a es a BMC!) r ,For RELIABILITY REALISM RANGE THE GAUGE IS 66 99 7 mm. to | foot The largest range of Model Railway Goods (Locos, rolling stock, track, electric mechanisms, castings, stampings, lithos, transfers, paints, etc.) produced by any one manufacturer is found in the catalogue issued by and obtainable from The Leeds Model Co., Ltd., Potterdale Mills, Dewsbury Road, Leeds, II, England. or from Agents in all principal cities and towns. ——————_ ™—_———s Start your layout with our new electric boxed set. £12 10s. Od. on sale everywhere JVol. 1 No. | October-November, 1949 Published by IAN ALLAN, LTD, 282, VAUXHALL BRIDGE ROAD, LonDon, S.W.1 Subscription Rate: 10/- EDITORIAL The Railway Modeller Editor: G. H. LAKE A Message from G. P. Keen Chairman of the Model Railway Club 'O ANY hobby the publication of a new Journal is an event of out- standing interest and importance, and in wishing this new venture success, I humbly hope that it will keep firmly to a policy of two essential purposes, firstly to lead the hobby (not follow along behind) and to provide it with sound foundations. By this I mean that it can best help us all firstly by writing and preaching that model railways should follow real railway practice, especially in operation. How many otherwise excellent layouts are spoilt by unrailwaylike practice, shunting on to the wrong road, avoidable facing points, incorrect. signalling, unnecessary crowding, and so on ? In many of these cases it would have been simpler to follow correct practice, and would have added greater interest to the operation of the line. Secondly, the foundations of all fine models are good drawings with the correct dimensions. Too many of these cannot be provided, for, although a drawing may not be of the actual locomotive, carriage or wagon it is desired to build, it may help to provide the design you want. When providing draw- ings it should be remembered that the much neglected coach is just as essential as the locomotive, and that when these and the wagons have been catered for there are the line side gadgets and buildings so necessary to give proportion and character to one’s layout. To the modelmaker I would like to suggest that he (or she) join a Club, he will thereby not only support his hobby, but gain im- measurably in experience and know- ledge, and that when contemplating the construction of a new model it is wiser not to let one’s enthusiasm stampede one into jumping in with all “ four feet,” a little time spent in making or studying a drawing will save material, time, one’s temper, and that most deadening of all things, disappointment with the finished result. Finally, when a model is nearly finished do not rush the last stage, as this is the time to remember that buildings have foundations and growout of the ground, and are not separate units which sit on_ the baseboard showing its irregularities, or that fatal black line which kills 75% of model scenery; a balanced armature will help to make your running smooth; the correct tension of the spring in your collector will do much to get rid of collector squeak; careful scraping away of surplus solder will give a clean sharp outline and will avoid those scratches which show through the paint ; careful cleaning of the finished job before painting will avoid the appear- ance of rust ata later date. All these things are so often hurried or left undone in the desire to sce the model completed. Yes, that last half hour can make all the difference between something outstanding or just another model ! G. P. KEEN. The EDITOR is anxious that the articles appearing in this magazine are what you really want, not what he thinks you want, and ‘this object can only be realised by your co-operation. Write and tell us what you are interested in: what gauge you’ work in; what method of propulsion you use ; whether you are a“ purist” or whether you go in for generai operational lay-outs in a big way. Your letters will guide us as to what to provide for your entertain- ment and instruction. Constructive criticism is always welcome ; the facetious kind will help fill the w.p.b. Prototype picture of the month : Box Tunnel (western portal) This imposing facade provides a fine example of carly railway. engineering, and. should make an effective model. It should be noted that this tunnel is exceptionally. high, but the modeller can adjust this to suit the needs of his layout. [Photograph by M. W. Earley.The Irish International Railway and Tramway System By Mr. and Mrs, Cyril L. Fry Part One HE system covers the period from the first engine that ever ran in Treland, Hibernia, of the Dublin— Kingstown’ Railway’ in 1834, right up to the present day with some British, Continental and American type vehicles built to the same scale for comparative purposes, thus providing at a glance the difference in size of the locomotives and rolling stock of other countries. It is also possible to place an carly loco- motive, a small rail-car, a tram or anything else beside a modern express locomotive and immediately sce how it compares with the other. This is particularly interesting in the make up of complete trains, not only in size but in design and colour schemes, as in the very early days the first-class, second-class and. third- carriages were painted in This Railway is owned and built as a spare time hobby by Mr. and Mrs. Cyril Le Fry, at their home in Dublin, 11 is electrically operated on 6-12 volts D.C. It is the only system of its kind in the world, because as well as being a complete working model railway and tramway system in every detail it isan authentic history of Irish Rail Transport built 10 a scale of 7 mun. 10 1 ft. Both broad and narrow gauge are represented. For model purposes broad gauge is the standard O-gauge (14) and as the narrow gauge railways in Ireland are 3 ft. 0 in., this to scale works out approximately at HB in. completely different colours. We have built our model loco- motives, coaches, wagons, trams, trackwork, buildings and’ signals here at home in our workshop. Most of the models have been built from actual drawings, ete. provided by the various railway and transport companies, and are complete in every external detail, even to the correct number of rivets ; also, the different size rivets are put in their correct places. In the case of some of the very early engines and The little 2-2-0 locomotive Hibernia beside the modern G.S.R. 4-6-0 No. 806. aA brake-3rd coach of the * carriages, where there are no records. available, it’ necessitates a tremendous amount of research work looking through numerous old journals and papers in the National Library for any article or photo- graphs which may have appeared at the time it was built. Then particular attention is paid to the various Coats-of-Arms, as each model bears its own particular crest. Unlike you good people in England, where you can purchase the transfers for this delicate work, over here in Eire it must be hand done and one crest ata time as there are no transfers available, and the View showing two levels 4 North Atlantic Express.” tiny lettering and lining also has to be done by hand. This takes a considerable amount of time, and frequently a visit has to be made to the Heraldic Department of Dublin Castle to verify the crests and obtain their correct colour schemes. It is all tremendously interesting work, and it is amazing the courtesy, help and co-operation of the people we have contacted in these connec- tions. 1 might say through our model railway we have learned a lot and made a number of what are now our greatest friends. Likewise, the crest of our own system has been approved and recognised by the ‘ha portion of the underground section.The other side of the coach seen on opposite page. Heraldic Department. The name of our system, “ The Irish International Railway and Tramway System,” is in the garter, Then it is situated in Eire, hence the official arms of Eire are in the top left hand corner ; then it is also. situated in Dut so the ‘official arms of Dublin are in the bottom right hand corner, * Modern and Historical,” Hibernia of the Dublin~ Kingstown Railway of 1934, the first engine that ever ran in Ireland is in the top right nd corner and the last“ Luxury” type tram built for service on the Dublin United Tramway Co. 1932-33 is in. the bottom left hand corner.” A bunch of shamrock denotes the emblem of the I people and C.L.F., our initials, are_in centre. Our railway is registered in The Railway Registry Bureau, Ramsay, New Jersey, U.S.A... for which we have quite an ornamented certificate. Photography also art in the sa big modelling, because, when and where ever possible the vehicle to be modelled is photographed from both sides, at different angles, also from the front and rear. The negative is placed in a home-made enlarger and enlarged up to the exact size the model will be when finished, thus giving a full size picture of the model. The photograph shows up very clearly the position of the various details, also the lettering, lining and crest, etc., as it is surprising that sometimes the feal Vehicle when finished differs in detail from the corresponding drawing The Irish International Railway and Tramway System came into being some fourteen years ago. It was carefully planned for a room 25 ft. 0 in. 15 ft. 0 in., and as we were soon to be married the problem was to get a small modern house with a room large enough to fit this extensive and ambitious model railway. We soon found the only solution to this A portion of the tramway system. 