MODEL RAILWAYS On-Line

No: 3 August 2004 Free Magazine

In this edition The Midland Railway in Derbyshire Prototype layouts - Swanage

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Editorial MODEL RAILWAYS Firstly I would like to apologise for our slow response to your On-Line recent e-mails. We have just returned from a seven week visit to No: 3 August 2004 the United Kingdom and were only able to access e-mail through friends and Internet cafés. During our holiday we took the opportunity to visit as many heritage railways as possible. I CONTENTS particularly wanted to visit the Lynton and Barnstaple Railway but on the day of our visit to Woody Bay the rain was bucketing Ashwood Dale 4 down. After a patient wait for two hours the sun eventually A Midland Railway layout in EM appeared. It has been said that it was the loss of the Lynton and Barnstaple Railway in 1935, which created the impetus to save Constructed by Rob Lees the Festiniog Railway and presumably the Talyllyn as well. If this is true then it follows that the loss of the L&B was a single Cant and Transition Design 10 event, which acted as a catalyst to the creation of the entire By Paul Plowman railway preservation movement worldwide. After sleeping for nearly 70 years the railway is once again carrying fare-paying Penhallick 12 passengers over a section of the line at Woody Bay. There are Described by Peter Richards many worthwhile preservation projects struggling to succeed but the L&B is something special which we should all support, Previous Puzzle Picture 15 whatever our allegiances to other organisations. Our best wishes to all those who have worked so hard to awaken this sleeping Swanage - A Prototype Layout 16 beauty. By Paul Plowman Also during our holiday we just happened to drive through Review of Peco Code 75 track 20 Ashwood Dale, the subject of our feature article in this edition of By Paul Plowman the magazine. I had hoped to take some photographs but alas, the rain was again bucketing down.

NE Railway Low Goods Wagon 22 We have received favourable responses to our reviews of the Scale drawing Heljan Hymek and the Bachmann Class 45xx 2-6-2T. It would By Richard H Lacey appear that many modellers find that the mainstream magazines are not critical enough in their examination of the models they review. It is our intention to be absolutely fair and unbiased in Puzzle Picture 24 our reviews. If we find a problem we will say so and attempt to provide a picture to illustrate it. If we think something is good or innovative we will also say so. Richard Matthews from Model Railways On-Line is published by Paul Plowman Bachmann’s Service Department has contacted us regarding the 11 Porters Road, Kenthurst, New South Wales 2156, AUSTRALIA problem, which we found with one of the driving wheels of the class 45xx not being concentric. Richard has provided a Readers may copy and distribute this publication without replacement set of wheels and asked us to return the defective set limitation. The copyright of articles and photographs remains for examination. I am hoping this will assist Bachmann to with the Editor and contributors to the magazine. improve the quality of their products to the benefit of everyone.

Several months ago Simon Kohler of Hornby kindly offered us a model of the new Class 50 for review, which we had intended to include in this edition of the magazine. However, it would appear that the initial batch produced for Hornby was insufficient to provide samples to the trade and media. Our sample has now arrived and we will include a review in the November edition. Our thanks to Simon for his support. For this edition we have moved away from the usual rolling stock subjects and included a review of Peco Code 75 track for16.5mm gauge. Whilst Peco achieves a very high standard of manufacturing this review targets the issues of scale dimensions.

With this issue we are inviting advertising for inclusion in future editions of Model Railways On-Line Magazine. Details of terms and conditions can be found on our website. As best as we are able to determine, the number of successful downloads of the May edition of the magazine has just reached 1000 and the

number of readers who have registered their e-mail address with Cover: Midland Railway 1808 Class 4-4-0 No.386 departs from us currently stands at 470. Ashwood Dale with a train to Buxton. Photo: Paul Plowman Paul Plowman

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ASHWOOD DALE

The Midland Railway in Derbyshire

Originally this layout was built as an Top: Midland Railway 483 Class 4-4-0 No.527 passes through Ashwood Dale with extension to a test track but its owner, Rob a train consisting of parcels vans, fruit vans, milk vans, meat vans and two brake Lees found himself adding detail to create vans. The locomotive is an Alan Gibson Kit. No.527 was a rebuild of a class 60 this attractive model of the Midland Railway locomotive built 1898, with its 1907 number and Deeley simplified livery. in the Peak District of Derbyshire.

Ashwood Dale Ashwood Dale is a small village located between Buxton and Buxton Junction about one and a half miles from Buxton. Ashwood Dale Signal Box controlled access to two small quarries, one on each side of the line. However, visitors will not find a station here. For the model it has been supposed that the village developed sufficiently to need its own station and a small goods yard. The period is between 1919 and 1920.

Baseboard Construction The layout started out as an extension to a test track using all sorts of material. The test track was constructed from 50mm x 25mm maple framework with a top of 12mm pynboard. Some of the old frame has been retained in the new construction. 9mm five-ply has been used for the new framework with a top surface, where needed of 12mm pynboard. Legs and pelmet framing are 45mm x 19mm radiata pine. Ashwood Dale Signal Box is from a modified Ratio kit with point rodding cranks The back scene has been glued to 3mm supplied by Model Signal Engineering. The level crossing gates are motor driven. ______AUGUST 2004 5

