March 2021 Volume 32 No 09 Issue 357 A 100% NMRA Affiliated Club 2 ‘ Talk’ Volume 32 No 9 (issue 357) March 2021 ABN 32 998 681 418

Email; [email protected] Facebook; Toowoomba Model Railway Club A 100% NMRA Affiliated Club Phone: 0447 464 137 Disclaimer: The opinions expressed in ‘Train Talk’ are not necessarily the opinions of the TMRC Inc. or it’s members. PLEASE NOTE: Any personal items left and/or used at the club premises or events attended and/or organised by the club are the responsibility of the owner of said items. The TMRC Inc. Takes no responsibility for any loss or damage thereof. MOTION:04/02/03.

Toowoomba Model Railway Club Inc. Please note; schedules for club activities are notified in Train Talk - RAILWAY TIMETABLE - Page All correspondence mailed to: 38, and via email, if you have an email address and TMRC Inc. are not on our members email list, please advise PO Box 883 ASAP so you can receive up to date news. Toowoomba Qld 4350 Send to email; [email protected] MEMBERSHIP FEES President Benjamin Martin Ordinary @ $90.00* Vice President Grant Hirning Trial @ $40.00* Secretary Ted Freeman For Twelve Months Treasurer Angela Martin (*Includes basic NMRA membership = Committee David Cook Jeff Fritz $30.00 for Public Liability Insurance) Gary Sardoni Bill Waterhouse

4. Benny’s Banter (Benjamin Martin) 28. Library News (Gary Sardoni) 4. Working Bees. 30. Railway Postcards of QLD (Arthur 5. Teditorial (Teditor) Hayes) 6. On The Footplate 31. Model Railways in NZ (Arthur Hayes) 6. Thoughtful (www) 32. Modellers Corner (Bob Comerford) 7. Expo Flier 33. OOPS! (Www) 8. Expo Dinner Venue 34. Pandemic. Apsndemonium, Profit 9. Expo Exhibitors to date. 35.Hoskins Hollow (Geoff Burns) 9. BMTS Announcement 37. NMRA Div 1 Calendar 10. BMTS Flier 38. Railway Timetable 11. The Short North (Bill Waterhouse - 39. For Union Pacific fans (Rob McClear) (www) 40.USA in NZ (Arthur Hayes) 20.Railway Pic’s (Graham David via Arthur Hayes) ADVERTISER INDEX: 22. Unusual & Streamlined Steam 3 Wuiske Promotions (Teditor - www) 5 4AK/4WK Toowoomba 27 Scale versus Gauge (Teditor - www) 39 Wings Over The Downs

ON THE COVER: NR18 about to set off with The Ghan on the Gold Coast Model Railway Club Inc. HO/OO Layout. The NR18 and the Ghan belong to Grant Hirning, photo by Teditor.

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Wuiske Models is Proud to announce the fourth Mass Produced RTR wagon to be made right here in Queensland… The HJC Cement Wagons.

These wagons could be seen all over the state from the mid 1960s right up until the late 1990s.

These wagons have been released with 15 running numbers, 4 variations and 2 liveries. All versions could be seen running together throughout the years.

Our third MADE IN QUEENSLAND ready to run wagon, the PCS Container Wagon. These early container wagons entered traffic in Queensland from March 1970. A total of 68 wagons were built. Several lasted in traffic up until the early 2000s. The PCS wagons saw service in all regions of the state throughout their lives and were particularly employed on smaller branch lines and for use with over length containers.

Queensland Railways Ready To Run Models, DCC, Decals, Wuiske Models Bogies, Accessories, Kits, Detail PO Box 131 Parts, Scenery, DVDs. Jandowae, Qld, 4410 and rolling stock in 12mm and 16.5mm gauges Web: www.wuiskemodels.com

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Another month comes and go’s and another month closer to the Expo.

Information has been sent out and we have received a few back already which is a good and positive sign for this years Expo. If you haven’t received your information pack, or would like one, please contact as and we will be more than happy to send one to you.

I would like to thank the committee for all volunteering for the 2021 Toowoomba Royal show. These people have given up the long weekend to open and promote the club. Speaking of volunteering, we are still chasing help for the Brisbane Model Train Show on the 1st weekend of May, we have 5 maybe 6 helpers at this stage and we have 8 passes for each day so if you can help even for one day, please let us know.

Benjamin

WORKING BEES Please keep in mind the following dates and assist where you can.

April Wednesday 7th - Friday 9th - Saturday 10th Working Bees - Tidy up clubhouse, ensure layouts are operable for the Toowoomba Heritage Royal Show

May Wednesday 5th - Saturday 8th - Friday14th Working Bees - Preparations for the 2021 Toowoomba Model & Hobby Expo.

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If you think this page looks like a radio station advertisement, then you are correct. We are pleased to have 4AK/4WK on board as our major sponsor, their involvement means we have the air time w e n e e d t o p r o m o t e t h e 2 0 2 1 Toowoomba Model Trains & Hobby Expo.

Gary Sardoni was chasing the C17 Brown Bomber on its recent trip through Toowoomba. At one stage he went to race across to get a photo and his right foot gave out, Gary is now sporting a Moon Boot and will spend several weeks recuperating. A very few of us went to the Gold Coast Model Railway Club recently for a train running visit, we had an enjoyable time running trains on their large HO Scale layout. It’s a shame that more members did not attend, Gary was scheduled to go, but alas, not to be. More members should take the opportunity to attend club events, we see very few a the Friday night Social gatherings, ALL members are welcome, you can run trains, sit and gasbag, bring some nibbles and a DRINK if you wish, The next Friday Night Social will be the 9th of April at the club from 6.30pm, A week early due to the Heritage Royal Show.

