. YARMOUTH, NORFOLK — by Don Witheridge 1983 was a year of progress with the laying of a further 300ft. of track, this time in

24 Cromar White heavy duty rail. During the wet Spring a continuous embankment and a new bridge were built to form a loop line at Parkland Central Station. This enabled incoming trains to enter Parkland Central via the new loop while making a continuous run of about a kilometre. The opening ceremony was held on Sunday, May 29th with Leo Whisstock cutting the tape. This event was very well attended and the 7Vaa. gauge steam week at Spring Bank Holiday was considered by many to be one of the best events they had attended. The full story of this event was told in "News" No. 26, but mention must be made again of the sight of five "Class 5" locos with the nine, scale, LMS coaches plus the many standard gauge engines present. These sights made all the effort on the new line, particularly that put in by a number of Harrow and Wembley members, worthwhile. All carriages now have dual braking systems, one bogie being fitted with vacuum brakes while the other has air brakes. Both systems work perfectly giving good train control with full loads or empty coaching stock. 1984 Spring Bank Holiday "Steam Week" (May 26th to June 2nd) is already well booked and promises to be another great event. So if you are on holiday during that week, Hemsby will be the place to go. The Spring Bank Holiday "Steam Week" has become an annual fixture in 7'/4in. G circles and provisional bookings have been made for 1985! It is hoped that some of our Continental members will attend.

Railway Timetable for 1984 Easter Holiday, the "Easter Egg Special" will be steam hauled, departing at 11.00am from Parkland Central on Easter Sunday. May 26th to June 2nd is the 7in. gauge Steam Week when trains will run all day, every day, with the last train at 4.00pm on Friday. This is a steam spectacular for any railway enthusiast and all visitors can expect a very warm welcome. June 2nd to September 30th — Summer Season holiday trains will operate Saturday evening, Monday, Tuesday, Thursday, and Friday mornings between 10 and 1 lam. These times seem to be most popular with holiday visitors. For 7'/4in. G members visiting with their own locos, special running times can be arranged to suit their holiday plans. 4472 "Flying Scotsman" is now ready for passenger hauling with the Pullman rake of coaches.

PLEASUREWOOD HILLS RAILWAY — "Happy" Hudson The new admission system, introduced for 1983, worked very well and by the end of the season a total of 222,149 passengers had been carried. This was accomplished with just 3 trains running on weekdays, and 4 on Sundays. The loco's statistics were as follows:

Passengers No. of Trains Train Miles Serendipity Amtrak Diesel 105,964 3,796 3,125 St. Paddy Deltic 53,811 2,153 1,772 J.M. Cobbold (2-8-4 Steam) 59,313 1,972 1623 Victoria 2,806 176 145 B.M. Brunning 255 15 12

25 During the winter, St. Paddy was rebuilt to incorporate an hydraulic system using fixed displacement motors and pump which drive all 12 wheels. The same basic system and chassis were used on "Serendipity", the Amtrak diesel. Also during winter 1982/83, another set of articulated coaches was built bringing the total to 24. The biggest problem during the hot summer of 1983 was the expansion of the aluminium rail. This resulted in a decision to purchase 5 tons of Fincken steel rail and sleepers. Although the current steel rail might be considered overscale, it was felt that this could be lived with if it overcame the additional problem of rapid wear of the aluminium rail. This latter problem should be judged against the trafficof 8,000 plus trains in an 18 week season with up to 20 trains an hour during peak times, so it should not be thought that aluminium rail is generally unsatisfactory. The track does include some Mardyke steel rail which is being retained for the time being, but may eventually be replaced with the Fincken rail under a standardisation programme. Plans for 1984 include another diesel loco and another set of articulated coaches. These coach sets are to have an extra coach added following a record run of "132 passengers hauled by one 7'/4ins. gauge loco for 1 '/2 miles" under the watchful eye of the Guinness Book of Records (believed to be a world record for a 7'/tins, gauge loco). It is hoped to add another steam loco in the form of a Festiniog "Linda", being built by Grahame Hewitt. However, delivery for the 1984 season is uncertain. Drawings for a 4-8-4 Union Pacific have been obtained from the USA, the construction being the project for winter 1984. Development of the Park continues with £250,000 being spent during the 1983/ 84 closed season. This development includes two indoor pools and a 2ft gauge railway. The latter was purchased in Germany (Freiburg) and is comprised of a loco plus rolling stock. A full-size buffet coach and guard's van have been purchased from BR to provide extra dining/refreshment facilities for the expected 350,000 visitors (the park had 250,000 during 1983). Approaches have been made to the Coal Board for a steam loco to stand at the front of these. Of great interest to us all, but particularly to other commercial operators, the Railway received a visit from the Dept. of Transport Railway Inspectorate, consequent of which all the rules and regulations of a full size railway have to be followed. What happened was that the local Health and Safety Officer called in the RI as he is quite entitled to do if he does not understand railways, even if the railway in question is under 15ins. gauge. The RI Inspector reports his findings to the H and S Officer who ensures that they are implemented. At the PHR, the recommendations included formal driver training, written safety instructions, written accident procedures, written daily safety checks, brakes on all non- articulated coaches (50% if articulated), fail-safe signalling, locked points, fenced track, signalled crossings, etc. A little thought shows these requirements tend to safeguard the operator and employees against claims of negligence following an accident since written records and evidence of safety checks and training would be available. The experience of this visit by the RI indicates that it is very worthwhile to check with the HSE/RI before carrying out any railway construction, especially on Council property, as a quick chat could save a lot of expense, or at worst, closure.