5problem was a bungalow, and a bungalow it was, We designed a room in what should have been the ordinary roof space. ‘The normal roof-ties, purlins and diagonals had to be abandoned, and a roof was specially designed so as to leave clear space in our Railway Room, The whole room was plastered and made as dust proof as possible. Then problem No. 2, where to put the stairs to enable us to get to our room. After much thought it was decided to sacrifice a portion of the kitchen which to put the stairs with an entrance from the hall. A partition wall was built in the kitchen shutting off this portion. The stairs came up into the middle of our room, and to add to our dust proofing we had a door put at the bottom end, and by keeping this closed the dust from the normal house traffic was avoided. Now we were in, and all that remained to do was to start the design and construction of the railway. Then arose problem No. 3, the workshop, and so the spare bedroom was requisitioned. It made a very fine workshop until it was required for a nursery, and then we were up against it again, but the matter was quickly settled by using the maid’s room and having a daily maid instead of a resident one. This scheme worked very well, as that was over twelve years ago and we still have the same maid’and she is nearly as great a railway enthusiast as we are. This workshop, though somewhat small, was adequate, ‘and there we built some of our finest models, not only for our own railway but for shows and exhibitions, all to return here after the shows. We built a Drum Battery Train for the Great Southern Railway for the Eire Pavilion of the Glas- gow Empire Exhibition, where it worked for the two years the Exhibition was in progress. Also a Luxury Touring Road Coach built to a scale of }in. to | ft., for the Great Southern Railways (Ireland) for the New York World’s Fair. The Coach was fully equipped both inside and vutside in every detail." Itwas described in Modern Transport for 23rd September, 1939, ** the most petfect and complete model coach yet built is being exhibited at the New York World’s Fair in the Eire Pavilion. It is a replica of one of the many Leyland Tiger Coaches operated by the Great Southern Railways of Eire, The extraordinary detail and precision of the model may be judged from the fact that the clock mounted on the front bulkhead facing the passenger saloon works. So do the interior lights, two rear red lights, the stop light and the illuminated number plates and. direction indicators Ashtrays, parcel racks and even ventilators are fitted in the brightly furnished passenger saloon.” Some of the models at shows have worked over 2,200 real miles. Our workshop is well equipped now, as we have added to it from time to time. We have only just recently purchased a new Myford 7 M.L. Lathe, having had a small Portass. We also have a power jig-saw that cuts metal and wood, a circular saw, a grinding and buffing machine and all the tools and devices that go to help in the quick making of good models. We use our workshop as a foundry when occasion demands, which is fairly frequent. We cast everything that can be cast from the most trivial fitting up to the most complicated bogie frames, as it is not possible to purchase parts for Irish rolling stock, and each locomotive, carriage and tram, etc. has its own particular type bogie or truck. The casting is done in sand, using the various patterns we build up in brass. Brass is necessary as wood will not give the required sharpness in the sand. The metal is heated in a plumber's ladle on a gas ring in the kitchenette and is poured into the already prepared moulds, which when parted reveal the castings.’ These then require to be finished, or, as the case may be, turned in the lathe. At present we have over sixty locomotives and fifteen trams. The tramway is com- pletely automatic, the trams pick up current from the overhead wires, and even select their own routes at the junctions as in real practice. Among some of the complete trains are:— Broap Gauce Dublin-Kingstown Train—1834. Dublin-Drogheda Train—1844, London, North Western Railway, “ Irish Mail," Euston-Holyhead—1872. Dundalk, Newry and Greenore Ry.—1873. GN.R. (1.), Dublin-Belfast Express—1885. Dublin-Lucan Steam Tram Train—1887. Dublin-Blessington Steam Tram—1900. Midland, Great Western Railway, Galway Mail—1901. Great Southern and Western Railway, Rosslare Express—1906. L. & NWR. “Irish M Holyhead—1922. GS. & W.R., Killarney Express—1924. The “Blue Train,” Calais-Paris Section— 1928. LM. & §. (N.C.C), “North Atlantic Express "1932. GS.R., Cork Mail, Dublin-Cork—1938. Union Pacific, U.S.A., Diesel Electric. G.N.R. (Ireland), Bundoran” Express, Dublin-Bundoran—1946 and“ Enter- prise Express,” Dublin—Belfast—1947. Narrow Gauce County Donegal Railway, Diesel Rail Car Train—1940. County Donegal Railway, Train, made up of vehicles built 18811907. LM. & S. (N.C.C), Ballymena-Larne il,” Euston- We intend in future issues to take you on an illustrated tour of our layout.LIVE STEAM DEPARTMENT Conducted by “IXION” Steam Locomotives in Miniature CONSIDER it a very great privi- lege to be asked to contribute some articles on real live steam loco- motives, and I think that I had better commence with sufficient details about myself to convince my readers that I do know something about what I am writing, so that in due course they may construct a loco’ with the assurance that the finished machine will look like an engine and will run like one. I have passed the 50 line, served my time in a general engineers shop, and have devoted most of my spare time to loco’s for the past 35 years ranging from 00-gauge to 9} ins. During this time I have built many engines, some very good and some quite frankly horrid! For the past ten years I have been actively concerned with small steam loco- motives in a professional capacity and have assisted in the design and construction of some very good engines. I think that is sufficient about myself except to say that I possess a well equipped workshop and a good continuace track. During the last 35 years the model steam loco’ has made tremendous progress. The late Henry Greenly laid the foundations and a tre- mendous amount of pioneer work. In 1925 “L.B.S.C.” commenced. his articles in the Model Engineer and other papers and hundreds of engines to his designs have been built. Many other __ talented engineers have contributed their bit, and today the small steam passenger hauling loco’ can be built by almost anyone possessing the necessary tools and equipment, the knowledge to use them and a good supply of patience. I would like to stress at this point that the building of a successful steam loco’ is not child’s play or a kiddie’s practice job—much: hard work, skill and patience is reqitired before the engine is put in‘steam. Most engines started in a careless and “ any one can do this attitude ” end their days on a shelf unfinished. I would particularly warn beginners not to tackle a G.W.R. “ King” or similar engine as a first attempt. I know that many beginners have successfully made models of modern express engines, but many have abandoned them after a lot of hard work, and several have said to me “T wish I had taken your advice and built a small 0-4-0 tank first and gained some experience.” [ think I should make it clear at this point that during the course of these articles I may often depart from accepted methods of contruction; in doing this I have only the best interests of loco’ builders at heart, and a desire to increase the number of live steam locomotives I shall draw freely upon the experience of my friends and myself, and nothing in these articles is written in detri- mental sense to any past or present: designer or builder. The miniature loco’ of today is the result of a lot of work by a lot of people, just as its big sister of today results from the efforts of a host of eminent engineers from Stephenson, Hackworth, Bury, Beyer, Beattie, Adams, Stirling, Webb, Ivatt, Churchward, sees and many others. I am. goin; assume that the reader ook hw and why a steam engine works, aad has some practical and theoretical knowledge of the steam engine, which despite its low efficiency is still holding its own in this country,and has a fascination for young and old not equalled, in my opinion, by any modern machine. Before we start discussing the whys and where- fores of such things as superheaters, lubricators, gauges, cylinders and all the other components that go to make a loco’, why one uses Welsh steam coal, what priming is, the effects of different sizes of blast pipes and nozzles, and so on, we should discuss live steam as applicable to the various gauges or scales in use today, bearing in mind that our aim is to build an engine that looks right, goes well, is safe and easy to operate. Today it is performance that counts; 30 years ago one built an engine for the pleasure one derived from building it, but whether it ran successfully was a different matter. I have seen many small 21 in. gauge modern locomotives pull a load that would have gladdened the heart of a 5 in. gauge owner of 30 years ago. 00-GAUGE: Successful steam operation in this gauge I consider to be out of the question, and with the Editors permission will not discuss it. 0-GAUGE: Here again we shall give it a miss. I am aware that there are several makes of com- mercial engines in this size, and I know that “L.B.S.C” has made and described several, including a coal fired passenger hauler 23 years ago. I have built two or three myself but consider that the difficulty of controlling them and the minute and extremely accurate workmanship needed in their construction does not come within the scope of these articles. Should however, the Editor decide that a live steamer in 0-gauge is desirable, then I will make and describe one. 1-GAUGE (1 in.): This was once a popular gauge, and I personally think it has a lot to recommend it—its increase in size over Q-gauge permits great possi- bilities for scenic effects and accuracy of detail in small outdoor tracks should make it very interesting. Mr. V. Harrison’s layout is well known and very comprehensive, but I have decided ‘that for the purpose of these articles my remarks on O-gauge will apply also to I-gauge. Scale 17/32 in. to a foot or 2} in.