Tune in for the best of sounds for everyone’s likes 4AK and 4WK - Your stations! March 2021 6

Hobby. Member participation is an important part of the clubs success, become involved and reap the benefits. There are many projects underway to Club Shirts: If you wish to obtain a club suit any interests. shirt of the Chambray type, purchase The production of Train Talk and d i r e c t f r o m To t a l l y W o r k w e a r Construction of the Showgrounds Toowoomba, 1/37 Prescott St. Museum & Display Centre has been There is a policy at the TMRC Inc. You m a d e p o s s i b l e t h r o u g h t h e “MUST HAVE FUN”, say g’day to generosity of the everyone and invite them to ‘get involved’, we are all in this hobby for the same reason - “To have fun” Model Railroading ‘IS’ The World’s Greatest

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To all TMRC Inc. Members and prospective exhibitors not familiar with the Glenvale Room for our 2021 Toowoomba Model Trains & Hobby Expo Saturday night dinner. The Glenvale Room is located just down the stairs and across the road from our public entry in the Expo pavilion. There is ample seating/dining area, air conditioned and being a licensed premises there is a bar that can be open for purchase of drinks if we get enough requests (an extra cost option for the club) you pay for your drinks. The Glenvale Room can be occupied up to midnight if you wish to socialize after dinner and presentations/trivia quiz (with many wonderful prizes) and entertainment concludes. The $20.00 per person dinner cost (up to the 30th April, then $25.00 after) is being subsidised by the Toowoomba Model Railway Club Inc. to help keep your costs down.

A substantial dinner with desert and tea/coffee will be presented. Photo's of the Glenvale Room.

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At this stage we are seeing a steady flow of nominations for the 2021 Toowoomba Model Trains & Hobby Expo.

An almost instantaneous application was emailed to us from Ashley Butler with his Knex Mania. (Right)

Another Application with photos is Jamie H a r r i s o n C h i l l i L a s e r Engraving/Microbuildings. (Both Left)

Others at this stage; Graham Sagar - Z Scale Railway Bookcase, Ken Leitch - N Scale Shasta Crossing, Northern Rivers Model Railroaders Inc. - HO Scale Caniba, Robert Moreton - OO Bella, Jeff & Chloe Rosenberg - N Scale Rosevalley.

Interest and verbal acknowledgements have been numerous, we will keep you up to date

To all exhibitors at the Brisbane Model Train Show 2021 This year has so far been as trying as 2020. To operate this year's show we have to meet all the Qld Government's health requirements and still be able to operate a show which works from everybody's point of view. Up until this week there were requirements in the RNA Covid 19 plan that would make our show unworkable. The Management Committee of AMRA Qld which operates the show is pleased to announce that we have now received concessions from QLD Health that will enable this year's show to proceed as normal. We hope to see all of you here in May. Kind regards Bruce Meiklejohn - AMRA Queensland President

Flier on next page

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Introduction and photo’s Bill Waterhouse I just thought I would share with you what I was doing 50 years and 35 days ago today (Date not specified - Teditor) which was gathering some prototype reference material for that future modelling project. Although I didn't realise it at the time! I think I left on the 04:30 train and arrived at Fassifern about 06:30. Returning back to Sydney at about 17:00. Fassifern Bank is the ruling (with Hawkmount) for North bound trains between Sydney and Newcastle with a 1 in 40 grade for about 3kms). Two enthusiasts from Victoria and I were the only photographers at Fassifern on that last day of 1970. Standard goods engine 5369 was seen at Gosford on it's way to Sydney for it's last overhaul (I think!) and 5920 was on 269 pick up to Broadmeadow. The highlight of the day was the fact that Newstan Colliery was shipping coal, so that meant double headed Garratts and 1200 tons of bogie coal hoppers. So the following photos are my recording of the day. Hope you enjoy the photos.

5369 Light engine to Sydney Background to the 'Short North’ Because of the major barrier of the Hawkesbury River, the Great Northern Railway (and the north-western area lines) was physically separated from the other main lines heading west and south out of Sydney. The main metropolitan and suburban railway system from Sydney terminated in the north at Hornsby, the northern line being opened from a junction on the main western line at Strathfield, in 1886. March 2021 Continued on page 12 12 Continued from page 11 Because of the growing commerce between Sydney and Newcastle, and the difficult and often impassable road system or the longer sea voyage along the coast, it was decided to build a new railway joining these two major cities. The railway was extended in two sections, northwards from Hornsby, and southwards from Newcastle. The section from Hornsby reached a terminus on the south bank of the Hawkesbury River in 1887. The line south from Newcastle reached Gosford also in 1887.