26 The services of the Inspector are free and the one at PHR was very helpful and understanding of the problems of running a railway. Finally, if anyone is interested in the hydraulic system used at PHR then write, enclosing SAE, to Unit 3, Suffolk Road, Great Yarmouth, Norfolk, for details. Some aluminium track should be available for purchase, at present quantity unknown, but SAE will bring details.

EAST HERTS MINIATURE RAILWAY — Geoff Nixon This railway is located within the Van Hage Garden Centre at Amwell End, nr. Ware, Herts. The 1983 season started on the 23rd April, and by the 30th October, 25,680 passengers had enjoyed a trip on the railway whilst giving the members equal pleasure. The traffic for 1983 was, in fact, up to previous seasons' averages despite the exceptional weather. The range of locos has increased now comprising two diesels, two Hunslets, a modified 0-6-0 Romulus, a GWR 1366 (in polished brass), two Holmsides and two Tich's. During winter 1982/83 and summer 1983 a 5ins. gauge rail was laid round the inner and outer loops. Winter 1983/84 saw work on the underground storage facility. Social events during 1983 included another 7W Gauge Society "Open Weekend" on June 18/19th (reported in the Autumn News) together with the traditional exhibition at Ware Drill Hall on the last Saturday before close of public running. At the exhibition, a cheque for £500 was presented to Mrs Mayes, Head of Amwell View School for Handicapped Children. It is hoped to have another Open Weekend for the Society during 1984, but of course, visitors are welcome at any time. The 1984 season will start around Easter and enquiries should be addressed to: G.N. Nixon, Secretary, 54, Rivermead, Hoddesdon, Herts, EN11 8DP.

WALSALL STEAM RAILWAY — Colin Cartwright The 1983 season at the Arboretum showed a 10% drop in passengers compared with 1982. This is believed to be due to 5 very wet weekends early in the year when, with no locos in operation, only maintenance work was possible. During the week prior to the Easter opening, the new trackwork to Pathways Halt Station was completed. The track in this station had been lifted in total, levels adjusted, pointwork renewed and an extra line laid. This latter feature will accommodate through trains arriving from the new extension as well as serving as an extra loading platform at peak times. Underground cables were also installed for the colour light signals, track circuiting, and point motor operation at the point feeding the extension/turntable road. All locos, with the exception of "Duchess of Buccleuch", were in constant use during the season with an average of 5 steam locos and 1 electric in regular service. The "Duchess" was relieved of any duties during 1983, the time being given to attention to the finer details ensuring that it retains the extremely high standard of looks and efficiency which this Powell/Monks loco so richly deserves.

With an average mileage of 30 per loco each weekend, maintenance has to be continuous, with job cards essential in order to prevent major faults developing. Track maintenance, in the capable hands of Steve Kirby and Bill Whapples, was

27 minimal proving that the attention and diligent work carried out during the previous winter and spring had been worthwhile allowing as it did, uninterrupted running. The aluminium track shows little sign of wear, despite the relatively heavy traffic. Three coach trains remain standard although the locos could manage four, if required. It is iioped to standardise coach lengths, as at the present time, there is a somewhat varied assortment. The aim is for all coaches to be 9ft. 6ins. as per the Cromar-White stock. The signal box proved of great value as well as creating much interest. It houses the locking control box for all the signals and track circuits together with the point motor control and track indicators. The Denver and Rio Grande loco, "Old Rube", was in service for the last five weeks of the 1983 season, proving a powerful and attractive loco for the line. Due to the fact that large, scale locomotives are used on the railway, this addition does not look too much out of place and assurance is given that scale locos will continue to be used at Walsall, in spite of the leg pulling! It is hoped to have the extension well under way for the summer, as well as having a small souvenir shop (also selling refreshments) completed. All signalling should be operational as well. Delivery of the Royal Scot loco is expected for the 1984 season while experiments are going on with propane firing in a 2-8-0 locomotive. It is felt that this system could permit "instant firing" with minimal attention, while proving an interesting experiment. If any reader has any experience or information on the subject, a letter or call would be greatly appreciated. The present philosophy is that of consolidation as well as expansion so that the operators themselves can appreciate and enjoy the improvements and development of the track. Members of the 7W Gauge Society are always most welcome, and those wishing to run their locos are welcome any Saturday by prior arrangement. The railway operates every Saturday and Sunday plus Bank Holidays.