-gauge: At one time this was by far the most popular size for Live Steamers. Some of the reasons for this was the many excellent designs available, the amount of cheap castings and the reasonable price of materials, plus the many lathes at very low cost on which one could with care and patience do some very fine work. Also a workshop to build a 2 in~gauge job need not be very large or elaborate. Today its popularity is declining and personally I do not like it. I find that much of the work is small and finicky and there is not a lot of difference in time in making the various com- ponents for 3} in.-gauge. Again a considerable amount of skill is required to successfully run a 24 in.- gauge loco’. Its small fire is easily choked or allowed to go out, owing to its small bearing and pins, etc.: it rapidly wears out if much passenger hauling is done. — Inexperienced drivers easily lose steam or water or fire or all three. Again it is quite an acrobatic feat to ride a 24 in.- gauge truck, and the addition of a third rail to accommodate larger passenger cars materially increases the cost of a track. I have built several 2} in.-gauge engines myself and have also repaired a few and should the Editor decide that it is best for the Railway Modeller loco’ then I will build one and give the necessary instructions for you to build same if you wish. } in. to the foot or 34 in.-gauge: This is the most popular size today, it is large enough to do satisfactory passenger hauling given reasonable workmanship in building. All themachining can be done on a 34 in. lathe, it is not too large for one person to handle, its controls are not too small and for the man who likes a lot of detail, it is large enough to put all the big engines blobs and gadgets on. As in 24 in- gauge there are a large number of, designs, drawings and castings available. I think that some im- provement is now desirable in 34 in.-gauge. If we are going to build a loco’ of this size then I will make certain that it incorporates the results of my many years work in this size. It will very faithfully copy its big sister in outward appearance, will have a range of castings specially designed for ease and the minimum of machining. It will have a fast steaming boiler, will be built by me in advance of the instructions to avoid snags which often appear on paper only engines. Drawings will be done by an expert draughtsman, and will show all tolerances, etc.; There are a large number of loco- motives to choose from, many of these have not been described previously and include such famous machines as G.W.R. “Saint” or “ Star,” L & S.W.R. Adams 4-4-0, L.B. & S.C. Gladstone, Midland Compound, L & N.W.R. “ Claugh- ton” G. E. Claud Hamilton, or “1500” L.N.E.R. Streamline, Southern “West Country,” High land “Jones Goods,” Caledonian Cardean and many others, but I will leave it to my readers and the Editor to decide. Some of my readers may think that 34 in.-gauge is the size I wish to do. Far from it for 5 in. or 1s in. to 1 foot scale has much to recommend it and we will now give it some consideration. Very fine machines can be built in this gauge, but I think it is essential before constructing an engine of this size that the builder should give a lot of thought to his equipment. A real meaty lathe is required for the wheels, cylinders, etc., to do the necessary machining in a reasonable time, also a good miller or shaping machine and power driller. It must also be borne in mind that as the job progresses it starts getting heavy and awkward, also the cost of castings and materials comes out fairly high. 5 in.-gauge is too small to run on ground level and an elevated track must be of substantial construction to carry the weight. I feel I should point out these drawbacks as I know several 5 in, jobs which have been abandoned for one or the other of the above reasons, The exception to the above comments is the contractors type tank loco’ the 5 in.-gauge 0-4-0 version of this can be made on any tools that would be used in the construction of a 34 in.-gauge engine. Its power is such that it will easily haul far more than the average 3} in.-gauge Pacific. Also the 0-6-0 tank locomotives as employed on the late G.W., L.N.E. and L.M.S. Railways can’ be in. cluded in this category. 1 therefore very much in favour “of this type of engine and would greatly enjoy describing the building of one. Of course if a larger engine is desired then I would get down to one. We now come to 74 in., 94 in. and 10} in.-gauge machines, These are really proper engines and in my opinion quite beyond the average modellers capabilities, and unless it is the wish of readers I will not discuss them. Now as to equipment to make a real live steamer! Those of my readers who are the fortunate posses- sors of a good workshop will I trust forgive me discussing tools, etc.; but we must think of the man who is just making a start. A good vice and bench are essential and in my opinion it is best to keep the bench ‘on the small side—one has to keep a small bench clear, a larger bench soon gets cluttered up with odds and ends unless the builder is a tidy and methodical person. Next I should place in order of importance—makethe workshop as attractive as one can and make sure it is well lighted, a strip of carpet on the floor, a chair and possibly a picture or two of ones favourite engine on the walls makes it much more congenial to work in. Avoid having a lot of drawers, drills should be kept in stands also reamers, etc., files should be hung neatly over the bench and to hand. Small parts, nuts, screws, etc.; are best stored in glass jars in order that one can see their contents at a glance. A lathe is of course essential and during the last 35 years 1 have owned and worked on all sorts of conditions and types of lathes from 2in. C.A.V., 3 in. Gamage, 34 in. and 3g in. Zyto, 34 in. Drummonds of various types and ages, round Bed Drum- monds, 11, Atlas and many others. 1 don’t think any of them have been bad and the lightest and cheapest is capable of good work with care, skill and patience. In my opinion the chief faults with most small lathes is that their speed is usually too high. Mandrels and headstocks are often too light, but when one gets to know ones lathe it is surprising what can be done. | have personally seen locomotives built by non- mechanically trained men on a poor lathe and the workmanship and accuracy has been far better than I can do on a real nice 34 in. Drum- mond. Boiler smithing and all other jobs one meets in building a loco’ I will in due course describe. My next article will deal with marking out and erection of main frames and wheel turning. IMPORTANT NOTE FOR | LIVE STEAM ENTHUSIASTS. We reproduce below a photograph of the latest type G.W.R. 0-6-0 1500 ss side tank locomotive. It is proposed that * Ixion” should build a 5 in, gauge model of this locomotive, and give in each issue of The Railway Modeller building instructions for those who are interested. We invite readers to tell us whether they would be interested in such a series, and if sufficient interest is aroused it is proposed that two loco- motives be built at the same time, one of which will be available at the Railway Modeller offices for inspection at any time during normal office hours. It is further proposed that complete sets of castings and materials shall be available | at attrative prices, probably slightly | under normal rates. The newest 0-6-0 W.R. tank locomotive, No. 1500, now being built at Swindon with Walshaert’s valve ‘gear 10 (See note above.)H. CHASE, Chairman of the Birmingham Model Railway Club writes on Joining 'O the Oxford English Dictionary the writer is indebted for the fol- lowing :—* CLUB, n, (I) Stick with one thick end asa weapon”, and (2) “Association of persons united by some common interest, meeting periodically for co-operation”. The first definition can be passed over without comment, except perhaps to recall Mark Twain’s dictum that humour is out of place in a dictionary, but the second one would be hard to beat for the aptness of its application to. the subject in hand— association— common _interest—meeting periodi- cally and co-operation”. The lexicographer might have had the Model Railway hobby exclusively in mind when he wrote those words, such is their appositeness ! How many times, particularly at exhibitions of work, does one hear questions like :—“ | wonder what he uses for pins in that Walschaert gear set-up” or “ How did he do the lining on those boiler bands” or “ How is it that those signals automatically go to danger as the train passes them”. These, and a hundred similar queries, inevitably bubble up in the budding enthusiasts’ mind when examining other peoples’ work and, in nine cases out of ten, he is too diffident or too afraid of giving offence actually to ask for the information which may solve a problem that he has given a lot of time and thought to without avail. This is not to so say that such enquiry would not in almost every case receive a courteous and helpful answer, but it is too much to expect A Club the steward in charge of the stand, however willing he may be to be capable of answering questions about all the models in his c: The example above is cited because it is usually at exhibitions that one first becomes aware that such a club exists, and it would be interesting to know how many hundreds of the Brotherhood of the Craft are plough- ing lonely furrows simply because they have not realized the advantages of throwing in their lot with others of like interests. True, a lot of knowledge and useful information is to be had from. the journals devoted to the hobby and also from the many excellent text books that are available, but it always appears to the present writer to be like the difference between taking a course through a corres- pondence school and attending an actual lecture or demonstration when comparing the reading of guide books and the establishing of per- sonal and friendly contacts with members of a club. Here there need be no diflidence in asking questions. On the contrary the seeker after knowledge will in all probability find himself overwhelmed with information and advice because after all, everybody likes talking about their achievements and how they have overcome such and such a difficulty. Don’t forget also, that this cuts both ways : many a solitary worker has discovered some little wrinkle or dodge that may be entirely new, and the imparting of this to a club may be of estimable value to some member.