Midland Railway 1808 Class 4-4-0 No.386 approaches Ashwood Dale with a train for Buxton. The locomotive was built in 1888 and rebuilt in 1909. The model represents the rebuilt form and is a much-modified Alan Gibson kit. customwood sheet. 70’s he joined the P4 Society and experimented Of special interest are a model of an The layout is divided into three sections by building a test track. Studiolith were the 1890’s Cowans Sheldon 15 ton crane from a each of six feet in length by two feet deep. only supplier of P4 standard parts and Rob only D&S kit and a model of No.2290 0-10-0 The traversers at each end of the layout are received part of his order before they went out ‘Big Bertha’ from a DJH kit. ‘Big Bertha’, both five feet long. of business. also known as ‘Big Emma’, was the resident In a move of house the layout was badly banker on the Licky Incline. The Scenery damaged and subsequently dismantled. All that justification for it appearing at Ashwood The scenery is constructed using was left for running locos was an eight foot long Dale is that she was built at Derby in 1919 cardboard formers with strips of cereal box EM Gauge test track, which Rob has used to and the Midland Railway used the line card supporting fibreglass fly net. Here in form the foundation for Ashwood Dale. between Derby and Buxton for trials and Australia fly netting is readily available from The track has been constructed using running in before allocating her to all hardware stores. It is not a wise man who components from both Studiolith and the EM Bromsgrove. leaves a window open without a fly net! Gauge Society. Sleepers are 1mm thick ply Cornice plaster was then applied to the with small rivets to represent the chairs. Buildings netting to form a shell. Timbers under the turnouts are 4mm wide and All of the buildings on the layout are The rock faces are built up with plaster, the sleepers under the plain track are 3.5mm scratch built from card except for the signal which has been scribed to give the desired wide. Code 75 BH rail is soldered to the rivets. boxes, which are modified Ratio kits. The effect. Ratio kit is for a 20ft signal box and two Rolling stock have been reduced in size to create Midland The Permanent Way Working in EM gauge rules out the use of Railway 10ft boxes. This involved cutting Rob joined the EM Gauge Society in ready-to-run rolling stock. All of the models sections out of the roofs also from the front 1970 and by the late 70’s had built an EM running on the layout are either from kits or and rear sections. Gauge layout in his garage. Also in the late scratch built to suit the period. (Continued on page 15) ______

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Above and below: No.386 arrives at Ashwood Dale Station with a train for Buxton.

AUGUST 2004 7

Above: No.386 waits to depart from Ashwood Dale as a goods train arrives from Buxton

A funeral procession led by a horse-drawn hearse enters the Parish Church. 8 MODEL RAILWAYS ON-LINE

Above: No.527 passes Ashwood Dale Signal Box and level crossing with a train of vans for Derby.

Ex works, No.2290 0-10-0 ‘Big Bertha’ at Ashwood Dale. Built at Derby in 1919 it is supposed that the Midland Railway used the line between Derby and Buxton for trials and running in before allocating her to Bromsgrove for banking on the Licky Incline. AUGUST 2004 9

Above: MR 0-6-0T No.1678 arrives from Derby with an 1890’s Cowans Sheldon 15 ton crane allocated to Buxton Loco Depot

The Cowans Sheldon 15 ton crane is from a D&S kit. The jib has been raised to show the high level of detail in this model. 10 MODEL RAILWAYS ON-LINE Cant and Transition Design

By Paul Plowman

I think it is safe to say that most railway track, leaving one third as cant deficiency. The  The radius at the tangent point is twice modellers are aware that real railways have proportions can be varied to suit difficult design the radius of the curve. cant (super elevation) on curves and situations. The maximum allowable cant  The offset at the end of the transition is transitions between straights and curves but deficiency in the UK (at present) is 110 mm on four times the shift at the tangent point. in forty-four years of reading model welded track and 90 mm on jointed (fish-plated)  At the tangent point the alignment of the magazines I don’t recall ever coming across track. Higher values will be permitted on TGV transition passes exactly halfway an article that explained the geometry of routes including the Channel Tunnel High between the straight and the curve, i.e. transitions correctly. Speed Rail Link where very high standards of the offset from the baseline is half the Railway alignments comprise three basic maintenance will apply. shift. elements; straights, circular curves and spiral transitions. Transitions are more difficult to Transition: To be able to build a model railway at all maintain in a good alignment and for this A transition takes the form of a clothoid we have to accept a very considerable reason are not usually made longer than the spiral. As one moves along a transition the compression of the prototype. The radii we design rules require. radius varies inversely proportional to the use are very tight. Generally full size six In this article I will try to explain some of distance travelled. Simple isn’t it? Well coupled mainline steam locomotives can the basics of how to apply cant and how to actually, no!! The calculations are so lengthy only just get around a 90m radius curve, set out the alignment of a transition. Initially that it is only since the advent of computers that dead slow, with someone walking alongside I need to explain a few definitions: we have been able to design transitions to ensure the wheels don’t start to lift over accurately. Previously engineers adopted a the rails. In 4mm scale that’s 3’-10½” Cant: Also called “super elevation” cubic parabola as an acceptable approximation. radius. To meet the requirements of Her Cant is a measure of the height of one rail The cubic parabola has the simple formula: Majesty’s Inspectors, strictly speaking, any vertically above the other. The maximum 4mm scale curve of less than 8’-6” radius value of cant in the UK (at present) is 150 y = Kx³ should be fitted with a continuous check rail. mm or 110 mm through platforms. At the other extreme the minimum radius The use of a clothoid or a cubic parabola is around which our 4mm scale HST can run at Cant Deficiency: optional for lower speed lines on Network Rail 100 mph is 55 feet. With few exceptions all Cant deficiency is the amount of but for high-speed lines the clothoid is now indoor model railways should have a scale additional cant in excess of that actually mandatory. speed limit of 15 mph with some parts as provided, which would need to be added to The cubic parabola has some interesting low as 5 mph. The reality is that it is not the track to enable a train to run around a properties, which make it suitable for model practicable to scale down the design rules for curve at the permitted speed in perfect railways, see figure 1: real railways. At these low speeds, on sharp equilibrium. It is directly proportional to the curves the factors, which govern the design sensation of a sideways force caused by the  The shift between a straight and curve at the of cant and transitions change. The effects centripetal acceleration experienced by a tangent point is given by the formula: of side wear of the rails and of long trains passenger in the train. Curves are not have to be considered. The two factors, normally canted for trains to run in Shift (S) = L² ÷ (24 x radius of curve) which now determine transition design are equilibrium. The recognised practice is for firstly the distance between the bogie centres only two thirds of the equilibrium cant for  The tangent point occurs halfway along the of a track tamping/lining machine. If the the speed of the line to be applied to the baseline of the transition. length of any element in the alignment is less ______s

