Author: Geoffrey Whittaker BSc MA

Improving the Metcalfe Terraced houses kit.

The Metcalfe Terraced house kit can be improved with a few extra parts from Wills and lit with some 12v grain of wheat bulbs.

You will need:

  • Wills guttering & drainpipes
  • Scalescenes curtains and wall pictures
  • Scalescenes roads download.
  • 12v grain of wheat bulbs
  • Copper tape
  • Metcalfe cobbled sheet
  • 2mm card
  • Brick colured chalk pastel
  • Grey chalk pastel
  • Red and black wire 7/0.2 stranded.
  • Dapol station accessories

Make the main walls as per the instructions. the kit comes with extra laser-cut window sills and lintels. use these to add some depth. Finally use the brick coloured chalk pastel to colour the edges. The square corner of the pastel just fits in the groove. Grey chalk pastel can be used to colour the roof edges.

Extra walls

The kit does not have walls between the houses. Therefore you need to make some from 2mm card, to block the light from next door. Also cut a couple of holes in the downstairs room corners for the wires to pass through. Curtains come from a scalescenes house kit download. Use some scrap card to space them away from the windows slightly.

The first floor then has a 12v bulb fitted, you can hold the wire in place with a piece of masking tape. Additionally. cut the corners off the floor so that the upstairs wires can pass through.

Lighting

Guttering

Make up the Wills drainpipes and paint them. The guttering is about the correct depth to fit directly to the wall under the roof edge.

The base

The base is made from 2mm card with the lampost from a Dapol station accessories set.

Powering the lights

12V bulbs can be powered by a 12V battery pack. These hold eight AA batteries and are readily available. Alternatively, you can use an old model railway controller. Lastly, 12V “wall wart” type power supplies are also cheaply available.

Construction tips

Bare card edges can be coloured by using brick coloured chalk pastels. This is easier to do before the walls are assembled. Metcalfe also provides cobbled sheets to create back streets. Various roads can be downloaded from Scalescenes.

Conclusion

You can use copper tape on the base to solder the bulb wires to.

Beeching closes all the lines to Bury, origins of the ELR.

Heritage railways in Britain – The East Lancashire Railway

The original East Lancashire Railway was centered on the town of Bury. Likewise the preserved line returned here in 1987.

The 1840s were the great years of railway building, with thousands of miles of track added. Consequently, Growth was driven by Quarry, mine & mill owners who wanted faster, cheaper ways of moving raw materials and finished goods.

The North of England was the cradle of the Industrial revolution and links to the key city of Manchester drove the building of a new line to Bury. This opened in 1846.

Another East-West line, built by the Manchester and Leeds railway reached Bury in 1848. This was an extension from Heywood.

In the 1960s Beeching proposed that all services to Manchester from Bury cease, however, some survived. Importantly, the one surviving line was the one converted to tram operation in 1991/2. Nowadays there are frequent services via the Metro-link system, using the old rail lines, to Manchester Victoria.

The original East Lancashire Railway

The original East Lancashire railway was made up of several smaller companies. Eventually, in 1859, it was amalgamated with the Lancashire and Yorkshire Railway.

Two routes passed through the town Of Bury, in a roughly North South and East West direction.

The North South route

The first line reached Bury in 1844. This was The Manchester, Bury and Rossendale Railway. The line left the Manchester to Bolton line at Clifton Junction and passed through Radcliffe. Consequently, this company was absorbed into the ELR by 1845.

The line continued North up the Irwell valley, eventually reaching Rawtenstall. Next, an extension from just North of Ramsbottom to Accrington opened in 1848. Finally, an extension from Rawtenstall to Bacup opened in 1852.

The East West Route

The East-West Route opened in stages. For example, Heywood was reached in 1841. This was a branch from the Manchester & Leeds Railway. Another seven years passed before the line got to Bury. Furthermore, 1848 saw the line reach Bolton.