“Yes, this may be all very fine” you hear it said, “ but I wouldn’t have the nerve to bring along the stuff that I turn out, and put it alongside these models”. Never was there a greater fallacy, never a profounder misunderstanding. For one thing, the memory of their early efforts is usually far too fresh in the minds of the majority of members for them to be uncomplimentary at your expense. For another, there is probably no craft or hobby in the world where advice and actual help is so freely offered—we do not all possess either the means or the space to have a properly equipped workshop—indeed it has now be- come a truism that “all the best models are made on the kitchen table "—but there are times when the use of a lathe or a drilling machine will make a much better job of a vital part and it is really ‘amazing how ready the possessors of these appliances are to help their less fortunate brother-members in such cases. Apart from the practical side, the man who has never made, and very likely never will make, a single thing, will find many advantages in joining a club. He will discover that its activities are not invariably confined to actual model building, that there are other aspects of the hobby that will interest him, that it may, through an organized club visit, be possible for him to make a close examination of his favourite proto- type locomotive, coach, wagon or station layout, under circumstances that would otherwise be hopelessly barred to him as a private individual. In the winter there will usually be lectures on both model and full sized practice, illustrated by slides or moving pictures, and, as most clubs possess a track layout either portable or permanently laid down, endless opportunities will arise for putting that locomotive you are so proud of through its paces. The word “co-operation” was mentioned earlier in this article, and it is now mentioned again because it cannot be too strongly stressed that willing co-operation is the root of any successful club. Unfor- tunately, there is always the disgruntled minority, ready with any amount of complaints or criticism but very little help ; they are rarely strong enough numerically actually to interfere with the smooth working of the association but they can up to a point form a disaffected nucleus which the club can very well do without. Criticism of a constructive kind is always helpful and indeed welcome, but if your suggestion is not immediately taken up or acted upon rest assured that there is usually a good reason for not adopting it, but generally speaking are no limits to a club’s ies and amenities always pro- vided that its members are endowed with sufficient public spirit to pull their weight and not leave everything to the Committee, who, by the way, are always glad to welcome new- comers to their ranks with a new outlook and new ideas. The moral of all this is: join a club, give it all possible support and you will find that your enjoyment of the finest hobby in the world is increased tenfold. Have you any Bright Ideas? If you have thought out a special gadget or any other bright ideas send them along to us. We will pay half-a- guinea for any item printed. Send your letters to The Editor, Rattway MOope ter.Ten Minute Model This addition to your loading endings can be made for a few pence in a few minutes. Cut 122" off your strip of brass rail and bend the centre round anything handy of approximately 3” diameter (we found an empty beer bottle) until a U shape is formed with parallel legs. Now cut through in centre of the are and solder down legs back to form post, Place / the remaining 53° length =| of rail across the top of the} arms and solder ; a little manipulation may be necessary to raise or lower the ends of the arms to give you a right angle from the main post but nothing much should be wrong if the cut in the centre of the U was square. ‘The bearers can be bent with a pair of pliers to shape shown in sketch or chain may be used if preferred ; the bearers require two 1}" strips of 4” x jk” brass and the actual gauge arm uses 33” of the same material. This should be formed to approx. 34” radius. Solder the bearers or chain to the gauge bar first and then attach to the top rail. ‘The distance from the post to the centre of the gauge must be deter- mined by your own standards as this site of fixing may not allow enough clearance if under the scale “ six foot way ” between s0.088 once = (eater) i ==. TS 2% PLACE OF BEARERS iF Frosmres caver] tracks is used. Height is also a factor which must be determined before the post is cut and the spike soldered on ; there again local conditions must be the deter- mining factor as some layouts are“ sleepers to baseboard" and some raised another 2” by battens and etc. so make the height of the gauge bar to clear your lowest tunnel and all will be well. There are numerous heights of gauges on our railway systems although a standard British loading gauge was agreed as long ago as 1923, so you can argue any “ purist” out if it gets crticised The main function of your railway is to provide you with enjoyment so who wants to argue anyway-—let’s play on. Scrape any surplus solder off the sides of the new post, etc., and give a thin coat of mati paint. If the new type of solder paint described on page 31 is used there should be no surplus to scrape off anyway. A second coat of this paint should suffice to give a good finish without making the sharp- ness of the rail edges and bars disappear. That's it—now put it in your goods yard and shunt on until the next issue _when you'll find a new TEN MINUTE MODEL. MATERIALS REQUIRED. 18” length of O-gauge Brass Rail. 6" length 4" 4" Brass Strip. 1 Brass Spike. Ten minutes of time.A Swiss 24"-gauge model railway at Lucerne. and the tunnel shown is 8 feet in depth, bored through solid rock. An unusual 6-wheel coach L. & N. W. R. 32er. INVALID SALOON These saloons were built in the 1890-1900 period. The earlier coaches had composite steel and wood underframes with the axlebox guides on the outer face of main frame, the spring naturally being in this case behind the guide. Coach No. 28 was built thus, the number being at XX on panel at each end ; it also differed from the drawing in having extra torpedo vents at X, and in having no beading across the main door of the compartment door at base of window at W, this space being left blank and not lettered FIRST, SECOND, etc. The two luggage doors had the normal beading at this point, the space being slated as invariable on van doors. Coach No. 28 was a Family Saloon, but without a bedstead, had extra seats along the sides and probably a table in the centre, fairly narrow, as in the later 42 ft. bogie’ Private Saloons. The drawing depicts an Invalid Saloon with the all- steel underframe and the more common axlebox arrangement with the guides The total length of track is two-thirds of a mile, [Photo. by Pat. B. Whitehouse. 14 1895 Vintage By J. P. RICHARDS behind the spring and inside the frames. Both saloons were ted with vacuum brakes applied to the outer wheels only, and in their early years had the whistle cord alarm signal with eyelets on edge of roof to carry the cord from coach to coach to locomotive. Coach No. 28 also differed from the drawing in having the pair of wheels at the 2nd class end on a radical truck and the tie-rod from bottom of the horn guides only from near buffer beam diagonally to bottom of left axlebox guides along to middle guides and then diagonally up to the frame ending approximately below the luggage doors. Suitable axlebox castings in 7 mm. scale are in preparation by Messrs. Rocket Precision Ltd. The tare weight about 13 tons. Owing to the absence of much lettering and detail work enjoyed by the prototype they should be useful for a first attempt as you have a good excuse for leaving it at the end of a siding should it run badly when completedree NOOWS GIVANI ee ae Eee ‘UMNBT *e — . we, | - 4 — ——V/ee 1 Saami i Ds ER. > ner p acPre- Grouping Railways No. 2 will be ‘Small country station water-tower and large plate-layer’s cabin and stores. The Midland Wooden signal-cabin on brick base.Small brick cabin adjoining level-crossing gates. On next page Top view: — Road over-bridge with brick parapet on girders and brick abutments. Centre view: A country station, with buildings, including stationmaster's house, on one platform, and small waiting room and awning on the other. Lower view: A larger country terminus with overall roof to portion of plaiforms and lines. Large country goods shed. | ) ] | |Details on page 17. katanaRoe The mammoth 4-8-4 locomotive No. 6008 of the New York Central. Model RailROADing By REG PERRIN HE title gives you the clue. RAILROADING means American, although the word Railway is just as commonly used by most roads, i.e, the Great Northern Railway; Atchison, Topeka and Santa Fe Railway; Southern Railway System; and so on. Firstly, here’s a big hand and best of luck to the Railway Modeller from all American model railroad fans, a unique genus of homo sapiens, steadily growing. Why this increasing interest in the Western Hemisphere ? Well, we can suggest several reasons, the most evident of which is the im- mense field of variety and colour of the rolling stock, the almost un- limited scope for the scenic artist and the unusual and interesting operating possibilities, all of