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Menu Christmas Even/me NO. 55 WINTER 1990/91 The Model Engineer's Supplier. A. J. Reeves & Co. (B'ham) Ltd., Holly Lane, Marston Green, Birmingham B37 7AW, England. Tel: 021-779 6831/2/3 22nd Edition Illustrated Catalogue price £2 post free UK. Overseas post extra. A Publication of the 1\ Gauge Society —~t

From the Editor's desk EDITOR: I think a good many of you have taken the 'Safety' factor Dr. MA. Taylor, very seriously, and this can be no bad thing. 112 Sutton Park Road. Kidderminster. I am certain that a goodly number of you enjoyed the recent Worcs. DY11 6JG. Society A.G.M., at Arthur Bailey's superb lakeland (Kidderminster 0562 69342) Barrowfold and Millerbeck Railway, during the last week­ SUFI-EDITOR; end of September 1990, albeit in typical damp conditions. PRODUCTION I am equally certain that those of you who could not be R. Green, there, did in fact miss a real 'Northern Treat' 60 Western Road, Gloucester GL1 5AX The Society owes Arthur Bailey, and his small but dedicated team, a great big thank-you for the tremendous effort and organisation that ensured our annual event to be such a ADVERTISING SPACE IS success. Thank-you also, Eric Doyle, whose expertise and AVAILABLE IN THE NEWS liaison with Arthur was also in evidence. Future A.G.M.s Supply camera ready copy, do however present your committee with formidable typesetting chargeable. requirements, if not anxieties, since expectations increase with a flourishing society that happily still reports increase per issue in membership. Quarter Page: £15.00 Half Page: £25.00 It will soon be Christmas again, and the New Year 1991. The Full Page: £37.50 good wishes of your committee go out to all our members all Inside covers: £10.00 over the world. . . . surcharge. Merry Christmas to you all Mike Taylor.

Press Date for the Spring, 1991 'News'will be Jan. 9th, 1991. FRONT COVER: J. Foster driving his magnificent The Editor was pleased to receive the following Hunslet 'Valiant' at the recent A.G.M. in the Lake District. The P.A.&W. Scoop, Vol. 5, No. 1, July 1990. REAR COVER: The Stockholes Farm Min. Rly. Newsletter, No. 4. Full-size of 7V2in gauge? These The Call Boy, Golden Gate Live Steamers Inc., for petrol-hydraulic F7s remind us July and August, 1990. of Summer. Don Phillips, Galesburg, Illinois, U.S.A. The Birmingham Soc. of M.E.s Ltd., Newsletters, July and September, 1990. The East Herts Min. Rly. Soc. Ltd., Newsletters, June and September, 1990. L'escarbille, No. 39, just received.

Many thanks to all concerned. n THE 7'/4in. GAUGE SOCIETY Anyone wishing to join the Society, apply to the Secretary. Annual Subscriptions due in February each year are £10. New U.K. members, as above plus initial registration fee of £1.00. Payments can most conveniently be made by Bankers Standing Order. Overseas Subscriptions £10 remitted in Sterling please. Executive for 1991 President: Dr. Brian Rogers. Worcester (0905) 52397 Chairman: Eric Doyle, "Newfield", Grange Road, Bromley Cross, Bolton, Lanes. BL7 9AU. (0204) 51899 Secretary: Bonnie Whisstock, 149 Surbiton Hill Park, Surbiton, Surrey, KT5 8EJ. 081-390 1747 Treasurer: Leo Whisstock, 149 Surbiton Hill Park, Surbiton, Surrey, KT5 8EJ. 081-390 1747 Editor 7V4in Gauge News: Dr. Mike Taylor, 112 Sutton Park Road, Kidderminster, Worcs. DY11 6JG. (0562) 69342. If no reply try (0481) 823116 Sub Editor/Production: R. Green, 60 Weston Road, Gloucester, GL1 5AX Trade Liaison Officer: D. Witheridge, Blue Riband House, Parkland Estate, North Road, Hemsby, Gt. Yarmouth, Norfolk. NR29 4HA. (0493) 730445. Insurance Secretary: Malcolm B. Beevers, 64 Bullar Road, Bitterne, Southampton, Hants. S02 4GS. (0703) 334044. Committee Member: D. Burwell, 'Merlin', 4 Leighs Close, High Heath, Pelsall, Walsall, WS4 1BY. (0922) 693252. Committee Member: John Goulden, 55 Victoria Road, Runcorn, Cheshire, WA7 5BE. (0928) 574396.

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

Non Members reading this NEWS — bear in mind that the 7V«" G Society is more than just this publication! Only memhers get thespecial News ofSociety Events and Trade information as this is issued separately to the NEWS, Events are published in the News AI TEH they have taken place. So join up and gel the lull benefits!

2 STEAM UP FOR CHRISTMAS Eighty years ago Rodney Weaver, Simon Townsend

It is a fine December afternoon in 1910 as our time machine touches down in Grove Road, Totley, on the southern outskirts of Sheffield. We are outside Brook House and through the gate we see that a little way past the house the drive appears to be blocked by a low, sloping bridge. This turns out to be removable and connects an elevated 7V4in gauge track in the workshop to our left with the end of a siding on the opposite side of the drive. Standing on the siding just beyond the bridge is a brand new Bassett-Lowke Precursor coupled to a low bogie passenger car, and here we meet our host Guy Mitchell. We're about to sample his recently-completed 7V4in railway, the first truly scenic line to follow Henry Greenly's recommended standards for the gauge. As we make ourselves comfortable, Mitchell points out a loading gauge further down the siding. "Make sure it doesn't touch you", he warns, "because if it does you're too big to go through the tunnel!" - and we're off. Almost at once we begin to gather speed as the line dips downwards and we see that another line has appeared alongside us in the cutting. A gradient post tells us this line is going down at 1 in 77, so we must be on something like 1 in 60 - and we're on a curve that's not much more than 40ft radius with quite a lot of superelevation. Signals appear ahead, showing clear for the right-hand line; we click through a set of sprung points onto the main line, then see a very sharp curve branch away to the left. Already it is getting dark at the bottom of the valley and to our left we glimpse something throwing sparks high in the air - another train no doubt. We look ahead just in time to see a brick portal and than we're inside Brook Tunnel doing at least lOmph and still on a falling gradient, though only 1 in 250. Despite the assurance of the loading gauge, we duck instinctively to avoid the unseen brickwork above us! We feel the change to 1 in 80 up as the train hits the curve just before the far end of the tunnel and catch a glimpse of something like a 7lA in Tich at a signal to our left. Passing South Junction the line begins a gentle descent to run round two sides of a small ornamental lake. Signals ahead show clear for the right-hand road as we pass East Junction and then PRECURSOR really starts to bark up the climb at 1 in 80/85 through a small rose garden, reaching a summit alongside the siding from whence we started. Down through the tunnel again, round the lake and this time the train takes the left-hand turnout at East Junction. A gentle climb and fall brings us to Central Junction; we keep to the left and now pass a signal box complete with oil lamp and baskets of flowers on the front platform. Through the windows we glimpse an eighteen lever frame. This time we are stopped by signals at South Junction until a whistle behind us indicates that whatever is sharing the track has reached Central. Off again round the lake we find Central's signals clear for the right-hand road and immediately heel over on a 25ft radius curve with an inch of superelevation. This is enough for 7mph and we've already realised that. Mitchell likes to drive fast, but this particular curve he treats with the greatest respect. Back on the main line, running clockwise, we climb the 1 in 77 to the summit and drop down carefully to East Junction where the signal is showing red. This gives us a chance to examine the inner loop which we now realise has three rails, the inner pair being only 3% in gauge. Moments later there appears along the inner track a chunky, large-boilered

3 0-4-2 tank fitted with a tall chimney extension to carry the exhaust above the driver's face. The driver is squatting on a driving truck that would look more at home on an elevated track, for it too is 3Viin gauge. This is Mitchell's original garden railway, now incorporated into his 7V4in layout. Separating the gauges so that the centre rail is common is a clever idea which permits dual gauge operation without the need for mixed gauge points. The signal drops and we're off again, taking the left fork at South Junction to go through the tunnel and thus back to the summit, where we get off. After the variety of routes we have taken it comes as a surprise to learn that we've covered no more than 1670ft: the outer track is 439ft round and the inner 330ft. The whole railway is compressed into a space about 150ft x 120ft! It's a bit different from the layouts we have back in 1990, but some things haven't changed much. The track is surprisingly robust, 1V* in high bulb iron in cast-iron chairs with 2x1 sleepers 14in long at eleven inch centres. It's not scale but it's very practical, and it doesn't look out of place. Noting that the 3Viin gauge engine has to run on the same track we ask whether this causes any problems. Mitchell seems surprised that we should ask. He regards Greenly's 7V4in standards as the minimum suitable for reliable all-weather operation of a ground- level railway and adopted them for his 3 Vain equipment. It is becoming apparent that the Brook House Railway has a lot in common with the "narrow gauge" 7V4in lines of our own time. This brings us to the signal box, where the owner shows us his simple interlocking gear, of which he is particularly proud. Each junction is provided with home signals but only those for the trailing direction are worked from the box, the facing ones being simply point indicators. The levers are grouped in threes, each group working one junction. Four of the six groups are currently in use; the end ones are spare to allow for future extension of the layout. The left hand lever in each group controls the branch home and a simple bar ensures that you cannot pull it unless the branch points are reversed. The right hand lever works the main line home. Between this and the point lever is pivotted a square piece of wood so that whichever lever is pulled first swings it round to lock the other in its normal position. Ordinary door bolts have been adapted to latch the levers. The points are worked by rodding and the signals by wire; to allow for expansion the travel is increased and a spring used to absorb the surplus motion. Mitchell demonstrates that his V* in hard steel point rodding can be trodden on without bending it. This must be something like spring steel (i.e. hardened and tempered). Would we like to try the 3V2in engine? It is a bit of a balancing act, Mitchell tells us; firing on the move is best left until you have mastered the art of staying upright! With a big firebox you can fill to the door, the small water tank runs out first anyway. Settled on the tiny driving truck the fire is tended, the working of the steam donkey pump explained and we are away. It feels very different from the 7V4in locomotives we are used to - it is such a long way down to the controls - but the little engine flies along and whenever we shut the regulator the single safety valve starts to buzz nineteen to the dozen. Round and round we go-ten laps, fifteen, twenty, twenty one ... the pump loses suction. We are out of water. Twenty two laps without firing and still it is blowing off-more than a mile and a quarter. How far could the owner go, we ask. "I have done more than three miles" he says "I was being passed jugs of water to keep the tank full. I would be going still if I had not got cramp and overbalanced!" That was when he decided 7V.»in gauge might be better for record attempts. We make a mental note to check the current (1990) ground- level 3'/2in gauge distance record.

•1 How long did it take to build this remarkable railway? "I was at it for the best part of seven months" says Mitchell, "we moved over two hundred tons of earth to create the cuttings and cover the tunnel - we were over five feet down in places. There is forty eight tons of crushed asphalte in the sub-ballast - we found that on another part of the site - and it is topped off with eight tons of crushed limestone. The tunnel's got proper 14in side walls and an arch built on centres using shaped bricks; it is 75ft long, 4ft high in the centre and 3ft wide - big enough to clear a seated adult in fact." Why did he build the tunnel? "Partly for amusement, but mainly to get rid of the earth! I had to have one, really - the east end of Totley is only a few hundred yards away and that is the second longest in Britain. I watched it being built about twenty years ago, so I knew the right way to build mine." It comes as no surprise to learn that his3V2in gauge tank was designed and built in just six weeks. Now it is time to sample PRECURSOR and while being briefed we discover the reason for Mitchell's extreme caution on the 25ft curve. "It is too sharp for a proper Precursor front end" he tells us. "The bogie flanges are rubbing on the frames. Greenly came unstuck there: showed me a drawing to prove it would go round 29ft 6in but if you read the latest Bassett-Lowke catalogue they quote 50ft minimum! As it was he forgot the tender and I have had to take the middle axle out to get to get round my curves. What it needs is a George the Fifth bogie with the smaller wheels; I have heard B-L's going to bring out a George version, so I might be able to get one before long." Is he satisfied with the engine? "Apart from the front bogie, yes. I wondered how Bassett-Lowke could do it for the money, but I've discovered that they built two to spread the cost. Mind you, I wouldn't have known if they'd had the same number of bolts along each side of the smokebox - mine's got five but the one in Greenly's magazine that's supposed to be mine has only got four!" With that we set off. Having first driven the 3V2in tank we are able to appreciate the impact of locomotives like PRECURSOR and IMMINGHAM on the miniature railway world. It was as close to the real thing as the average enthusiast was ever going to get - sitting in the tender of a steam locomotive which could be, indeed had to be driven and fired properly to haul its load round a challenging layout, obeying signals whose tiny oil lamps shine brightly in the darkness of cuttings overhung by rose trellises. PRECURSOR proves to be a sprightly performer, if a little slow to gather speed from rest. Even on this line she isn't really being tested by the single bogie wagon with two passengers behind the tender - Mitchell reckons she might take three wagons provided they were carrying children rather than adults. Firing is easy because the boiler is so obviously master of the cylinders and as on the prototype the firebox is big and deep with a flat grate. There's only a single injector, but it works every time. It's a new experience to drive in near-total darkness and silence. There is no all-pervading glow of reflected Sodium light, no background rumble of motor traffic. True, the sky is occasionally lit by vivid flashes of red and orange to remind us of Sheffield's many steelworks, but these add drama to the proceedings by emphasising how dark the night really is. Presently, Mitchell suggests that we watch the evening Manchester express go past, so we hand PRECURSOR over to one of his assistants and walk to the footbridge over the Midland line at the end of Grove Road. Here there is a signal box and Mitchell calls the signalman to find out how the train is running. "I've just taken it from Dore" comes the reply. "He's right on time tonight." Sure enough, we can hear a train labouring up the bank out of Sheffield and a few minutes later see red-hot coals shooting skywards. By the time its headlamps show through the main road bridge a quarter of a mile away we realise

5 it is double headed: "This one usually is" says our host. "You wouldn't have heard the saying: 'M is for Midland, with engines galore, they put two on each train yet they hanker for more!'