The Reborn railway

The history of the reborn East Lancashire Railway is one of determination and perseverance, with several changes of location.

Preservation attempts began in 1966 with the Helmshore & District Railway Preservation Society. The plan was to reopen the line from Stubbins junction to Accrington. Interestingly the track was still in place until the early 70’s. However, it was probably in the wind that the Haslingden bypass was to be built on the old track bed. Therefore the society folded.

Eventually, the first four miles of line reopened in 1987. Bury to Ramsbottom remained the only route until 1991 when a further section opened to Rawtenstall. Importantly, three bridges had to be rebuilt, along with a new station and platform.

To the South of Bury, much wrangling occurred before services resumed to Heywood in 2003. Now the stranded ELR tracks were once again connected to the national network.

The Metro tram route

In 1992 the Bury to Manchester route was the first of the new tram lines to open. The old line to Manchester was converted to overhead power. Additionally, a new alignment was built passing under the Heywood line and through the site of Knowsley Street station.

1913 map and metro route
The metro station can be seen just above the A58, to the right of Premiere Inn.

Early broad-gauge engines, Brunel’s disastrous specification.

In 1836, I.K Brunel drew up a set of locomotive specifications for the fledgling GWR. These specifications proved to be a handicap to the designers who produced some bizarre and less than successful locomotives. Brunel ordered nineteen locomotives from six different manufacturers. The manufacturers were mostly from the North of England. Finally, the locomotives were of the 2-2-2 wheel arrangement and looked very similar to each other. Below we look at the best and worst of the builders.

The specification

Brunel specified that the maximum piston speed be too low, in fact, it was half the normal speed. Next, the specified boiler pressure was 50lb per square inch. This was the same as Rocket and out of date by 1836. Another problem was the weight, he recommended a very low weight of 10.5 tonnes resulting in two chassis being needed, see below.

The R & W Hawthorn & Co. designs

Some of the Early GWR engines were a total disaster, barely running 10,000 miles before being scrapped. As a result of Brunel’s eccentric specifications, the engines Hurricane and Thunderer had the engine and boiler mounted on separate chassis. Designed by T.E. Harrison, these bizarre locomotives were a complete failure. Hurricane was more like a mild breeze, being underpowered and with too small a boiler.

Charles Tayleur & Co., Vulcan Foundry, Newton-le-Willows.

The Tayleur engines were more successful, although they were overweight at 18.5 tons. In fact, these engines were the first to run on the GWR in 1837.

Typical of this series was Vulcan, a 2-2-2 locomotive with 8ft driving wheels. Consequently, these also suffered from too small a boiler. In this early form, Vulcan ran until 1843 when it was rebuilt as illustrated with smaller carrying wheels and a back tank. There were a further four engines of similar design, that ran until 1867.

Mather, Dixon & Co, North Foundry, Liverpool.

The Mather & Dixon locomotives had larger driving wheels but lower weight. Consequently, they proved to be useless and lasted only a few years. Gooch considered them to be too expensive to modify into something useable, and most were scrapped by 1840.

Sharp Roberts & Co, Atlas Works, Manchester

Sharp Roberts & co were initially based in Manchester and became one of the more successful Locomotive manufacturers.

The three locomotives made by Sharps more closely followed current practice and hence stayed in service the longest, without being modified. They were withdrawn in 1847. The 2-2-2 Sharp singles became ubiquitous and 600 were made.

Conclusion

In the 1830s a lot of engineering companies wanted a piece of railway action. They went into locomotive manufacture, some not knowing what they were doing. These companies lasted but a few years, while others survived for decades.

The locomotive designs looked very similar to each other, mainly because most engineers were following the current design paradigm. In this case, set by the Stephensons. Brunel was also using the same paradigm but to an extreme degree, rather odd for such an innovative genius! Locomotive design was not Brunel’s strong point and he soon handed over to Daniel Gooch who redesigned most of the early contenders.