which will be discussed in these columns in due course, This introduction is not intended to cover more than a very short survey of the great North American rail roads and the possibilities of their reproduction in miniature, so we will begin with a few facts worth noting. The largest individual railway in the world is the Canadian National, stretching across the Continent, now including Newfoundland and extend- ing into the United States, over its subsidiary, the Central Vermont line. The Canadian Pacific, whose slogan is “Spans the World,” is a close runner-up, and “ Spans the World” is no idle boast, for the C.P. trains, aircraft and ocean-going liners con- nect Europe with the U.S.A. and Canada, across the continent, thence to Australia and the Far East. Now, in the United States there are some 200 major railroads, of which a score or so are each bigger than our late L.M.S.R., which was the largest of the four Britishrailways, and whilst it would take too long to note them all, it is of interest that the Great Northern’ lines are roughly forty times the length of the main line of its former British namesake. Again the Southern Railway has nearly three times the trackage of the S.R. over here, but these two are not the largest, for the Pennsylvania RR. has over ten’ thousand miles and many others top eight thousand. Now for what rolls along these vast systems; whilst the 4-6-2 or “ Pacific” type loco is the largest passenger engine in this country, it is in fact, the smallest type normally used in passenger service over the other side, and then only on short fast trains. More usual, at any rate states, is the Hudson or 4-6-4, common on the New York Central, though this line has in recent years put into service a number of “Niagara 4-8-4 type, a picture of one of this class is here reproduced. These latter are fine locomotives to model owing to their smooth exterior, and the fourteen wheel, bed frame, tenders are very imposing. We mentioned the variety of motive power, though whilst still on the subject of steam’ haulage we must not forget the * Berkshires” of the Chicago and North Western, the “ Mountain” type, common to many’lines and the wide range of 2-10-4 and other ten-coupled locos of the Santa Fe, So we go on to the mighty articulated * Mallets,” worked by the Union Pacific, Norfolk and Western and others culminat” ing in the monster triple articulated 2-8-8-2+8-2 the plus unit being made under the tender. Many of you will say—why these huge engines? well the obvious answer is in three words, distance, gradients _ and adhesion weight, but we must not forget that all roads have their complement of small fry and a great favourite with modellers is the Baltimore and Ohio 0-4-0 saddle tank switcher (or shunter) known familiarly to model rails as “Little Joe.” Of the passenger stock there are two main types, the Conventional and the Streamliners, the former being the pic- turesque monitor roof cars known to everybody. These are very roomy, well appointed vehicles. with luxuriously upholstered seating. Whilst the Stream- liners are beyond description and almost incredible to us who are accustomed to the small stuffy or draughty compartments of British railways. Freight cars today are all of the bogie type. The majority being either general merchandise box cars 40 or $0 ft. long, or hoppers used for coal, ore and other bulk goods. 20 There is of course the usual quota of tankers, flats, wreckers and maintenance cars, and at the tail of all is the caboose, which has no counterpart in this country The caboose is trainman’s office, tool store, living quarters and lookout, and is equipped with cooking stove, food refrigera- tor, comfortable bunks and even radio communication with the locomotive engineer as the driver is termed. We have briefly touched on some prototypes, now what of the models. ‘These are as prolific as their big brothers and almost every type of vehicle is available in kit form, at any rate in the smaller gauges whilst in most cases every component is obtainable separately. Finished models, custom built as they are termed. are not common in America where the majority of model railroaders prefer to build their own, and the almost universal practice of pro- viding kits is a great help to those who want to get the trains rolling and not to spend all their time on construction. Since there exists such a large number of manufacturers it was inevitable that some variation of dimensions should occur causing considerable inconvenience, es- pecially when it is realised that there are several more gauges in U.S.A. than in Britain—S-gauge and the 1/10th inch scale TT-gauge. Out of all this, arose the N.M.R.A., or to give its full title the National Model Railroad Association, begun as a small group under the guidance of Al. Kalmbach founder of “ Model Railroader.” Tank locos as we know them are not common and. six- and ecight-coupled switchers usually have tenders of the sloping, back variety. ‘A last word now on the steam loco, there are two unusual engines worthy of note, one the non-condensing turbine of the Pennsy which has six-wheeled leading and trailing trucks and the Chesapeake and Ohio ‘steam-electric, in which, like the Diesel-clectric, the traction power is pro vided by electric motors but the generators are driven by steam engines instead of heavy oil engines. Next we come to the Diesels themselves, so common today on all roads, large and small, and though there is not the wide range of types we find in the steamers these may be classified under three headings, irstly the passenger jobs, built mainly by: E.M.D. of General Motors, Alco and Fairbanks-Morse which are of _ fairly standard types on all roads thus making for economy in maintenance. Coupled in sets of three or four these Diesels haul long trains right across America from Chicago to the Pacific on the Santa Fe and over Union Pacific, Milwaukee Southern Pacific, Great Northern and Rock Island lines frequentlycovering more than two thousand miles. The freight locos, a slightly smaller version, having four-wheeled trucks, are to be seen everywhere, even on the Canadian National and in “Mexico and four-unit consists take enormous freight trains over the Rockies which were previously worked by three huge ten-coupled steam locos. Lastly in this field come the Diesel switchers, mostly on two four-wheeled trucks, which do useful service in the yards and frequently on light passenger trains. Finally, there are the electrics. These are everywhere from the large express locos of the Pennsy and New Haven to th multiple-unit commuter trains, or rapid transit, comparable with our own Metro- politan, and interurbans, gas-electrics and trolleys. Its prime purpose was and is still the standardisation of dimensions, although it now performs many other functions, but those standards, covering every aspect in the small scale’ field are most rigorously enforced and the N.M.R.A. in co-operation with the Model Railroader examine and review in turn all models and parts offered for sale, going over them with a micrometer, and heaven help any firm who does not conform; he’s in for a good chewing up and gets it in the hobby magazines. This service is of immense benefit to the modeller who can buy say one of the numerous carkits and fit any manufacturers trucks, knowing that they will be O.K. on his track. The N.M.R.A. provides every member with a portfolio of data sheets relating to track, wheel, coupler and all other standard dimensions ‘together with a wealth of information, mathematical tables, _ ete. Amendments are issued from time to time, and every member receives a_ monthly bulletin as well as a periodical index and the year book Over and above all these facilities, one enjoys membership of a great fellowship through which so many of us have made lasting friendships with model railroaders thousands of miles away whom we have never met, nor are likely to do. During’ the war, American manufac- turers, like ours, were on a war footing doing government work but fortunately for them they have been able to recover, not being starved of materials, deprived of labour and nearly taxed out of existence, as we are, Thus there is a wealth of equipment available, a little of which finds its way over the Atlantic through the generosity of our friends in both Canada and U.S.A., so here is another benefit, but don't imagine that by paying your dues, you will immediately get say a Varney Northern, it’s not as casy as all that, It is a fact tl gifts of kits have been ral THE GAUGE 1 MODEL RAIL- WAY ASSOCIATION This gauge is not dead, but very much alive. New dimensions for fine scale running have now been recommended by the Asso- ciation. If you are interested in natural scenery, and like to conduct your hobby out-of-doors in the fresh air (weather permit- ting), 1-Gauge is the ideal layout for the average suburban garden. New members are always wel- comed. For further details please communicate with the Honorary Secretary, S. J. Roberts, 113, Old Farm Avenue, Sidcup, Kent. made to the Harrow Model Railroadees, the only all American Model Railroad club in Britain, by clubs in North America and sometimes by individuals almost unknown tous. The whole 400 ft. of rail, tie strip and other necessary parts for the Harrow club’s track were an absolute gift from the Ontario Society of H.O. Model Engineers in Toronto and on this track run cars donated by clubs in Kingston, Auburn and Brooklyn Freight cars from many sources. trail behind’ a Hudson loco presented by the Mid-Istand club of New York. Thus the generosity and good fellowship of our American friends is very evident but there is no need to wait for a complete kit and much can be constructed from materials available here, in fact we have freight cars built up from cigar boxes and postal card which are indistinguishable from kit built models. ‘And speaking of these, many model railroaders have started on the long trail by making a freight car or goods wagon, and the bug bites, it usually bites hard, thus a new model railroad is born. So start a box freighter, we can probably help you with the necessary metal parts, and next month we hope to give you full size drawings in H.O.