Seriously, it's quite a climb out of Sheffield and the pilot's usually a Manchester engine working home anyway - something to do with unbalanced workings, I think." Accelerating now, the train roars past with a Kirtley 2-4-0 piloting a Johnson Spinner and moments later plunges into Totley tunnel. As it passed the box two huge oil lamps on the verandah illuminated the engine numbers for the benefit of the signalman - this is how the Midland keeps track of its trains - and we thought there was something familiar about them. Only as we walk back down Grove Road do we realise why. It might be a coincidence but we dare not run the risk of becoming stuck in a time warp. Taking our leave of Mitchell we hurry back to 1990 without trying to explain the significance of 2 and 673...

Authors' Footnote: Guy Mitchell's railway was completed in the late summer of 1910, two years after he built his 3V2in gauge record breaker. Photographs used in this article are, unless otherwise credited, those supplied by Mitchell for the article that appeared in the November 1910 issue of Models, Railways & Locomotives. Member Mick McKie's B-L Precursor came to him with a passenger carriage identical with that first used on Mitchell's line, which we believe to have been a unique vehicle, and two bogies, the one with large wheels having worn grooves in the frames on over-sharp curves. But to keep us guessing there are only four bolts each side of the smokebox!

1 PRECURSOR standing at Central Junction. Note the "four-wheeled" tender and five-bolt smokebox. (Bassett-Lowke)

6 2. Guy Mitchell brings PRECURSOR out of Brook Tunnel and approaches West Junction. The left-hand spur to Central Junction is the 25ft radius curve mentioned in the text. •

3. PRECURSOR posed in front of the signal box on the inner, dual gauge circuit, showing how the 7V4in line was added outside the earlier 3'/2in gauge one and the point rodding is carried along the ends of the sleepers. 6. Summit cutting, showing PRECURSOR on the main line and Mitchell's original passenger car on the shed road, which is carried across the drive by the inclined bridge in the background.

7. Looking the opposite way from Figure 6 we see the loading gauge, set to the safe profile of a seated passenger going through Brook Tunnel. But for the locomotive one would have difficulty in deciding the gauge of the railway, so natural is Mitchell's rugged track.

9 4. PRECURSOR approaches East Junction

5. The camera is set up above the portal of Brook Tunnel for this study of South Junction. To the left is an ornamental lake formed by straightening the river which now runs behind the hedge on the right. According to Mitchell's own description of his signalling, the bracket signal cannot have both arms at danger! ,

III DRIVING AND RUNNING THE MINIATURE RAILWAY by Michael Aslin

Mike, there's a baby crawling up the line! Did you see that? That lad's lifting the track with his toes. Hey, look at that youngster dragging her feet, they should be on the running board, Look at those two, I thought. One's trying to pinch a ticket from our ticket machine, Guard, remind them to sit quite still and not lean out, Hell, that excited kid is doing just that! I've two handicapped people helping me and they keep getting the change wrong! We're losing money! Thank goodness we are not steam, Just look at that track. It's got dips and bumps. It jumps around as the train goes over it. What a relief the braking is ultra efficient. The train has not overshot the ends of the line, Now who can I give a break to, the driver, guard or ticket sales, No you can't yet, your signal, road sign and noticeboard have just blown over, they need fixing yet again. There, look at that, the lines moved, some packing needs adjusting. Such are the demands placed upon the line manager, the event being the Borough Council's Annual Gala. We were in competition with the big powers, the Army, Navy, Air Force and the rest. But our little tramway conveyed over 500 passengers in the two days and raised £40 for Cancer Relief. I, my team and passengers thoroughly enjoyed our tramway event. For the past 10 years our little railway consisted of 60ft of 5in track, Maxitracks Simplicity, drivers truck and box van. We often ran under similar conditions, although the above described actual event is to the extreme. We have always enjoyed our running raising several hundreds of pounds for charity. I realise only too well the need for safety. Under the conditions described it would be foolish to run steam. I would not. My views and discussion is not about fixed track club events but about the many little portable events that must exist. I do not represent my club or the 7V4in gauge society at events where I am invited to run my tram or loco. My flair is for Fetes and Galas, at which the public view us as little gems. We are not stars at a club event and rightly so as there are other so finely built models. Sometimes, I think, "Oh never again". At my events I must use what is available. What Fete organisers consider to be safe and flat position turns out to be sloping or uneven ground. I have to use what help is available which is usually young people. The fact that drivers must be at least 18 makes me rather smile. I've seen adults go sprawling at track events, even injury, and adults driving at that! For me driving is the last of my worries. My drivers are usually young. They are selected for their interest, willingness to listen to me and to demonstrate skill and self control. I pass them out and I am totally at ease as far as driving goes. There's far too much else to consider and the need to supervise the overall operations. My young drivers are as safe as many adults. At times other youngsters ask to drive. My answer is "No, it's the insurance, you know. It's not allowed. You have to be registered and passed out to run the railway". I have little trouble following this explanation but of course one sometimes has to handle the impudent and cheeky ones at such events. My drivers must drive to a standard, they must also be practised in passenger care and ticket control or there is no helping me. It is my view that the priority is not so much the age factor but more one of competence to drive. I consider that all owners involved in public running should issue a certificate of competence to drive with the criterea of skill requirement clearly shown on the reverse.

11 CONCENTRICITY by George Smith

Those of you who have read my earlier article on eccentricity will remember that this referred to a means of correcting minor faults in the quartering of locomotive driver wheels. The following notes describe methods of achieving concentricity where it is most important - in the cylinder, piston and cover. The first requirement is that the end of the cylinder to which is bolted the cover through which the piston rod passes must be square with the cylinder bore and should be faced off at the same time that it is bored - the other end does not matter, so when boring locomotive cylinders bear in mind that they are 'handed' and make sure to effectively mark the appropriate ends before setting up for machining. The next item is the cylinder cover, usually having skimmed the casting to remove the hard skin and surplus metal, I proceed to bore for the piston rod, form the gland recess and finish off the outside. The next step is to make a stub mandrel by chucking a short piece of scrap bar and forming a stepped spigot to fit both piston rod hole and gland. The cover is then put on and secured by a nut and washer - the inside face and step to fit the bore is then turned (if the gland is screwed, the spigot should also have a thread screw cut in the lathe).

@ ;j J

The piston is machined and bored for the piston rod and finished for its diameter and the piston rings on a spigot mandrel similar to the one used for the cover. I usually fix my pistons as shown in the sketch. Behind the nut is a hardened lock washer or some other locking device, which holds the piston against a shoulder on the rod - so far not one has become unscrewed! I am not very keen on screwing the rod into the piston, but I do screw the piston rod into the crosshead. Referring to screw threads reminds me that a very old friend of mine once said "there's one thing about your locos, George, you don't have things drop off. My reply was that after making screw threads for about four years to the requirements of the Aircraft Inspection Department, I make sure that mine are to the same standard. Whilst this may not quite fit the above title, there is no doubt that to ensure free running, the basic requirement for a coupled wheel locomotive is that the axles should be parallel with each other and square with the frames. The easiest way to achieve this is to make the slots in the frames and horn cheeks all the same size to within a few thousands of an inch of each other. I machine both the axleboxes and horns on a shaper using a dial indicator to make sure that all the axle boxes are the same size and therefore fit the jig.

1: I number the axle boxes as shown and the jig which is bolted to the faceplate is shown in the sketch below. The centres are marked on the face of the boxes and the number stamped on the top of each one. Numbers 2,4 and 6 are machined with the top on the 'A' side and numbers 1, 3 and 5 with the top on the 'B' side. Adjustment is made up or down if the centre is not in the centre of the box. The jig is fixed on the faceplate with the box centred and clamped and all are bored with the jig in this position - if this system is used, all bored holes will be the same distance from the same side of the boxes and when placed in the frames, the axles are bound to be parrallel.

slotted tor adjustment A side !l: 2 4 6 o

B side 1 3 !,

Ed Note: This article by George Smith was previously published in 'Tool Box', the Journal of the Surrey Society of Model Engineers.

RE-TUBING A BAGNALL BOILER by J. Rowland

After five years of reasonably intensive service, the boiler of my 7V4in gauge Bagnall 0-4-0 ST (M.J. Engineering design) developed a leak on one of the tubes in the top row of the tube bank. I thought at first that the leak was at the firebox tubeplate but inspection under steam showed that the tube was holed or split about two inches forward of the tubeplate. The tubes are steel to BS 3602, in OD x 16 SWG, as called for on the boiler drawing.

An attempt was made to extract the offending tube with the boiler still in position on the locomotive, but this proved impossible, and so, with all fittings removed, the boiler was taken off the engine.

In full-size practice, the boiler tubes were swaged out to a larger diameter at the front end, and therefore old tubes could be cut through at the tubeplates and withdrawn

13 through the front tubeplate without much trouble, unless scale deposits were very thick. This procedure is not possible on the 7V4in gauge version, but fortunately I had a 39/64ths inch drill and, using my Black and Decker on its slowest speed, I was able to drill the tubes out of the tubeplates without damaging the latter. This was an occasion when I was thankful that the boiler has a marine firebox, making the tubes accessible at both ends. Once the tubes were loose inside the boiler, they were fished out through the larger hole in the smokebox tubeplate normally occupied by the main steam pipe bush. Incidentally, removing this bush was the hardest job of the lot. Although made from good quality gunmetal, it had seized solid into the threads of the tubeplate bush, and only responded to a hammer and chisel.

The steam dome of the Bagnall is situated over the firebox and so little of the tubes can be seen when the dome cover is removed. I got a shock therefore when I drew the first tube out and could see the full extent of the corrosion for the first time. The tube looked as if it had been at the bottom of the sea, being heavily corroded and covered with a thick deposit of rust. It was at this point that I decided to replace all the tubes with copper ones.

When all the tubes had been removed and it was possible to examine them and the inside of the boiler, I could draw certain conclusions. All the tubes were rusted, but the heaviest corrosion and scaling was confined to the top two or three rows of tubes. There was some rusting of the firebox crown, but the rest of the inside of the boiler had only a thin film of rust on it with no evidence of direct attack. There were no detectable deposits of lime scale anywhere in the boiler. My normal operating practice has always been to blow the boiler down completely after a day's steaming, the only exception to this being when running the engine on successive days, e.g. on Bank Holiday weekends, when the boiler was left full overnight. I have never used boiler feed water treatment, partly because I have never been able to locate a supply source where the relatively small quantities I would require can be obtained, and partly because most treatment chemicals appear to be designed to hold impurities in suspension and prevent hard scale formation when boilers are operating for long periods between blowdowns.

Because the major rusting had only taken place in the region of steam generation, it appears that the damage had been done whilst the boiler was under steam rather than during the much longer periods when it was being stored empty. The only way I can see to prevent this rusting would be to eliminate oxygen from the feedwater, which would be difficult on a miniature locomotive. Nevertheless, it would be interesting to compare the performance of this boiler with one fitted with an efficient feedwater heater and top feed which might give the dissolved air a chance to separate into the steam space rather than being 'boiled out' on the heat transfer surfaces.

The boiler has now been retubed with copper tubes expanded into the tubeplates with the same roller expander used for the original steel tubes and has been steamed some half-dozen times, for a total of about 25 hours. A number of colleagues have asked if I have noticed any difference in steaming since the copper tubes were fitted. The short answer is "No". This particular boiler has always been very free steaming and in any case, other factors such as the source of our coal supply have also changed in the meantime.

14 ROMULUS WITH BAKER VALVE GEAR by Don Baker

Yet another ROMULUS-class locomotive (named "DANIEL") has been completed, this one under the Southern Cross. While keeping to the basic design I have made a number of changes which may be of interest to others contemplating building this useful locomotive. The copper boiler was built from 3/16in flat sheet, the external joints being made with Silfos, while both tube-plates and the inner firebox were silver-soldered. There are 24 fire-tubes of V2 in dia, instead of the 12 of 3/4india. in the original design, and the firebox crown is protected by a fusible plug, which I think all copper (silver-soldered) boilers of this size should have and which are simple to install. The boiler, which has no superheater, was hydrostatically tested to 240 psi and works at 100 psi. The two injector delivery clacks are on the backhead just above the footplate, the thinking being that perhaps most of the deposited salts would get flushed out by the 3 blow-down valves. Draughting, being one of the most important factors in any steam locomotive, was given some attention. The Roger Marsh drawings show no petticoat pipe and I assume that the internal semi-venturi shape of the chimney casting substitutes for this. However, in addition, I have fitted a secondary petticoat pipe of approximately 15mm smaller throat diameter than the inside base of the chimney, extending 65mm down into the smokebox, giving an annular opening between the two "petticoat pipes". I got the idea from a friend, the late Frank Holland, who also described it in Model Engineer magazine, (see attached drawing).

Double petticoat pipe arrangement - used on Romulus class loco 'Daniel' 15 Baker valve gear as fitted to Romulus-class 'Daniel' loco built by Don Baker.