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Historical treasures – Suggs railway locomotive lamps

Railway Locomotive lamps: During the whole of the steam era locomotives utilized oil lamps for headlights. These were generally fitted to lamp brackets just above the buffer beam, on express trains. Interestingly, the headlamp positions were used to indicate the type of train. These varied depending on the company involved. For example on the GWR, express freight trains had two lamps, one over and one under the smoke-box door.

The first railway lamps used oil. They were dim affairs designed not to interfere with the driver’s ability to see signal lamps. Consequently, they were of little use for lighting the way. Later, acetylene gas was utilized. This was often being used to light the train carriages.

The Suggs lamp company was known for producing gas fixtures. However, with an eye to existing customers, they also produced many oil lamps for the railways.

The Suggs light company is still in business

Parts of the lamp

Five main parts comprised the lamp. The outer shell had a hinged front door, to allow for lighting the wick. This also had holes at the bottom to create a safe passage for air. Additionally a handle was fitted at the back, this doubled as a fitting to attach the unit to the locomotive’s lamp bracket.

Next, the inner cylinder had two lenses and an empty section. The lenses were green and red, therefore, the lamp could double as a tail lamp. This turret could be rotated easily. Inside the cylinder sat the wick and oil container assembly.

A porcelain and brass wick holder screwed into the oil tank. This had a screw allowing the wick to be moved up and down. Finally, a reflector could be attached to the tank, behind the wick holder.

These lamps nominally ran on paraffin or rape seed oil. However, the manufacturer’s plate caused some confusion. Sometimes the word “petroleum” was thought to refer to petrol, with explosive consequences! Thereafter the wording was changed to “kerosene”.

The Suggs lamp is a fine example of a simple technology that continued in use for over 150 years.

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More railway history here

Keighley & Worth Valley Railway, Vintage carriage trains set to return.

Keighley & Worth Valley Railway Vintage Trains return in July. As restrictions ease the Keighley and Worth Valley railway has a full programme on offer over the summer.

Image by the author

Keighley & Worth Valley Railway Vintage Trains

Starting on the 24th of July, Vintage train weekends will feature carriages from the Vintage Carriages Trust and the Lancashire and Yorkshire Carriages trust. These Lancashire & Yorkshire Railway carriages, have been beautifully restored and offer a unique Victorian experience

You can travel on a six wheeled carriage that dates from 1880. Because of extensive damage, the carriage cost £50,000 to restore.

Image from the LYR carriages trust

Railways around Keighley

The Lancashire and Yorkshire Railway was formed in 1847, from several smaller companies. Furthermore, the amalgamation included the Leeds and Bradford Extension Railway. This line became the first rail connection to Keighley, opening in 1847. However, this line was operated by the Midland Railway who built the Settle to Carlisle line in 1876

Image by the author

Keighley station retains much of it’s original charm. Additionally, the station is still connected to the national network.

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The Keighley and Worth Valley Railway’s class 25 from 1887.

Along with appropriate carriages, The Keighley and Worth Valley Railway owns a Lancashire and Yorkshire engine from 1887. Numbered 52044, this locomotive was one of the first to arrive on the preserved railway in the 1960s. It found fame in The 1970 Railway Children film, and has recently been put back in working order.

Image from the KWVR

Six wheeled coaches

In the mid Victorian period four and six wheeled carriages were common.

The carriages discussed here, were designed by Frederick Attock. Mr Attock was the carriage and wagon superintendent for the Lancashire and Yorkshire railway. The characteristic flush panelling and arched roof design were often seen well into the 20th century. The attractive tan and carmine lake livery, has been accurately reproduced. Additionally, the lettering was white outlined in gold.

Bogie coaches make an appearance

By 1900 bogie coaches were introduced. These were often wooden bodied and lit by gas, an explosive combination in an accident! If available no 1774 will be used for the vintage trains

Image from the LYR carriages trust

Check with the Keighley & Worth valley railway to see which carriages are running

The Maxichamps Mercedes Benz 200, 1968 in Yellow, Review.