-gauge. One last word, if you want to know more of this very interesting side of model railroading join the N.M.R.A. Write Reg. Perrin, 29, Kenton Lane, Kenton, Harrow, Middx. IN OUR NEXT ISSUE A Plea for, Performance, by, Excelsior ‘A Tale of “Charles Dickens”, by T, Hor The *Sonholme” Model Railway, by C. M: Shoults: Ten-minute Model; Prototype pictures NMRA. help your modelling: | Trade news. etc., ete. eeThe railway with a camera in position Building a Railway for a Film By BILL TREB (of Allan Brett Cannon, Ltd.) A gauge “0” railway for a film called “ Obsession” 7 Certainly—here’s how we did it ‘One cold and frosty morning just before Christmas last year as we sat huddled by the shop fre imbibing steaming tea. and dreaming, of the hot Sunshine and. Brighton “beach, our ‘dreams. were shattered by the door being burst open and a small humanized” whislwind. with large“. Arthur Rank Organisation ™ van descending upon vs “Can you build us a model railway for filming, and finish it by yesterday Yes, of course” was our reply. We always say "Yes." and then start thinking how on earth We are going to do it Plans for the layout were soon drawn up and interview with Director Edward Dimytrik duly had, and. plans equally duly serapped. The. Director wanted "the works""—the whole |= works Tiyovers, bridges, scenery, and trains running on least thee different levels, and the whole thing the space of a postage stamp actually 13 f.--9 1), We then prepared a clay model (this is a good tip for modellers planning intricate scenery wih rails at different. levels), "which was approved, and. we were given a week t0 build the layout, We mobilized—somehow a drawing was draughted for the baseboards and layout, and amazing to relate the carpenters managed. to understand. our weird designs and build the baseboard in two days. We decided to use Leeds Model Company's “ Metalway” track as being quickly and easily assembled and 10 slip in more sleepers to give a better appearance, "Track laying was not easy. We could not work properly during the day as filming weot on continuously and no sound was permissible. So it was inthe early morning and Tate evening that the work was done. LMC. 22 fishplates would have cost usa lot if Independent Sovereign” Films had provided’ swear boxes- fortunately they didn't he finished result can be seen from the accom- panying pictures. The scenery, provided regardless OF cost. Was magnificent, and included even a fine Waterfall with real water—beg pardon "practical water.” Locos were L.M.C. tanks, and the rolling stock was all specially built by Allan Brett Cannon, Ltd. Power-unit and controllers were by Shenphone Having built the railway we were required 10 operate it, out of sight, from under the baseboards Synchronising our activities with those of Robert Newton. the star, who operated a dummy control panel, We only had to run five trains in 10 diferent Sirections at ence—all naturally to be in camerashot At the same time Although this was obviously impossible we managed to do. it ‘satisfactorily Thursdays being Our day for working miracles as well as being early closing day ! AC the end of filming we wept to see the whole layout being smashed up by sledge-hammers. Sic tramit storia ‘plaster. of Paris—but what's a few thousand quid toa film company 7 OUR FRONT COVER Members of the firm of Allan Brett Cannon, Ltd., discuss the railway model with one of the technical staff of the film studio.View showing the elaborate scenic work involved. 23TERRANCE CUNEO writes some anecdotes on his Gauge One Garden Railway USED to put in much spare time constructing a gauge | model rail- way inthe garden. This proved an unending source of interest to my engine-driver friends, who would squeeze through the hole in the fence and “ play trains” with me ; the arrangement was rightly regarded asa fair exchange of hospitality. Some of the rolling stock 1 owned was weird and wonderful. There was a ghastly Russian engine, for instance, painted pillar-box red, with a name-plate along her side which read, [’Masgoodasurski. She had a huge spark-arrester funnel, and would tear round like a scalded cat and then, with unfailing monotony, burst into flames. Then there was Wheezing Winnie, a four-coupled American switcher with a long stack and masses of character. Her counter-part was an impossible- looking Chinese tank engine of the Soho Chop Suey State Railway, blue, with a set of rude-sounding characters scrawled in gold along her flanks. These, as you may have guessed, were all home-made, and were representative of the more hysterical phase of my locomotive-building career. Incidentally, my best effort in this category was an ancient 2-2-0 with a stove-pipe chimney and a hay-cock firebox. She was a _ treasure, and used to roll like a tipsy sailor, leak steam at every joint, and splutter and wheeze in the most delightful manner. For some obscure reason, few people could be per- suaded to handle her in steam. Later on I became more serious and began to develop my system on American lines. I built a number of freight cars, several tank wagons, stock carts and three kinds of “caboose.” My L.N.E.R. and 24 L.M.S.R. locomotives were gradually converted to American patterns, and I made one of my Pullman coaches into an observation car by adding a stern gallery. The track was of the flat-bottomed type, and was con- structed on four-foot wooden piles. As for the layout, this consisted of a 240-foot circuit of double track with a network of sidings concentrated outside the garage. The garageitself housed the round-shed and turntable, and trains could be dispatched from inside through holes cut in the walls. The pride of my collection of motive power was a petrol-fired “ Hudson ” 4-6-4 with sprung wheels and a Vanderbilt tender. This monster, when in the mood, would draw anything I liked to tie on its tail. We used to have wonderful evenings with this railway, evenings which invariably ended with a disaster of some sort or other. Three or four of us would run an engine each and, although we used to decide beforehand exactly how we would behave, things never seemed to work out. Either an engine ran out of fuel at the crucial moment, or it would foul the points when an express was cutting things fine in the opposite direction. A freight train would break in two in the tunnel, or fail to pull its load the required distance. Let me introduce you to a typical Cuneo session. A figure hovers over an oil-stained Mogul. “ The rotten clack-valve’s stuck again,” he moans as he attempts to pump water against the boiler pressure. “ Well, for heaven’s sake get yours off the main” roars a voice through the hole in the garage wall. ‘ Mine’s got about a thousand pounds of the best, and I’ve got to lethergo!” A safety-valve lifts somewhere. Voicesshout instructions that nobody heeds. Assorted trains tear round followed by dirty-faced, wild-eyed beings who flounder along, tripping over flower beds and making wild lunges at elusive throttles. “ Look out,” shrieks a voice from inside the garage, “ she’s got away from me!” An engine shoots out of the hole, doing a scale speed of about two hundred miles an hour ! There is a concerted rush to get hold of it ; somebody yelps as he grabs the hot boiler by mistake, and another catches his sleeve on the cab of his engine, which promptly falls over and bursts into flames. Help is immediately diverted to the incen- diary, whereupon four sets of inflated cheeks blow the flames in all directions, improving the fire to a surprising extent. Meanwhile, the runaway leaps the track, turns a complete somersault in mid-air and falls like a blazing meteor into a stack of flowerpots. My wife appears at the garden door. She is unperturbed by the colourful drama being enacted around her. On toa line of flat-cars she loads a row of glasses. Hitching ‘on a clockwork shunter, she sets the “Rum-Punch Special” in motion. Practised hands select glasses as the train comes by, and a truce is called During this time everyone discusses the tragedies of the first half of the evening and makes rational plans for a more orderly second half, none of which is ever carried into effect. On one occasion play was brought to a dramatic close by a deafening report followed by the sound of splintering woodwork. A boiler had burst and had shot through the next-door-neighbour’s fence, ripping away three of the palings. As we stood mutely regarding the remains of a once proud freight engine, the owner of the fence appeared from behind his battered stockade and regarded us with acute disfavour. “1 say, Cuneo,” he spluttered, his voice rising to an almost hysterical GEM “00” GAUGE MODELS Locomotives, track, rolling stock» parts and accessories 1949/50 Catalogue now ready Tid. post free GEORGE E. MELLOR (5¢%) 3la, RHOS ROAD RHOS-ON-SEA, NORTH WALES Trade Enquiries invited Buy at the keen price of 36/8 the robust 12v, D.C. 5 Pole Motor with Alcomax Magnet and 2 point fixing, and ask your local Model Dealer to show you our range of Driving wheels in 18, 21, 24 and 26 m/m. sizes, both 2 rail insulated and 3 rail non-insulated at 1/7d. and 9d. each. Roche Funnels and Domes in brass at 74d. each, and OO-gauge Hand- rail knobs at I/6d. per doz, O- gauge at 2/3d. per doz. THE WOODGATE ENGINEERING CO. (Membersiof META) Hampton Court Green, Molesey, Middlesex Phone: Molesey 5547 East For ‘building accurate and detailed Models always use. . .. “SKINLEY” BLUEPRINTS! We have hundreds of drawings for “O” and “OO” Locomotives, Rolling Stock, Lineside Buildings, Trackwork, etc. Also “O" and “OO" ‘Scenic Backgrounds to complete your layout, and cardboard and wood rolling stock building part: Send 64. for 24 page Catalogue. JOHN E. SKINLEY High Street, Southend-on-Sea, Essex. 