In response to the Government‟s easing of lockdown measures, the Committee has decided to partially restart Club activities from Tuesday 7th July 2020.
Due to the demographic of our members, (mainly older!!) we are going to start cautiously and review after 2 weeks.
Anyone attending will be expected to maintain the 2 metre social distancing wherever possible.
There will be a book to sign in on arrival (for Track & Trace purposes if necessary).
There are currently two groups attending the track to do garden maintenance and building work on a Tuesday and Wednesday respectively, and these will continue.
The Government recommendation is a maximum group size of six, therefore we plan the following activities with two groups of six each time.
The groups must still maintain social distancing and be independent of each other.
To make this work and ensure there are not too many people or engines, we need you to book a place via the Secretary (lindanic@sky.com or 07761960788)
Day
Group 1
Group 2
Tuesday
Garden maintenance
Boiler tests
Wednesday
Building maintenance
16mm layout running
Sunday
Locomotives running
Social group
Group Activities
All activities will be outside. We suggest you bring your own refreshments, possibly a chair and provide your own mask and gloves if you feel they are needed. We will have hand sanitiser and sanitising sprays where appropriate.
The Committee has completed the appropriate risk assessments and a full set of rules explaining how it works can be down loaded here …..
Please read them carefully before considering visiting the track. Anyone arriving without previously booking will NOT BE ADMITTED onto the site.
People
A very warm welcome is extended to Jim Mountjoy who joined us recently. He is also a member of the Beamish Model Engineering Group.
Club Matters
The maintenance teams have continued their good works caring for the grounds and progressing various projects.
The new Raised Track Carriage Shed is complete apart from a final coat of green paint on the doors.
The ground level track points have been greased and operation of same and the signals has been checked.
The smart stainless steel TSMEE sign has been fixed to the gable end of the hut.
Member’s Doings
hover/click – and image reveals all ….
[the-post-grid id=”2263″ title=”Inside Motion no 5 July 2020″]
Postamble
It’s been a long time since the lockdown began, but, through the good offices of the membership via the Newsletter, Bulletin and now this new-look merging of the two, some sense of community and common purpose has been maintained.
If you‟ve enjoyed the content so far, do consider submitting something for future issues – the cupboard is already rather bare. Thanks as ever to those who‟ve contributed thus far, and to the Committee members who have continued to Zoom-meet to keep everything under review.
Contact information
Newsletter/Bulletin Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com – 01 670 816072
Website – www.tsmee.co.uk Webmaster – John Rowley – webmaster@tsmee.co.uk
Gallery
Raised Track Carriage Shed with finished front apron area and gravel moat Only a lick of green paint is required to the doors
Stainless steel sign in place on the gable end Thanks to John Mills for the plasma-cutting work
While HM Government takes some tentative steps to get the country moving again, the problem of contagion remains. This core issue will colour the way we interact with each other for some time to come. Enclosed spaces are particularly difficult environments for managing social distancing and so, for the time being, TSMEE remains closed.
In due course, and at an appropriate time, the Committee will put measures in place for compliance with social distancing rules so that some activities can re-commence. Sadly that time is yet to come. In the meanwhile, here’s another good read for you.
People
A very warm welcome is extended to Robin Hedley and Adrian Morley who joined us recently. They are also both members of the Beamish Model Engineering Group.
Adrian Morley and Stu Davidson with a brace of “Wrens” at Beamish
Club Matters:
Grounds …
Covid-19 has not stopped the grass growing, nor has it got other important tasks done. Ian Spencer, Dave Nesbitt & Jim Scott are co-ordinating maintenance visits to the site. A special Risk Assessment is in place for these very limited activities. This is NOT to be seen as a partial re-opening, so Members must please not presume they can start turning up again.
Club Sign Peter Newby reports …
Just an update on the sign. I have had some correspondence with John Mills – the delay is that he is trying to get the stainless at a sensible price. I have put him onto M-Machine – maybe they can do something. He intends doing a mild steel test piece first and it will be part of a Sunday Night Night-Cap so that should be interesting.
Because of the lockdown, the 2020 AGM was held on-line and by post. Closing date for voting was 5th June. Thirty-five voting papers were returned. The proceedings are thus deemed to be quorate. The outcome is as follows …
Committee Chairman – Peter Newby, Treasurer – Ian Spencer, Secretary – Linda Nicholls, Site Managers (Joint Posts) – John Lazzari & Norman Blacklock, Workshop Manager – Steve Lowe, Programme Manager – Malcolm Phillips, Lay Members – Brian Benton, Stu Davidson, Robin Evans, Brian Nicholls, John Rowley.
In support Newsletter Editor – Mike Maguire, Webmaster – John Rowley, Librarian – Stu Davidson, Assistant Librarian – Helen Yeeles, Accounts Examiners – Diana Blackburn & Peter Dawes.
Member’s Doings
hover/click – and image reveals all ….
QI
Engineers can be curious creatures, in the sense of being inquisitive rather than weird (though they can be that too !). Manifestation of this trait can sometimes be seen in the strange or wondrous objects some have around their homes or workshops. They find them interesting, either because of some special significance or just for their own sake. After reading Lindsay Oliver’s item about a piece of WWI trench art (Bull. No.3), it occurred to me that others might find these things quite interesting too. So, shamelessly plagiarising the title of the eponymous BBC TV show, I’m giving space for an occasional Quite Interesting feature where these things can be shared. By way of example, I’ll kick off with a pair of railway signalling instruments. These came from a derelict ground-frame which once operated the crossover just south of South Gosforth Station. After BR abandoned the North Tyne Loop and its subsequent conversion to the Tyneside Metro, the redundant and up-ended frame mouldered in the line-side undergrowth by Stoneyhurst Road bridge for many more years. The remains finally disappeared in the 1990s.
On the left is a two-position indicator for Locked / Free and the right is a three-position indicator for Train on Line / Line Blocked / Line Clear. The original labellings were on thin card and so mildewed as to be almost unreadable. They disintegrated when removed and I never got round to making new ones. QI ? Now, what have you got … ?
Postamble
“Newsletter” or “Bulletin” ? Various people have asked me what the difference is. In truth, there’s not much now ! The title “Newsletter” was inherited from my predecessor, and there seemed no good reason not to continue with it as it concerned itself almost wholly with Club News. However, when a couple of Workshop items came up for disposal, it was felt that a Newsletter wasn’t quite the right thing for just a single announcement, so the “Bulletin” was born. It was anticipated that this title would appear only very occasionally, in similar circumstances. Fast-forward to Lockdown, and the idea of Members sharing their activities in print. As the content was expected to be anything but Club News, the “Bulletin” seemed to be the right vehicle. Unfortunately, this distinction is breaking down, as evidenced in this issue. Casting around for a way out of this titular dilemma, I was aware of the Ffestiniog Railway’s on-line news sheet, rather cleverly called “Inside Motion”. As I’m sure they don’t have exclusive ownership of the words, I propose to adopt them here for future issues. Grateful acknowledgement is given to the FR for the inspiration. So, there will now be just a single publication, produced on an ad-hoc basis, carrying anything and everything about the Club’s or its Member’s activities. Of which, thanks and credits to the contributors who have made this issue possible. To the rest of you – get writing ! Finally, to those who get this via snail-mail, spare a thought and a thankyou for your long-suffering Secretary, Linda Nicholls, who does all the print-work and mailing for you at home.