Introduction

Mercedes Benz first produced cars in the 19th century.

Karl Benz was the first to use an internal combustion engine in a car. This was the 1886 Benz Patent Motorwagen

The prototype

The Mercedes Benz 200, 1968 version

Confusingly, Mercedes Benz issued a number of vehicles with the “200” designation. The model reviewed here represents the 1968, smoother look version, without fins.

The Earlier 200 model with fins.

In 1968 Mercedes Benz released a finless version of the mid 60’s W110. The fins were a fifties design feature that was beginning to look outdated. Consequently, the new design had smoother looks. The four-cylinder version of the car was marketed as the 200. Design changes included the headlight cluster and the radiator. The headlight and indicators became one unit while the radiator was less rounded.

The model

The model has a diecast body with plastic wheels. The overall look of the vehicle is captured nicely. Door handles are separately fitted and a rather fragile radio aerial sits on the wing.

The 200 model number and logo are present on the boot. As with most Minichamps models, no number plates are provided. However, after-market decals are available.

1: 43 scale number plates

Overall these are good value for money .

Norev also produced a 1: 18 scale model of the 1968 200. This has opening doors.

New for ’62, Tri-ang’s pivotal year.

Tri-ang on the rise.

The year of 1962 marked 10 years since the founding of, model railway manufacturer, Tri-ang. Consequently, lots of new products appeared. Most importantly, Super 4 track and scale length coaches.

Other new products included colour light signals and some new “Action Stations” items. This range consisted of some blood thirsty military style wagons. I am not sure about the bomb transporter with exploding bomb!

The transcontinental “export” range continued with an old style Wild West locomotive “Davy Crockett” with or without smoke. There was also a matching coach. The transcontinental models were discontinued in the early 70’s.

Super 4 track

By the early 1960’s the course code 150 rail and odd sleeper spacing of series 3 track was beginning to look outmoded.

As a result a more scale appearance track was developed. This still used code 150 rail but had a more realistic sleeper spacing and geometry.

The 13.5 ” radius “corners” of series 3 track had gone, replaced with a more reasonable 14 5/8″ radius. However the 2nd radius curve stayed the same, at 17 1/2″. Super 4 track was only produced for eight years until system 6 track came along in 1970. This used a more scale rail profile, of code 100 height.

Scale length coaches

Another innovation in ’62 was scale length coaches with ready fitted interiors. They also had closer fitting windows. At 10 5/16″ long, they were much closer to scale length than the current 8 15/16″ coaches. The body mouldings stayed in use for many years. Additionally they had pinpoint axles and later, metal wheels.

New Colour light signal and automatic train control

To add to the excitement working colour light signals were issued. Also an automatic shuttle service set.

The light signals used 16v filament bulbs and a two way yellow lever switch. There was a generous amount of wire provided with the standard connectors.

Automatic train control takes a hand

The automatic train control set used two isolated track sections and a relay to stop a train at the layout’s station. Two trains ran on the same oval. The oval was fitted with two trip switches, one just past the end of the station platform and another on the other side of the oval. When a train passed over the station contact the relay cut power to the isolated section stopping the train.

Meanwhile the second train kept moving until it passed over the other isolated section and contact. Consequently the relay toggled and power was restored to the first train causing it to move off. Finally, the second train reached the platform switch, stopped, and the cycle repeated.

This was a clever use of simple technology, with two trains on the same track, long before DCC.

The only other way of running two trains on the same track was with the old Trix 3 rail system. In fact this was a major selling point of the Trix 3 rail system

New wagons

New wagons were fairly sparse in ’62 with a bogie tanker wagon. The main issue of note was a rescue crane truck and bolster wagon. The bolster wagon was redesigned as a crane match truck.