Figure 1 AUGUST 2004 11 than this distance the machine cannot detect C is the cant in mm Finally we have to check that the twist is it and correct geometry will not be D is the cant deficiency in mm within the 1 in 400 limit: maintained. For this reason design rules require that straights, curves and transitions (Reference: BR Engineering Handbook No.3, Twist = transition length ÷ change in cant are not less than 20m in length (30m on which is now absorbed into Network Rail = 20m ÷ 40mm = 1 in 500 TGV lines). The second factor is twist in the Standards. Also reference “British Railway track. It’s wot makes our trains wobble! Track” published by The Permanent Way So we are well within the limit. The limit for design in standard gauge is 1 in Institution) However, the twist would have been too 400. That is for every 400 mm measured severe if we had used the calculated along the track the cant cannot increase or In our example: transition length of 7.277m. In that case the decrease by more than 1mm. Although V = 24.14 kph (15 mph) twist would have been 1 in 182, which is not model railways have larger flanges than R = 116.129m (scaling up our 5ft radius permitted. prototypical I would not recommend this curve to full size, 5ft x 76.2) value be exceeded because usually our So let’s put this theory into practice on models do not have the benefit of a sprung Therefore by substituting in the above formula: our model railway: suspension. P4 modellers might have a view (C + D) = 60mm on this but the closer one works to true scale The transition length in 4mm scale is standards the more appropriate the limits of Applying the two thirds rule: 20m ÷ 76.2 = 262.5mm. This should be the prototype become. Cant = 0.666 x 60 = 40mm measured along the rails but for practical purposes we can skip the lengthy calculation Example: (Had this not been a nice round number it would and accept a value of 260mm measured Let’s run through an example of say a 5 be rounded to the nearest 5mm for practical along the x axis of the transition. foot radius curve to straight transition on a purposes) The shift (See figure.1) between the 4mm scale layout running at a scale 15 mph. straight and the curve is given by the Now immediately we run into difficulty Now in theory we could increase both the formula:- because engineering design on BR was cant and cant deficiency to their permitted limits metricated in the 1960’s, but speeds remain to get the maximum speed out of this curve but S = L² ÷ (24 x R) signed in mph due to trade union resistance as previously mentioned, the rules do not apply and distances remain measured in miles and on curves this sharp. I have only ever come Where S is the shift in mm chains because they are written into the across two curves this sharp in passenger L is the length of transition in mm original acts of Parliament. So please bear carrying lines, one at Blackfriars in London R is the radius of the curve in mm with me. The formula, which relates speed which no longer exists and another at to cant and radius is as follows: Hawkesbury Street Junction, Dover. Both were Therefore: very short in length and had 10 mph speed Shift = 260² ÷ (24 x 5ft x 304.8) V = 0.29 x √(R x (C + D)) limits(Reference: on them. BR Engineering It is not Handbook possible No.3 to laywhich = 1.85 mm (where 304.8 is the conversion factor from feet to millimetres) or: continuously welded rails in curves this sharp 11.82 = R x (C+D) ÷ V ² and the joints in jointed track would keep Let’s pause for a moment. In summary I springing outwards. To allow a high cant am suggesting that most model railway Where V is the maximum speed in kph deficiency in these circumstances would leave transitions are going to be 260mm in length R is the radius in metres passengers feeling definitely uneasy and there measured along the x axis (straight) and that would probably be a high incidence of freight the cant is never more than a prototype train derailments. As there are no firm rules in 40mm. This translates to an elevation of the this area it essentially comes down to a decision track at 1 in 36. by the engineer responsible. In the case of existing railways the pattern of wear on the rails Clearly transitions have to be drawn out would be a guide. on the model railway baseboard very carefully. A point to bear in mind when OK? So lets go with 40mm of cant on our designing parallel tracks is that both tracks curve. The desirable transition length is given have the same value of shift S but different by the formula: radius of curves. The outside track will have a slightly longer transition. It is necessary to L = 0.007536 x V x (The larger of C or D) calculate both transitions independently on real railways, but the error at 4mm scale is (This formula is derived from the requirement so small that this really is nit picking. that the desirable rate of change of cant or rate of change of cant deficiency should not exceed For Graham Plowman’s new layout, the 33mm per sec) transitions were designed by computer using software, which I had developed for railway Where L is in metres, V is in kph and C or D is design. The designs were plotted full size in mm. onto paper using Autocad to create Therefore: templates, which were then laid on the L = 0.007536 x 24.14 x 40 = 7.277 m. baseboard and the alignment pricked through. Now as I mentioned earlier it is not possible to install a transition shorter than 20m so this The subject of how to construct canted A cant measuring device made from track has been well covered in the model Meccano by the author about 30 years ago. requirement will over ride our calculations. In press so I will not cover that ground again. It works on the principle of a pendulum general all transitions on our model railways are hanging on a triangular frame. The going to require to be a scale 20m in length. I hope this article has encouraged a better pointer scale is calibrated in prototype Even if we have some large radii on our layouts understanding of track and alignment design. inches and is suitable for any gauge of they are going to be associated with other If anyone requires further information or model representative of a standard curves of small radius nearby and so will have clarification on points raised please contact gauge railway. to be designed for the same low speeds needing even shorter transitions. me through our website. ■