Contact info …
Newsletter/Bulletin Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com – 01 670 816072
Website – www.tsmee.co.uk Webmaster – John Rowley – webmaster@tsmee.co.uk
Wombles
Goings-on at the Site under Relaxed Lockdown Special Arrangements
Grass and gardens looking trim Ian Spencer, Dave Nesbitt, Jim Scott
Raised Track Carriage Shed additional retaining wall completed John Rowley
Raised Track Carriage Shed roof prepared for fitting Shingles Peter Newby, John Lazzari, Norman Blacklock, John Rowley
I’d planned for this to be the June issue, but such was the response to the “call to arms“ for material that earlier publication is now sensible before the content becomes too stale. There’s no doubt that members are keeping going !
The Prime Minister’s announcement on Sunday 10th regarding a “roadmap” for the easing of CV-19 restrictions offered little hope of any changes to the Club’s position in the immediate future.
People
In the last issue, John Rowley told us about some of his lockdown activities. Unfortunately, a picture of him at the Food Bank he helps run arrived too late for inclusion. That omission is corrected here, together with a view of him getting down and dirty in happier times …
Master of the Rolls
Master Bricklayer
Member’s Doings
Lindsay Oliver sent this piece about restoring a piece of WWI trench art …
Sometime ago my wife Pat asked me if I would repair a model of a Bi-Plane which her Grandfather had brought back from the Great War. It was made from a .303 bullet and part of a brass shell case. Lockdown seemed a good time to do it.
The plane was in a sad state – the wings were bent, two wing struts were missing and there was no under-carriage. I started by squaring up the wings and made new wing struts from some electrical copper cable and turned a pair of wheels from some brass. I then used a 1/16 brazing rod to make the under-carriage and axle. Following this I then soft soldered it all together.
The repairs were all simply done so as to be in keeping with the plane‟s primitive style.
Martin Ashley, way over there in Alston, writes ….
First, the excuse for not sending anything in at the first time of asking – bizarrely, I find myself busier than ever during lockdown with workshop and 5” time as ever at a premium. I‟ve had to produce all sorts of on-line stuff for my academic commitments (from which I supposedly “retired” seven years ago!) It‟s very time-consuming editing film clips into on-line lectures!
On the railway side, both the East Lancashire and South Tynedale Railways are in lockdown, but then along come Network Rail who have taken me on as one of the “Dad‟s Army” of retired and heritage signallers. So, my new “office” is now Hexham signalbox as and when they want me and I‟m an essential worker, seven years into “retirement”! There has been a lot of rule-book swotting!
The big 5” push has been the new Running Shed in the garden. This short line started as a test track because visiting TSMEE entails a 90-mile round trip and I like to be reasonably confident that there‟s a reasonable chance of any engine I bring actually working before I set out.
However, my workshop opens perpendicular to our lane and I could only get a loco out by rolling onto the trailer and then pushing the trailer up a steepish slope to where the line actually starts. Not much easier than a 90-mile round trip really and the source of great mirth of those sensible club members who‟ve opted for the 0-gauge line! Hence the Running Shed which is reached by a new spur from the viaduct. The cat has been trained as a points operator and is most vigilant in this role, but will eventually be retired in favour of rodding to a ground frame.
Having installed one point and being also a GL5 member, it dawned on me that whilst I could not extend a long running line across the village green, I could build a few more sidings for GL5 shunting. That means, of course, having to build 40 wagons. Number 1 is nearing completion and it‟s taken ages because, unlike 2.5” gauge where you cheat and scribe lines on a single-piece side sheet, every plank is individually made and bolted. You would not believe how many bolts there are in a five-plank wagon! One almost down, only thirty-nine to go.
And finally, on the subject of engines that won‟t go, I am refitting the mechanical lubricator to my unique Ajax/Achilles 0-4-4. The displacement lubricator that the previous custodian fitted has been the source of endless grief as, somehow, oil gets into the manifold and then blocks up the blower ring. What a coincidence that the first TSMEE Lockdown Bulletin had an item on nice mechanical lubricators !
New Running Shed with “Precursor” in residence
Fixing the glazing
Cat on Point Duty
5 Plank Wagon
Peter Dawes has been juggling various tasks …
Work so far this lockdown,
First, the boiler for the 10 tonne Decauville drawn by Mike Pinder In “16mm Today”. The parts have been ready for some time and the final bushes for the safety valve, sandbox, dummy injector and regulator are now ready. Sometime this week they should be in place.
Second, the Potts Saw Table is almost finished but the inverter gave up on the Mill.
So third, the new motor mount and alterations to the DRO bracket are finished and a few packing shims to get it level. Then the main lights went off! Well known French word, quietly. Unlike people at work, Anne understands French better than me. New extra light ordered to get going as I need electrician to fit new light on garage ceiling. My ladder won‟t get me within 4 feet of the thing
Done on Wednesday morning, so major clean up
Fourth, lots of work on the garden railway, restoring buildings, laying new track on the extension and extending the main circuit dual gauge track. A new escape from Marcway will give better mainline running than a conversion of a gauge 1 point. I have made one elsewhere for a loco run-around. The 32mm line needed to swap sides so that has been built, the check rails are important here and I may in the long run go back to Marcway as their soldered trackwork allows closer and more secure check rails than using peck track chairs. The cost is about double altering track oneself , but given the time involved is good value
I hope the photos give a flavour of the line and given two gauges and out and back running plus a shunting puzzle there is a lot of action for the grandchildren and me when they can visit. Once the mill is running and light is available there are plenty of projects to finish.
Boiler for 10 tonne Decauville
New motor mount
Scenic stuff
New dual-gauge pointwork
This from Michael Dibb …
I have now got to an age when l find it harder to lift heavy weights. I used to store my locos in the house, but now find it harder to carry them out to the car.
I have reorganized my workshop to store them. I firstly bought some shelving to assemble, after that, to load the locos, l bought a motorcycle hydraulic scissor-lift stand. Then I made a wood table top with 3.5” and 5” gauge tracks and then bolted it to the stand table. So now I can load locos off the shelving, move them to the car and load with no lifting ( saves my back ) Also use it for running-on-air and steam testing with a rubber cover over the wood table. Jobs a good „n !!
Joe Gibbons has been very busy and tells all …
During the isolation I‟ve been jumping between a number of projects. Plenty to do so, as I get a little worn playing with one, I‟ve always got another to crack on with. So far since March I‟ve worked on rebuilding my Kawasaki Z400 which was stolen and burnt out back in 2016, progressing another motorcycle project (Kawasaki GPZ1000rx) which I‟ve had in bits for 3 years, lightly overhauling my 30‟s Raleigh framed bicycle I used when at university, and completing various maintenance tasks such as rebuilding brakes on yet another motorcycle, and freeing off a stuck fuel tank cap on, you guessed it, a 4th motorcycle. Some might say I have too many projects, too many bikes, too much to do. There are those in our street washing their cars every couple of days for something to alleviate the boredom. Not so in our house, we‟ve never stopped.
Except for this last week. I‟ve not been outside for the last 5 days, as there has been work to do elsewhere. That, and I‟ve run out of parts to fit to the little Z400. I thought I might get the material for axleboxes and axles ordered up for the Stirling F2 which some of you may have seen at the Unfinished Projects day we enjoyed before we all became temporary recluses. However, to do so meant starting up the CAD program, and tweaking the design of the trailing axleboxes before getting the dimensions to order from. Of course once on the CAD program things started to spiral and I just couldn‟t put it away without drawing up something else – valve-gear.