Baker valve geared Romulus-caiss 'Daniel' at work on the Pietermaritzburg Model Engineering Society's track in Natal. South Africa. The front passenger seems to have discovered that the cindars are full size! [6 It was worked out that the blast orifice should be 10.7mm dia. and, as the cap is removable, I made two spares, 9.5mm and 12mm, the idea being to experiment to find the most suitable. However, since completing the loco two months ago I have not yet changed from the standard blast cap. I like to get the exhaust away as smoothly as possible and try to avoid right-angled bends etc. "DANIEL" has been further modified by taking the exhaust steam horizontally straight out of the steam chest into 15mm exhaust pipes swept upwards and slightly forwards to merge just before entering the smokebox from below i.e. the 6 o'clock position. To prevent these exhaust pipes from acting as an injector feed water heater - which nobody really needs! - it was necessary to create a 6in long dry well (which includes the cylinder mounting bolts), the fore and aft sections of the water tank being connected by two 15mm copper balance pipes.

Valve Gear Having previously built a loco with Walschaerts valve gear (7V4in TICH) and a Hackworth-geared loco (5in SWEET PEA), I wanted something different, and the obvious and loyal choice was Baker valve gear! This decision was left as late as possible and required some thinking as there is little written on constructing Baker valve gear for small locos. I early abandoned ideas of scaling up from designs such as PV Baker or Caribou and settled for adapting from the full-size drawings. A few useful references for others thinking along these lines are as follows, starting with the most useful:

Locomotives Large & Small No. 23, -May 1985 Live Steam Magazine - September 1986 ICS Course - The Steam Locomotive (Live Steam Publishing?) - very good for setting, correcting & tuning the Gear "Caribou" - ME January 1963 LBSC - ME Feb 8 1945

The operation of the valve gear is almost impossible to understand simply by reading and I would have saved a month or two if I had made a full-size (7V4in gauge) model out of Perspex or aluminium. This also enables the checking of travel, swings and clearances.

After a false start at l/6th full size I settled on proportions that are exactly l/7th of the full-size Standard Baker valve gear, and the geometry of the full-size has been carefully maintained. There are almost twice as many pivoting joints on Baker compared with Walschaerts, and the accumulation of wear at these points would soon become a problem, so attention here is important. The method I used mostly consists of 8mm OD x 6mm ID hardened silver steel sleeves running in pressed-in or Loctited hardened bushes of the same material, the sleeves being held in place by 6mm bolts with washers and Nyloc nuts. Case-hardening, instead of silver-steel bushes, was also employed in some less important joints.

The necessary lubrication is by means of oil cups (not yet fitted, in the photos), which also feed more remote places like the combination lever - and bell crank - lower joints by oil passage ways drilled down through the members. Needle roller bearings are fitted to 17 both ends of the eccentric rods. Correct positioning of the weigh shaft meant that it had to pass through the well tank and, for this purpose, a 20mm copper pipe sleeve was expanded through the tank walls. Other modifications so far include Okadee steam-operated cylinder drain cocks, which work well, and a hydrostatic sight feed lubricator which does not. But we have had only two outings so far and may yet get this right! As this is the only Romulus I have seen - certainly the first in SA - it is difficult to quantify the effect of these modifications but "DANIEL" steams exceptionally well, has more power than we can use at present and sounds remarkably like its big brothers.

WHERE ARE THEY NOW? by Rodney Weaver

Long before the Great Western arrived in Paddington that place had earned itself a place in engineering history. It was at the end of the Paddington Canal - right alongside the present station - that in April 1783 Richard Lovell Edgeworth carried out for James Watt the classic investigation of a horse's capacity for sustained work. Treading this hallowed ground one Sunday morning in 1958 I saw an outline drawing of a Churchward Atlantic floating in the canal. It was on the cover of a book - a first edition of Henry Greenly's "Model Steam Locomotives". Retrieving it, I realised that it could not have been in the water more than a few minutes and the pages were therefore intact. After careful drying it became a valuable addition to the library and apart from some staining bears little evidence of its adventures, being complete except for two pages of the first chapter.

Readers will be relieved to learn that I am not trying to trace Edgeworth's horse. My quest is for something first seen in the book that came to me in so strange a manner: the 7%in gauge LNWR-style 4-4-2 tank, a drawing of which is spread across pages 214/15. This version of the drawing is undated but clearly bears a strong family relationship to the Greenly 0-4-2 and Precursor/George the Fifth designs first built in 1909/10. It was reproduced as an example of 7V4in gauge boiler design; there is no clue in the book as to whether the locomotive was ever built.

A slightly different version of the drawing had earlier been published in the April 1915 issue of "Models, Railways & Locomotives". The locomotive was designed by Greenly in May 1914 in response to an enquiry from Derek Ince of Putney. There are variations between the two published versions, not to mention a couple of obvious dimensional errors and a discrepancy between the longitudinal and transverse sections of the later one as to the number of firetubes. In MR&L the caption reads "dimensioned for 7V4in gauge", leading me to suspect that the outline design was scaled up from something smaller, possibly that for a 2in gauge Precursor Tank announced in an earlier issue.

is It was a small-wheeled 4-4-2 tank using the standard Precursor cylinder block of l%in bore x 3in stroke, slide valves on top being operated by Joy or Greenly/Joy valve gear. For some reason Greenly specified two-bar crossheads in place of the excellent single- bar type used in the Precursor. Driving wheels were 7%iil nominal diameter on a wheelbase of 14 inches. The boiler was of similar size to that of the 4-4-0 with an 8in o.d. barrel containing seventeen or eighteen 3/4in o.d. brass or copper tubes; distance between tubeplates was 15%in. The firebox measured 12in x 4V4in internally to give a (projected) grate area of 5lsq.in., being shallower at the rear than at the front to fit over the trailing axle. This gave a compact wheelbase but the design of the rear end of the ashpan does not look very clever. Boiler pressure was to be 701b/sq.in., giving a nominal tractive effort at 85% effective pressure of 721b. It would have measured 4ft 6in over buffer beams, 12Viirj wide over platforms and 193/4in to the top of the chimney.

At the front end the drawing shows the original Precursor layout with 5V4in bogie wheels unable to swing under the frames, which with the correct amount of gauge widening Greenly considered adequate down to 30ft radius. For sharper curves he offered Ince the alternative of adopting the George the Fifth layout with 4'/2in wheels or of cutting away the frames to clear the larger wheels - at the risk of weakening the front end. The rear truck as drawn had 5V4in wheels overlapping the frames with nowhere near enough clearance for 30ft radius. In combination with the Precursor front end it would have limited the locomotive to something like 65ft, gauge widening having little effect when there are trucks both ends. Ince and/or Greenly spotted this in time, thus avoiding a prototypical repetition of George Whale's one and only contribution to locomotive design. (The Precursor Tank was designed with a radial truck at the rear end; Whale insisted that it be altered to a rigid axle and the prototype derailed twice before it reached the paint shop. It was hurriedly altered back to "the way Mr Webb would have done it"!).

For a fairly large locomotive with plenty of boiler power the nominal tractive effort looks a bit disappointing, but we are conditioned to 7V4in gauge locomotives hauling two tons or more. Greenly's locomotive was designed to haul half a dozen passengers round a small garden, a trailing load of half a ton at most, and to do so easily yet realistically. Without departing from established design standards, it was the right size for the job.

The May 1915 issue of MR&L contained photographs of the completed cylinders and bogie, the latter having 5V4in wheels cast from a friend's pattern. (Who was this?) Ince was then erecting the frames, having had some difficulty in obtaining suitable steel plate, and had increased the size of the cutouts front and rear to allow greater sideplay to the carrying wheels. I know no more about it, but given that the 1922 version of the drawing stated there were seventeen tubes in the boiler while the cross-section still showed eighteen it may be that Ince completed the job. Anyone building that boiler would have had to rethink the layout shown in cross-section and a well-proportioned alternative with seventeen tubes springs readily to mind.

With the number of Greenly 4-4-0s known still to survive and indeed still coming to light, is it possible that somewhere Derek Ince's 4-4-2 tank waits to be discovered?

19 The Official Opening of The Mizens Railway.

This summer saw the official opening of the Mizens Railway, Woking which is being constructed by the recently-formed Woking miniature Railway Society. The opening ceremony was performed by enthusiast and TV personality Bob Symes and the event attracted over 1000 visitors. Already some 2000 ft of 7V4in gauge track has been laid on a three-acre site at Mizens Farm on the banks of the River Bourne which offers superb opportunities for the development of an extensive and scenic layout. It is intended to build a 1950's style station area complete with authentic railwayana and long-term plans include a further half-mile run along the river bank, allowing loco owners a rare opportunity to let their engines really perform. Although the Society was only formed in the spring of 1989 it already has forty members and welcomes enquiries from anyone who would like to join or could offer assistance in any way. Public running days are the last Sunday of each month for the rest of the year, plus Bonfire Night and pre-Christmas Santa Specials. The picture shows Bob Symes (right) waving off the first train with Station Master and Club Secretary Mike Smith. For further information please contact Publicity Officer Hugh Cullimore on: 0276 856461 (day) or 0932 872807 (evenings).

Official opening of Mizens Railway.

20 FRIMLEY LODGE MINIATURE RAILWAY by Jack Meatcher

In May of this year I was invited down to Frimley Lodge Park to see the progress being made at the Frimley Lodge Miniature Railway run by the Frimley & Ascot Locomotive Club. Member Alan Priest was rightly proud of the results of the enthusiastic efforts by a rapidly growing membership. Presently 550 foot of track has been laid (out of a projected 3000ft) in 3Vi, 5 and 7V.»in gauges using the well-tried lin x Viin steel section. This approach is a result of the origins of the Club being in the now defunct Ascot Locomotive Club. The multigauge points (switches) are to Derek Alford's design although another has been constructed with some improvements. A 12ft x 30ft carriage shed and workshop has been constructed using insulation blocks clad with timber (to make it "environmentally friendly"). The turntable is installed and, at the time of my visit, the steaming bays were well advanced. A loop in the station area had been completed permitting a revenue earning service to be operated at weekends (see Fig. 1) when even Alan Priest's Romulus was unable to cause any track settlement so good is the civil work on this railway. The Frimley Lodge Miniature Railway is located beside the now restored Basingstoke Canal at grid reference 892559 on sheet number 175 in the Ordnance Survey Landranger Series. The nearest motorway access is Junction 4 of the M3 where you follow the A321 to Guildford and Woking. Eventually you come to a junction with a double mini-

Frimley and Ascot Locomotive Club steaming bays under construction. May 1990. (Photo - Jack Meatcher)

21 roundabout where you follow the road to the right (Sturt Road). You proceed along Sturt Road, go under the railway bridge and then look out for the entrance to Frimley Lodge Park on the left. If you go over the next railway bridge you have gone about 150 yards too far. Take the right fork inside the entrance and proceed as per Fig. 2. The Frimley and Ascot Locomotive Club are looking for more members - particularly those who are prepared to get involved.

FAILSAFE TRACK CIRCUIT Moors Valley Railway by Neil Henderson

After reading David Hampson's article on electronic track circuits, I felt I must offer the version we use on all the running track at the Moors Valley. It is very similar to that which BR uses; theirs is adjustable, but I have not found this necessary. The resistors I use are 33 ohms for short tracks and 22 ohms for long track circuits, both are 10 watt wirewound ceramic insulated. Due to these being mains powered we found it best to centralise these units and all other wiring in a relay room with various multicore cables to track joints, signals and the signalbox. And you will see that if any part of the circuit breaks the track-circuit will fail-safe. I hope to submit a full article on the Moors Valley signalling in general at a later date.

BRIDGE RESISTOR 12 VOLT 22R/33R DC RELAY

RLA

500 mA |l AC 12V (i TRANSFORMER MMMm INSULATED JOINTS rmvmK) i

TRACK AC 4 4 MAINS 6 X •w- EL N

2?. NOTES FROM THE COMRIE RAILROAD by Bob Smith

Since the last report from the far North we have endured an exceptionally wet winter which more or less put a virtual stop to all outdoor work from about October right through to April. The field where the final 600 foot or so of track is to go in had a consistency akin to the Sargasso Sea! However, during a 'least wet' spell a digger did manage to squelch its way in and hack out the last remaining major obstacle in the shape of a cutting some 6 foot deep by 50 foot long through some pretty tough rock. It is hoped that a JCB or similar can now come in soon to grade the final R.O.W. but whether the track will be laid by September, as had been hoped, to complete the circuit is doubtful. Another major factor which has delayed things, both timewise and financially, was the need to do something about the Loco shed which led to the weekend of 16/17 June when what can only be described as the 'Comrie Miracle' took place.

I know a certain amount of delapidation is in order for a Rio Grande narrow gauge Depot as might have been found on that system towards the end of its commercial days but the state of delapidation of the Comrie Division shed, particularly the roof, was now of some concern and far beyond acceptable limits and stock had to be kept under waterproof sheeting. In fact things were so bad a deputation from the A.U. W.B.W.&T. (Amalgamated Union of Wood Borers, Weevils and Termites) intimated that unless something was done soon they could not guarantee to hold pincers much longer and just let the roof cave in! Anyway that weekend was designated 'Comrie Roof Days' by the ever willing gang of helpers/masochists. Prior to that, eight new 20 foot span roof trusses were made up from 5x2 timber, purlins, nails, bolts, roofing sheets etc. obtained, a prayer said for favourable weather, which was duly recognised, and lo - the whole 45 by 20 foot roof was replaced in the two days; to me, a truly remarkable effort by all involved and my unreserved and grateful thanks to the 'Roof Gang' for a magnificent effort. With all the stock back inside by late Sunday evening. Monday morning brought, on cue, a torrential downpour for half an hour and nary a drip from the new roof! Out of interest the roofing material used was a corrugated compressed bituminous fibre board called 'ONDULINE 80' which with the special nails provided proved to be a quick and easy way of covering the roof. (Usual disclaimer). A bit of tidying up around the timber walls is under way which will do for now but these too will have to be replaced in due course ... hang about, the shed is still supposed to look a bit delapidated ... ! so maybe the walls will suffice for a while yet.