12 MODEL RAILWAYS ON-LINE

PENHALLICK A 00 layout based on the North Cornwall Line

Described by Peter Richards

My first introduction to Penhallick was later the layout was ready for exhibiting - including T9s, O2s, Spamcans and the by word of mouth, or to be more exact, word though not yet complete. The layout is 51’-6” ubiquitous N class moguls. of e-mail! People were talking about a long and in twelve sections, though there are Penhallick station sets the scene for the layout they had seen at one or two plans to extend. Why 51’-6” you may wonder, whole of the layout. There is a lot of fine exhibitions and praising it highly. One well that was the length of the roll of wallpaper detail, lots to see (and lots more to add) but person, having seen Penhallick at the used to draw up the original plan! the overall impression is one of relaxed Leatherhead show in 2003, said that the Rather than model an actual part of the line, spaciousness. The sidings are set a realistic entrance fee to the exhibition was worth it the decision was taken to “go freelance” and distance apart and the platforms are long just for viewing this one layout alone! It model a fictitious branch that leaves the main enough and wide enough to accommodate a wasn’t until November 2003 that I finally line by means of a triangular junction at busy holiday express. All the signals are, of caught up with it when it was exhibited at Delabole and heads off to the coast, terminating course, fully working and illuminated, the Wadebridge Model Railway Exhibition, at the seaside town of Penhallick, a place with a though there is no interlocking. A project close to its spiritual home. long fishing history. Throughout the period for the future perhaps? One of the The story starts back in the summer of modelled through trains arrive and depart from interesting aspects of Penhallick is that 1992 when three people, Jerry Winterson both Exeter and Waterloo, plus local services to despite being more than ten years in the and Mel Rees, assisted by Mike Nash, Padstow, Bodmin North and Bodmin Road via making, it is still being developed. The line decided to build an exhibition layout based Bodmin General. presently runs from the terminus to a fiddle on the North Cornwall line as it was during A large collection of stock has been yard but plans are afoot to turn the terminus the late 1950s and early 1960s. Ten years amassed, all authentic for the line and period, into a through station and thereby be able to ______create another "fiddle yard" beyond, thus increasing the amount of stock/trains that can be handled. In this picture a local service is just leaving behind a T9. The white mounds in the top left of the photograph are not representative of the clay spoil heaps to be found elsewhere in Cornwall but are simply dust sheets on another stand as it is early and most of the other exhibitors, and the traders, have yet to arrive! The route winds out of Penhallick station, very generously endowed with four platform roads (Padstow had just one!), sidings on

Top: The sheer scale of this magnificent layout can be judged by this photograph of it set up in Wadebridge School.

Left: Penhallick station sets the scene for the whole of the layout.

All photographs by the author. AUGUST 2004 13

route up towards Bodmin Moor. Once beyond the bridge the line passes the Signal- box at Penhallick East Junction, which controls a junction with an ex-GWR line from Launceston that joins the main Penhallick line. As the junction is left behind the line is "out in the country" and, unless required to stop at the next station, a small halt, drivers can open their regulators and make smart progress inland. Having crossed the river, this train, with its Bulleid light pacific operating tender first, continues its progress along the estuary and is just passing Penhallick East Junction’s Home Signals with the ex-GWR branch leaving to the left of the picture. The line is about to ______both sides of the line and the Goods Shed on the right and past the rusty corrugated iron buildings of the Cornwall Timber Merchants until the small MPD is passed on the left- hand side of the tracks where they are converging into the single line to Delabole. A small engine shed is provided, with a water tower, coaling facilitiesand a turntable that is large enough to accommodate the Bulleid light pacifics that bring the heavier trains, once packed with holiday makers but now, sadly, conveying fewer and fewer as the private motor car takes over as the affordable transport of choice. The estuary of the River Hallick is never far from the line here but as the MPD is left behind the river turns right, beneath the railway on its two span bridge, and parts company from the line as it takes a shorter ______say goodbye to the estuary as it heads inland for the climb up to Delabole, some 700 feet above sea level. The route progresses through the single road, single platform Trecarne Halt, after which it disappears under a road bridge and into the "fiddle yard". Passengers waiting for a train at the halt have just a small shelter to protect them from the elements. As can be clearly seen, great attention has been paid to detail with the result that this is a superbly landscaped layout. The track used is SMP throughout with hand built points (mainly by Marcway) worked by Lemaco point motors.

Top: Mel Rees, left and Jerry Winterson during operating time. Three people can operate the layout satisfactorily, though four is preferred so that tea-breaks, etc. may be enjoyed! Unfortunately this photograph just does not do full justice to the intricate green fence running along the railway boundary. Note, too, that all the lights are illuminated.

Middle: The line crosses the estuary of the River Hallick on a two span bridge.

Left: A Bullied light pacific runs tender first alongside the River Hallick with a train to Exeter.

14 MODEL RAILWAYS ON-LINE

Trecarne Halt, the Kings Head pub and the bridge leading to the "fiddle yard".

In addition to creating a very faithful of home the area most needs! All that can be derelict until 1988 when the site was cleared representation of the much-loved and missed seen to remind one that there was once a railway and a Safeways supermarket with 130 car North Cornwall Line, Jerry, Mel and Mike at Trecarne are a few sections of the concrete parking spaces built on the site. The town have brought the story up-to-date with a fencing that was manufactured at the Southern itself has changed with many of the short history of events that followed the Railway’s Exmouth Junction concrete plant. surrounding street buildings now converted closure of the branch on 3 October 1966, the Moving down the course of the old railway line or rebuilt for the holiday trade, with self- same day that the lines from Meldon towards Penhallick the two spans of the bridge catering apartments now dominating the Junction via Halwill to Bude and have been removed, although the central piers harbour view, itself much changed since Wadebridge closed. remain, and the MPD site is fenced off and silting caused much of the remaining fishing The public house at Trecarne, "The Kings unoccupied having had the buildings razed to fleet to transfer to Padstow. Head", survived the railway by some 19 the ground during the mid-1980s, with only a Having visited its "spiritual home" in years before closing in 1985 after which it solitary telegraph pole and some remnants of a November 2003, Penhallick will be returning was left to go derelict for some twelve years discarded LSWR lattice signal post, found in to Cornwall this year when it will be one of until early 1997 when the site was cleared undergrowth some distance from where it once the exhibits at the Falmouth Model Railway and, together with an adjoining field and the stood, remaining. The station area was the Exhibition on 4 and 5 September. Penhallick filled-in cutting, became a development of scene of a failed attempt to re-open the will also be exhibited at Woking on 18/19 thirteen "executive" houses not at all the type buildings as a restaurant and then stood September and Tolworth on 13/14 ______November. ■