Now some of you know this locomotive is my first build and, not to do things by halves, there are no drawings. Nothing full-size, no drawings for a model, not even a 4mm scale drawing to use as a guide. In truth, the only drawing I have been able to find is a simple scale diagram published in “The Engineer “– November 28th 1913 in an article on the history of the Great Northern Railway.
This, combined with known dimensions of things such as wheel diameter, wheelbase, boiler dimensions (extracted from “Locomotives of the Great Northern Railway” by G.F. Bird), allowed me to build up the model in CAD, and have the frames erected as you saw at the Unfinished Projects day. As with many models, some of it ends up being carefully estimated guess-work based on other locomotives of the period, and the design policies of the Railway or the Designer which have been documented. For example, there are detailed engravings and drawings available for Stirling‟s 2-2-2 (7 ft single), 4-2-2 (8ft single) and even the 0-6-0 of the same era, but unfortunately not of the first new locomotive to be built at Doncaster Plant works, the 1868-built 0-4-2 (Stirling F2) No.18.
With this in mind, the valve-gear needs to be drawn from scratch. I know what type it should have – Stephenson‟s, with expansion links supported from beneath – much like the valve-gear shown in the engravings of the 0-6-0 of the same year. I also know what the cylinder size is, having designed them myself to allow for as large a diameter as possible given the space available.
With a few known dimensions and a few roughly estimated ones from the engraving mentioned above, I began drawing the various parts needed for the gear. Starting at the slide valve and working back, radius arm, expansion link, die block, eccentric rod, eccentric. Then drawing the weighshaft, expansion link suspension link, reach rod, reverser stand and the reverser lever itself. Working in 3D and putting the many parts together into an assembly, I was able to “turn the locomotive over” as it were and see exactly what happens with port opening and closing in relation to the piston. I then adjusted various settings, again and again, over the course of the week to get to a valve-gear which both myself and Dad are happy with. I‟ve yet to run the numbers through a valve gear program but early signs suggest it looks somewhere near right.
My Dad, Eddie, has given a huge amount of help in the initial designing of the valve-gear. I didn‟t know a huge amount about it when I started drawing, but he helped explain what the port openings should look like at various points in the piston‟s stroke so that I could adjust the various parts to get the right answers. I use the term “right answers‟ loosely as there are no right answers, just good and better ones. Various Railway Companies used different amounts of lead steam for example, and quite clearly they all worked, just some more efficiently than others.
That‟s enough talk, here‟s the fruits of my labour in CAD. The valve-gear parts aren‟t finished, but they are correct dimensionally. They need detailing and some, like the eccentric rod need redrawing as three separate parts, but for now they‟ll do.
Thanks and credits to those who took the time and trouble to share their activities. Keep it coming – big or small, engineering or not. You may have noticed that I’ve finally mastered the sizing and placing of pictures to make better use of space. I hope it doesn’t reduce their impact. The savings on coloured ink is another matter.
Contact info …
Newsletter/Bulletin Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com – 01 670 816072
Website – www.tsmee.co.uk Webmaster – John Rowley – webmaster@tsmee.co.uk
Picture Gallery
Swing Bridge Engine, Heritage Open Days visit June 2018
Since scribbling the opening words of the Spring Newsletter, it has become apparent that Covid 19 and its consequences are not going away any time soon. Even if (when) the lockdown restrictions are gradually eased, the social distancing and self-isolation principles will still be central elements of controlling the further spread of infection until either widespread testing or vaccination become available. It remains to be seen what will happen with regard to resuming TSMEE activities, but it’s likely that may now be many months away for much of the membership.
Meanwhile, there are other ways for us all to keep in touch, and this is but one. It may not have the immediacy of on-line social media but does reach those without internet access. It also keeps my typing finger supple.
Mechanical Lubricator for Locomotives
Dave Henderson has provided some information relating to the lubricator fitted to his “Angkor Thom”. It was designed and made by Harold Pearson, who is offering to manufacture to order for anyone requiring such a device. Price would be a few pounds cheaper than similar commercial products, and for that you get a bespoke item.
Harold adds They are for 3.5” and 5” gauge engines. The ram size for 3.5” is 3/32” which will supply all the smaller engines, and possibly too much for the likes of a “Titch” or “Juliet”. A 1/8” ram will supply just about anything in 5” gauge. Even on “Angkor Thom” (7 ¼” gauge) the ram size is only 3/16” and there don’t seem to be any problems with insufficient oil to the cylinders.”
If you are interested, please contact Dave dvdjhndrsn@btinternet.com in the first instance for further information and to establish liaison with Harold.
As fitted to Harold’s “Juliet”. Cover off to show innards.
As fitted to Dave’s “Angkor Thom”
Member’s Doings
Junior Engineer Robert Hopper (when not attending diligently to his home schooling !) has been using his time productively. He says I’ve been working on a new model railway for my bedroom. The first project on it was the railway itself. It took many attempts to get the track right, but I’m happy now.
BeforeAfter. The wire isn’t there nowI’ve also been working on my LMS Class 09 ShunterAnd, finally, a cool photo ….
John Rowley, our Webmaster and Master Bricklayer, sent this rather comprehensive piece …
At this end we are fit and fighting most of the time so not much change there. These days we seem to have settled into a regular routine – early morning dog walk followed by 2-3 hours food bank stuff. Sheila looks after the admin and me the accounting which bizarrely I quite enjoy [Sheila has this theory that accountants and engineers are similarly weird ?????]
Even though we are home working, food bank stuff has kept us quite busy since lock down. Demand over the past 4 weeks has more than doubled and at the same time at least 30% of our volunteer base has had to self isolate. This might seem problematic but as I mentioned to Peter N recently the silver lining is that it’s given us an opportunity to change our operating model which otherwise would have been quite a prolonged effort and may well have ruffled a few precious feathers along the way.
Most amazingly though is the generosity of so many. Since lock-down my regular donor base has risen from a respectable 43 to something like +235 and I have banked circa £35K in that time which eases one major concern for now. No doubt when compassion fatigue kicks in, donations are going to significantly “tail off” whilst demand will inevitably continue, however we should be able to comfortably keep going until they get this virus thing sorted.
So, if nothing else, we are not bored and it helps us remember which day of the week it is [which always tends to be a little problematic for me.]
One thing Sheila and I decided early-on is that we would have something tangible to show after lock-down. Outside we have taken advantage of the glorious weather and the garden has been thoroughly tidied up and the little green b#####s have been given a major headache for the time being! This is a major Rowley achievement for this time of year.
In the workshop I decided that 20 years was long enough and this time the “beast” is definitely going to get done and finished! However, I’ve discovered like in all my major projects how much work gets actually get lumped into the category “finishing off” – but I’m getting there!
Doncaster 2019
All the plumbing associated with injectors and water pump is now complete and I am well pleased. I guess a couple of lubricators and the blast nozzle are about the only things on the list left to do. The nozzle might well wait until I raise steam.