CONWY VALLEY RAILWAY MUSEUM, BETTWS-Y-COED, N. WALES — Colin Cartwright

This railway is also operated by Colin Cartwright (see also Walsall Steam Railway), who took over during 1983. Passenger traffic unfortunately followed the pattern of most of the Welsh railways in 1983, and was down by about 8% against 1982 figures. Extra passengers were attracted by the choice of two trains at peak times — either steam or electric. This proved quite successful in conjunction with the new loading platform situated directly opposite the Main Line station. Thanks to the kind co-operation of Jeff Stubbs, steam motive power was provided by "Linda", backed up by the Bo-Bo electric loco. The petrol engined Hymek was used on works trains. "Linda" is particularly suited to the line and being a far more powerful loco than its predecessor, was able to handle 4 and 5 coach trains with ease. During the August Bank Holiday weekend, Robert Carter and "Marchlyn" were welcome guests, sharing the two busiest days with "Linda", thus giving an all-steam service. To control the departure of trains from the new loading platform, a starter colour light signal was installed, controlled from the Museum foyer. This has

28 proved to be of great assistance, particularly with last minute passengers. Due to the tight curves on this line, it was not possible to use any of the Walsall locos, so it seemed sensible to try to use the new Denver and Rio Grande loco, "Old Rube". Accordingly, subsequent to the steam trials at Chester, John Milner, Brett Rogers, and Colin Cartwright took the loco straight to Bettws-y-Coed to see how the 2-8-0 took the sharp curves. It was a case of "nearly but not quite", and so, reluctantly, it was decided that until the track, pointwork, and curve in the cutting had been relaid, "Old Rube" would be better applied at Walsall. This also had the advantage of allowing a few miles of running to loosen up. Plans for 1984 are very extensive. The line will continue to use narrow gauge, powerful locomotives commencing with "Old Rube" and followed by a South African 2-8-0. With the acquisition of an adjacent plot of land, the curve at the cutting end of the line will be opened out considerably, while plans have been submitted which will more than double the "journey" length. The line will be fully signalled and landscaped, while serving a much needed picnic area. The present rolling stock is quite adequate but bogies are to be re-wheeled with individual ball-races to give easier running on the curves. It is hoped that all track improvements and additions are completed for the 1984 season which starts at Easter. The service operates daily from 10.(X) until 5.30 for the whole season. Members are more than welcome at any time but no visiting locos can be accommodated during 1984 while familiarisation with the new track and signalling takes place. New posters, advertising the Railway, have been produced and Colin would like to come to an arrangement with other "public" railways whereby Conwy Valley Railway posters are put up in return for theirs being displayed at Be'ttws.

GREAT COCKROW RAILWAY Hardwick Lane, Lyne, Chertsey, Surrey. Open 14.45-17.45 on Sundays May 6 to October 28. On the last day there will be night running until 19.30. The Great Cockrow Railway opened on its present site in September, 1968. Much of the material used in its construction and most of the rolling stock emanated from the Greywood Central system of the late Sir John Samuel who had built a 7'/4ins. gauge railway in the grounds of his house in Walton-on-Thames. The OCR has developed over the past 15 years with the last major development in 1979 when the Cockrow Hill branch was opened. This involved the construction of a 45ft. viaduct across a stream and the double-track main line. Movements on the single line between Everglades and Cockrow Hill have been controlled by Tyer's No.l2A electric token instruments. It has, however, been felt desirable to increase the capacity of the branch and to that end a return line from Cockrow Hill joining the down line near Bishops Bridge has been constructed this winter and should be ready for traffic when operation is resumed on May 6. The new section is 320ft. long and, added to the existing 920ft. of the branch brings its track length to 1,240ft. This may be added to the main line track length of 3,150ft. to give a total of 4,390ft. (1,338 metres). There are two turntables — one at Hardwick Central and the other at Cockrow Hill. Latest additions to the locomotive stock are en ex-LBSC H2 Atlantic, "Lorna Doone", a second GCR type 4-6-2, a Black Five, and a battery electric locomotive styled as a Hymek. The shed is expected to house for 1984, 2 Great