All goods and passengers had to change to a paddle-steamer (the General Gordon) which plied between the southern terminus at Hawkesbury River and a wharf on the at Gosford. As the paddle-steamer was subject to open ocean weather for part of the route, the railway was extended further south through Woy Woy, and a new long tunnel, to a temporary station on the banks of Mullet Creek by 1888. This enabled a shorter, faster and more protected voyage for the General Gordon. A contract was let to the Union Bridge Company of Cleveland Ohio, and the first Hawkesbury River bridge was opened in 1889, thereby joining the previously isolated sections of railway. The Sydney to Newcastle railway was finally a reality. Initially the railway from Hornsby to Broadmeadow (at Newcastle) was single track, the new bridge having been built to allow double track at a future date. Progressively the sections of the Main Northern line were upgraded, and by 1910 all the sections from Hawkesbury River through to Woy Woy were double track. In 1938, serious cracks were discovered in one of the main support piers of the Hawkesbury River Bridge.

March 2021 Continued on page 13 Continued from page 12 13 Temporary strengthening, speed restrictions, weight restrictions and "gauntleting" of the track (interlacing of the double track to a smaller "footprint" in the centre of the bridge) was implemented, until a new bridge was opened in 1946, on a parallel alignment slightly west of the existing bridge. Once the new bridge was opened, the old one was dismantled; however, the original stone piers were left in place. The main line between Sydney and Newcastle continued to grow in traffic and became one of (if not) the most important lines in NSW. The main northern railway line between Sydney and Newcastle was known colloquially by railway employees (and others) as the "Short North".

General Description of the 'Short North’ Whilst the "Short North" officially begins at Strathfield where it junctions with the Main South. A journey along the "Short North" normally starts at Sydney station (the largest on the NSWGR system), comprising 15 "country" platforms (terminal station) and 8 "suburban" platforms (Central station). The main lines extend out from the south-west of Central as 4 double-track lines, widening temporarily through Redfern station to 5 double-track lines. Just after Redfern the Illawarra line splits off to the south, and the remaining 3 double-track lines wander through the inner-western suburbs to Strathfield. The first section of the line follows a relatively flat course northwards to the Parramatta River, many industrial sidings being along the western side running off a Down Relief line. Once the river is crossed, the line begins its climb up through the Northern Suburbs to Hornsby; just after West Ryde.

March 2021 Continued on page 14 14 Continued from page 13 There is the first obstacles in the ?Denistone Bank? a long climb up to Eastwood, with a short respite, then the long "Eastwood Bank" up to Epping. The line continues its steady, slightly undulating, climb to Hornsby (there is only minor goods facilities along this section).

Hornsby is the first major traffic centre, being the northern limit of the general metropolitan area. Whilst many trains pass through Hornsby, most suburban services terminate here (both from the Strathfield line and the North Shore line), as well as local goods services. The section from Hornsby to Gosford runs through a fairly rugged and heavily forested bushland setting, with only occasional pockets of "civilisation"; however, the main characteristic is the impressive scenic views, particularly along the cliff-face and waterside sections. From Hornsby the line follows the general line of the natural ridge to Cowan, with slightly undulating grades, where the real descent to Hawkesbury River starts. The "Cowan Bank" at 1 in 40 to Up trains is one of the steepest in NSW, where most trains (except for certain expresses) generally require assistance from a banker. Most assistance was by the "banker" coupling in front of the train engine, but certain goods services used the "banker" pushing in the rear of the brake van. After the Hawkesbury River Bridge opened, Hawkesbury River station and yard reverted to a quieter "backwater" only renowned for "banking locomotives" (and the local fishing and oyster farming).

March 2021 Continued on page 15 Continued from page 14 15 After crossing the magnificent and impressive Hawkesbury River bridge, the line follows a flatter almost water-level course along the shores of Mullet Creek, one of the most scenic in NSW, passes through the small way-station of Wondabyne (sandstone quarry), then tackles the short but sharp 1 in 40 "Wondabyne bank" up to the southern portal of Woy Woy tunnel, 5871 feet long. After emerging from the long Woy Woy tunnel, the line drops gently down to near water level again, passes through Woy Woy, and runs along the side of Brisbane Water and environs, through several small communities, into Gosford. Gosford is one of the most important stations on the line; it is the "gateway" to the "Central Coast" regions. The electrified line terminates here ( by 1960 at least) and just about all trains change locomotives and crew. Gosford at 50 miles from Sydney is almost exactly the half-way point in the line to Newcastle (104 miles). Even though the track layout seems relatively simple, it was an important passenger, goods and division point, and belied the amount of traffic passing through it.

The character of the line changes north of Gosford, in marked contrast to the southern end of the line. The next section from Gosford to Wyong is relatively level with only slight grades, but starts as a winding route, following the adjacent Pacific Highway, passing through several small communities based on farming, fruit growing and timber getting, before straightening out before Wyong. Between Ourimbah and Tuggerah, the line passes through a heavy forested area with little habitation. The long flat section south of Wyong provided a good opportunity to establish long relief roads with watering facilities, to allow passing of trains. Wyong was the next major population centre, north of Gosford, several trains started or terminated here, and goods traffic was fairly frequent from the local industries. March 2021 Continued on page 16 16 Continued from page 15 The line north of Wyong to Awaba was relatively un-spectacular, passing through mainly forested areas or open farmland, with a couple of local population centres in Wyee and Morisset. Once across Dora Creek, the long 1 in 44 climb over Hawkmount slows progress for a little while; followed by the gentler run down into Awaba. From here north, the character of the railway traffic itself changes; as Awaba is the first traffic centre where a branch line swings off, to the south-east to Wangi Power Station. Just off the main line along the branch, is Awaba State Coal Mine, which fed the Wangi Power Station . Interesting local coal workings occur here (in the later 60's, involving Garratt haulage), as well as other coal trains from Newstan Colliery further up the line at Fassifern.