On the running front, several operating days have been held for various organisations, friends, etc., mostly blessed with good weather. Our Comrie Fortnight open day last July was another 'continual rush hour' affair. The Diesel again taking the train from the house down to the car park and the 483 making her usual thrilling climb back up the grade. I never cease to marvel at how effortlessly she handles the loads up the hill. Maybe one day I will get enough passenger stock built to really make her talk! I guess the same procedure will apply for this year's do. 'Elikapika' and 'Auld Reekie' usually trundle round the top track with the P.W. stock to add interest on this occasion, timed to co-incide with the main line train where the two tracks are close together.

23 September saw the open weekend with quite a few folk turning up to join in the fun. Visiting engines included the Perth lads rebuilt/reboilered Scott (I hope to send in a few notes on this shortly), Jim Powries 'Highland Goods', Cyril with his 0-6-0 tank, Stuart Procter with No. 10,000 and 0-6-0 'Nodding Donkey' (Stuart's a fully Dieselised man!). The Christmas steam up took place on the 27th December during the only really cold spell of the winter, with temperatures below freezing producing some dramatic steam effects. Coal kept the innards of the locos warm and a drop or two of the 'Cratur' did likewise for the boys. During February the Diesel coped on two driech Sundays for groups of very well behaved youngsters from Glasgow, Sunday School and Cub Pack boys. During May the 'copper tubed' Auld Reekie coped on her own one fine evening with the 15 strong local Brownie pack, managing the 3 car set up the 'long drag' without too much trouble. Sunday the 10th June saw a number of the small gardens in the Ross open to the public so the railroad was opened for a few hours and as not many people were expected only Auld Reekie and Elikapika were put in steam and coupled one at each end of the 3 car set, thus producing a 'Push-Pull' affair. In the end quite a few folk walked up to have a trip resulting in several fully laden trains making the trip up and down the line, both locos coping well. Last week 483 had to be steamed up for the benefit of the boiler inspector after her 10 yearly hydro-test, as had Aveling & Porter 10 ton Roller No. 5990 of 1903 (a recent aquisition to replace the Burrell traction engine) both proving satisfactory to him; the

A permanent 'visitor' to the road is John Haldane's 'Tarpots', and American 4-4-0 by J. Clark, built in 1966. Comrie Railroad, May 1990.

24 rest of the day, being just a fun day. A visitor who turned up for this event was member Anders Hassler and wife Bridgita over here on holiday from Stockholm. As Auld Reekie was also in steam he had quite a long session on her and also ventured a turn on 483. Another visitor a few weeks ago was member David Etheringham who turned up on his beautiful BMW motor bike, spent the afternoon with Auld Reekie (she really is a co-operative little thing these days!) and came back next day to help me paint the Fo(U)rth bridge, ... are there no professional painters into IV* railroading?... Looking forward to meeting anyone that turns up for the open weekend here. Regards to all.

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

Dear Mike,

Could you please put a mention in the next 7V4in Gauge 'News' re: the sudden death of Mr Albert Derbyshire (Bert), who died suddenly on 31st May, 1990. Bert was from Runcorn and Member No. 938 of the 7V4in Gauge Society, as well as one of the Haiton Society, where he was always known as 'Young Bert'.

Although he was 71 years of age, he was the younger of the two 'Berts' in the Haiton gang, the other being Bert Anstey at 87 years young and 'Ol Bert'.

Young Bert was a very active member of the Haiton gang and never let his age slow him down. He was always thinking of new ideas to help the Society, especially for our open weekends. He is, ofcourse, sadly missed by all our members. It was through Haiton, that he joined the 7V4in Gauge Society.

Yours sincerely,

John Goulden Chairman H.M.R. Soc, Ltd.

25 Dear Mike,

Re: Vale of Rheidol - No. 8

I enclose some photographs of No. 8 which you may find of interest, particularly in view of your comments in the Spring 1990 issue (No. 52) of the 7V4in News concerning the engine whilst owned by Dennis Bates. I have just completed rebuilding the engine for Richard Waller (Dennis's son-in-law). Dennis started to overhaul the engine some years ago, but regretfully was unable to bring the project to completion. I took the engine to Echills Wood as part of the running-in process and several members enjoyed the opportunity to drive the engine again. The engine was built to about ZViin to 1 foot scale to run on 5in gauge and subsequently widened to 7V4in gauge. Overall dimensions are 63in long, 22in wide and 24in high, wider than most narrow gauge 7V4 in engines! Discussion at Echills Wood resolved that a model built to scale for 7'A in track would require extensive alterations to platform faces, bridges, etc! It would appear that the engine was widened to 7'Ain gauge without moving the frames and motion outwards. From the scanty information in my possession it appears that the model and the prototype allowed for an increase in gauge at time of manufacture. The prototype No. 8 was built by the G.W.R. Perhaps someone can confirm whether the G.W.R. had plans to widen the V.O.R. I am told that the model was "unstable" in 5in gauge.

Yours sincerely,

W.M. McKie Walsall, W. Midlands.

26 Dear Editor,

Like many members I await delivery of the news throughout the year and read it from cover to cover over and over again to see if there is anything I have missed. I look forward to contributions by Rodney Weaver and appreciate his sound advice and knowledge and get satisfaction from reading descriptions of how people have tackled problems associated with building their particular project realising that I may have done the same thing. My own steam loco is turning out to be a long term project with major disruptions to what I thought would be a smooth relatively short timetable. I must admit that I have made several fundamental alterations to the original Romulus design which have hindered progress, but responsibilities towards work, the house and garden cut short the time I can devote to my hobby to the occasional hour or two a week. Consequently, I am hardly any further forward now than I was two years ago. I should imagine there are many members in a similar situation where time and available finances are limited.

If one looks back through issues of the News one cannot help noticing that articles people have written recording the making of their loco or giving hints about specific points of construction for example, are outweighed by material singing the praises of some recently purchased locomotive or praising the merits of a boiler "from one of our advertisers". Conversely, there are members who produce prodigious numbers of locos as they have the time and one assumes, the money, available to invest in their work. I wonder how they do it.

Having had several leisure interests in the past that have become dominated by affluence I would hate to see the News go the same way. Perhaps I am playing Devil's Advocate a little here and some members would dismiss what I am saying totally but we cannot all spend several thousands of pounds ordering a new loco or relaying in 9 pounds a yard steel rail or purchasing ready made stock.

Reading through this letter you must get the impression that I am some malcontent wishing to spoil peoples fun - not so, but you must consider if a potential contributor would question the interest value of his material compared to the articles printed in the news and wrongly assume it to be of no consequence. I do not envy your task as Editor and realise that a magazine can only be constructed from the subscribed material. I am also aware that you are short of copy for the next issue and this may not be the best time to send a letter couched in such terms.

I intend no personal criticism as I look forward to every copy that you oversee but I do not want the Society or the News to become exclusive and lose its appeal to the ordinary member.

Yours sincerely,

J.P. Dobson 1033

27 Dear Mike,

May I, through the pages of our magazine, let all my friends in the 7V4in Gauge Society know of my whereabouts and what has happened during the past six months. Evelyn and I are now residents of Adelaide, South Australia, after the drama of moving one complete household plus workshop, materials and two locomotives, consisting of 196 packing cases, of which 33 were workshop equipment. We are now back to almost normal way of life again, the workshop operating, the Bagnall and Garratt locos both arriving un-damaged. We should like to say a big thank-you to our friends for their best wishes and especially to the Echills Wood Railway for the grand send off - we miss them all. (You will have to come to the 1991 A.G.M. which is to be held at Echills Wood Railway? Ed.'s note).

The South Australian Government has strict rules upon the operation of steel boilers and their construction, so that I had to supply them with calculations of the strength of the boiler, a list of materials, drawings showing all dimensions, weld preps, staying, etc., design and test pressures. After due consideration, approval was given and inspection to make visual checks of the inside, washouts and fittings was duly made by the Inspectorate. This is done annually for a fee of $36. On 26th August, 1990, the Bagnall had its first run 'down under'... which brings me to the local railway.

The Morphett Vale Miniature Railway, Inc. is about 15 km from Adelaide centre, in the Wilfred Taylor Reserve, a large recreational area catering for archery, horse-riding, etc. and administered by Noarlunga Council. The 7'/4in Gauge railway is lVi km in length and has station buildings, signal box, carriage sheds, turntable with un-loading bays, colour light signalling and pneumatically operated points, enjoying considerable support from the council.

The main feature is a 40 metre long metal trestle bridge over a creek. During the lovely winter we have here, rather like an English summer, everywhere looks most attractive. There are some 40 members, with a goodly collection of engines, ranging from diesels to narrow-gauge, as well as Australian standard gauge. We also have a Union Pacific 4-8-4. Bob has also built an N.G. Koppel, which you will be hearing about in one of the M.E. Mags soon. My thanks must go to Keith Watson in Perth, for introducing me to this fine railway, with its friendly and helpful members.

Running takes place on the second and fourth Sundays. There are about four other tracks around Adelaide, plus some of other gauges and next year Adelaide hosts the Australian convention, with visitors from other States. I hope to have the Garratt running for that event and will keep you informed of our railway progress. Best wishes to you all and if anyone travels this way, please do not hesitate to look us up.

Gerald Cox Port Noarlunga, South Australia.

2S Dear Editor,

A member who wishes to remain anonymous, has a warning upon the dangers of introducing mild steel into a copper boiler, even perhaps as a temporary nature, to be rectified at a later date, and sometimes to be forgotten.

This member recently purchased a narrow-gauge type loco for the 7l/4in gauge, which was some four years old, but he was unaware that two years previously the blow-down valve had received some modification. A commercial and satisfactory fitting had been screwed into a copper boiler, using a 'distance piece' made of mild steel. I believe this is known in the trade as a 'reducing nipple'. This 'distance piece' completely failed under steam pressure, resulting in the whole fitting blowing out... !!!

The mild steel had completely eroded away in this two years. It was indeed fortunate that on this occasion nobody was hurt, since steam and scalding water was blown over a very wide area (Name and address supplied to the Editor in confidence).

Dear Dr Taylor,

Just a few lines to illustrate the friendliness and helpfulness found in the 7V.»in Gauge Society.... I had worked long and hard since last Christmas to get my Bagnall in a fit state to take to Hemsby. On the first Saturday, the loco was steamed and performed reasonably well, but on letting down the fire, I found that due to a bad casting, the grate had burnt out!

A hole at the front seemed to consist more of blowholes than anything else. Chins dropped to our knees ... there would be no steaming for the rest of the week! An unknown gentleman from Norwich, and I must apologise to him but I never got his name, offered to supply some stainless steel to make a new grate and the offer was taken up. On the Sunday morning, this member turned up with some 1 x V* stainless steel, welding gear, files, saw, rule and a half of his workshop! My friend, Graham Jackson sweated and cut up the material and Andy Bennett, of boiler fame, did the welding. After some 3 hours or so, we had a grate and were able to steam the loco for the rest of the week.

Thanks to the unknown gentleman, Graham and Andy and to young Don Witheridge for the use of his garage. The rest of the week was such a success and this is what it is all about. Yours sincerely,

John Dickinson, member 1176. Halton, Leeds.

29 Dear Mike,

I hoped to have a word with you on or after the boat cruise, but circumstances decreed otherwise. Possibly neither of us would have remembered if we had!

My wife and I thoroughly enjoyed our day on the Barrowfold and Millerbeck Railway and I am sure this letter will not be the only one to say the same.

I managed to have a word with the signalmen (and women) and was promised a longer chat when traffic permitted. It did not... I was particularly interested in the professional way the point and signal operation had been implemented and I think there would be considerable interest from the membership if Arthur - and the team - could be persuaded to provide a description (with copious diagrams if possible). After they have had their two weeks recovery time, of course!

Couplings - and in one case the lack of same - seem to continue to send folk scurrying off to the workshop with a bit of black bar and a handful of drills. The Recommendations (4.2.5) provide for 'bar type' as one of several alternatives but are otherwise unspecific as to length between centres, section or pin size. I appreciate only too well that the range of scales and/or detailing in which we work militates against a firm standard but the plain link and pin coupling seems to feature largely at gatherings such as the A.G.M. and I wonder if some guidance as to, for example, two heights (with a limited tolerance on each) and two standard pin sizes: say %in for smaller stock and V2in for larger and more powerful locos. A bit of clever design might come up with a coupling bar which would cover both heights and pin sizes and offer a limited length adjustment. How about an invitation to comment followed by a design competition?

Last but far from least, the Recommendations also (4.2.3) refer to "an automatic braking system (air or vacuum) for passenger-carrying" but are otherwise unspecific. Here again one is aware that what suits one railway may not suit another, and one does not see a lot of visiting rolling stock, braked or otherwise, at meetings. As a brake engineer with BR, now retired - and by definition busier than ever - this is an area of particular interest and it would be useful if only to have some details of how members have implemented automatic braking on their lines. Information on the medium (air, vacuum, or 'any other offers'), working pressure and the means of creating same, inter-vehicle couplings and hoses, control (loco) and application (stock), valves and the final link in the chain, the brake cylinders and linkage, would be a good starting point. Should a consensus emerge, it is worth noting that the pneumatics industry is very active and innovative, but a good deal of standardisation exists which keeps pricing competitive. Has anyone tried disc braking? Might just be worth thinking on it

Yours sincerely,

Paul King Hassocks, W. Sussex.