29 Central style 4-6-2s, 2 Royal Scot 4-6-()s, 1 LMS Black Five 4-6-0,1 GWR Hall 4- 6-0, 1 LNER K3 2-6-0, 1 LNER K5 2-6-0, 1 North Eastern Rl 4-4-0, 1 Southern S15 4-6-0,1 Southern U 2-6-0,1 BR Hymek (battery-electric), 1 LMS 0-6-0 diesel shunter. There are 20 4-seat passenger coaches and various examples of freight rolling stock. During the winter of 1982/83 the locomotive and carriage shed was extended. Normally three-coach trains are worked but a named train — The Gladesman — is worked at 14.45 and 17.30 and covers both the branch and main line workings into which operation is normally divided. The train is double-headed and seats may be booked in advance. The fare on The Gladesman is 40p and on other trains it is 30p with an off-peak incentive of an extended journey for branch train passengers early in the afternoon or after 16.30. An additional public viewing area is being made available to ticket-holders between the Up main and Spur lines. Last year passengers totalled 12,429, some 300 less than the year before when there was, however, better weather early in the season. The Gladesman passengers totalled 1,114 (777). It should perhaps be added that the postal address of the Great Cockcrow Railway is c/o Terminal House, Shepperton, Middlesex TW17 8AS.

WESTON-SUPER-MARE MINIATURE RAILWAY — by Robert Bullock The railway was opened in 1981 as the Beach Lawn Miniature Railway by Robin Butterall and Michael Severn-Lamb and operated in 1982 by Peter Webb. Steam and internal combustion locomotives were used during the first two seasons including the Hunslet tank "Dolbadarn" and the Romulus "Elidir". After an unsuccessful attempt to open a line at Burnham-on-Se'a, I arranged to rent the railway at Weston for a season and after many telephone calls and much chasing around, opened at Whitsun. A petrol-hydraulic locomotive based on the American G.P.40 type, and built by Arnold Bimpson, provided the only motive power. Fitted with a Honda petrol engine and driving through a hydrostatic transmission (both units supplied by Don Fifer) ("Hiawatha" ran for the whole season with only one minor breakdown and proved to be a very economical and easy to drive locomotive. (My bank manager suggests I change the name to "Hiapurchase".) After a successful season I have now taken the railway over and several improvements are scheduled for 1984, including a new spur in the putting course around which part of the railway runs, alterations to the station layout, a souvenir shop and the provision of signals and a signal box. My first season as a commercial miniature railway operator was on the whole very enjoyable despite working long hours for seven days a week (I foolishly said that I would have a day off when it rained. It didn't!) and I have made many new friends. Grateful thanks must go to Taff Roberts and Ken Webber for their assistance, Don Fifer and Michael Severn-Lamb for supplying equipment at very short notice, and of course to my wife Sue who managed to look after our new son, sell tickets, make the tea and organise me at the same time! The railway will open for Easter week this year, Sundays until Whitsun then daily until September.

30 mm BUILDERS OF FINE LOCOMOTIVES

CHECK VALVES INJECTORS 3'32 Pipe scr 3/16x40T £1.90 A 30 ozs 11 7z pts) per min. V« Pipe scr. % x 40T £2.00 Feed/Water Pipe 3/16 5/32 Pipe scr. % * 40T £2 13 Steam Pipe 5/32 3/16 Pipe scr 5/16 x 32T £2.47 Set. 6/16 x32T £13.96 '/. Pipe scr. % x 32T £2.97 B. 80-120 ozs (4-6 pts) per min 5/16 Pipe scr 7/16 x6T £4.07 Feed/Water Pipe * GLOBE VALVES Steam Pipe V. 3/32 Pipe scr. 3/16x40T £3.45 Scr. 7/16 x46T £17.94 '/. Pipe scr. % x 40T £4.25 C. 160 ozs 18 ptsl per min. 5/32 Pipe scr. V. x 40T £4.25 Feed/Water Pipe 5'16 3/16 Pipe scr. 5 16x32T £4.54 Steam Pipe 5/16 '/. Pipe scr. % x 32T £5.18 Scr. 9/16 x26T £29.89 HOURS OF OPENING: MECHANICAL LUBRICATORS CLOSED MONDAYS l'*1* £18.98 TUESDAY FRIDAY: 9.30-5.30 1%•x1 %" £18.98 SATURDAY: 9.30-1.00 2" x. 1V." £20.88 2- x2- £31.31 19 ABINGDON ROAD, KENSINGTON HIGH STREET, LONDON W8 6AH TELEPHONE: 01-938 1982

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n Colin Cartwright Extends a Cordial Invitation to Visit the Conwy Valley Railway Museum Bettws-y-Coed Ride Behind'OLD RUBE'the Denver 2-8-0on the Improved VIA Scenic Track

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