Not far north of Awaba, is Fassifern, the junction station for the Toronto Branch. Just to the north-west of Fassifern station is Newstan Colliery, which fed coal trains in both directions, south to Wangi Power Station, and north to Port Waratah. Toronto was serviced by local passenger services from Newcastle (and also had minimal goods facilities) until the line closed in 1990. Immediately north of Fassifern is the fierce 1 in 50 / 1 in 40 "Fassifern Bank". As northbound ex-Newstan Colliery coal trains started from a stand at Fassifern station, they had to be assisted by a "bank engine" (pushing from the rear) to the top of the bank. The bank engine was supplied each day from Broadmeadow depot, and using a special "bank engine key" was allowed to return "wrong line" from the top of the bank, back to the Down behind Fassifern platform to await the next duty. Most heavy northbound through goods trains also required banking assistance.

MarchMarch 2021 2021 Continued on page 17 Continued from page 16 17 After climbing Fassifern bank, the line curves around and drops down into Teralba, where two more major collieries, one to the north-west and one to the south- east, add substantial extra traffic to the line. After a fairly easy run across to Cockle Creek, the old West Wallsend line comes in from the south-west; this feeds the traffic from another three major collieries onto the main line. The original main line required a deviation to accommodate a stronger bridge over Cockle Creek, and from the old main line, a series of colliery exchange sidings were added to hold the coal traffic from the three local collieries until such time as traffic "slots" became available for them.

At this point we are now at one of the busiest and most congested parts of the "Short North"; as well as all the normal Sydney to Newcastle traffic, the major traffic to and from the North (beyond Waratah), the local Toronto Branch traffic, all the coal traffic north to Port Waratah and the returning empties added to the pressure to get trains through here on time. A relatively easy run is then made to Sulphide Junction; from here a line branches off south-east to the Sulphide Corporation, which receives long, heavy trains of concentrate ore from Broken Hill for the Corporation's smelters. Also here is the NSWGR's Cardiff Workshops, the main centre for locomotive and rolling stock construction and maintenance outside the Eveleigh Workshops at Redfern in Sydney; and across the other side, a coal loading facility for the Joint Coal Board. At this point we are now into the outer southern suburbs of Newcastle and urban development becomes more prominent. After leaving Sulphide Junction, the line starts to curve around the valley of Winding Creek, up through Cardiff, with a long hard climb to Tickhole Tunnel. March 2021 Continued on page 18 18 Continued from page 17 The Cardiff deviation was designed to speed up passage of the coal trains by using a maximum 1 in 80 grade, with a long Down Relief line to allow other traffic priority. Catchpoints were provided on the Relief to trap any runaway wagons, a not altogether uncommon occurrence with the chain-coupled non-air-braked coal hoppers. North of Tickhole Tunnel, the line steadily drops down to Adamstown, where the Belmont Branch comes in from the south-east, again adding considerable traffic to the main line. However, as the Belmont branch comes in at the south end of Adamstown, and the vast Broadmeadow marshalling yards start at the north end of Adamstown, traffic delays caused by Belmont traffic are only minimal. All the area from Adamstown north was now basically on level or only very slightly graded lines. Broadmeadow Yard was the principal traffic terminating and originating centre for the whole of the Hunter Valley region. Just about all goods trains stopped or started here, only some fast fruit, perishables and fast stock trains passed straight through for the major goods yards in Sydney. Broadmeadow also had the main major locomotive depot north of Sydney, with two turntables, two roundhouses, a large elevated coal stage and servicing facilities for a large fleet of locomotives; mostly passenger locomotives, as all the coal traffic locomotives and many goods locomotives were based at Port Waratah locomotive depot.

Broadmeadow Station, itself was a major interchange point for northbound passenger and mail traffic, most of the main Northern express and mail trains changed engines here, suited for the lesser main lines to the North, for example changing a heavy 38 Class for a lighter 35 or 32 Class.

March 2021 Continued on page 19 Continued from page 18 19 Leaving Broadmeadow, the line quadruples, with separate Up and Down Mains and Relief lines in parallel to Woodville Junction. Here the line divides, one line swinging North through Islington Junction, to Waratah (and points North) and the goods lines to Port Waratah and Bullock Island, and the other line swinging East to Newcastle, via Hamilton, Wickham and Civic. Honeysuckle and Newcastle goods yards fed local goods traffic from Newcastle itself, and the Hunter River wharves, for onward forwarding from Broadmeadow Yard. Finally our journey along the "Short North" comes to a stand at one of the 4 platforms at Newcastle station, right on the "doorway" to the Newcastle Central Business District, 104 miles by rail from Sydney Central.