132, whinny, “isn’t this carrying things a bit too far 2” 25NEWS AND REVIEWS OF THE TRADE The Trix Twin Railway “* OPERATION REALISM ” The L.M.S. 4-4-0 compound Locomotive. THE INTRODUCTION OF The Tri Twin Railway some years prior to World War II marked the first serious attempt at producing a commercially practicable 16-5 mm. railway system—that is to say a system in which every component of track, locos, rolling stock, line-side accessories and control gear was made and marketed by one organisation. It was an immediate and unqualified success in spite of the gloomy prognostication of certain wise- acres that there would be no support for such a venture on the part of the public. Not only was there an overwhelming response from the juvenile market to whom the appeal was originally and primarily addressed, but it immediately became apparent ‘that plans must be considered to take account of a large and enthusiastic following among actors, clergymen. and professional men in every walk of life, not excluding electrical and railway en: gineers. The mailing list of those who were Operating Trix railway layouts and who wished to be kept regularly posted with every new development soared past the ten thousand mark within a year or so of the first. releases. Reasons for Popularity An analysis of the reasons behind this almost embarrassing reception reveals some facts which must be of interest to trade and public alike. First must be placed the eminently practical design of the system. The simple completely reliable method’ of clipping together the track units enables a layout to The splendid range of station buildings. 26be laid to any desired formation within a matter of minutes. The space occupied by track is such that a working railway is brought within the scope even of the dining room table top. The sturdy and surprisingly powerful locomotives operate equally well from 12 volt batteries or from 14 volt A.C. derived from a mains trans- former. This is true also of the many other ‘accessories supplied for remote control such as points, signals, uncoupler ramps, lights, etc. Since most of these accessories make use of the “ common” third rail of the track for return flow, and since this common return is automatically supplied by the mere act of clipping rail ‘units together, the wiring up of a layout is hoth simple and rapid Operating reliability In fact, minute attention has been given by the manufacturers at every stage to adequately by the printed word They must be experienced in practice to be believed. Ingenious sectioning Reference to sectioning inevitably brings fone to mention the possibilities which are opened out by this same Twin principle The isolating of the centre third rail— simply effected by the insertion of thin card strips between the centre rail contact springs at the desired points on the track— shelters locos of either hand, and is applicable either to dead ends, to passing loops, or to sections of main line in station precincts, etc. Alternatively, at any desired point in the layout, one or other of the running rails may be sectioned out by a fine saw-cut through the metal. Thus a_ particular portion of the track may be made to shelter any loco picking up from the left hand rail The crane wagon with its match truck. ensuring that the Trix Twin Railway shall afford ‘its owner complete operating reliability. Second only to its reliability in its appeal to the many whose interest. lies primarily in running to a time-table is the unique ‘Twin principle. To say that this “ enables two trains to be controlled independently on the same set of metals.” is to give but a faint idea of the operating possibilities opened out. Double heading or banking with both locos “in steam” is an application that springs to mind immediately, while. the evolutions which can be performed in marshalling and shunting and the ease with which correct UP and DOWN road running can be maintained without having recourse to complicated sectioning are advantages which it is quite impossible to cover while giving uninterrupted service to those collecting from the right hand rail—or vice versa. A third method of sectioning consists in making a fine saw-cut across all three metals. In this case that part of the circui so separated can be supplied with its own pair of controllers and. traffic can move about freely therein independently of traffic on the main line. A large layout could in this way be divided up into several sections. The UP and DOWN main run- ning lines could be one section and under the control of the Main Line Operator, terminal stations, big through Stations, marshalling yards, etc., could each be under the control of their own operators, who would enjoy within the precincts of their own controllers all the advantages of Twin Running and the sub-sectioning ofcentre or running rails as already described. Ideal for Clubs Trains passing from one of these main sections to the next, e.g. en- tering or leaving the precincts of a large terminal station, are car- ied by’their own momentum over the fine saw-cut in the track and can thus be “handed over” by and“ accepted” from one operator after another in the course of the journey, the only proviso being that there Shall not be more than one“ right hand ” and one “left hand” loco in power within one main section at one time. Without by any means having exhausted the possible combinations and permuta~ tions, enough has been said to indicate that the Twin System of running afforded by the Trix Railway, when taken in conjunc- tion with ‘these various methods of sectioning, opens up facilities for operational running to time-table schedules that are, to say the least, fascinating. There are not a few who have found it advisable to modify drastically their ideas on “ playing with toy trains” after some experience of the scope offered by the Trix Twin Railway. New Developments The post war programme for the Trix ‘Twin Railway is now well under way and incorporates several improvements of a decidedly interesting nature. Locomotives are fitted with oil-less bearings to the armature shaft, thus avoiding the splashing. of oil on to the commutator. The already powerful mechanism has been further im- proved and the sequence —_reverser re-designed to give a more positive response to the reversing handle on the controller. The controllers themselves have been entirely re-designed so as to give a com- pletely continuous voltage regulation throughout the wide range of speeds. Reversing and automatic cut out are incorporated in the one two-throw lever h. The right and the left. turnout points have been entirely re-designed to neat and pleasing proportions and are available either for hand or for electrical operation. The electrically operated points in addition to carrying a lever for hand setting, are provided with a polarised motor by means ‘of which the point setting automatically adjusts itself to the position of the lever in the frame. Thus, should the ever be pulled ON or OFF when current » An 0-6-0 American Switcher. has been cut off from the layout, the point will automatically follow the position of the lever as soon as current is again switched on. The advantage of this positive control on a large layout where the points them- selves may be hidden from the view of the operator by buildings, etc, needs no stressing to those who have attempted serious schedule running. Another improvement of importance on the post war locos and rolling stock is the new and ingenious coupler. Vehicles automatically couple on contact with little more than a scale “ back up ”, buffer locking on curves is unknown, "fragile hooks and links have been eliminated and uncoupling by hand—where this is required —is simple and certain. Ramp uncoupling from the track by remote control (as at the head of a marshal- ling hump or the head of an arrival bay to free the loco from the train) is positive and exact selection of the vehicle to be uncoupled can be made with ease. To meet the demands of the export market a range of American locomotives and cars has been produced during the last. few years. In general these are available for export only, but the attractive ‘American Switcher shown here is available on a limited scale on the home market. As illustrated it houses the normal Trix mechanism and is wheeled to run on standard Trix trackway. A review of the Trix components would not be complete without reference to the ingenious system of fabricated station buildings and lineside effects, such as signal boxes, loco, carriage and goods sheds, ete, By ‘the aid of the Many-Ways architec- tural units anything from a wayside halt to an imposing terminal station of modernistic design complete with arcades and shops, can be constructed to the designs of the modeller and additional units can be incorporated from time to time as opportunity offers. Future Policy Consistent with the policy that no innovation must render earlier compo- nents obsolete or unusable, there are some far-reaching developments in store for theTrix owner and, with the daily improvement in conditions generally, it should not be long before these make their appearance. But no considerations, whether of improved. scale appearance or of “ in- genious improvement”, will ever be allowed to weigh against those of the utmost attainable operating reliability, which has been the outstanding feature of the Trix Twin Railway since its inception. ERG (Bournemouth) Ltd. are justly famous for a wide variety of high grade lines of 00 equipment. Mr. E. Rankine Gray's textbook “Cardboard Rolling Stock and How to Build It” has run to eight editions, and is as popular as ever with beginner and experienced modeller alike. The ERG “ Precision * Card Parts devised for use in conjunction with the textbook are a great aid to the building of