So the plan for this week are the lubricators – final assembly – take a few pictures before tackling the feared strip-down – catalogue – and prep for paint. In that respect, I’d thought along the way of producing a video/picture gallery of this complete undertaking [I’ve been inspired by Eddie G]. This would by my alternative to Christopher Vine’s copious note taking and may be of interest to others but if nothing else it might also remind me of how to put it all together again.
Alongside all this I have recently turned my hand once more to the TMEE website. You will appreciate it’s been maintenance only for a little while but this week I completed some outstanding software updates and spent most of yesterday sorting Eddie’s photo gallery. I will be uploading his new material soon. Again [weirdly] this is something I actually enjoy doing.
Given the latest government Corvid statements it seems most of our club members are going to be isolated for some time which I guess sets the seal on the TSMEE operation for the rest of 2020. In this respect, I too had been thinking of a “lock down” e-bulletin of sorts and more input on the TSMEE website.
I’m giving that some thought and I’m available for whatever else is needed but past experience tells me the biggest challenge is to get some decent copy material and that can only come from the members. However, when it comes to “power of persuasion” it is to know your (he means Linda, Ed) reputation knows no bounds so I have every confidence!
Think that’s the latest from the Rowley household for now …
People
At least three of our members are working on the healthcare front-line. We all know and appreciate what an invaluable and potentially hazardous service they provide to those they serve.
Nicola Oliver is a Radiographer
She writes It’s definitely not me at my most glamorous, and I wasn’t smiling underneath my mask, but it’s my work attire for now. The joys of being a Radiographer at the moment, Lol !
Helen Yeeles is a Pharmacist
I think we’d all look as happy as Helen does with that many pills to try ….
Tim Macdonald is a Paramedic
Tim says It’s pretty bad over here in Cumbria. I haven’t been able to get home for five weeks now, but at least it keeps everyone safe. My poor little engine will be feeling very neglected ! Hope you’re all keeping safe, and can’t wait to get back to the Club again.
Tim with his GWR 14XX 0-4-2T in happier times
Postamble
So much for the Club not generating enough news (see Postamble, Spring Newsletter) ! Thanks and credit as ever to all the contributors, to Peter Newby for the original idea and Linda Nicholls for acting as “clearing house” for material and spurring me to action. If you like what you see, keep stuff coming for another issue in June. Meanwhile, be safe and keep well.
Contact info …
Newsletter/Bulletin Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com – 01 670 816072
Website – www.tsmee.co.uk Webmaster – John Rowley – webmaster@tsmee.co.uk
Memory Lane
Ian Spencer, Treasurer and one of our longest-serving members, has dipped into the archives – these are from 1963. He laments Yes, it really was fifty-seven years ago …
Jim Stephenson (Chairman) driving Billy Bell’s “Minx” on a portable-track outing to FellingJim again with his second loco, an LMS 2-6-4T, and unknown passengers at TSMEE
We are living through strange times. Just when, as the year advances and days lengthen, we should be getting out and doing things, we are exhorted to stay indoors. However, life is on “pause”, not “stop”, and I’m sure (or, at least, fervently hope) we’ll come out of it, rarin’ to go, when the “play” button is finally pressed. Meanwhile, I’m also sure there’s plenty else to be doing.
Around and About the Club
Construction of the Raised Track Carriage Shed has made steady progress, in spite of the heavy rain earlier in the year. The building work is complete with the exception of the roof which has only a temporary covering of plastic sheeting. It needs a spell of dry weather to fit the shingles – this was scheduled for around Easter time, but, like everything else, is now on hold. Two bi-fold steel doors open outwards to give access to the full internal width.
Internally, it is fitted out with twin raised 5” gauge tracks and wall-mounted lighting. The tracks end in fold-up bridging sections which reach through the doorway to the outside. There is also space to accommodate patio tables and five folding wooden tables plus other storage space. The four raised track riding trucks and two ground-level carriages have been moved in from the “Tin Hut”, freeing up much-needed space there.
Externally, the two tracks linking to the swing bridge are installed. One of these necessitated some further ground-works in the front apron area, which has been widened and edged by an additional retaining wall. Around the outside is a gravel-board-edged “moat” filled with 20mm gravel, the same as the Clubhouse.
Out on the ground-level track, the improvements to the signalling and point control systems are complete – additional train detectors now protect the points leading from the station to the main line. Jim Scott has made and installed much-improved point position sensors operated by the blades themselves rather than the pneumatic actuator.
The ravages of winter have left the grounds looking rather sorry. A couple of de-twigging sessions and a run round with a mower just before the closure announcement was made improved matters somewhat. Shame there’s no-one there to see it !
Moving stuff out of the Workshop into the Carriage Shed and “Tin Hut” has freed up some much-needed space. Workshop Manager Steve Lowe reports …
This space will make it a much more comfortable environment. The Myford lathe is located in its new position and the VMC milling machine will also be re-positioned when time allows. After that, the entire machine facilities should be complete.
Mick Jordison is keen to re-start the Sunday morning “how to” sessions – he did some demos. before the overcrowding issues made it unsafe. I’m sure he has some useful techniques up his sleeve. Alongside Mick’s expertise I have an idea to do something along the lines of “Tool-making Tactics for Model Engineers” – some simple techniques and processes that promote precision workmanship and, hopefully, make things easier to complete projects.
Also in mind is to introduce the use of the Surface Grinder to those who may be interested but are not conversant with this type of machine. They are not too common in model engineering workshops, but really are most useful.
Finally, we have to engage more with the Junior Engineers and other less-experienced members, albeit with caution and safety in mind. The Myford lathe is quite beginner-friendly and ideal for learning simple turning techniques. Recent experience suggests there are some who would like advice and guidance but are a little shy of asking. However, once we get started, they may well be more forthcoming.
Future Works
There have been problems with the swing bridge pit flooding during the winter heavy rains. It would be very difficult to install a drain from this area, so a sump is proposed fitted with a sump pump with an outlet hose that can be rolled out when required. Electrical power can be taken from the Carriage Shed.
The 5” gauge rolling stock is in a very dilapidated condition after being stored in, and dragged in and out of, the “Tin Hut”, and requires extensive overhaul and repair. There are three spare seat pads for the riding trucks which could be used to tidy things up, but only as a temporary fix. One of the two ground-level carriages is incomplete with only one bogie. Steve Lowe is to make another, braked, bogie to complete it.
The 7 ¼” gauge carriages are in a very muddy state from the last Public Running day in December and need a thorough wash-out.
With all this smartening up of rolling stock under consideration, the matter of a “Corporate Colour” has arisen. Most favoured seems to be a North Eastern Maroon – not an off-the-shelf colour, but one that could be mixed to order.
The issue of mud has highlighted the desirability of laying hard paths, possibly dolomite, in the most heavily travelled parts of what is presently grass.
Still outstanding from the major works list is the alterations to the locomotive shed. As recorded previously, the ground slab for the traverser has already been cast.
Events
The annual “Unfinished Projects” event was held on Sunday 23rd February and there was a goodly turnout showcasing variety and skill.
In 5” gauge were Ken Johnson’s A3 “Flying Fox”, Keith Pardee’s V3 Tank, Ian Spencer’s V3 Tank, Eddie Gibbons’ K3 and Joe Gibbons’ GNR 18 Series. In 3 ½” gauge were Ken Burn’s LMS 4F, John Lazzari’s Q5 (a “legacy” project he’s taken on) and Peter Newby’s “Britannia”.