Additional Prototype Information In 1797 whilst searching for escaped convicts Lieutenant John Shortland discovered coal deposits in the area near the current CBD area of Newcastle. By 1831 Newcastle had been settled and coal was starting to be exported. Large deposits also existed in the Newcastle and Hunter Valley regions. Over the years many collieries have opened and closed. Some of these collieries existed in areas that have now become the suburbs of Newcastle. The first railway line to built in NSW was opened on 26 September 1855. Initially this line was extended to the south and west of Sydney. Meanwhile in 1857 a railway line was built between Newcastle and Maitland. Initially this line was extended to the north into the Hunter Valley to service the coal mines in the Hunter valley. For many years these two rail systems remained isolated from each other. Finally in 1889 with the completion of the Hawkesbury River bridge. A single line track was completed between Homebush (Straithfield) and Waratah. This completed the "missing link" between the two systems. This line was converted to a double track in 1912. Thus Newcastle became a major railway hub. Coal still remains a big export earner for Newcastle with long block trains of coal running to the Port of Newcastle. This MSTS route is based on the railways in existence around the Newcastle area and the Short North line to Sydney in the late 1950 period. Some of the branchlines in the route are now only memories. This line became known as the "Short North". It is one of the busiest lines within NSW. Coals to Newcastle Route Background Compiled by Brian Bere-Streeter

The information presented in this article was derived from an in depth coverage of the NSWGR’s Short North article on the www for users of the Microsoft Train Simulator game, I felt the information was presented in a very descriptive way, so added it to Bill Waterhouse’ photo’s (Teditor)

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Here are a few pictures taken at the bi-annual Steamrail Victoria open day on Sunday, 8th.March 2020. All the best, Graeme Daniel via Arthur Hayes

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Seaboard Air Line Class P 4-6-2 Baldwin works numbers for road numbers 85-89 were 38763-38767 in 1912, Alco's numbers for the Richmond Works engines were 50262-50271 in September 1911 and 54030-54036 in September1913. Speedy Pacifics that proved to be a bit light. Baldwin built five, Richmond turned out seventeen. The first 91 and 93 destroyed each other in a head-on collision on 19 November 1912, killing six people. They were replaced by two engines in 1913.

Firebox heating surface includes 24.2 sq ft (2.25 sq m) of arch tubes. 12" (305 mm) diameter piston valves supplied steam to the cylinders. The locomotives had modified Hodges trailing trucks with an arrangement of swings, links, and equalizers that reduced "to a large extent, any tendency to throw the spring out of alignment with the truck frame when the locomotive is curving." Later increases in tender capacity to 15 tons (13.6 tonnes) of coal and 9,000 US gallons (34,065 litres) of water resulted in a loaded tender weight of 151,640 lb (79,061 kg). The larger tender extended the engine-and-tender length to 66 ft 3 in (21.9 m). The last At least the 865, 867, and 868 were shrouded in streamliner casings that resembled those of the 's A-class Atlantics. The color scheme was a dark green overall decorated with a broad gold band near the top and thin yellow and red stripes just below the footboard. Most of the class operated through World War II and were retired in the late 1940s. The last two -- 858 and 862--were scrapped in November 1951. March 2021 Continued on page 23 Continued from page 22 23 Class PP-1 P-2 Railroad Seaboard Air Line (SAL) A Whyte 4-6-2 Number in Class 20 15 35 Road Numbers 85-104/1-20/851-870 800-814 815-849 Gauge Std 4ft 8½ inches Number Built 20 15 35 Builder several Baldwin , Alco-Richmond Year 1911 -1912 -1913 Valve Gear Baker Baker , Walschaert Driver Wheelbase 12.50ft Engine Wheelbase 32.75ft Overall Wheelbase (engine & tender) 66.25ft Weight on Drivers 137,700lbs Engine Weight 214,700lbs Tender Loaded Weight (lbs / kg) 147,000lbs Total Engine and Tender Weight 361,700lbs Tender Water Capacity 8000gals Tender Fuel Capacity oil 1314Gals, coal 14tons Driver Diameter 72 inches Boiler Pressure 195lbs Cylinders 23"dia x 28"stroke Tractive Effort 34,098lbs Firebox Area 210 sq ft Grate Area 53.10 sq ft Superheating Surface 575 sq ft

March 2021 Continued on page 24 24 Continued from page 23 Southern Pacific Class Mt-5 A class of 4-8-2 Mountain steam locomotives built between 1929 and 1930 by the Southern Pacific's own Sacramento shops. Though not true streamlining, they wore a boiler shroud and smoke lifters. There were 10 locomotives built in the class. They were retired between 1953 and 1958. None survived into preservation.

Southern Pacific Class Mt-5 Builder Southern Pacific's Sacramento Shops Build date 1929-1930 Total produced 10 Configuration Whyte 4-8-2 Valve gear Walschaerts Valve type Piston Performance figures Maximum Speed 60 Mph Career Operators Southern Pacific Company Class MT-5 Numbers 4367-4376 Locale California Retired 1953-1958 Preserved 0 Disposition All scrapped

March 2021 Continued on page 25 Continued from page 24 25 Norfolk and Western J class A class of fourteen 4-8-4 "Northern" streamlined steam locomotives built by the railway's own Roanoke Shops located in Roanoke, Virginia from 1941 to 1950 and operated by the Norfolk and Western Railway (N&W) in revenue service until the late 1950s.

These locomotives were built to run on the N&W main line between Norfolk, Virginia and Cincinnati, Ohio, pulling the Powhatan Arrow, the Pocahontas and the Cavalier passenger trains as well as ferrying the 's the Birmingham Special, the Pelican and the Tennessean between Monroe, Virginia and Bristol, Tennessee. The class "J"s along with the class "A" and class "Y" freight steam locomotives, were embodied as Norfolk and Western's "The Big Three" and represented the pinnacle of steam technology. Only one J-class locomotive, No. 611, survives. It was retired in 1959 from revenue passenger service and moved to the Virginia Museum of Transportation (VMT) in 1962. It has been restored twice: once as part of the 's steam program and again as part the VMT's Fire Up 611! Campaign. Design The first J's (Nos. 600-610) had 275 psi boilers, 70-inch (1,778 mm) driving wheels, and Timken roller bearings on all wheels, rods, valve gear and wrist pins; after 1945 boiler pressure was raised to 300 psi.