30 Dear Mike,

Meant to get this out to you much sooner, but I wore myself out getting ready for the summer PA&W Meet, visiting the fantastic Deerfield & Roundabout Ry., and lastly going to a mini-meet at the Cincinnati Cinder Sniffer's track where I met Bob Hornsby, the Eastern Region IBLS Secretary. In the next Scoop, I will describe the D&R and perhaps this winter I will write an article about it for the 7'/4in Gauge News.

I sent the video, "Steam Trains Still Running" to Jack Meatcher. Perhaps he can get the format changed so he can share it with you. I will ask him about it when I send him the July Scoop. As always, the News is tops and your terrific job of editing the publication is appreciated.

Best regards,

Clint Ensworth Medina, Ohio

Dear Dr Taylor,

I am not a member of your Society, nor yet active in the model railway field but, by courtesy of a friend, I occasionally see the magazine.

Into my hands recently has come a quantity of un-machined wheel castings which might be suitable for miniature railway passenger cars, plus the pattern from which they were cast. The space they occupy is needed and rather than consign them to a scrap dealer I thought that there may be a member of your Society who was interested.

I think there are 32 in the set and any reasonable offer would be considered; the pattern would be included. Any interested member should write to me as soon as possible at the address below; no telephone calls please.

Yours sincerely,

P.Jury, Whelpley View, Newton Lane, Whiteparish, Wilts. SP5 200

11 17TH ANNUAL GENERAL MEETING Barrowfold and Millerbeck Railway 28/29/30 September, 1990. by Mark Sharphouse.

The weekend before the A.G.M. was like the 'calm before the storm'. All the staff were there to do those many last minute jobs, but miraculously we had made it with time to spare and after a year of hectic activity we had arrived - at the end of the tunnel. All was ready as we strolled about trying to imagine what 53 locos were going to look like bristling out of Barrowfold Station - all we needed was a continuation of the summer's good weather! Earlier in the week, locos had started to arrive with Frank de Busser's white 0-4-OST 'Jessie' from Holland and Cliff Price with Bret Rogers' 'Charles'. On Thursday afternoon the Irish contingent arrived; Stan Lutten with 0-4-2 'Finn McCool' and David Tedford with 0-4-OST Hunslet 'Winifred'. The B.M.R. staff viewed David's two grey bogy-less trucks with some amusement wondering if 'sleds' would have to be provided to the Irishman who had yet to discover the wheel! However, later in the evening the bogies arrived as did the poteen. Initially Friday had been planned as a quiet run-up to the weekend with a 'steam-up' for a few of the guys in the evening who wanted a night run. 32 locos came for that day and a full operational order was called for well into the night, with the signalbox shutting down at 10.00 p.m. Both my sons revelled in a stolen afternoon off school and I must confess even their schoolmaster father played 'hookey'. The grey fleeting rain clouds of Friday proved a taste of Lakeland weather to come on the Saturday. But by 8.00 a.m. crews were ready to run and life inside the 'box' became the signalman's 'nightmare' as panel-lights winked, bells rang and C.B. radios tried to give the outward appearance of calm, as more and more locos were scheduled onto the main line (in theory 8 running at a time). By 10.30 a.m. we knew we had a big turn out, as cars were shown onto the emergency overflow carpark and the engine shed and turntable were shrouded in smoke and kippered bodies. Rob Hall's 'Oliver' made a dashing spectacle in front of his fine rake of Aristocraft coaches and 'D10000' from across the Border was not to be outdone by the steam boys. Despite the obvious 'glitches' that sorely pressed the track circuit system, many people were observed photographing the 'magic' innards of the box with its lid neatly sheared off by a previous night's derailment. Eric Doyle's message to the Box ".. that the coach in the lane was ready to depart" caused consternation as we knew we had no track laid out there, but it is understood that all those that had 'an away day' tour by road enjoyed lakeland's autumn colours despite a lack of sun. Meanwhile, Tony Gosling up from Axminster with his 0-4-0 Wren 'Duke of Wellington' did stirring passenger work double-headed with the Bagnal and David Cadman's Royal Scot sounded well coming up the bank past St. Mary's. At 5.00 p.m. B.M.R. staff could be seen slicking hair and hurriedly pulling on clean sweaters and hot-footing it round to the A.G.M. at Lakeside where our Chairman, true to form, had got the proceedings promptly underway.

32 I shall leave it to others to pass comment on the meeting. However, at 6.30 p.m. sharp the M. V. 'Swan' cast off under darkening skies with some 280 souls - loco crews, spouses, children and friends. The next couple of hours were spent doing what we British do best ... queuing to tackle the mountain of food provided. (I believe Arthur had still got some sausage rolls as emergency kindling at the back of the carriage shed on Sunday night). 7.00 am. on a wet Sunday saw the B.M.R staff manfully struggling to unsheet stock and locos while the caterers, Gail and Mark Todd had hot drinks and bacon 'butties' ready for those who squelched over to the marquee. Amongst others, Ken Swan's Koppel raised steam quickly and both John Harris and Bob Denton from Bristol found the B.M.R. track quite a challenge especially coming up out of the bend and up to St. Mary's - many thanks lads for the praise! At times during the day Mike Taylor's flag men helped to keep safety paramount in driver's minds and sanders were evidently doing necessary service on slippery rails whilst plumes of smoke and steam hung across the field. John Foster's new 0-4-OST Hunslet 'Valiant' from Windermere appeared to be steaming well and Mick McKie's Precursor looked particularly suited in front of a set of P.P. Mackingdale goods stock. The procession of locos, with a strong dominance of steam and such names as 'Kate', 'Pygmalion', 'Amy Louise', 'Sian', 'Baloo', 'Kyra', 'Imp', 'Red Damsel' and 'Tram No. 1'... I could go on but I refer you to the shed list... continued throughout the morning, with a good showing of Hunslets. By early afternoon the sun began to break through and the scenic delights of the line brought photography to the fore. The patient line of engines, some double headed, pulled relaxing passengers in and out of the station and we had time to point a video camera in all directions including towards weather-weary trade exhibitors whose presence makes such events an opportunity to shelter and chat to the likes of Don Fifer (Pfeifferbahn), Bob Atkins from 'Cromar White', Dave Holden and Ron Manning of 'Glyn Valley Coaches' and Marc Shepherd up from Woodford Green, Essex, (E.S.S.E.) ... many thanks for coming. We had thought the end of the day would be a 'scrum' of locos wanting to get off site and away home: many through the recently notorious contra-flow south of Manchester on the M6. But all loading went relatively smoothly and nobody got bogged down in the fields. At the end of the day it was a fair measure of our Society's membership that the rounds with a dustbin liner yielded only a 10cm (4in) layer of litter from the whole site besides that in the bins and the gents loos were as fresh as a daisy! On the subject of daisies, I would like to thank all those 'rooted' to their various posts throughout the weekend; the unsung car park marshalls, loco unloaders, station masters, flag men, yard shunters and lastly our understanding wives. (Did you know one loco crew were on their honeymoon - that's timing!) To us at the B.M.R. it has been quite an experience. We know there were problems - (too many of you!) - but there always are at A.G.M.'sand we take as a compliment such a turnout and thus justification in our committee's decision to hold an A.G.M. up in the north.

33 A busy scene with 'Charles' standing bv.

B.L. Precursor leaves Barrowfold Station.

54 Mr Mclvor is assistant driver of 'Winifred'. He's the one leaning out - D Tedford. Coleraine. Northern Ireland. Photos: John Hartup. 35 We are not quite sure what to do after an A.G.M. ... perhaps a quiet steam-up and leisurely ride round with a gin and tonic for starters.

Locomotives at 7'/4in Gauge Society A.G.M. weekend, 28-30 September, 1990. Arthur Bailey's, Barrowfold and Millerbeck Railway.

1101 0-4-0T A.J. Glaze 1983 Midge. R. Carter Sian 0-4-2T K. Humphreys 1988Tinkerbell Figment 0-6-0ST D. Marshall 1982G.Tyso Pegasus 0-4-0T D. Marshall 1974G.Tyso Centaur 0-4-0T D. Neale 1982 Hercules 51218 0-4-0ST E.Wright 'Pug' 19811. Collins Winifred, 25 0^1-OST D.TedfordN.I. 1989 Hunslet 1366 0-6-OPT K. Wilson 1972 F. Beacham Sybil 0-6-OST A. Bailey 1980 Hunslet Dock Auth'y 4wBE K. Parkinson 1982 J. Nicholson 61403 4-6-0'Bl' G. Cockell 1988 A Budge Samson 0-4-OT 'Bl' P. Rimwell 1985 P. Russell Pandora 0-4-OST K. Parkinson 1986 Hunslet - 0-4-2ST B. Donn 1990 Edward Thomas N. Madora 0-4-OST ? 1974c Hunslet C. Timbrell 10000 6w-6w PM T. Adlington 1953c S. Proctor Baloo 0-4-0ST R. Danton 1990 'Sweet William' - 4-4wBE Pfeifferbahn 1979 D. Everingham Precursor 4-4-0 Basse tt-Lowke 1911c M.McKie Red Damsel 0-4-OST D. Walters 1984 Hunslet - 0-4-0 BE Whiting/Kirby 1988 J. Kirby Grasshopper 4wPM R. Spalding 1982 J. Lennox - 0-4-OST Dickinson 1990Bagnall 1639T/Henry 4wBE N. Sheard 1990 Bert 3 0-4-OST J. Hartup 1986 Hunslet 'Kyra' 2 0-4-4-OT M. Schumann 1987 Mallet Pygmalion 1021 0-6-OST Loco Precision 1990 D. Brooks 'Holmside' Dotje ? 0-4-OST F. DeBusser 1982 'Jessie' '498' 0-6-OT L. Reed 1988 'Rob Roy' Charles 0-4-OST S. Bennett 1983 Hunslet, B.Rogers Finn McCool 0-4-2 TMA Engr. 1986S. LuttonN.I.T/2 5241 4-6-0 Ian Smith 1988 Highlander 6100'Royal Scot' 4-6-0 ? (B/L) 1949c D.Cadman Katie 2-4-2 R. Butler 1987 (Twinning) Highland Chieftan 4w-4PH Mardyke 1980 C.Phillip Tram 1 4w/BER J. Price 1972 WWF No. 3 Edward 6wPH R. Greatrex 1987 . 0-6-OBE F. Bond 1989 - 0-6-0 R. Jones 1988c L. Jones 'Romulus'

36 Bethany 0-4-OT Oughton/Pratt 1978 Hazlewood 'Romulus' 1366 0-6-OPT D. Smith 1990 Jack Moore 0-6-OT Cambridge MES 1987 Ted Good Oliver 0-6-OT R.K. Hall 1984 Duke/Wellington 0-4-OST Gosling 1983 'K.S. Wren' Red Damsel 0-4-OST J. Green 1990Hunslet Robert 0-4-OST J. Horsfield 1988 Hunslet/R. Manning Valiant 0-4-OST J. Foster 1990Hunslet Koppel 0-4-0 WT Ken Swan 1989 Imp 0-4-OST DM. Holt 1990'K.S. Wren' LadyB 0-4-OT D. Smallwood 1980c Railmotor 1366 0-6-OPT R. Penny 1981c W.L.R. 4wBE Parkinson 1989 E. Glasbury Baldrick 4wPM ? P. Marks

Total 53 Locomotives were rostered. Compiled by Dave Holroyde, much appreciated by the Editor, with additions from Mark Sharphouse's listings also.

REQUIEM FOR A BOILER (Abstracted from the Maiden Club magazine) by Leo Whisstock

I would like to take this opportunity of thanking all those of my friends who have offered their sincere condolences at my great, tragic and sad loss. Their words of sympathy and advice have been a very great comfort to me in my hours of trial.

Let's face it, it is not every day that we have a major failure of a copper boiler, and my 7V4in Atlantic Boiler has been designated a complete write off at the tender age of seven years working life.

Reference to the Boiler Test Certificates Book will show that the Locomotive was christened in October 1981 and started its career on the club track the following season, 1982. The boiler was manufactured by a specialist and delivered to me during 1981.