Also displayed were Steve Lowe’s “Neptune”, Mick Jordison’s K1 Garrett for 32mm gauge, and Robert Hopper’s “detailed” Roundhouse Engineering “Lady Anne” and freelance wagons, also for 32mm gauge.
A very tasty lunch, courtesy of Linda Nicholls and Asda, rounded off the proceedings.
People
Junior Engineer Sam Yeeles is shaping up to be an accomplished line-side photographer with a passion for steam locomotives. He travels extensively to photograph these beasts out there in their natural habitat on the main line. Have a look at his flickr site sam yeeles photography. He’s also posted some videos on Youtube – look for Sam6200 5
Member Martin Ashley, usually deeply ensconced in the South Tynedale Railway at Alston. was spotted by our roving reporter moonlighting as Signalman at Ramsbottom Station Signal Box on the East Lancs. Railway. He was volunteering over the weekend of their Spring Steam Gala in early March.
Diary Dates
Everything is cancelled until further notice.
Distractions
The Committee, ever mindful of your wellbeing, has submitted some suggestions of on-line content (assuming you have internet access) to help keep you distracted, entertained and informed during this difficult period.
On Youtube:
MrCrispin – videos of locomotive construction, mrpete222, no23mk2 – building a 5” gauge 9F,
www.gadgetbuilder.com – tool-making & machine tool adaptations. American, but based on Model Engineer’s contributions
Facebook
has a Myford Lathes group for owners to share photos and ideas.
If you have your own favourites, please let the Webmaster or Secretary have the details for inclusion.
Feature Article kindly submitted by Jim Nolan
I am completing a Nickel Plate Road 2-8-4 Berkshire. The model was designed by Jim Kreider and some 25+ examples are running in the States. Building an American locomotive in the UK can be a bit of a challenge.
Unlike most UK designs they are not fully documented and in order to build you need to use a large percentage of original full-size prints. As most locomotives are 1/8 scale it’s relatively easy to divide the full-size dimensions by 8 and use that.
However, it’s always handy to have a look at the real thing, and in 2019 I made a trip out to the West Coast to see some finished locomotives.
Three Berkshires at a recent Riverside Live Steamers Club Meet
It so happens that The Riverside Live Steamers (suburb of Los Angeles) Fall Meet and the Maricopa Live Steamers (Phoenix, .Az.) Fall Meet take place within a week of each other, so are an ideal opportunity for taking detail photographs and talking to builders about how they overcame some of the issues we all come across.
I am also not decided yet on what medium I am going to use to fire the locomotive. The three choices are Coal, Oil, and Liquid Petroleum Gas (LPG). All have their pros and cons, and this would be an ideal opportunity to talk to users.
Like everything else in America, the clubs are on a different scale to what we are familiar with in the UK. Not only the loading gauge, but club facilities are of a different order to here.
Steaming bays at the Riverside Club
The other noticeable difference is the amount of scale stock in use, probably due to the plethora of companies offering scale kits or finished rolling stock. Due to the size of most rolling stock and locomotives and the logistics of moving them, there is far more use made of local storage.
Container town and transfer car at Maricopa club.
There are several Berkshire owners that run at the Riverside Club, both oil- and coal-fired, so it’s an ideal place to talk and try the locomotives out.
Coal fired version – #753Another coal fired example – #756
The fire-box on the Berkshire is 10.5” X 15.5” so it needs a lot of coal to fill it up and while it doesn’t need constant attention once you have a good bed is not that easy to fire on the move. Especially with a scale butterfly fire door. Later versions used an over-scale fire door at 2.5” scale as opposed to the 1.5” my boiler has.
2.5” scale butterfly door gives about a 3” opening for your shovelOil fired #777 with Builder Tom Lawson on the left
Oil firing uses either diesel or kerosene fed from a tank in the tender to a single burner which combines steam and oil to atomise the fuel. In order to get the job started the locomotive is connected to an airline until the boiler pressure is high enough to take over. Its advantage is instant heat and on-off control, so if you want a cuppa there’s no need to bank the fire – just turn the burner off.
I found that driving for any length of time can catch your chest a bit with the diesel fumes. If you’re not anticipating steam requirements and load it’s also easy to suck the fire out when opening the throttle, but that’s probably my bad driving. Another side effect of the flame-outs was thick droplet heavy smoke that covered the engine in an oily residue.
For the last (LPG) option I had to travel over to the Maricopa Track where Larry Kirchner has a Berkshire that was converted to LPG three years ago to enable him to run at Train Mountain where, due to fire risks in the Oregon woods, they had banned all coal and oil firing on their twenty odd miles of track.
At the time of this photograph #759 was still coal fired.
The conversion of #759 required a feed pipe along the underside of the tender to a car containing the LPG cylinders. Normally a stock car is used as it has plenty of ventilation through it. The ash pan and grate are removed and replaced with a bespoke manifold with numerous burners. Usually a stainless steel arch is fitted as well. A control valve regulates the gas flow.
Unfortunately, Larry was not running his locomotive when I was there this time, but I did get a chance to have a long conversation with him. In his opinion there was no discernible difference in steaming or pulling power after the loco was converted to LPG. As he said, he was still romping up the 2.5% grades with 25 cars in tow. He also liked the lack of mess using LPG as opposed to the cinders of coal.
So, plenty to think about. I’m already a bit of a rebel as I am not building something with LNER on the side. Not firing with coal – will that just be a step too far? I think I might need to have a stiff drink before tossing the coin.
A typical LPG manifold
Postamble
You may have noticed that this issue is headed “Spring” rather than “April”. This is because the Club simply doesn’t generate enough “news” to warrant more than three issues a year, and it gives me a bit of leeway in publishing dates. The others will be “Summer” and “Autumn”.
Let’s all hope we are freed from this viral scourge sooner rather than later and the “Summer” edition can carry some good news.
Thanks as ever to the contributors – Peter Newby, Jim Scott, Steve Lowe, Linda Nicholls & other Committee members and, especially, Jim Nolan.
Be safe and keep well.
Contact info …
Newsletter/Bulletin Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com – 01 670 816072
Website – www.tsmee.co.uk Webmaster – John Rowley – webmaster@tsmee.co.uk
Picture Gallery
New Carriage Shed and additional ground-worksSwing Bridge pit floodUnfinished Projects Day (sorry about the orientation)Myford Lathe arrivesMartin Ashley, resplendent in LMS uniform, on duty at the East Lancs Railway
It is now over twenty years since a new host invited us to run our trials event at their track site, so it was with pleasure that we accepted the invitation to run the event at the Dringhouses site of York Model Engineers, close to the centre of the City of York.
I had visited the track at their old site near Chaloners Win many years ago, but for some reason I hadn’t got round to a visit to this site. Malcolm Lummas who has entered the trials on a few occasions recently, proposed the venue and took it upon himself to persuade the York committee that they should stage the event.
Son Joe and I made a visit in July with a couple of engines to see if the venue was suitable and ran both tracks. Deputy Chairman Richard Gibbons, who had been tasked with organising the event, welcomed us and we discussed the arrangements for the trials and answered his many queries to his satisfaction.
Most of the requirements for the event had been considered and we were able to see how York were going to load the trains and many of the other trials logistics. I therefore had no problem in recommending we accept the invitation.