March 2021 Continued on page 26 26 Continued from page 25 Calculated tractive effort was 80,000 pounds – the most powerful 4-8-4 without a booster. The 70-inch drivers were small for a locomotive that was able to pull trains at over 100 mph. To overcome this, the wheelbase was made extremely rigid, lightweight rods were used and the counterbalancing was precise, so precise that it could theoretically allow the locomotives to reach speeds up to 140 mph without rail damage that could have occurred with conventional designs. As delivered, the Js had a duplex (two) coupling rods between the main (second) and third drivers (tandem rods), but in the 1950s Norfolk and Western's engineers deemed these unnecessary. The Class J's were rebuilt with a single coupling rod between the main and third drivers. The negative effect of the J's highly engineered powertrain was that it made the locomotives sensitive to substandard track. While on loan in late 1945, No. 610 hauled a 1,025 ton passenger train with 15 cars at speeds in excess of 110 mph over 's "racetrack", the Fort Wayne Division (a section of flat, straight track). The Js were built with automatic lubricators at 220 points, allowing them to operate up to 1,300 miles between refills. Despite their comparatively small 70 inch driving wheels, the Js rode very smoothly at all speeds, with the Pennsylvania Railroad's inspector stating that it rides better than any of their own steam locomotives except for the 6-4-4-6 class S1. Construction The first batch of five locomotives (Nos. 600-604) was built and delivered between October 1941 and January 1942, which cost the railroad US$167,000 apiece. The Js' streamlining look was designed by N&W's Tool Supervisor, Franklin C. Noel. The second batch of six locomotives was delivered in 1943 without either shrouding or lightweight side rods, due to the limitations on the use of certain materials during the war; they were classified J1. When N&W showed the War Production Board the reduced availability numbers because of this, the Board allowed the J1s to be re- fitted as Js with the lightweight rods and shrouding in 1945. The last batch of three locomotives were all rolled out in Summer 1950, marking the last steam passenger locomotives built in the United States. This concludes the streamlined steam locomotives series, if you have a locomotive you would like to see featured, please email [email protected] with your choice of locomotive.

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Ted Freeman One of the most confusing aspects for a new railway modeller to understand in the hobby is the difference between the terms ‘scale’ and ‘gauge’. In the UK, ‘gauge’ is used more often than the word ‘scale’ - a term more popular around the rest of the world. GAUGE VERSUS SCALE Gauge is the distance between the rails of the track in the scale chosen. Scale is the proportion of the model to the full-size item. Therefore, 4mm:1ft scale should be more correct in describing a layout, whereas OO gauge should really only refer to the . The UK has an odd combination of scales and gauges. Read on to discover why… SETTING OO STANDARDS The UK standard was set that rolling stock would be produced to a track gauge of 16.5mm (HO), but everything else would be increased by 0.5mm from 3.5mm:1ft to 4mm:1ft scale. This means that 'OO' is a ‘narrow gauge’ because the spacing between the track isn't correct. Model railway manufacturer, Hornby, produced its ‘Dublo’ range, cementing the scale in the nation’s heart. HO is to a scale of 3.5mm to 1ft (a ratio of 1:87) OO is to a scale of 4mm to 1ft (a ratio of 1:76) Both OO and HO use the same gauge of track (the distance between the two rails) Those who model in OO gauge have the benefit of The Double O Gauge Association to help maintain standards within the manufacturing side of the hobby. EM AND P4 Some modellers wanted to remain true to scale and couldn’t cope with an inaccurate scale/gauge ratio in OO. A group of modellers decided to continue to model in 4mm:1ft scale, widening the track gauge to suit. Real railway tracks in the UK have a gauge of 4ft 8½in. In the scale of 4mm:1ft, this equates to approximately 18mm. The EM (Eighteen Millimetre) Gauge Society was born.

Later, it was considered by some that 18mm was too approximate, so the Protofour (P4) Society was formed, working to the exact scale track gauge of 18.83mm. The P4 Society was superceded by The Scalefour Society who took over the reins of exact scale 4mm modelling.

The Toowoomba Model Railway Club has the following layouts for use by members; Layout Name Scale Ratio Track Gauge Control ZeNkeville II Z Scale 1:220 6.5mm DC Twin Falls N Scale 1:160 9mm DC Conway Castle N Scale 1:148 9mm DC Byers Junction N Scale 1:160 9mm DCC/DC Garden City Central HOn3½ 1:87 12mm DCC Jamestown OO Scale 1:76 16.5mm DCC/DC Drayton Harbour HO Scale 1:87 16.5mm DCC Childrens ‘U’ Drive HO/OO N/A 16.5mm DC March 2021 28