The crane has a working chain driven hook and jib . Although they were prone to breakage. The chassis was metal with a plastic jib. The model had a long life being in the range until 1979.

New in Transcontinental

The final new item was an old time US locomotive and coach.

These were quite plasticky with an odd wheel spacing.

The Tri-ang, Dean single locomotive model, R.354 – retro review

Introduction

The Tri-ang Dean single, lord of the Isles, R.354, first appeared in 1961 and is still available today, after 60 years. Although the modern version has an updated motor. The original used an X05 motor with a unique chassis.

The prototype

The Dean single also known as the class 3031 or Achilles class started out as a 2-2-2 design for the GWR broad gauge. It was designed by William Dean and 80 were produced, between 1891 and 1899. The locomotive was intended for passenger use. Due to width constraints a larger boiler had to be made longer not wider. Consequently, this lead to excess weight being placed on the leading pair of wheels. After an accident caused by a broken axle, in 1893, the front wheels were replaced by a four wheeled bogie.

The design rapidly became antiquated and the class saw less than thirty years of service. The last was withdrawn in 1916. None of the class remain in preservation, although a replica was made in 1982.

Hand coloured original photo

The models

Tri-ang first released Lord of the Isles in 1961. This originally had a mat finish. The locomotive also featured in sets and train packs. There was a smoke unit fitted to the earlier models.

The body was moulded plastic with a high gloss dome. However, the chimney cap was metal as was the bogie frame. The number was also moulded into the body, while the name was a sticker that has managed to stay on! Finally there is cab detail although it is not painted. The version shown in the images was released in the early 70’s. It can be distinguished from the first version, as it has a gloss finish.

Hornby Lord of the Isles 1970-72 gloss finish R.354, photo by the author

There were various production runs of this model between 1961 and 1965. There was also a run in 1967.

There are a couple of interesting sets that came out in 1961 and 1962, RS.8 and RS.28 respectively. Most importantly, Super 4 track came out in 1962 and was included with the 1962 set. The first version of the set had series 3 track. This first set is hard to find and the second can be £400+

This set was a sort of “super deluxe” train set with a signal box, signals, two points and a level crossing!

The 1962 Lord of The Isles set with super 4 track.
The RS.28 set in the 1962 catalogue with super 4 track.

A train pack was issued in 1965, this featured the locomotive tender and one coach. This can be had from £150-£250.

The 1965 train pack

Finally in the early 80’s, another run of the model lead to a new train pack with three coaches. By this time the crude coaches were well past their sell by date.

The current Hornby Dean Single.

Hornby released a “new” version of the Dean single In 2019. This used the original Tri-ang body shell and tender. Improvements included pickups on the front bogie, however there are still no tender pickups. The new model can be had for £80 so is good value.

The Hornby Class 81-86, early models.

Introduction – the death of Hornby?

Early models of the class 81 included a rare 1964 Hornby Dublo version. The first class 86 electrics to run on the West Coast main line were derivations of the prototype class 81. Consequently, the class 81 (AL1) was first made in model form by Hornby Dublo, in 1964, Cat. No. 2245. This was just before Hornby were bought out by the Lines Brothers (Tri-ang).

Meanwhile, after the amalgamation In 1966 Tri-ang-Hornby brought out their own version, R.753. This used the ubiquitous motor unit from the dock shunter and class 101. Moreover, the Dublo version used an entirely different chassis and is now one of the rarer Dublo models, costing close to £1000!

The Hornby Dublo class 81 costing about £1000

The Dublo E3002 was a crude model by modern standards and pretty bad by the standards of 1964! As a result, Hornby were in trouble, with lots of unsold stock. The worst culprit being the ugly co-bo Diesel electric locomotives that stuck to the shelves like glue. The model railway press were scathing in their verdict on build quality. Consequently, when Tri-ang took over there were literally hundreds of these models in stock.