So Sunday 11th September saw us gathering at the York track. For the previous two weeks, the weather forecasters had been predicting a dry sunny day, but what we got was overcast and there was the threat of rain. Fortunately the rain held off until late afternoon when we were packing away the equipment and locos, but the down side was that with the tracks being largely through trees, conditions for photography were far from ideal.
York has two tracks, and the trials for 5″ and 3 1/2″ locos was to be held on the raised track as usual. The ground level track was to be used for 7 1/4 entries only and since this was a different track these entries were not eligible for the Stephenson Trophy and the runners up trophy as provided in the rules of the competition.
The raised track is constructed from steel bar mounted directly on concrete piers, much as the track at Workington and is 1047 feet long. There are two rising gradients, the first starting at 1 in 1322 (in the North Easter Railway style) increasing to 1 in 94 on a 53 ft radius curve (more on this later).
Once over the summit the railway runs drops at 1 in 197 into a 38 ft radius curve followed by a climb increasing to 1 in 128 leading to the starting point on a slightly falling gradient.
When we arrived, a little later than anticipated after negotiating a lengthy diversion through housing estates due to roadworks on the normal access road, our first runner was already steamed up and ready to back down on his train.
Run 1 As usual a member of the host society was our first runner. Malcolm Lummas had entered his LBSC designed “Duchess of Swindon” a 4-8-2 of with clear ancestry in Swindon locomotive works.
This was LBSC’s idea of what the Great Western Railway would have built after WW2 to handle what was expected to be a huge increase in traffic on cessation of hostilities. Malcolm had elected to take a load of 588lbs made up of single passenger car, the driver and two precast concrete track supports secured by ratchet straps.
Malcolm ran quite quickly and consistently and clocked up a over 11 laps a distance of 3998 yards. Having used 24.27 ounces of coal Malcolm’s score put him in a disappointing eighth place.
Run 2. The Great Northern Railway atlantic of Joe Gibbons, Tyneside SMEE, was next to run. The locomotive was loaded to 750lbs on a single passenger car. We have come to expect exciting running from Joe and 1418 and we were not disappointed, with an excellent continuous run covering 4570 yards in the allotted time of 20 minutes. The fast run was reflected in the coal consumption of 21.83 ounces, producing a score that placed Joe third overall.
Run 3. Last year’s winner Stephen Duncan of Sunderland once again had his BR Class 7 No 70000 “Britannia” with a load of 773lbs. Stephen started his train without difficulty and was soon lapping at a consistent 7.5 mph, a fraction slower than the previous competitor, accumulating 4415 yards in twenty minutes. Coal consumption was just 11.39 ounces putting him top of the leader board, where he remained till the end of the trials. Stephen was awarded the Stephenson cup as overall winner and the 3 1/2″ gauge shield for the best placed 3 1/2 ” gauge locomotive.
Run 4. Eddie Gibbons (Yours Truly) was next to the track with His LNER A4 No 4498 Sir Nigel Gresley. The load was again increased to 820llbs spread over two passenger cars, and was started easily by the pacific. Once round the first curve at a leisurely pace it soon became apparent the speed was falling on the slight gradient and by the time the 1 in 94 was reached the gradient and the curvature brought the train to a stand from which it was impossible to restart.
My fault entirely, forgetting the steepest part of the railway was also on a sharp curve, a novice mistake from a veteran of around forty trials. After backing up to the start of the incline, some time was taken to recover boiler pressure and a second attempt made ending in another failure to reach the summit.
Again the train was reversed, this time to the beginning of the curve before the incline so that the engine was able to gain some speed before tackling the gradient. All this used up about two thirds the running time but some swift running was in order and 1284 yds were covered before the horn went for the end of the run. Coal used was 20.92 ounces putting me in a shameful ninth place.
Run 5. Next up was trials stalwart Wilf McHugh of South Durham with his Alice Class Hunslet, Ransome. Originally built as an 0-4-0ST Wilf has added leading and trailing pony tucks to stabilise the loco and stop it from leaping off the railway when running.
With a trailing load of 994 lbs Wilf made good progress for a time until forced to stop to recover steam. Completing almost eight circuits of the track, 2692 yards for the consumption of 22.19 ounces of fuel Wilf was placed 6th. It might be noticed that this was not as the original issue of the results as Wilf had noted the load shown was 608 lbs when it should have been close to 1000.
A check by the Judge at York John Chambers revealed there had been an error in the transfer of the data and the weights of Wilf and passenger cars had been omitted from the calculation.
The calculation was remade with the correct data and Wilf was elevated to sixth place from eighth.
Run 6. Tom Jones our Chairman had approached the Furness Model Railway Club at Barrow to see if they would be interested in hosting our trials event at some time in the future. Dave Fuller the Chairman of the model engineering section decided he would join us at York to see what it was all about before committing to having us at their track in Barrow and brought his Simplex 0-6-0T as his entry.
Dave had said to me that he didn’t often drive the loco, since when he brought it to the track, other members were invited to drive it, particularly the youngsters, so he didn’t expect to do well.
With a respectable load of 1031lbs, Dave started his run in good order but soon needed to stop to regain pressure. With later stoppages the loco completed just over 5 laps with a coal consumption of 18.1 ounces. This was sufficient to place Dave 7th at the end of the day.
Run 7. A nicely finished GWR 1500 class 0-6-0PT, Speedy to most of us, driven by a young member of the York Society, Charlie Bauckham, was our next runner. Charlie had elected to take a moderate load of 930 lbs.
Initially Charlie seemed to have trouble keeping steam, but soon had things under control and started lapping consistently building up a total distance run of 2549 yards, something over 7 circuits. The coal consumption of 16.83 ounces was the second lowest in the event and put Charlie in 4th position, a creditable effort for a first timer.
This result gave Charlie the President’s Shield, awarded to the best placed newcomer on the day.
Run 8. Our Chairman, Tom Jones of the West Cumbria Guild of Model Engineers has been a regular runner in the trials over many years, with lots of credits for his excellent BR class 2-6-0. Tom’s load was 1115lbs and whilst his run wasn’t continuous, with a short stop at the start of the back straight to recover steam or water at one point, the pace was good and a total of 2718 yards was clocked up in the running time. Coal consumption was 18.91 ounces resulting in Tom being placed second overall,the highest placed 5″ gauge locomotive.
Tom took away the TSMEE trophy for the runner up and the Rocket trophy for the best 5″ gauge runner.
Run 9. Another of our regular runners David Davies of West Cumbria was our final entry in the trial for the Stephenson Memorial Cup. His locomotive, a Sweet Pea 0-4-0ST “Lady Stephanie” made a good run with 1133lbs on the drawbar and completed over 9 laps of the track (3240 yards) on 28.36 ounces of coal, the highest of the day, putting David in 5th position overall.
A separate trial for the 7 1/4″ gauge was run on the ground level track. This is 520 yards long with a ruling gradient of 1 in 75. There is an inner loop line at the north end of the site leading to the station, but for the purposes of the efficiency trial the trains were to run on the mainline only. We had hoped to have two entries for the 7 1/4″ gauge trial , but Dave Henderson had transport problems in the week before the event and had to withdraw leaving Nick Wright a certainty of the trophy if he could complete his run.
Nick’s loco No 534 is a 1/8th scale version of the popular 3 1/2 gauge 0-6-0T Rob Roy described by Martin Evans a Caledonian Railway dock tank which won the 7 1/4″ trophy last year on the home track at Sunderland. Nick’s defending run was made concurrent with that of Charlie Bauckham’s on the raised track as time was getting on and the weather looking as if it was changing for the worse.