The museum continues to be a constantly evolving entity. As it consists entirely of donated items, as newly donated items come to light, there is the opportunity to replace display items with better examples. Also, additional items of interest can be added. In this report, I'll mention a few newly acquired items for the Triang/Hornby display, which I believe are particularly interesting. Firstly, what baby-boomer model train enthusiast can forget the Triang rocket launcher wagon, which featured in the Triang catalogue from 1959 to 1965? The bright red rocket was certainly eye-catching. The obvious trigger underneath the l a u n c h i n g r a m p m a d e i t s operation clear. Presumably when its train was stopped, a 'hand of god' launch procedure was implemented. The spring behind the rocket would send it skywards and it would land in an u n p r e d i c t a b l e l o c a t i o n somewhere, hopefully not doing a n y d a m a g e . A t l e a s t i t s lightweight and soft rubber nose helped minimise any potential problems. Due to its age, the rubber nose on our example has perished slightly, but overall, the model is in good condition. Next, I'll mention what is arguably the world's most famous , "Flying Scotsman". Hornby has modelled it in various guises continuously from 1968 until the present day. There was always plenty of scope for producing different versions, which include slightly different early A1 and later A3 versions, different liveries such as LNER, early BR and late BR, German-type smoke deflector versions, preservation versions including double tender examples and the list goes on. So, having an example in our collection is appropriate. Our model is an early o n e ( p r o d u c e d b y H o r n b y somewhere between 1969 and 1980) and doesn't have the fine detail of present-day examples, but it's a museum piece because it shows what models were like 30 or 40 years ago. Comparing it with today's highly detailed models we can see how far things have come in

March 2021 Continued on page 29 Continued from page 28 29 Finally, I'll mention another famous steam locomotive newly added to the museum, the 9F class 2-10-0 "Evening Star". This locomotive was the last steam engine produced by British Railways (1960), and was earmarked for preservation from the outset. When Hornby first produced it in model form in 1971, they proclaimed that it was a watershed moment in their history as it was powered by a newly developed tender driven "ringfield" motor which was claimed to be superior to the earlier 'primitive' loco mounted X-03 and X-04 motors. Interestingly, tender driven locos are now considered to be 'old hat', with high quality loco mounted motors now regarded as being industry standard. Various 9F Hornby models have been produced from time to time and a higher quality model was released by rival firm Bachmann in various guises, firstly appearing around 10 years ago. In 2021, Hornby announced that they will produce an all new 9F model. The example in our collection is probably from the 1980s. The previous owner had attempted to overpaint and modify it, but fortuitously, I happened to have some suitable paints of my own and some lining transfers left over from a previous modelling project. Also, a pair of loose "Evening Star" nameplates were with the loco when we acquired it. With some handpainting and transfer application, it was possible to get this model looking something like its original appearance.

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Arthur Hayes

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Bob Comerford Scratchbuilt 19 class. C o n f i g u r a t i o n i s personal preferences including the number. Does not represent a n y i n d i v i d u a l 1 9 class. Heading off for a test run in spring sunshine.

Branch line 30 class and ACM out on the mainline on a frosty morning.

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Last spring, the managers at Märklin, the 162-year-old maker of model trains in Germany, were surprised by something unexpected in the sales reports.

“We started to notice a serious uptick in orders,” said Florian Sieber, a director at Märklin. The jump continued into summer — a further surprise, he said, because that’s “when people don’t usually buy indoor train sets.”

But buy they did. In November, Märklin’s monthly orders were up 70 percent over the previous year. The company’s video introducing its new trains and accessories, posted in January, has been viewed over 165,000 times.

Along with baking and jigsaw puzzles earlier in the pandemic, model trains are among the passions being rediscovered while people are cooped up indoors. Several companies that make trains are reporting jumps in sales.

For many people, the chance to create a separate, better world in the living room — with stunning mountains, tiny chugging locomotives and communities of inch-high people where no one needs a mask — is hard to resist.

Märklin ground floor Märklenium, 1,000 square feet layout for product testing and presentations.

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A c c o r d i n g t o l e g e n d , t h e scenario played out for an u n s u s p e c t i n g l o c o m o t i v e engineer who steam-cleaned a car during a rainstorm. He stepped out and sealed the unit f u l l o f h o t s t e a m , w h i c h condensed and contracted from the rain. The resulting pressure differential supposedly caused the car to crumple.

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Geoff Burns The Backscene begins There's been a little more time of late to spend some time out in the trainspace. I use that term, 'trainspace' very deliberately, as it is a double carport, with aluminium slats down either side to aid in security, but there's no dust removal at all. In one side is a car, in the other side are various bits and pieces of bric a brac, and discarded furniture, even a motorbike, and squeezed amongst all that is my hobby space. The extra time has been helpful in reducing the number of non railway related equipment, however there is more to do in that space. The area I have to work in also must accommodate the three scenery modules, legs, and backscene boards. There are three scenery boards to work on, each one about 1700mm long and 600mm high. Luckily I have a shelf area that is at a good height to sit the boards on to begin the painting, squeezed in just in front of H's car. The blue paint that is graduated down with the addition of extra white and some pale blue colours. The subtle colour changes are a little harder to replicate than I thought. Through a few videos I've watched on youtube, I've changed what I was doing, and how I was applying the paint. There are many to watch, so choose carefully, some could send you to sleep in minutes! The clouds themselves have been a bit of an issue, as I've not been happy with some previous incarnations, so there are a few extra layers of paint. I'll jump straight to where I'm up to, with a photo to show you a bit of progress so far. In this photo you can also see a couple of blue lines toward the bottom that will eventually be the horizon line and the higher one the limit of background foliage.