fully-detailed wagons, vans and coaches ; parts for 26 goods vehicles and 12 coaches are available. ERG 2-rail Track Parts were the first 2-rail track parts on sale in this country, and still lead, being first for REALISM, first for STRENGTH and first for ECONOMY. ERG Spring Coup- lings and Spring Buffers are famous throughout the model railway world, whilst those who prefer solid buffers are catered for with a range of four different types made toa high standard of perfection, ERG (Bournemouth) Ltd. have a wide circle of stockists throughout the country, and ERG goods are therefore readily obtainable in most large towns. The ERG Catalogue and Manual (price 2s. 6d.) gives full details of the hundreds of lines handled by this firm. Trade enquiries are invited. The address of ERG (Bournemouth) Ltd. is: 529, Roumelia Lane, Boscombe. Bournemouth, Hants. ‘The Leeds Model Company has been recognised over many years as being one of the leaders in the production of O- gauge, 7 m.m, equipment. This can be regarded as the half-way stage between 1 and OO-gauges, and although in O-gauge scale detail cannot be so exact as in I-gauge, the Company have succeeded in maintain- ing a very high standard of realism through many years, and have not only maintained their position, but are constantly impro the quality and range of available goods. The absolute novice is able to start a railway which can be extended as circum- stances allow by utilising the equipment which is being sold as a boxed set, the price for which is £12 10s, Od. The goods are all of the Company's usual standard of excellence, and are contained in a really handsome gift box. The locomotive is an 0-4-0 saddle tanker with exceptional The latest Hornby Dublo will be power and most flexible in control, It beautifully finished model, and, in compari- son, is worth by itself the £12 10s. Od. which is asked for the whole equipment. In the lid of the box are shown several examples of how the layout can be increased little by little so that by the time the largest of these layouts has been constructed, the builder will have acquired considerable knowledge and experience to enable him to embark on still more ambitious efforts. In this direction the Company is always available for advice in designing more complicated additions to the layout. The rolling stock is all freight stock in fully detailed plastic mouldings. This goods set has been chosen instead of passenger because the operational interest is much greater than when handling a single passenger train which, after a while, might become tedious and’ uninteresting. As already stated the Company's Catalogue is the most comprehensive in the trade today, and everything required by the O-gauge constructor can be found therein. The Catalogue is beautifully printed and illustrated on the highest grade art paper, and at Is. is an exceedingly cheap text book. The newest product of the Leeds Model Company is a model L.M.S. type goods brake-van. This has scored. sides and hand rails and is painted and trans- ferred true to type. Peco Flat Bottom Rail PECO are proud of being the first to bring the new British standard flat bottom permanent way to the model railway engineer in the 4 mm, scale. The Peco Individual new F.B. series of scale parts add to the already extensive and popular range of true-to-type B.H. rail components, and are of the same high standard of quality for which the Peco Products have become so renowned. They enable the “ Home Constructor” to build very economically, quickly and with ease a real “permanent way” in accordance with the latest full size practice with the correct number of sleepers and complete to the smallest detail, yet with perfect. running qualities allowing for flexibility in layout, design and realism to the extreme. The unique feature of the Peco Individu- al method is the strong robust but exact scale section (Patented Registered Design Pending) incorporating a groove in the underside which engages with a corres- ponding raised portion on the baseplates and sleepers, thus gauging the rail and aligning the sleepers. The rail may either be fastened with the correct type of baseplates (which have spikes attached and described and justrated in the next issue of RAILWAY MODELLER. 29are made from a hard insulating materi rendering them particularly suitable for two rail electrification) which slide on to the rail, or alternatively by spiking direct to the’ sleepers which are provided with necessary holes for the special metal spikes. With either method a choice of track gauges is possible, ic. 00, 16-5 mm., or E.M. 18 mm., and comply with B.R.M.8.B, standard dimensions, but the track | is equally suited for use with Hornby Dublo or Trix Rolling Stock. Special assembly instructions are issued as a free supplement to the Peco Plate Layers* Manual. A. W. Hambling & Co. of 10, Cecil Court, W.C.2., announce three new lines. (a) Hambling’s Track Tool No. 3. This The back and front views of the shopsjhouses when made up from Hambling’s * BILTEEZI™ Constructional Cards. 30 tool is an improved method of chairing our Patented well-known type “ A“ 2-rail track. This track has proved itself’ since troduction after the war and is the only 2-rail track offered that has a. solid metal chair. It is simple to assemble as there is no soldering, but assembly is done by a riveting tool and a rail press tool. The No. 3 track tool is an improvement insomuch as it enables the assembler to fit 2 chairs at once in one sleeper and therefore is a quicker process and ensures that both chairs are assembled accurately and will line up perfectly when rail is placed in the chairs, the price is modest 6/6 the complete tool, or, sold in parts for the benefit of those who already have No. I tools. The two castings are 2/- and the No. | tools are 2I- each. (>) Hambting’s Wheel Press Tool. This is a simple and neat form of small press tool that will overcome the bugbear of how to fit force on wheels, it is the first time that ever such a tool has been offered and is an essential item in the railwaymodellers tool kit, it will press on accurately easily any size wheel from 12 m/m. bogie and wheel to a 27 m/m. driving wheel. In the case of driving wheel it also correctly “ quarters” the wheels, again a point that in the past has always been a difficulty with force on wheels. The tool is supplied in a box complete with instructions and sells for only 6/6 (©) The BILTEEZI Constructional Cards. These are wonderfully produced in colours and will simply and easily construct lineside buildings to “furnish "a layout. There is no difficulty just cut out, bend and glue up and the result is a splendid building, a set of 6 cards 20° x124" is available at 9/3, includ- ing P.T., that will construct buildings that will do any layout credit. They are suitable for Trix and Hornby model railways as well as scale layouts. “The 6 cards are also available separately at 1/64d. per sheet, including P.T., and this is the cheapest form of lineside buildings. Users will also realise that with skill and imagination many various types and variations of buildings_can be constructed from these They were designed and reproduced nals made for us by that sheets. from. the ori well-known scale modeller Mr. R. G. Va Ash and the reproduction is excellent, as | ee The * Griffin” Vice The illustration above depicts the new “Griffin” 2)” Minor Vice which has been especially designed for the model maker. We have examined a sample of this tool and can recommend it in every respect Tt is fitted with a removable phosphor bronze clamp, and the body is drilled for 31 screw of bolt fitting. The finish attractive in mottled blue enamel. price, 21/: Soldering Simplified There are many people who just “don't like” soldering but we have ‘now tested the new “SOLDER PAINT” mani tured by H. J. ENTHOVEN & CO. which makes the job simple for all. The novice and expert alike will find this the most useful standby in the workshop, ideal for all modelling purposes. Also manufactured by the same firm is “ SUPERSPEED " solder, which, with its activated rosin core makes the use of messy fluids a thing of the past. The price of the Solder Paint is one shilling and sixpence per two ounce jar; the Cored Solder sixpence per box; which is arranged for easy feeding on the job. Ask for it from your model shop or send direct to. the model trade distributors ALLAN BRETT CANNON, LTD., 282, Vauxhall Bridge Road, London, S.W.1 Walkers & Holtzapffel, Ltd., have now been able to reintroduce their Combined Sleepers and Chairs for OO-gauge which proved so popular before the war. These are now made in plastic material, thus being suitable for either 2-Rail or 3-Rail operation. The sleepers simply slide on to the rail and the track is made, and it is obvious that where the time factor is of importance these components are a great asset, a length of track taking only a matter of a few minutes to complete. There are no gauge worries, as the sleepers are set to accommodate the rail at exactly 16-5 mm. and curves of any radius can be made simply by manipulation of the sleepers to the desired angle. Supplied in packets of 50, price 3/3d. A new range of platform machines for OO-gauge has been introduced, and the following are the details : "Passenger is very Retail Weighing Machines, 1/04d. each ; Nestles Chocolate Machines, 10d. each ; ‘Platform Ticket Machines, 10d. cach ; Luggage Weighing Machines, 10d. each. All these prices are inclusive of Purchase Tax. ATTENBOROUGH MODEL RAILWAY 82, Arkwright Street, NOTTINGHAM Telephone: 69848. Telegram: Attemodels. LEICESTER BRANCH: Shaftesbury Rd., off Narborough Rd., Leicester Model railway specialists in “OO” and “O” Apply for our fine price lists— “OO"—part I I/-, part 2 6d. “O" List—I/- ‘Also castings for larger gauges supplied, ‘Send 1/3 for further details. A fine range of books for modellers—apply for the A.M.R. Library News, 3d. post free.