AUGUST 2004 15 Last Quarters Puzzle Picture

Stuart Rutherford wrote: from 1847, but was superseded when the railway between Grosmont and Goathland “Puzzle Picture was rebuilt between 1861 and 1865, by a Your correspondent's wife is standing at the larger, two-track tunnel which survives to northern portal of the first Grosmont Tunnel, this day. The sloping stone wall on the right now on the North Yorkshire Moors Railway. of the picture is part of the structure of the It was built as part of the original Whitby new tunnel. and Pickering Railway in 1834/35, laid out Although no longer carrying tracks, the by George Stephenson, and it's excavation old tunnel remained to give access to the led to the discovery of ironstone in railway cottages and signal box situated on Grosmont and thus the development of iron the south side of the tunnel. It does much the working and mining in the area. I don't think same job today, giving pedestrian access to Puzzle Picture from MROL 2 there was any special reason for the the NYMR's locomotive depot. castellation, probably just the desire to make I walked through this tunnel many times, In the last edition of Model Railways On- it look good! both as a child living in Grosmont, and then Line I published this puzzle picture sent in by It is 120 yards (110 metres) long, 14 feet as a volunteer on the NYMR. David Elliot of Victoria, British Columbia, (4.3m) high, and 10 feet (3m) high, and the My sons and I very much enjoy your Canada. first proper train through may have been a magazine - thank you for publishing it.” Readers were invited to identify this tunnel director's special on 15th May 1835. and tell us a little about its history. To enable us It was formally opened with the rest of Below left is a second picture, which to judge the size of the structure, David told us the W & P R on 26th May 1836 and initially David Elliot took at the same location. that the lady in the picture is his wife who is 5ft saw two horse-drawn trains each way. Stuart’s answer is correct. It is the Horse 2 in tall. The tunnel accommodated steam trains Tunnel on the North Yorks Moors Railway. _____ David writes:

“In 1833 George Stevenson and George Hudson opened the first section of the Whitby to Pickering railway. This followed the Esk and Murk Esk valleys to an incline at Goathland and then followed Newtondale to Pickering. This was horse drawn with what looked like stage carriages on rails. The horse tunnel bypassed a very narrow gorge on the Murk Esk at Grosmount. In 1844 the W & P was acquired by the York and North Midland and the line was upgraded shortly later. This upgrade involved double track, new bridges and a new tunnel. Use of the incline continued till the deviation was opened in 1865 after a fatal rope breakage on the incline. So that is the pocket history. The horse tunnel is now the foot access to the NYMR's workshops.”

Thank you David that was an excellent Another view of the Puzzle. Photo: David Elliott puzzle. ■

Ashwood Dale – continued from page 5

The interiors have been detailed with items Signalling fixed into groves cut in off-cuts of from the Springside signal box interior kit. All of the signals are scratch built from brass whitemetal sprue. and wire with some parts obtained from Model Control system Signal Engineering. I would like to thank Rob Lees for Control is with a conventional ECM allowing me the opportunity to photograph Compspeed F and Orbit Supertroller. The point rodding cranks and pulleys are a his highly detailed layout and for his kind Turnouts and signals are fully mixture of Model Signal Engineering and Colin assistance with the preparation of this interlocked. Points are worked by Tortoise Waite products. The rods are soft florist wire article. ■ motors and the signals by modified relays. ______

16 MODEL RAILWAYS ON-LINE Swanage Second in a series of prototype layouts by Paul Plowman

The marvels of modern technology! It occurred to me that I had taken a number of photographs with my feet planted in the same location. Three pictures have been merged together using Canon’s Photo Stitch software to create this panorama of Swanage Engine Shed and turntable on 10th July 1963.

Today the Swanage Railway is perhaps one of the most successful of the heritage railways. The achievements of the railway company and the preservation society have been astounding. After closure on 3rd January 1972 the line was completely dismantled and few would have thought that it would ever come back. But it has! What we see today is a tremendous credit to all of those involved.

History The branch line from Wareham to Swanage opened on 20th May 1885. From the beginning it was operated by the London and South Western Railway. The branch is just under 10 miles in length and leaves the main line at Worgret Junction, which is approximately a mile west of Wareham Station. Before the preservation era there was only one intermediate station along the line at Corfe Castle where there is a passing loop. M7 Class 0-4-4T No.30108 passes Swanage Signal Box with a train to Wareham Memories of the line on 11th July 1963. Unfortunately the signal box did not survive and was Our family summer holiday in 1954 was demolished when the layout was reduced to a single track about four years spent at Swanage. We drove down from before closure. South East London in my father’s old Morris

8 and our grandparents travelled by train. I The Layout the track serving the goods shed. can remember us meeting them at Swanage The track layout at Swanage was more Unfortunately the goods yard has become a Station and buying my first Ian Allan ABC extensive than we would expect for a country transport interchange and this area is now of British Railways Locomotives Part 2 terminus. Swanage is a sizeable seaside town lost to the Swanage Railway. The sidings Southern Region at the bookstall. and a popular holiday destination. The station were connected to a long shunt line beside It was to be another nine years until I has two platforms one of which has a run round the running line, which enabled the yard to returned to Swanage in 1963 on a cycling loop. Both the station building and the goods be shunted independently. holiday along the South Coast, starting on shed are quite large. Drawings of the station Beyond the road over-bridge is a small the Isle of Wight and ending at Lostwithiel. building were published in the May 1977 locomotive depot, which boasts a turntable. I stayed at Swanage Youth Hostel for a Railway Modeller and the goods shed in the Due to the limited space the builders were couple of nights, which gave me the June 1977 edition. not able to align the shed with the approach opportunity to film and photograph the line. There was a total of five sidings including track. Locomotives have to be turned to ______AUGUST 2004 17

gain access to the shed. Maunsell stock. The locomotives were mostly Closure The yard closed 4th October 1965 but operating facing Wareham and pushing towards British Railways attempted to make the line nos. 2 and 3 sidings were retained for Swanage. However, some trains were seen viable. The layout was reduced to a single stabling purposes until 6th June 1967 when being operated the other way around, pushing track, turnouts were removed and the the signal box was closed. The layout was towards Wareham. signalling simplified. Steam gave way to reduced to a single track serving Platform 1. A BR Standard Class 4 4-6-0 No. 75066 was Hampshire DMU’s but it was to no avail and seen hauling a local train made up of a two- the line was finally closed by BR on 3rd Operation coach push-pull set and a BR Standard Class 4 January 1972. The section between Worgret When I visited the line in July 1963 the 2-6-0 was seen shunting the goods yard. Junction and the gas terminal at Furzebrook local service was being operated by M7 There were regular Saturdays only through remained in use but otherwise all of the track Class 0-4-4 tank engines with two coach workings from Waterloo, which were hauled by was removed. push-pull sets made up from converted Bullied Light Pacifics. As we know, that was not the end of the ______