As I have become aware of much learned discussion amongst my club members, many enquiries as to my progress of refurbishment, some suggestions that the boiler had been run dry, that the specialist did not make the boiler after all and implications concerning lack of knowledge and appropriate skills on my part, I considered that my experiences and findings should be made available, leaving you to draw your own conclusions. If your boiler is beginning to show any of these symptoms, within a similar working life or

37 less, you can have my sympathy in return. The construction of the boiler with an SV* in dia. barrel is from 5/32 copper, well flanged and nicely manufactured, but pressure tests show that several stays are seriously leaking within the firebox and the outer wrapper and that in one instance a rivet stay is now flush with the outer side of the boiler, suggesting that it has moved. Slight sweating within the firebox has been noticed when under test for some time, but certainly nothing serious. The removal of the boiler from the frames and subsequent dismantling showed that the ashpan had rusted away, necessitating a replacement and that the leaking water had started to eat away the running boards upon which the boiler sat. You will doubtless appreciate the effort required to reassemble the boiler and locomotive after its repair. This would include lagging, cladding and painting., i.e. some month's work, so I had to make sure as far as possible that any repair would be permanent, so that I would not be faced with a repetition at some future date. Accordingly, the boiler when cleaned up, (courtesy of a car radiator repairer's vat) was trundled round to several experts in their field for advice. This included boiler makers and specialist workers in copper, together with advice from the manufacturers of the solder. Many club members explained how "I" could undertake the repair - mark you, not one would show me how! - and I wanted to explore every practical avenue. Some suggested that caulking with soft solder would effect a cure, but I think that if you read on even this simple solution is not practicable. Not one specialist was prepared to attempt the repair, not only because they might be too busy with new work, but for the simple reason that they considered it impossible. Without exception they had all attempted such work in the past and failed. The notion was that under normal circumstances to adequately heat one part of the boiler for repair loosened the other part ad infinitum. However, consider the following, as I shall now explain the faults in the demised boiler. It appears that its failure has really been determined by the silver solder used in its initial construction. The soldered joints over the whole area of the boiler, from the smoke box to the firebox, are in certain locations faulty, where a 'good looking' solder joint can be 'picked' off the copper boiler with a probe, leaving the copper clean underneath. These locations which at first sight appeared as large strong fillets, are broken down to show the faulty adhesion. Silver Solder No. 2 can be made to flow with heat, to give super capillary penetration as we are all aware. Other grades are far more reluctant, and could produce a fillet say to cover a bad fitting joint, etc., but for flowing characteristics require far more heat than normally is imagined. One boiler specialist showed a specially made nozzle for Oxy Acet. approximately 3/32in used in conjunction with an enormous propane lamp for preheat when using No. 2, let alone any specialist solder. It really makes one appreciate the very great heat required for these large Wiin boilers, all wrapped in coke and bricks of course. The heat transfer is tremendous. I am led to understand that only silver solder was used in my boiler construction, but within this broad category came 'utectic', and unfortunately my boiler specialist could not recall the grade he used! As I am sure you are aware, and the solder manufacturers advice confirms, there are many grades of 'silver solder', each with its own specific constitution for particular applications, some for example must not be used when in contact with burning fuel, for the sulphur content will have disasterous effects rendering the solder useless.

38 As an epitaph a new replacement copper boiler has been ordered from a well known builder at a cost of £... (never mind), the old boiler being given as a pattern (to be recovered and cut open for inspection at a later date). Having placed the order together with a substantial deposit, the maker, when asked to quote his price to make a repair in addition to making the new boiler, stated that in his opinion it would prove an impossible repair, and declined. As a matter of interest, it was stated that 16 and 18 gauge flue tubes would be used in the new boiler construction and a boiler was shown which used domestic copper pipework for the flues. These flues had been completely flattened by normal boiler pressure, as if hit by a large hammer, proving that the immense pressure which can be contained within the tube, cannot be held when the parameters are changed to the outside of the tube. The moral of this story is that club member discussion of our technical problems is so very important to club life, and must be encouraged, but prior to final judgement, and advice being freely given, consider, could I do the job myself? Have I the experience I am advising on? It may well be my misfortune next time. There are several in our club with these qualifications, and I for one have a very great respect for these super engineers and friends. Finally I do ask, would you try to soft solder caulk over a faulty silver solder joint as explained; would you ask yourself, I wonder what the joints are like inside the boiler, you know the one I cannot see? A new replacement boiler? Written only to promote discussion and to answer certain cynical members' questions, no names. Club member.

§&n TRADE TOPICS

BOGIES GALORE The following account gives some idea of the 7V4in bogies available from Maxitrack. All prices current 1990, and are plus V. AT. 1) Equalized bogie with self-aligning ball race bearings, channel frames and nylon rubbing blocks. The channel side members can 'equalize' independently of each other while the springs provide secondary suspension. Available as a kit or ready to run, these provide an excellent cheap way to wheel up youj rolling stock. £185 each, £155 in kit form, £360 per pair, £300 for 2 kits.

J9 2) Equalized bogie with disc brake system fitted to the underside of one of our 8ft long open wagons. 3) Special inside frame bogies for use in 'sit astride' rolling stock where bogie swing inside the coach body is limited. 4) Our original outside frame bogie as used on a great number of coaches etc. This bogie can be powered, electric or petrol hydraulic, and with an unpowered mate, forms the basis of a number of locomotives. The frame and/or wheelbase can be extended to form the chassis for a four wheel vehicle or this can also be powered to make a tram or power tender. £194.50 each, and £375 per pair. Powered bogies are £558.50. 5) An experimental heavy duty bogie for 7V4in gauge, 6in dia. wheels, profiled frames, heavy duty self-aligning bearings, bolster mounted secondary suspension. Future developments include a light-weight version of the profile frames on the equalized bogie and a heavy duty version of the equalized bogie for7V4in already made in 15in gauge. Finally, Members may like to know that a nice little book to read at Christmas, has been reprinted. It is Tom Smith's book on 'The Saltwood Miniature Railway' - The World's Oldest Miniature Railway. This super little book is a must for anyone at all interested in the history of our 7V4in gauge. Happily, much of Alex Schwab's creation had survived well, to be saved for futher use. Read all about it! The reprinted booklet is available from Cromar White, at Unit 25, Hightown Industrial Estate, Crow Arch Lane, Ringwood, Hants. (0425)471398.

4(1 41 42 TRACK CIRCUIT CONTROL by Bill Foster

My interest was aroused by David Hampson's article in the autumn 1990 issue on an electronic track control circuit for the Jumbles Valley Railway. It is likely that others with more experience may be able to offer solutions to the reliability problems that David has encountered. However, starting from first principles I offer the following thoughts.

1. A characteristic of all relays is that their holding current is considerably less than their operating current, in some cases by as much as a factor of ten or thereabouts. The differential can in many cases be very considerably reduced - though not eliminated - by adjustment or by a small modification. One method is to interpose some nonmagnetic material between the pole face and the armature, to maintain a gap in the magnetic circuit when the relay is operated. (Some surplus relays retired from telephone exchanges have an adjustable protruding brass screw on the armature to provide this function.) The contacts, and perhaps also the armature backstop, will probably need adjustment to compensate for the different range through which the armature then travels. This is perhaps more easily done than described.

2. David's account of the symptoms of trouble encountered on the longer length (120 foot) of track suggests the possibility of poor continuity between lengths of track, perhaps due to oxidation at the fishplates. This could be checked by connecting a 12V battery at one end of the section and a car headlamp bulb at the other end. If the bulb fails to light, voltage measurements along the track should disclose where poor contact exists. I do not have the experience to judge whether this may be a problem on 7'/4in gauge, but on 00 and 0 gauge outdoor layouts it is good practice to provide flexible wire bridging between lengths of rail. Given satisfactory continuity through all the fishplates, and given that dirt or rust on the rails are not causing problems of poor contact with the wheels, it seems reasonable to assume that the resistance between the rails will be not more than 1 ohm or so when they are shorted together by a vehicle, and (judging from David's experience) probably not less than about 20 or 30 ohms under leakage conditions in wet weather, over section lengths up to about 200 foot. If these assumptions are correct, then perhaps it might be worthwhile to replace the Ik linear potentiometer with one of lower value, to make balancing the bridge a less critical operation. However, since potentiometers with lower values are not readily available, an alternative would be to replace it with a fixed value resistor of (perhaps) 100 ohms, and to put the potentiometer in the other side of the Wheatstone bridge.

3. Individuals who are uncertain about messing with electronics could try simply connecting a relay (modified as suggested to reduce as far as possible the differential between operating and holding current) between the battery and one rail of the track - which I assume was the original plan on the Jumbles Valley Railway. It is possible that any problem of the relay locking on might be overcome by connecting a 12V, 12W bulb in parallel with its coil to divert most of the leakage current.

4. There is, however, another expedient, diagrammed in Figure 1, that should guarantee absolutely reliable operation under any conditions. That is, to connect the 43 battery (via a suitable 12V bulb to prevent excessive current flowing when the section is occupied) to one end of the section, with the relay being connected to the other end. The relay should be capable of operating at a lower voltage than that of the battery, to allow for the combined effect of the bulb and the leakage resistance functioning as a potential divider. The wattage of the bulb would be best determined by experiment, but 12 or 18 watts would be a suitable value to start with. When the track is unoccupied it should not light, or only very dimly under the most extreme wet weather conditions. This system would have three advantages: firstly, a short circuit caused by occupancy of the track, OR an electrical discontinuity at any point in that section, will prevent any voltage from reaching the relay; secondly, since the danger signal is given when the relay is NOT operated, the circuit is fail safe; and thirdly, the bulb will give a visible clue to what is going on and help diagnose any problems. It will be necessary to lay a cable (which can be of light gauge as long as its resistance is low in comparison with the resistance of the relay coil) between the two ends of the section. Alternatively two batteries could be used; one at the end where the relay is, to supply current to the colour light signals, and one at the other end of the section, to feed current back down the track to the relay coil. I have to admit that I have no experience or knowledge in the field of railway signalling, so these ideas are based on nothing more than simple theory. I must leave it to others to discover any snags.

Relay Coil

!-f^~ "TRACK T " •—* f-T-" Bulb Battery •o

Fig. I See para. 4 •o

44 HALTON MINIATURE RAILWAY OPEN WEEKEND (SEPT 8-9TH 1990) by John D. Gouiden

Once again the weather was superb for our latest get-together, which brought friends old and new from far and wide. The weeks leading up to the weekend saw a small army of I.C.I, trainees digging and burying cables around North Junction and the station area to accommodate the new colour light signalling system which they had made at work as part of their project.

When it comes to submitting projects I seem to have the knack of picking ones which get the O.K. from the powers that be! This year they required work which could be tackled by instrument and electrical trainees, so a colour light signalling system using relays fitted the bill just right.

The building was also rewired and the milling machine which I had acquired was also "plumbed in ". Unfortunately, this could be possibly the last chance for the trainees to help us, as I have just retired from I.C.I, to take on a similar position with a brand new company. (I am already working to see what we can get their trainees involved with!)

Well, the signals worked alright and it made controlling the junction easy. The yard area was a hive of activity from early on with unloading and steaming up.

Locos that arrive on their trailers the 'wrong way round' use the triangle to turn and face the correct direction of travel; not many like travelling tender first! Saturday lunch consisted of the usual soup, hot pot, sweet and drink, served up by the ever-efficient Sue Parkinson, Jean Cank, Zoe and Joan Gouiden, with Harry as chief washer-up. The Bar-B-Que was another gastronomic delight which some 40 stayed to enjoy.

Sunday morning and everything was perfect, steam wafting into the sunshine and trains out early enjoying the quiet of the park. Sunday lunch and time for the usual 3-course feast, (I think some visitors come more for the food), especially as we now have a chip fryer!

Unfortunately we have not managed to lay any of our new track yet; we have decided to make up enough to replace as much as possible at one go.

One of the delights of these get-togethers is the friendship and the chance to talk to other members and exchange ideas. I was hoping to have my 'Royal Scot' on display, but unfortunately my trailer is occupied by the 'Precursor'. Hopefully the 'Royal Scot' will be in steam in April, our next big meeting.

Two regular faces were missing, that of our member from Bristol 'old' Bert Anstey, who is in Canada visiting his son, and that of our 'young' Bert Derbyshire, who sadly died in May: both were very much missed.

45 May we thank all our friends and visitors, the members who brought locos, and the ladies for the usual high standard of catering. We are now getting ready for our next gathering, April 6th and 7th 1991; in the meantime our AGM and Christmas lunch will be held on Sunday 25th November at Mousetrap Hall Station.

14 locos visited on Saturday and 7 on Sunday, a total of 18 different locos plus a 4V2in traction engine. Locos attending on Saturday and Sunday the 8th and 9th September were as follows:

Locomotive Type Owner/Driver Town "Black Prince" 4-6-2Britannia T. Bickerstaff Wakefield American 4-8-4 JeffStubbs Wakefield Romulus 0-4-0 A. Sowden Wakefield "Edward Thomas" 0-4-2 LB. Down Sheffield "Tram No. 1" 0-4-OBE John Price Skelmersdale Romulus 0-6-0 Larry Jones Blackpool "Imp" Wren MR. Holt Knowsley Precursor, LNWR 4-4-0 Mick McKie Walsall "Princess of Wales" 2-4-2T Geoff Nicholson Lichfield Romulus 0-4-0 Harold Greenwoon Bradford "Pandora" Hunslet Keith Parkinson Wibsey Hunslet 0-4-OPH Fred Livesley Tarvin "Borough of Darwin" Bo-Bo BE WilfHelliwell Darwin "Dandy" 0-4-OBE WilfHelliwell Darwin Ruston 0-4-OBE Steve Bell Wrexham "Red Damsel" Hunslet J. Lee Little Leigh "Lady Joan" Hunslet David Everingham Sheffield Hunslet 0-4-OPH ? 7 4V2in traction engine Jack Woods Aintree 513 "Precursor" LNWR 4-4-0 John Goulden Runcorn

On Shed "Toby" No. 7 0-4-0 Len Hough Great Sankey "Geraldine" 0-4-OPH Society "Buffalo Bill" 2-8-OPH Society "Norton Priory School" Bo-Bo PH Society

46 MY EXPERIENCE OF BOILER INSPECTIONS ON BRITISH RAIL by Don Cottle

In late 1961 I moved from the Southern Region control at Southampton to the Chief Mechanical Engineer's Office in the old Brighton Locomotive Works, which was by then mostly gutted. However, a portion was still used for out-door machinery maintenance and a part was rented by a now defunct maker of Bubble Cars. The new job mainly involved programming locomotives and inspectors for boiler examination, although occasionally I assisted in preparing documentation and "shopping" locomotives for works when my colleague was elsewhere. All through my railway days I seemed lucky enough to get the interesting jobs and this was one of them. Although to start with I knew enough about locos and mechanical casualties, I did not have much experience involving boilers. However, in my job I only had to know the theory and this I soon picked up under the tuition of the Chief Boiler Inspector who handled all the technical problems. Within a short time even I, from reading the Inspector's report, could get an idea whether a boiler was basically good, or perhaps for instance it would not run its 5 year period or the 2 year extension frequently granted by the Assistant Mechanical Engineer, to give the loco a longer life. The region "shopped" its locos then at Eastleigh, Ashford, Ryde I.W., and standard locos were often sent to Works on other regions. As a result we used to hear interesting items from distant parts. If our Inspector visited a shed and found serious defects he would place a 'black' ticket on the loco, which meant it had to be repaired at once, but could be be steamed to main works if required. However, a 'red' ticket was very serious and meant the loco had to be towed and probably have works attention. To clarify this, a loco could be steamed by itself (with a black ticket) from say Faversham, a shed with limited repair facilities, to Bricklayers Arms, a shed capable of almost any repair capacity, but a red ticket would mean a costly tow to Works and heavy repair. Due to the odd watering place in the old days on the Central Division it was possible for fish to appear in the tenders of locos, (Gudgeon mostly) and Eastbourne Shed was a place where they cropped up. Some depots (Three Bridges was one) were in notoriously bad water areas and the acidity caused rapid boiler corrosion there. All locos had boiler tube charts and as tubes were removed for sampling or renewed they would be marked on it. This, together with boiler reports, built up a picture. Stays were replaced fairly frequently and the Inspectors could tell when they were wasting. The tubes were sampled frequently especially in locos without water treatment and on 7 or 14 day wash-out periods, these were inspected every four months by the Inspector. However, West Country class locos were on 56 day wash-outs, water treatment, and a 2 month inspection period, mainly due to their higher working pressures and steel fireboxes with thermic syphons.