I have taken so many photos of clouds, with the look I was aiming for. The reality of what my actual ability to paint, compared to those photos is, I guess, the reason so many people buy a photographic backdrop. Anyway I've received some very helpful feedback, that has enabled me to improve what I have been doing, to those that offered constructive comment, thank you!

March 2021 Continued on page 36 36 Continued from page 35 At right is the photo I referred to as I attempted to paint some clouds. The difference between ability and reality is rather large. The clouds are mostly done on this canvas, so its on with some background trees. I've thrown around various shades of olive green paint, darker in the rear, then a few highlights over the top. It is nothing too involved, as a fair amount of them will be covered by some of the foreground trees that are going to be just behind the Station area. My thought was to have the background fairly close at the Station, then as you move towards the left of the layout, the horizon moves further away. We will see how that ends up. At left you can see the first layer of background trees going in. Yes it is just a few layers of various greens. On top of this, below, you can see the start of the trees in the area behind the Station. I have tended to do an area at a time, that way it doesn't all look the same as if I'd gone straight across the whole of the background with the same colours. This is just something I do, also with my scenery, so there is variation. The one thing I have to be careful of is not making the colours too 'muddy', the trick seems to be to mix the colours on your tray rather than on the end of the paintbrush. The posts have been a fair way apart, so I might stop it there for now, after all there's still a lot more to do! Have a great week! Oorroo! Geoff.

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DATE LOCATION HOST BASIC AGENDA Saturday, April 17, Email; Trevor Phillips Welcome 2021 [email protected] Clinic For venue details Show and tell Lunch

Saturday, May 22, Email; Duncan Cabassi Welcome BBQ 2021 [email protected] Breakfeast For venue details Clinic Show and tell Lunch Layout Operations / running session for NMRA members

29th-30th May Oxley Scouts Hall NMRA EVENT A variety of skills 2021 clinics where you will get hands on training in techniques to develop skills for model railway and model building. There will be several clinics hosted by master clinicians (modellers)

All Toowoomba Model Railway Club members are eligible to attend the Division 1 Meetings.

Should you wish to attend, please contact Duncan Cabassi at the email address shown.

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THIS COMING EVENTS LISTING IS PRESENTED AS ACCURATELY AS KNOWN AT THE TIME OF PRINTING, IF YOU WISH TO CONFIRM ANY DETAILS AND/OR HAVE ANY OTHER EVENTS FOR LISTING, PLEASE SEND THE INFORMATION TO THE CLUB EMAIL ADDRESS - [email protected] PLEASE ADVISE ANY ERRORS. NOTE: The Clubhouse is open to Members and Visitors on Saturday afternoons at the showgrounds from 2pm, unless notified otherwise. And Wednesday afternoons from 2pm till 5pm. ALL EVENTS SUBJECT TO CONFIRMATION *Indicates limited access at the Showgrounds*

April Monday 5th Committee Meeting At the clubhouse commencing at 7pm, all members welcome. Wednesday 7th Running Day from 2pm. Friday 9th Social/running night commencing at the clubhouse from 6.30pm. Saturday 10th Running Day from 2pm Friday 16th, Saturday 17th & Sunday 18th Toowoomba Royal Show (*Restricted access)

May Wednesday 5th Running Day from 2pm. Saturday 8th Running Day from 2pm Monday 10th Committee Meeting At the clubhouse commencing at 7pm, all members welcome. Friday14th Social/running night commencing at the clubhouse from 6.30pm.

We have set a date for the 2021 Toowoomba Model Trains & Hobby Expo, 5th and 6th of June, expressions of interest were sought and the general consensus is we should proceed with the event.

Keep in mind though that the Covid 19 Pandemic still exists and things could change, but it is easier to cancel/postpone an event than arrange one at ultra short notice.

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Contact 07 4638 5322 Email: [email protected] Cars-Planes-Boats-Radios-Hobby Supplies-Drones-Model Kits and Die Cast Games Workshop-Model Railway-Slot Cars-Paint and Accessories

Union Pacific Books for Sale USD AUD of the Don Strack & James Ehernberger $45.50 $60 Diesels of the Union Pacific Railroad/Don Strack-Volume 1 $41.50 $54 Diesels of the Union Pacific Railroad/Don Strack-Volume 2 $45.50 $60 Union Pacific Diesel Dieselization – 1959 Cynthia Priest-Volume 1 $125 $160 Union Pacific Streamliners/Ranks & Kratville $150 $190 Union Pacific Official Colour Photography-Volume 2 $44.50 $57 Union Pacific and Slugs/Don Strack $23.50 $30 Union Pacific Trackside with Lou Schmitz $40.50 $52 Union Pacific Modeler-Volume 3 $20 $26 Motive Power of the Union Pacific/Kratville and Ranks $35 $45 Union Pacific’s Challenger an Unusual Passenger Train Patrick C Dorin $45 $58 The Challenger Locomotives/Kratville $70 $90 Union Pacific Power Diesel Cabs 1934-1962/Dick Winegar $80 $100 Union Pacific Diesels in Colour Volume 1 1934-1959/Ed Austin $70 $90

Contact Rob McLear 0418773048 or [email protected] if interested.

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Arthur Hayes attended a Model Railway Convention in new Zealand in 2018, photos of US based layouts from his tour will be presented here for some time.

March 2021