Swanage Station viewed from Northbrook Road Bridge on 10th July 1963. 18 MODEL RAILWAYS ON-LINE

story. In 1975 the Swanage Railway Project obtained a lease for the use of the station buildings and the trackbed as far as Northbrook Road Bridge. Since then, little by little the Swanage Railway has literally clawed its way back to Furzebrook. Once again, Swanage is connected to the national network and it is hoped that it will soon be possible to run a regular train service to Wareham.

Building a model A model of Swanage built to a scale of 4mm to 1ft would occupy a space 23 feet long by 5 feet deep if both Gilbert Road and Kings Road West were to be included. The depth could possibly be reduced to 3ft-6in by omitting Kings Road West and the Esso petrol station and by reducing Gilbert

Above: BR Class 4 4-6-0 No. 75066 is prepared for a return working to Wareham Road to low relief. The layout could be on 11th July 1963. fitted on a 3ft deep baseboard by further omitting two of the sidings. The station building and the goods shed are unusually large for a simple branch line terminus. However, they are a feature of Swanage and would need to be modelled. The engine shed and turntable are also unusual. Due to the restricted site it was not possible for the builders of the railway to align the shed with the approach track and it is necessary to part turn a locomotive to gain access. In 1958 a locomotive rolled off the turntable and demolished the front of the shed. The original stone arch was replaced by the simple arrangement shown in the photographs. The turntable is only about 45ft in diameter (scaled from plans). This is adequate for turning an M7 auto tank but most 0-6-0 tender engines are a tight squeeze. The loop is only long enough to run round four Mk1’s or five Bullied coaches. With a second locomotive assisting by shunting the train, the platform could hold seven Mk1’s. However, photographs show

Above: BR Class 4 2-6-0 No. 76019 shunting empty carriage stock, passes under the Saturday through trains to Waterloo Northbrook Road Bridge on 11th July 1963. made up of eight coaches, some of which were the shorter SR Bullied types. The overall length of the layout could possibly be reduced by about three feet to 20 feet. This would be achieved by reducing the length of the pointwork and the shunt siding.

References (i) ‘Branch Line to Swanage’ by Vic Mitchell and Keith Smith. Published by Middleton Press, ISBN 0-906520- 33-9. (ii) ‘Swanage Railway in colour’ by Tim Deacon, Published by Ian Allan, ISBN 0-7110-2461-8. (iii) Video ‘Memories of the Swanage Branch’, by Branch Line Video. (iv) Signal Box Diagram, Railway Modeller, 1969 page 372. (v) Signal Box, Railway Modeller, 1975 page 242. (vi) Station buildings, Railway Modeller, 1977 page 146.

Above: BR class 4 4-6-0 No. 75066 about to leave for Wareham with a train formed (vii) Goods shed, Railway Modeller, 1977 of a 2-coach push-pull set. page 185. ■

AUGUST 2004 19

Above: Swange engine shed on 12th August 1981. Hunslet 0-6-0T No. 1690 ‘Cunarder’ stands over the inspection pit. The turntable has not yet been replaced. At this time the Swanage Railway was operating a two-coach shuttle halfway to Victoria Avenue Road Bridge.

Above: View from Northbrook Road Bridge on 12th August 1981. Compare this view with page 14. 20 MODEL RAILWAYS ON-LINE Review of Peco Code 75 track

By Paul Plowman

Without any doubt 00 is the most popular creates a requirement for fine-scale track and all improvement in appearance over 00 gauge scale and gauge for British model railways. of the problems which that brings, especially for without demanding skills, which the average But having said that, it leaves us with a modellers with average ability. The modeller cannot achieve. dilemma. The scale is 4mm to 1 foot with a requirement to provide compensation to wheel The second possible compromise is to track gauge of 16.5mm. The full story of sets frightens most people away. The alternative continue with 4mm scale models and a track how this came about can be found on the option would be to adopt a scale of 3.5mm to gauge of 16.5mm but to improve the website of the Double O Gauge Society at 1 foot, which is known as HO scale and is appearance of the track by modelling the www.doubleogauge.com. I don’t propose to popular throughout the rest of the world sleepers to true scale. This possibility has repeat the story here, suffice to say that especially in North America and Europe. been gaining support in a number of Henry Greenly was not the culprit. However, the problem of clearance between the e-groups recently largely due to a growing The true gauge for 4mm scale models is outsides of wheels, the cylinders and the inside realisation that the risks of making any major 18.83mm and there are many modellers who of splashers is the same in any scale. Steam changes to the 00 standards are just too great would like to see something done to rectify locomotives in North America and Europe for the manufacturers to consider. this discrepancy. Technically there are two generally had high running plates and did not Peco is the leading manufacturer of track possible options, change the gauge of the require splashers. HO scale models from these with a wide range of products to suit many track to 18.83mm or change the scale of the countries do not therefore have to be built to scales and gauges, which they market models to 3.5mm to 1 foot. I use the word fine-scale wheel and track dimensions. For the throughout the world. For the British 00 ‘technically’ because either option would be few examples requiring splashers it is possible gauge market they offer a plastic based track a high business risk for the manufacturers. to model them slightly wider and hope nobody with code 75 rail. This track is said to be Changing the gauge to 18.83mm would notices. Likewise it is possible to ease out the primarily supplied for the HO market but we involve adopting P4 standards. Anyone who cylinders slightly or adjust the alignment of the understand that a version with code 83 rail is has put their head under the running plate of piston rods. marketed in North America. a steam locomotive will be aware that there So what compromises are possible? Firstly This review looks at Peco 16.5mm gauge is precious little space between the outside there is EM gauge with models built to 4mm track with code 75 rail and assess its face of the driving wheels, the inside of the scale but with a compromise gauge of 18mm. suitability for layouts based on British wheel splashers and the backs of the This provides just enough clearance to splashers railway practice. We have measured the cylinders. If a true track gauge is to be and the backs of cylinders without the need to principle dimensions of a sample of new adopted then the width of the wheels and adopt the very fine wheel and track standards of track with a micrometer. For comparison we tyres must also be true to scale. This in turn P4. 18mm gauge provides a significant have also measured the plastic sleeper base ______