With a load of 2355 lbs Nick ran steadily with two stops, one to recover the boiler pressure and water level and the other for an unexpected derailment of a passenger car on the turnout for the loco shed. Whilst there was no obvious cause for this the Judge decided that an extension to Nick’s running time of one minute was appropriate.
With a total running time of 21 minutes the train ran a distance of 2302 yards for 25.43 ounces of coal. Nick was awarded the 7 1/4 Trophy Richard Gibbon announced and presented the trophies as follows
The Stephenson Trophy for the overall winner and the 3 1/2″ gauge Shield to Stephen Duncan of CoSMES
The TSMEE Cup for the runner up and the 5″ gauge (Rocket) Trophy to Tom Jones TSMEE
The 7 1/4″ gauge Cup to Nicholas Wright of CoSMES
The President’s Shield for the best placed newcomer to Charlie Bauckham of YDMES.
My thanks to Richard Gibbon and his members for hosting our 64th trials event. Thanks also of course to the people who did all the work, organising the event, stewarding, and clearing away at the end of the day, with a special mention of Malcolm Lummas who started the ball rolling and John Chambers who was time keeper and a very fair and unbiased judge for the day.
The official results and analysis are attached at the end of this report
Next year we have been invited to the railway of the Furness Model Railway Club who’s 3 1/2 and 5″gauge track is in “The Park” at Barrow. It is a quarter mile long and looks from the videos to have somelong straights and plenty of sweeping curves for us to enjoy.
The proposed date for your diary isSaturday 12th September 2020. Sadly there’s no 7 1/4″ so those of you wanting to run your big locos will have to wait till 2021 when South Durham will once again host our trials.
Photographs from the day follow.
My Thanks to Joe Gibbons, Tom Jones and David Davies for their contributions. Photos not by them are from my camera.
Wishing you All the Best for the coming season and hoping to see you at Barrow next year.
Now the photographs.
Figure 1 Malcolm Lummas started proceedings with “Duchess of Swindon” Figure 2 Joe Gibbons and the Atlantic at speed Figure 3 Stephen Duncan and Britannia Figure 4 Eddie Gibbons and the A4 eventually got going Figure 5 Wilf McHugh going well with Ransome Figure 6 A determined Dave Fuller and SallyFigure 7 Charlie Bauckham and the 15xx – and a full glass Figure 8 Tom Jones and his BR Class 2 powering awayFigure 9 David Davies and Lady Stephanie climbing the bank Figure 10 Nick Wright and 534 well loaded
The Awards
Figure 11 Steven Duncan awarded to Stephenson Memorial Cup for the best performance overall and the Shield for the highest placed 3 1/2″ gauge locomotive Figure 12 Tom Jones receiving the TSMEE Trophy for the runner up and the Rocket trophy for the highest placed 5″ gauge locomotive Figure 13 Nick Wright Awarded the 7 1/4″ Gauge Cup Figure 14 Charlie Bauckham receives the Presidents Shield for the best placed newcomerFigure 15 John Chambers our time keeper and judgeFigure 16 Richard Gibbon in control of the day’s events
And on a lighter note
Figure 17 I know we’re late but I’m not going till you stop blowing that thing! Figure 18 Could this be LBSC’s nemesis?
I’d planned to have something out in October, a respectable three months on from the previous issue, but life has an irritating habit of getting in the way of things. As Edmund Blackadder so eloquently put it – “The path of my life is strewn with cowpats from the Devil’s own Satanic herd”. Be assured, however, that I’ve swept up and what follows is wholly fragrant ….
Around and About the Club
Big things
have been happening out on the grass of late as work has progressed steadily with
building the new Carriage Shed for the raised-track riding trucks. Many cubic
metres of soil have been excavated to prepare the ground for the floor-slab (6m
long by 2m wide by 10cm deep) which sits several centimetres below the
surrounding ground level. Four courses of blockwork are raised on this to
roof-eaves level. A door-frame and sill have been fabricated in steel which
occupy the full width of the track-ward end. Provision is made in the floor to
bring in mains electricity.
Whilst the
ground works for the carriage shed were underway, the area in front of the
locomotive shed was also prepared to accommodate the new dual-gauge traverser
and the slab for this was poured at the same time.
Work also
continues with improvements to the track signalling and point control systems.
Receiving attention now are the points between the station loop and main line
so that these cannot be operated whilst a train is in transit. Additional
train-detectors have been installed in the track and associated cables laid-in
back to the Signal Box where a new cabinet houses the extra circuitry required.
Creosote Day,
Saturday 7th September, witnessed a good turnout of willing helpers
to get this annual maintenance job done. Both ground-level and raised tracks
were thoroughly treated using a combination of spray-guns and brushes.
If you’ve
visited the TSMEE website recently, you’ll have noticed a quite radical change
in appearance and content. John Rowley has taken over the job of webmaster and
is keen to stress that it is, presently, very much “work in progress”. User
feedback and constructive comments are welcomed.
Events …
Open Weekend 27/28th
July
This annual
two-day event was not blessed with particularly good weather. It rained
on-and-off on the Saturday and Sunday was dry but overcast. Nevertheless, there
was a respectable turnout of both TSMEE members and visitors, the latter hailing
from as far afield as Scotland, Cumbria, York and Leeds.
Visiting
locomotives were :– in 3-1/2” gauge BR
“Britannia” 4-6-2, Great Central O4 2-8-0, Freelance 4-8-2 – in 5” gauge “Chub” 0-4-0 Tank, BR Standard 4 2-6-4 Tank,
NER Q6 0-8-0, NER B2 4-6-0 – and in 7-1/4” gauge GWR 14XX 0-4-2 Tank .
Saturday lunch
was Fish ‘n Chips and on Sunday our Catering Stalwarts laid on their usual
splendid buffet.
Trip
down the Tyne 31st August 2019
Six
members joined our party on the “Fortuna” for a cruise down to Tynemouth from
the Quayside in Newcastle. The weather was reasonable, even allowing for the
blustery wind, and we all enjoyed the trip.
There is a full and very informative commentary on the way to Tynemouth. I have made the trip a couple of times over the years and I am amazed by the way that Tyneside industrial heritage has disappeared in a comparatively short time. It used to be the remains of ship yards, dry docks and associated industries all the way to Tynemouth. Now much of the bank-side is wooded and under modern housing. It all looks very different.
The remaining working areas are impressive and Tyne Dock is massive. The Fish Quay and Tynemouth with the Harbour Lights, like much else of the riverside, are becoming tourist attractions. That’s progress, so we all went to the bar and drank to the past. Malcolm Phillips
Trip
to see the G5 at Shildon and the P2 under construction at Darlington, 7th October 2019.
Another
enjoyable day out, perhaps more related to model engineering. Volunteers at
both sites were very helpful and thanks are due to Phil Work who kindly
arranged tea and biscuits at Shildon.
The
G5 is not quite an engine yet, but most of the parts are ready to go together.
The frames, boiler, cab and plate-work just need finishing touches. The bogie
for the 0-4-4 and one set of driving wheels have been finished but the crank
axle has yet to arrive, as manufacture of parts and machining is all done
outside. The group has been working to original plans and has had to make many
patterns, some of which are placed beside the finished castings.