Apart from routine repairs trouble came in various forms due to mud caused by poor boiler-washing or low water in the boiler. A rare occurrence took place at Longmoor 47 W.D. shed when our Inspector condemned a boiler which had a badly distorted firebox due to mis-management, and he had to give evidence at a Court of Inquiry for the Army: the loco was eventually scrapped after this. Our G.W.R. friends usually gave their locos a six monthly examination and I found that our locos at Bath Shed which were examined by their Inspector usually required more repair work as a result of the longer period. (We always considered our standards higher than theirs!)

All locos at Weymouth, Exeter and Nine Elms which were of G.W.R. design were "shopped" by the Western at Swindon, and we were always advised when they wanted one, or had released it out of courtesy only. The movement to Works was organised by the General Managers and Depot; we were only involved when our engines wanted movement to our Works. Boilers were removed at general repair every 5/7 years but in a heavy classified repair it could either be removed or repaired on the frame. If the latter was done, this doubled the boiler life. However, a re-tubing was classed as a lighter repair and did not extend the boiler life beyond 7 years maximum period. Of course, the mechanical side was important, but the shopping period was 18 monthly (and then 5/7 years at general repair). Therefore, a loco would visit Works more for mechanical work than boiler (about 80,000 miles for a Pacific). We, therefore, had a weekly conference with the Chief Mechanical Inspector to decide which locos to send, based on mechanical/boiler arguments. All locos were given thorough valve and piston exams, (known as a No. 6 exam) at sheds at 36,000 - 40,000 miles, and minor exams at 5,000 intervals. Our five Inspectors also examined air receivers, calorifiers, crane boilers and stationary boilers and were busy as we had 1,800 locos also. Therefore, occasionally we used as Acting Inspectors two Boilersmiths (from Weymouth and Nine Elms) who were of a high standard and passed as fit for this work, to help us to ease the pressure. Apart from stay renewal, tubes requiring attention and caulking, steel fireboxes would require welding on cracks, copper boxes would usually be patched and these tended to be highly skilled jobs and the Chief Boiler Inspector would arrange, for example, Feltham to borrow a man qualified for this from say Nine Elms Shed. I remember at Ryde (Isle of Wight) we had no one suitable and we used to borrow an Eastleigh chap for a few days, although we had our own Boilersmith at Ryde who was quite good.

All depots used to submit shopping proposals either at our request, or when the Foreman thought his engine was getting rough. The main measurements were given, in detail here, and if the tyres were wearing 'sharp' the loco would be taken to have its wheel profiles turned, or perhaps the proposal would indicate wear in the boxes. Many Pacifies had manganese liners fitted and although expensive it proved its worth in reducing renewals.

D.E. Cottle

48 HALTON TRACK TOPICS John D Goulden

In 1979 I was approached by the Runcorn Development Corporation with a view to building a small scale track (3V2in gauge) in the Town Park, and I then persuaded them that 7V4in gauge was best. They quoted a figure of money and wanted the track to be built to give a good value ride in money terms (the prices are still the same today!). We wanted to build as long a track as possible with the finances available. The money had to purchase hardcore, ballast, rail, sleepers, etc., so priorities had to be worked out where the money should be spent. It was decided that we must have a good foundation and wood for sleepers, and so the rail section was chosen as lin x %in flat mild steel bar as the cheapest rail section possible. We never realised at the time that the TV* in gauge locos could be so big or heavy! The first heavyweight to visit our line was way back and was 'Dolphur'. Since then 'Katie' and 'Northern Rock' alias 'Sir Arthur Heywood'. One of the problems we have is with expansion; the present rail is held to the sleepers by lin x Vim x 3in flat bar welded to the bottom of the rail, these are then screwed into hardwood sleepers, these in turn are ballasted. Now even with expansion joints, the track is still held lengthways by the ballast, and this forces the track off the ballast either upwards or sideways. Having studied the track at various sites including Colin Cartwright's at Bettws-Y-Coed, point rodding seemed ideal. Our first priority was to try to purchase some ex-BR point rodding. Have you ever gone gold mining?! Well one of our members managed to locate 40 lengths in North Wales, so an approach to BR was made with success. Next problem, transport. They are 18 foot long! Another member who drives articulated lorries got permission to move it for us. Now 40 lengths appears to get lost on the back of a 40 foot trailer. Lifting it off is a different matter. Ideas on how to construct track with it were mooted, but no firm decision could be made. I took a very small piece to work and then during lunch one day I made up a couple of clamps with the idea of using steel sleepers. So I made up a couple of hundred clamps, each one taking about half a minute to mill. Back at the engine shed we had some 2in x 2in angle and so a length of track was made up. Now the sleepers would not have to move, they could be secure in the ballast, with the clamps the rail could move along the top of the sleeper, no wood to rot and with 1 in x 'A in fish plates slotted, the track should expand. The sleepers can be slid onto the track into any position, we are using nine sleepers per 18 foot length. The sleepers are nine inches from each end, then approximately two foot apart, lin x lin angle is welded to each sleeper to keep gauge, and tubular spacers are bolted at approximately four foot centres to secure the rails together. Three lengths have been made up to now, and they certainly seem to be a good strong vandal proof track, it takes 2 - 3 people to carry each length. Since we started making up the track we have bought some three tons of point rodding, but we still need a lot more, (2 miles). We will have to grind the edge off the top of the rail before laying it, for the wheel radius. An advantage of not welding to the rodding is that after wear takes place the rail can be

49 unbolted and turned over to present a new running rail. BR point out that the rodding as they use it has a life of 40 years! Bending it is the next problem to solve. Bolting a few lengths together will enable us to make slight curves. We hope to have some of this new track laid during the Summer. Those who visited us in Appl will have seen the new sections.

Ix/xl AuQLt l(o«G Ex 6R POINT poppiUG SPACER %U6 PiPE li"*.1ii'uHC BOLTS

ADJUSTABLE. 6AP SL££P£R 2'f-Z*^'ANGLE I $"LONG *fgj»

1--. 4 SP ; •' 1 J '"I r o o KvlELDED A

7i"

] .

LOCO PRECISION

RON F. MARTIN, TELEPHONE (0272) 673650

so This 7V4in gauge 'Royal Scot' was built from Bassett-Lowke castings, by Mr Cecil Barnett, of Over Wallop, near Andover, Wiltshire, during the period from 1945 to 1948, and is seen in action at Andover Guild Hall, in either 1948 or 1949. The Wallop Miniature railway provided the portable line, whilst the youthful driver is Reg Wilkins, also of Andover, and to whom we are grateful for providing us with this little period piece. PHOTO BY WESSEX ART SERVICE, LUDGERSHALL, HAMPSHIRE.

ANDREW NEALE Specialist Railway Bookseller

A wide range of new and second-hand Free book search service, overseas inquiries railway books particularly related to narrow welcome. Will travel anywhere in UK to gauge and industrial railways - UK and purchase similar material, overseas. Send SAE or IRC for latest list. Callers welcome by appointment only please. A. NEALE 7 VINERY ROAD, LEEDS, WEST YORKSHIRE LS4 2LB TELEPHONE: 0B32 758314

51 OBITUARY WILLEM van der HEIDEN - Rotterdam, Holland

It is with regret that I have to report that Willem van der Heiden passed away on June 11th at the age of 75.

Willem was one of our early Dutch members and was one of the founding fathers of model engineering on the Continent, building in many gauges even up to 15in gauge, but it is in the field of 7V4in that he will be most remembered. He designed and built many locomotives which perform faultlessly from year to year. Such was his interest in 7V4in that he initiated the club track of the Stoom Groep West at Zuiderpark in The Hague and later was instrumental in the forming of the clubs in Belgium at Turnhout and at Brussels to which he donated locomotives followed as usual by sound advice.

Willem was the fountain of all knowledge. I can well remember an occasion at the International Meet at Leek in Holland, a particular locomotive was having some problems; it was apparent that the valve timing was wrong. Four or five people spent about two hours fiddling and adjusting, then somebody called Willem over and after about two or three minutes all was well.

Willem also made visits to England, particularly to the International Meets at Guildford and from there touring around.

As a member myself of the Stoom Groep West Zuiderpark in The Hague, I feel privileged to have met him and with my limited Dutch to have conversed with him and enjoyed the occasional Borreltje (a nip of Dutch Gin) with him.

He will be deeply missed by his wife and son but they may draw comfort from the fact that his locomotives are living tributes to him and many model engineers are a lot wiser from knowing him.

Voor onze Nederlandse leden:- Mogen wij hier ook Willem van der Heiden's familie en vrienden in Nederland van harte condoleren met hun groot verlies. Zijn locomotieven zullen een blijvende herinnering aan Willem en zijn werk voor de hobby zijn.

Leo P. Whisstock

52 Willem van der Heiden steaming up his 7V4in "Nestor" at the International Meet at Leek, Holland. (Photo: LP. Whisstock)

Willem van der Heiden driving his "Nestor" at the International Meet at Leek, Holland. (Photo: LP. Whisstock)

53 This photograph by Brian Smith depicts George and Frank Smith, with a combined age of 157 years. George built this Wren, named TIM', and the brothers are seen in attendance at Abbey Park in Leicester.

MEMBERS SALES AND WANTS

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

WANTED: 'Romulus' - copper boiler preferred, George Griffin (0203) 414051

54 THE PARABLE OF THE INSPECTOR AND THE BOLTS Sent in by Roy Bailey

This little story, in many versions, is found in engineering works all over the country, and similar tales in other crafts. This, coupled with its archaic language, indicates that its origin dates back to the very dawn of technology.

And it came to pass, that the master of the factory did summon his inspector to his side, and did say unto him, "Thou art to depart this place, and go to a far off factory, and there Thou shall find some bolts that I have caused to be made. There Thou shalt inspect them, and examine them, and audit the process by which they were made, and the size thereof, even unto the smallest part of a gnat." So the inspector did depart from his master, and did gird up his loins for his journey. And great was his baggage, for he did take with him his equipment, that is, his micrometer, his vernier, a thousand sheets of specifications, the Twentyseven Commandments of Audit, and his six-inch rule. On the second day he did come unto the factory of his master's servant, and did cry unto him, saying, "Bring forth the bolts, and the drawings to which they are made, that I might test them, and see that they are good." Many days did he labour, and great were his doings, for he did measure the size thereof, even with micrometer, and with vernier, to one tenth of the smallest part of a gnat, and did perform Izod unto them, and also Charpy. And he did cause some of them to be cast into a fiery furnace, that he might test the metal of which they were formed. Then he did summon the servants of his master's servant, and did ask them the ten-thousand questions on procedures, as laid down in the Twentyseven Commandments of Audit. On the seventh day he did return unto his master, and did cry unto Him, saying "Lo, I have inspected the bolts, even as you wished, and I have found that they are good, and bright is the finish thereof, and strong is their temper". And the master did speak unto his servant, saying, "Well done, thou good and faithful inspector, thou shalt sit at my right hand, and shall from henceforth be called Foreman." But on the next day, it came to pass that the bolts were delivered into the presence of the master, who did summon his inspector, and cast him forth into the outer darkness, and there was much weeping and wailing; and gnashing of teeth. For verily, the bolts had been made unto the wrong drawing ! Merry Christmas Even/me