(1) (2) (3) (4) (5) Prototype 00 Gauge H0 Scale Peco GEM 4mm / 1ft 3.5mm / 1ft Code 75 Code 100

Gauge 4’-8½” 18.83mm 16.48mm 16.5mm Rail height 6¼” 82 thou 72 thou 76 thou Head width 2¾” 0.91mm 0.80mm 0.83mm Foot width 5½” 1.83mm 1.60mm 1.75mm Rail inclination 1 in 20 1 in 20 1in 20 none none Sleeper length 8’-6” 34mm 29.75mm 29.39mm 32.80mm Sleeper width 10” 3.3mm 2.92mm 3.1mm 3.1mm Sleeper spacing 2’-6” 10mm 8.75mm 7.18mm 8.45mm

Table 1. AUGUST 2004 21

Above: Peco Code 75 track as purchased new. Above: A possible alternative, Peco Code 75 rails fitted to old GEM plastic sleeper bases. of GEM code 100 track, which is no longer impact on the appearance of the track. been gradually increased. Firstly the available. The results are shown in Table 1. Rail inclination numbers were increased to 26 for Column (1) shows the prototype The rails on British railways are inclined continuously welded track. Later it was dimensions for track with 109lb per yard flat inwards at 1 in 20 to match the coning of the increased to 28 for greater stability but by bottom rails and softwood sleepers, which wheels. Peco do not provide this feature. then all main lines were being renewed with was installed extensively during the 1950’s Inclining the rails would provide a very concrete sleepers. I can confirm that a and early 1960’s. Column (2) shows the significant improvement to the realism of model spacing of 600mm is used in New South prototype dimensions converted to 4mm/1ft track and it is difficult to understand why such a Wales for timber track and that is equivalent scale and column (3) shows them converted simple detail has not been incorporated into the to 30 sleepers in a 60ft length. to 3.5mm/1ft scale. Column (4) shows the plastic sleeper moulding. Inclination would By comparison GEM track has the measurements taken from the sample of Peco also improve both adhesion and electrical equivalent of 27 sleepers to the length in Code 75 track and column (5) the pickup by placing the entire width of the 4mm scale and 24 in 3.5mm scale, which is measurements from a sample of old GEM railhead in contact with the wheels. correct. track. Sleeper length Conclusions Peco offer their product for use in either Following the logic applied to the rail It would appear from the sleeper length scale and we have evaluated it accordingly. dimensions one would have expected to find the and spacing that Peco Code 75 track has Gauge sleeper length somewhere between the 34mm been produced primarily for the HO markets In 4mm scale the gauge is incorrect and required for 4mm scale and the 29.75 required of North America, Europe and Australia. It this is a fundamental discrepancy, which is for HO. It comes as a surprise to find that the is not entirely suitable for the small British accepted for 00 gauge modelling. In H0 the Peco sleepers are actually slightly shorter than HO market and is a poor compromise for use true gauge is 16.48mm but the sample was required for HO scale at 29.39mm! In with 00 gauge. found to be spot on the nominal gauge of comparison the old GEM track had sleepers of 00 Gauge model railways are a dilemma for 16.5mm. 32.80mm length. While this also fell short of manufacturers. Everyone has different views Rail height the 4mm scale requirement one has to be careful on what compromises should be applied. Rail heights have been shown in to achieve a compromise because 34mm However, we are only talking about a single thousandths of an inch because this is the sleepers applied to 16.5mm gauge track would plastic moulding for the sleepers and it is method of rail coding. It was found that the take on a distinctly narrow gauge appearance. difficult (for this reviewer) to understand Peco rail was not a true code 75. It is very Sleeper width why Peco cannot produce a version for the close to code 76. Peco have chosen a rail And yet again Peco have pitched the value British 00 market. Precise measurements are height, which is between the requirements of between the two scales at 3.10mm for the open to debate but specifically the following the two scales. sleeper width! By comparison the sample of changes need to be made to the Code 75 Head width GEM track was not consistent. The sleeper track currently on offer: Again the head width is pitched between width was found to vary but was approximately 1) Sleepers need to be longer. the requirements of the two scales but this the same value as Peco at the top. GEM 2) Sleepers need to be reduced in time is close to HO. The under scale size in sleepers measured 3.49mm approximately at the number by at least 20% 4mm helps to make 00 look more realistic base to ease removal from the mould. 3) Rails need to be inclined inwards at but the missing 0.08mm in width would help Sleeper spacing 1 in 20. both adhesion and give an additional 10% Railway engineers refer to spacing in terms To suit the British HO market: area for electrical contact. of the number of sleepers in a 60ft length of 1) Sleepers need to be slightly longer. Foot width track. Thus “24 to the length” gives a spacing 2) Sleepers need to be reduced by Yet again the value is pitched between of 2’-6”. In 4mm scale Peco track has 34 20% the two scales. The foot width is not sleepers to a 240mm length and in 3.5mm HO 3) Rails need to be inclined inwards normally a serious issue because slight scale has 30 to a 210mm length. at 1 in 20. discrepancies don’t have much of an Since the 1960’s the number of sleepers has ■ ______