The Prototype

By Barry Lewis – Kenton Bypasser – 1, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=18781384

Under the 1955 modernization program for British Railways the West coast main line was to be electrified. As a result, 100 AC electric locomotives were ordered from five manufacturers. The first to be delivered was E3001 built in 1959. Associated electrical industries built 25 examples with two being geared to 80mph for freight duties.

The locomotives operated on 25Kv AC and were only used on the West Coast main line. Finally, The last class 81 was built in 1964.

By 1965 electrification was pushing north. As a result 100 more locomotives were ordered. English Electric and British Rail made them in Newton Le Willows and Doncaster. E3101- E3200 became the numbering. The class 86 was based on the earlier class 81. However, there were differences. The noses were square and not sloped back. Also the second pantograph disappeared.

The class 86’s saw long service and many liveries. By 2002 the last were out of service on the West Coast line. However, Freightliner still operate a fleet of 86’s on intermodal work. While West Coast railways use them on charters.

By Phil Scott (Our Phellap) – English Wikipedia, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=760319

The Tri-ang Hornby Class 81-86, early models

The Triang-Hornby version of the class 81 came out in 1966, R.753. This model is hard to find, costing £100+ for one in good condition. The class 81 also appeared in a train pack, R.644. The train pack was released in 1969. The first model had two pantographs as had the Dublo version.

The R.644 train pack.

E3001 was the prototype electric loco delivered in 1959.

The Class 81 in the 1968 Hornby catalogue.

The Hornby 1968 catalogue

The Hornby Class 81-86, Later models.

In 1981 Hornby produced a new model with a Ringfield motor. Firstly, R360 number 86210 “Phoenix” was issued. Subsequently, a plethora of models followed. These featured many liveries. Named locomotives also proliferated.

Modern releases of the class 86

More recent models include versions by Heljan. Bachmann also produce a class 85 in BR Blue. At the time of writing (April 2021) Heljan has just released a new class 86 model in 00. This is in the early BR Blue livery, pre and post TOPS.

The Tri-ang class 3 standard tank locomotive, R59

British Rail standard classes

After WW II British Railways had inherited a multitude of different locomotive types. Therefore, in 1951, an attempt was made to Create a range of Standard steam locomotives that could run anywhere on the network. However by 1955 it had been decided that steam would be phased out resulting in a short life of between seven and seventeen years for most of the standards.

The prototype.

The standard class 3, 2-6-2 design was built at the ex GWR works in Swindon. Consequently, Forty-seven were built between 1952 and 1955. The designer was Robert Riddles. It was a hybrid design using LMS and GWR parts. Additionally, there was a 2-6-0 tender version of the class 3.

The model.

The Tri-ang class 3 standard tank locomotive first appeared in 1956. The livery was BR black with the early crest. The wheels were solid, however, it had brass buffers and safety valves. The body molding was quite crude with “soft” detail. Compared to the real thing the pony truck wheels are under scale.

Consequently, By 1961 it had gained see through wheels and a green lined livery. The model continued in various guises until 1972. The featured image is the original 1960 version with sold wheels, compare it to the image below. Finally, it is common to have decal damage as that is where the model is usually held when lifting.

Five versions of the Tri-ang 2 – 6 – 2 were produced between 1956 and 1972. The later model has nickel tyres but maintained the same running number. The 1960 green version with solid wheels was only produced in that year. However, the 1972 version is the least common variant.

The 1961 see through wheels version

The centre wheels had no flange and the motor used a brass gear. Both pony trucks pivot at the ends unlike modern designs. Finally, the one I have is a sweet runner, even after 60 years! Will the current crop of models still be running in 2081?

Scan from British Model Trains 3rd edition.

Film and media

Film of the standard class 3 is fairly rare as none were preserved. However, the standard class 3’s used the boiler from GWR Prairie tanks and they look very similar. The differences being a smaller tank and no Walschaerts valve gear.

https://www.youtube.com/watch?v=9l-kaI_K9GU