55 \\n l\sf ©r %•£**#!t

MAIN LINE TRAINS

3 Wychcombe Studio* Einylond's Lane London NVV3 4XY. telephone: 071-722 AQS? Facsimile: 071-772 6&t2 FOR SALE Texas and Pacific 4-4-0 Locomotive built by Michael J. Pavle and awarded the Crebbin Memorial Cup and Sliver Medal at the 59th.Model Engineer Exhibition. The original was built by "Norrls Brothers" of Philadelphia In 1867.Shlpped around Cape Horn on a windjammer and used during construction on the western end of the first North American Transcontinental Railway In 1868-1869. Transferred to the Texas and Pacific Railroad In 1872. Allocated running No. 34. It worked the "Varnish" Express for many years, The Locomotive Is preserved In Los Angeles. The model Is one eighth full size and weighs 500 pounds. Current boiler certificate,

i OFFERS INVITED. ftnH TEL: 071 722 4957 ajfi* FAX: 071 722 6542

56 BENNETT BOILERS STEEL BOILERS FOR ALL APPLICATIONS

FROM 7a TO 15 INCH SAUCES CORN HILL CERTIFICATION WORKS TEL 9to5 9 Ableton Lane 027a 829961 Severn Beach HOME 04545 2S10 Bristol

MILNER ENGINEERING « Drawings and Castings for: THE HENRY GREENLY COLLECTION 7Vi/7Viin. gauge HUNSLET o( world famous locomotive drawings 7W7VHn. gauge D & R.G. C-19 Gau9es ° ,0 15 QUALITY LOCOMOTIVES BUILT TO ORDER Send C1 00 (£2 00 overseas) for our Brochures to:- (PLEASE CLEARLY STATE INTEREST) THE OLD SCHOOL, MAIN ROAD, HIGHER KINNERTON, CHESTER, CH4 9AJ. Telephone (0244) 660791

STAINLESS STEEL SUPERHEATERS 1 3 /4in, Viein, /8in, Viein & Vzin DIAM. TUBE. COMPLETE SERVICE AVAILABLE P. GAMMON (TECH. SERVICES) 4 HURST ROAD, EPSOM, KT19 8SJ SURREY. 0372-729726

57 COPPER BOILER SPECIALISTS

Don't take chances with your boiler, mistakes are costly We can supply copper boilers to meet your requirements LOCO MARINE TRACTION and STA­ TIONARY. Built in SWINDON by COPPERSMITHS from quality materials, silver soldered, tested, certifi­ cated and guaranteed at competitive prices. Ring or write SAE please 29 Church Walk North, SWINDON, Wilts. SN2 3DH. Telephone: 0793 610150

Tel: 0243-378174 PARK * ESTATE • GARDEN RAILWAYS

Track in easy to lay 10ft sections Railway Planning and 5" to 10%" gauge available Installation our speciality 7%" track from £43.70 per section Turnouts from £350. 75 Write or phone for details of all Iron Horse products, stocks and services Hampshire Farm, Westbourne Rd., Westbourne, Emsworth, Hants. P010 Callers by appointment please.

58 Willen Miniature Railway

J L ,U,7 l/ftill rvw i Willen Water Sports Center, Milton Keynes BOILER MAKING SERVICE

Steel Locomotive Boilers to 15" gauge Traction Engines to 6" scale + Marine and Stationary To Cornhill insurance specification and testing (if required). Phone or write for quote.

11 Tyrells Road, Stoke Hammond, Milton Keynes MK17 9BS Tel. 0525 270283

Capon Bridge, Much Cowarne, Nr. Bromyard, Herefordshire. V HR7 4JF 59 THE MINIATURE RAILWAY SUPPLY CO. LIMITED. Secondhand Miniature Railway Equipment New and Used Locomotive and Rolling Stock Plus Track Materials Supplied and Sourced Complete Railways or Single Items Purchased. 7%, 91/2, 10% Gauge a Speciality FLAT BOTTOM RAIL STEEL All dimensions in millimetres A completely NEW RANGE of Rolled Steel Rail and Fittings 4lbs/yd are AVAILABLE NOW Make contact now to take advantage of LOW Initial Production Run price.

2lbs/yd

£1.21 per yd f VAT & Carriage £1.86 per yd + VAT & Carriage Manganese Steel 9lbs/yd Fully Welded Fire Grate

5 x 7 x A5 6.8 x 9.4 x A6

Fire-bars run the longest dimension Cross-bars at 50mm pitching along shortest dimension All Grates supplied to your specific reguirements Please supply overall dimensions and number of segments required for price

£2.60 per yd + VAT & Carriage Trade and Export Enquiries Welcome Price Quoted is Quantity Discounted

The Miniature Railway Supply Co. Limited 46 Fairway, Hemel Hempstead, Hertfordshire HP3 9TP Answerphone: (0442) 2I4702. Mobile: (0836) 755738

60 ESSEX SMALL STEAM ENGINEERING BUILDERS OF QUALITY STEAM LOCOMOTIVE, TRACTION, MARINE. ENGINES AND COMPONENTS

Five "Romulus" 1\ Narrow Gauge Locomotives Cast Aluminium with tenders under construction. Vacuum siqns available braking to all wheels (including tender). Many other refinements - call us for details fPRIVATE~) 10" x 3"Alternatively, available as a fully machined ^ ^ kit, or at any stage of construction, to {WHISTLE! 10" x 3"suit your requirements. STUCK? NEED HELP? LIMIT 7" x 6' OF For friendly help with your project: SHUNT Milling, Turning, One-Offs or Batch Work at sensible prices, contact MARC SHEPHERD. Steel boilers to your requirements,available,

33 FOR..YOUR GARDEN RAILWAY: fif* Semaphore Signal available now - wider range available in the near future.

>

Rear of 108 Snakes Lane Tel: 081-559 1382 Woodford Green Essex IG8 7HY Fax:081-559 1637

61 Nearly Finished GOING ARO/J/VA.

% S Sevens—Shining.... CO m N New Year beginning

0 Open House for all tc come

W Winter Wonderland has just begun

FIT FYNE FORT FITTINGS we too are completely loco!!!

1991 List still FREE for S.A.E. Cylinder Drain Coeds over 30 di^-rent items Lubricators in Tanks Single Twin triple 111 4 sq . FITTINGS FOR SEVEN 7 R 3Va (Hefcuiesl -Vsin pipe Watergaugei Plain single vl IwOvl three vl Highlander (with and without biowdownl Vi6in pipe Holrnside 1 4in pipe Globe Valves—Angle—(threaded Hanged) — Vi6m pipe female Double Female Male Inline Flanged, Flanged Floor Mounted Safety Valves E xpress Tank Modified Tank Hercules Highlander . Holmside KITS OF FITTINGS for . Dan Tich Rob Rov 3 "HIGHLANDER" Manifolds

NEW LOCATION, /Ifon? -tfnrr iritMn/TS-. CLARENCE BOATYARD, EAST COWES /Jipne jjon JJliungej ISLE OF WIGHT PO32 6EZ U.K. TeSbWatetV— Telephone: 0983-293633 J.TOL tT4=t 62 £ ROMAR WHITE RAILWAYS RAIL SECTIONS

Rail Sections Drawn full scale Heavy

PRICES AS LOW AS: HEAVY £2.51 PER METRE PLUS V.A.T. LIGHT 93p PER METRE PLUS V.A.T. CARRIAGE EXTRA SEND £1.50 FOR CATALOGUE

o)MINIATURE RAILWAYS (o

UNIT 25, HIGHTOWN INDUSTRIAL ESTATE, CROW ARCH LANE, RINGWOOD, HAMPSHIRE BH241NP TEL: 0425 480022 FAX: 0425 471398

63 Alan Gibson UNIT 1, COTENHAM BARN, PANXWORTH, NORWICH, NORFOLK NR13 6JG Telephone: 060-549-635

RROE*L_E£r-1 WITH LEAK I fsl<3 CHECK VA! VES -?

THAT PROBLEM CAN NOV/ BL SOLVED

Replace those stainless bulls with our Nitro Rubber equivalent available in the following sizes; -

1/8" 661' 5/32" 661' 3/16" 66P 7/32" 66f* 1/4" 66P 5/16" 66P 3/8" 66!' 1/2" 961* 9/16" 96P 5/8" £1. 20 3/4" £1.43

These are suitable for all application:: except safety valves.

F-'or people building B. R. Standard Tenders we can now supply the following two items as lost wax castings thereby giving much higher detail and also saving considerable machining.

Spring hunger support bruckelr; complete with front plate Gun Metal cost ing. Set of \',' £48. 13

TJMKTIN cover plates Detailed down I . th- lettering 'Made in Lngland' Set of six brass castings £20. 70 ALL PRICES INCLUDE CARRIAGE AND VAT

64 MINIATURE RAILWAYS

Since 1 977, we have supplied hundreds of yards of our high-quality alloy track. The flat-bottom rail (toHE30TF) is available in two sizes: H" high and 1.16" high. The cost of the standard rail, sleepers, fishplates and fixing screws is less than LGB gauge 1 track! We can supply castings, flame-cut frames, bearings etc. for the person who wants to construct a non-steam locomotive, or carriages in 7'/*" and 10%" gauges. We also have superb 12 volt/200 watt electric motors and electronic controllers. These are ideal for 5" and 7V4" gauge 'tram engines' etc. We stock much bigger motors and controls as well, for the commercial railway. Send SAE for price list. Callers are welcome, but please phone first. We are open 6 days a week (NOT Sundays). We are a 15 min. car ride from the M6 7/M6 in Central Lancashire.

Pfoifferbahn, Withnell Station, Abbey Village, CHORLEY, Lanes. PR6 8DA. Telephone 0254 830900

65 SGILE STOCK AVAILABLE NOW! 20T EX LMS GUARDS VAN. *FULLY DETAILED GRP BODY IN GREY, BAUXITE OR RED OXIDE. ^SEPARATE HANDRAILS MOULDED TO BODY. *SCALE LENGTH & WHEELBASE. •CORRECT PATTERN HOCKS & BUFFER STOCKS. •SUPER DETAILED SOLEBAR. FURTHER DETAILS AND COLOUR BROCHURE FROM: ft P.P. /Mack ingdale Ltd. 45 GRAVELLY LANE ERDINGTON BIRMINGHAM B23 6UJ TEL: 021-350-5573 DAYTIME 021-555-2166 FAX 021-584-4961

PENTNEY PARK RAILWAY SCENIC INTERESTING ROUTE IN 7% GAUGE Now extended to 4,000 ft. Visiting locomotives always welcome. Accommodation available in fully equipped caravans Railway open May to September * AA Award winning Park * Heated • Games Room Swimming Pool • Grocery Shop Childrens Play Area • Free Hot water Automated • Brochure Laundry Available A47, PENTNEY, KING'S LYNN, NORFOLK Tel: Site-Bryan and Hilary Webster (0760) 337479 Railway - David Neale (0760) 24582

66 J.H. HETHERINGTON &C0. LTD.I Lamp Manufacturers Since 1856

Overall Height - 91A" 235mm Body Height - 7W 190mm Width & Depth - 41/2" 114mm

Standard Rear Fixing Bracket with Inside Clearance Dimensions of 7/8"X3/l6"x23/l6" 22mm x 5mm x 55mm

Head or Tail Lamp

A strong functional lamp, hand made the traditional way with hammered copper rivets and all joints soldered. The front aspect is by a 3" bulls eye lens showing clear light which can be changed by the insertion of the red glass slide, which is neatly housed within the lamp. The lamp is finished in white having been primed and stoved twice for a durable gloss finish. With a heavy gauge brass Company nameplate which is also embossed with the lamps individual number. Ideal for the 7 W gauge and Tinkerbell etc. Check dimensions to see how it measures up on your locomotive. For those ordering two lamps, consecutive numbers will be sent. Lamps are available now and can be sent in time for Christmas.

Remittance with order for prompt despatch. Price £39.95 each plus £6.33 VAT. Carriage add £2.30 within the U.K. Overseas Customers - No VAT. Add Postage as follows:- Surface Mail £4.20, Air Mail £8.10

P.O. Box 234,109 Sydenham Road, Sparkbrook, Birmingham, B11 1DB. Tel: 021-772 1745 MAMBAI

ILLUSTRATED /S"INVICTA" ONE OF OUR NEW RANGE OF 71/4" TO 15" GAUGE "SIT IN" NARROW GAUGE DIESEL/PETROL LOCOMOTIVES, IDEAL FOR LARGER COMMERCIAL RAIL WA YS. A NUMBER OF OPTIONS ARE A VAILABLE SUCH AS A CHOICE OF ENGINE CAPACITY, GEAR RATIOS, SIX WHEELED CHASSIS WITH OUTSIDE COUPLING RODS, FULL OR HALF CAB ETC. ALSO A VAILABLE IN FULL Y MACHINED KIT FORM.

FOR FULLY ILLUSTRATED CATALOGUE OF OUR COMPLETE RANGE SEND £2.00 OR (INVICTA SPECIFICATION LEAFLET £1.00) TO

MAXITRAK LIMITED 4 LARKSTORE PARK LODGE ROAD STAPLEHURST KENT TN12 OQY TEL 0580 893030 Visit the Blue Riband Line Parklands, Hemsby, Nr. Great Yarmouth in beautiful Norfolk Mecca of the gauge Seaside and Broadland with many interesting places to visit with a Railway interest 7%" Gauge Week in 1991 is - May 25th to June 1st An extra week is available May 4th - 11th or you can book the weekend Friday to Tuesday Self Catering Holidays in Bungalows, Chalets and Caravans Reasonable prices Pets Welcome You can take your holiday any week of the summer season and enjoy the railway as part of your holiday. Beautiful bungalows on the Park/and are the best value you will ever get in self catering accommodation. It pays to book where you can be sure of good service and accommodation.

Colour Brochure from Don Witheridge (480) Blue Riband Holidays, Parklands, Off North Road, Hemsby. NR29 4HA Great Yarmouth, Norfolk. TEL: (0493) 730445 A Publication of the Ik Gauge Society