22 MODEL RAILWAYS ON-LINE

North Eastern Railway Low Goods Wagon

To Diagram A8/B11

Drawn and described by Richard H Lacey

The subject of the drawing wagon probably acting on the centre rudimentary in that two brake-blocks were accompanying this article is the three 6- wheelset. This was either rebuilt or provided each side of the vehicle operated wheel low goods wagons to Diagram A8. replaced in March 1898 by a wagon again by a single very long brake-lever acting on The story of these three wagons is to Diagram A10. There are two sets of the centre and left had wheels only. Thus complex, and far from clear. I have dimensions given for this wagon, and the there were two entirely independent sets prepared the drawings based from a first is the same as Diagram B11, but these of brakes, one on each side of the vehicle, General Arrangement drawing in the have been overwritten by dimensions that and there would have been pairs of V NRM collection (No 4GW 10999), made match Diagram A10. hangers for the brakes on either side of available to me by Andrew Cooper, to Wagon 5507, also built in 1878, had each solebar between the centre and left- whom I am indebted. dimensions the same as 5976, but was hand wheels. Note that the axleboxes are The original GA drawing itself is renewed/rebuilt in 1901 as a wagon with of a special heavy-duty type, very numbered 2577 in the NER drawing list dimensions that match Diagram A8, but reminiscent of the No 1 and 6 grease and labelled NER Diagram A8 Low no Diagram number is quoted in the entry axleboxes with which most common Goods wagon but it bears no date. It is in the register. This Diagram, however, wagons were equipped until the No 2A rather unusual in that it shows a wagon according to both the 1904 Wagon boxes began to be used in the mid-1890s. number on the number plate in the Diagram Book and the 1908 Diagrams of According to the GA, the axle journals drawing, that number being 19646. Specially Constructed Wagons had no were 12” x 6”, which tends to confirm this Initially I accepted this at face value, and falling sides, merely a 2” rail around the was Diagram B11, and further suggests the number is included in the edge of the floor, the wagon register entry that the drawings show a wagon built in accompanying drawings exactly as it was agrees with that, and this is clearly not the 1870/80s. presented in the GA. Also on the drawing according to the GA from the NRM, There are two similar looking vehicles are notations to the effect that there were which clearly has falling sides. built to Diagram B10, which also need to two other wagons to this diagram, Nos So, what is it I have drawn? I have to be considered. These vehicles, numbered 5507 and 5976. The GA also notes that say that I am not entirely sure. The 12459 and 32282 were of very similar 5976 and 19646 were broken up, so strange thing is that the NER diagram dimensions to the B11, but having smaller presumably this drawing relates to their shows two wagon numbers that had axle journals of 9” x 6” according to the early form since these two wagons were become entirely different types of vehicle wagon diagram book, were limited to later replaced by wagons to a completely before Diagram A8 came into being. I carrying 30 tons. I checked the wagon different design. However, when I can only assume, therefore, that the register for 32282, which contained an checked these numbers in the wagon drawing is actually of the former Diagram entry to the effect that the wagon was built registers at Kew, the results were B11, which would appear to have become in April 1896, but was down-rated to carry interesting and a little perplexing. extinct before the 1908 Specially 20 tons at some stage. Interestingly, the Under the number 19646 was an entry Constructed Wagon Book was prepared, register quoted the journals as 9” x 5”. I that showed a wagon to diagram B11 built since it does not feature therein. I suspect was unable to check the entry for 12459 as in Feb 1899 to carry 40 tons, which was that this drawing, suitably modified to the appropriate register could not be later down-rated to 25 tons and registered show four brake blocks rather than the produced when I last visited Kew. at Newcastle. It had 12” x 6” journals on earlier two wooden ones, was retained to Despite the uncertainty over its its axles and probably had drop sides since cover wagon No 5507 after it was rebuilt, pedigree, which I hope readers will 1 the inside height was quoted as 1’ 1 /4”. even though it then had no drop doors. It forgive, I found the wagon itself appealing This wagon did not seem to last long is also possible that the drop doors were a and for the model makers amongst us this though. It was rebuilt in January 1907 to later addition. would be something unusual to model. Diagram A10, which is the 40 ton flat The design itself is interesting in that to Note: This article and drawing were wagon based on old tender chassis. cope with the required load capacity extra first published in the North Eastern According to the wagon register, this was heavy frame and running gear were Express, the quarterly journal of the North treated as a repair! It does not appear necessary. The main frames were made of Eastern Railway Association. For therefore, if the wagon registers are to be seasoned oak 14” x 5” with additional membership details, please contact: Mr T believed, that this wagon was ever to cross-members and longitudinals to give Morrell, 8 Prunus Avenue, Willerby, Hull, Diagram A8. sufficient support to the frame over the HU10 6PH, United Kingdom. ■ The appropriate wagon register shows full length of the wagon. It is interesting that 5976 has a similar history except that that both buffing and draw-gear were Editor’s note: Richard’s plan is it was first built in April 1878 again to sprung using India rubber springs rather drawn to a scale of 7mm to 1 foot. Diagram B11 but this time to carry 30 tons than the more conventional plate springs However, the process of creating a and had smaller journals than 19646 at 10” behind the headstock. The buffer rams are PDF file from the publishing software x 6”. It had two wooden brake blocks and much longer than usual to enable the involves fitting to an A4 page. Some I believe this arrangement would have springs to be placed near to the centre of distortion of the scale might possibly been one independent brake block and the wagon. occur. handle on each side of the Braking arrangements were fairly ______

AUGUST 2004 23

24 MODEL RAILWAYS ON-LINE

Puzzle Picture

The bridge seen in this quarters’ Puzzle Picture is located near Haywards Heath in West Sussex. It carries the London to Brighton main line over the road between Balcombe and Haywards Heath just south of the Ouse Valley Viaduct. It is known as “Skew Bridge”. This picture was taken looking southwards. During the 1870’s work was started on widening the bridge on the east side but it was never completed. Readers are invited to tell us why was the bridge being widened and why was it not completed? Please send your answer to the Editor via our website at mrol.gppsoftware.com The correct answer with additional pictures will feature in an article in the November edition of the Magazine. ■

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From the Editor’s Collection

Fully lined out in South Eastern and Chatham Railways livery, Class 01 0-6-0 No.65 stands outside the locomotive works at Sheffield Park on 6th June 2004.