From
Shildon we proceeded to Darlington. The P2, to be named “Prince of Wales”, is a
truly impressive machine. Like the G5 it has yet to go onto its wheels, all of
which have had their tyres polished to a mirror finish. Cab and smokebox are on the frames and the
boiler cladding is set up on frames beside the locomotive as the boiler is yet
to come from Meiningen.
We were told about some of the technical problems – the wheel flanges have been computer designed to ease passage round curves on Heritage Railways and steam distribution will be by poppet valves.
The original Gresley design was not too successful so the designers have used the designs evolved in America after the war which were better. Boiler design has been modified by experience with Tornado and their boilers are interchangeable.
I
do not know what will become of the polished wheels – one of the volunteers
told me that the painters were upset because on its first trip to York of thirty
miles, their beautiful paint finish was spoiled by excess grease and oil coming
out of the axle boxes!
The
NELPG shops were closed so we completed the trip with a visit to the Head of
Steam Museum across the way from the Hopetown works. This is a nice museum with
exhibits of Stockton and Darlington and NER origin. Hackworth’s “Derwent” and
“Locomotion” are well displayed and there are some interesting small exhibits. Malcolm
Phillips
For your diary …
Public Running
Day – Santa Special – Sunday 1st December
Christmas Tea
– Sunday 22nd December
Something a bit different now – Gordon
Bullard has very kindly submitted the following rather interesting article…
An Automatic
Cylinder Drain-cock
Back in the 1980’s over a pie and a pint in a local hostelry, a friend and I were discussing the pros and cons of cylinder drain cocks and associated linkage to the cab of a miniature steam locomotive.
The locomotive he was building had two sets of Stephenson’s valve gear and an axle pump between the frames, together with lubricator linkage which left little room for direct drain- cock rodding. We discussed the possibility of automatic drain cocks and I suggested that a small inverted safety valve type of arrangement might be possible.
A set of small valves was made and fitted, each consisting of a stainless ball which was held on its seat by a small bronze spring. The valves performed well but they looked like upside-down safety valves, which is, of course, exactly what they were.
Clearly, a horizontal arrangement was required which would be more prototypical of full sized practice. So, another set of valves was made in a tee configuration with basically the same internal arrangement but in a horizontal orientation.
These valves worked reasonably well. They certainly cleared the cylinder condensate very efficiently but for some reason when the locomotive was running slight puffs of steam were occasionally noticeable.
Closer observation showed that one of the valves seemed to be working well with no visible leakage whilst the loco was running. With the expectation that the poor sealing of the three sub standard valves was probable due to poor workmanship on my part, all of the valves were disassembled for examination.
I was amazed to find that I had forgotten to put a
spring in the valve that worked perfectly.
The valves were quickly reassembled without springs and found to all
work perfectly. Since then I have fitted
this type of valve onto three of my locomotives with no failures. The last loco was to LBSC’s “Maisie” design
and has run on the club track on numerous occasions. The attached drawing shows the design of the
valve which is made of bar material with a silver-soldered joint.
It took a while to work out how the valve worked without a spring. When the locomotive is stationary any condensation in the cylinder drains down into the valve where the ball is resting on the bottom of the chamber so any water can drain away via the front hole.
When the regulator is opened a combination of condensate and steam enters the valve where the ball is unable to seat properly due to the turbulence in the chamber. A combination of water and steam exits the valve due to this turbulence until all of the water is displaced, which leaves the chamber full of steam which in turn forces the ball onto its seat. It’s as simple as that.
You may well ask what the reduced diameter on the rear
of the valve is for. It is purely there
to improve the fitting visually, disguising the fact that it is just a piece of
simple bar material. For members who
follow full size practice and require drain piping to the locomotive’s buffer
beam, the front of the valve seat could
have a small ME thread machined onto it to take a nut, nipple and associated
pipe.
In conclusion, this simple valve is easy to produce, is fully automatic in operation and requires no linkage to the cab. It would be easy to say that I had a light bulb type of moment concerning this valve’s conception but in reality it came about more by accident than design.
Drain-cocks fitted to 3-1/2″ “Maisie”
Postamble
As I remarked in the previous issue, a
Newsletter requires News, and this one would have been a rather thin affair but
for the contributions of Malcolm Phillips and Gordon Bullard. My thanks to them
both.
Membership Subscriptions will be due for renewal at the end of the year. The cost remains at £35 Single and £45 Family. Our Treasurer Ian Spencer will take payment in cash or cheques (payable to “TSMEE Ltd”).
The Data Protection Bill 2018 embodies the requirements of the EU General Directive on Data Protection and comes/came into force on 25 May 2018
This document describes our approach to the protection of your personal data as required by law
This Society is a small business and is entitled to use the derogations for micro organisations as set out in the law.
As a member of the society, we keep information about you to support you as a member and to support the operation of society activities and for health and safety records
As a member of the public, we keep information about you only as part of Health & Safety incident records.
The above information is classed as our legitimate interest. We keep personal information about any person who contacts us for any reason as the decision by you to contact us requires we retain your personal details so we may respond and maintain a record of that response.
We have procedures to ensure the timely removal of this data but you do not have the right to require the removal of this data at an earlier date.
If you provide us suitable proof of your identity at the time, you may request a copy of the information we hold about you. It will be delivered to you electronically.
You may request we consider corrections you feel are necessary.Please contact our committee member with lead data protection responsibility if you wish to see the data we hold about you.
We do not receive personal data from external parties. If this situation shall change in the future we will review our Data Protection Policy.
We are affiliated to the SFMES. We do not share personal data from our records with the Southern Federation of Model Engineering Societies.
If you are involved in boiler testing as examiner or as owner/carer of a boiler being tested, the records thereof are completed by us for and on behalf of the SFMES and we shall retain a copy of this information.
Earlier this year Stuart Davidson stood down as Newsletter Editor, having held the position for a decade. Our ever-beguiling Secretary asked me if I would like to take over the role and I agreed to give it a shot. After a few weeks, I’m finding out just what a fine job he had done – sourcing editorial content, cajoling contributors and doing all the work necessary to compose the finished article. So, thank you again Stuart.
Around and About the Club
There have been several significant developments at the site over the last six months or so.
Peter Newby and his dream-team of helpers (principally John Lazzari, Norman Blacklock, John Rowley and Dave Nesbitt) have been busy with a number of projects. The most obvious of these are the new flagged patio area and associated retractable awnings. These offer a useful outdoor space for those days when the sun shines and outdoor activities beckon, but grass underfoot is unsuitable.
Excavation of the patio area produced several cubic metres of a rather poor mix of earth and rubble. This was sieved and the good soil distributed around the site. The turf was re-used to tidy up the ground adjacent to the Garden Railway track. The rubble was skipped.
As the awnings could not be attached directly to the building, a steel frame consisting of three uprights and a single horizontal beam was constructed from rectangular-section tube. This is concreted into holes in the “moat” at the bottom and tied back to the roof with straps near the top.
Anchor points have been cut into the patio to secure tie-downs to prevent the wind (an ever-present problem at the site) from lifting the awnings overmuch.
An ingenious arrangement of pulleys and ropes assisted the task of raising the (heavy) assemblies into position and securing them in place. The reverse can be quickly rigged should they ever need to come down for attention.
Elsewhere, the completion of the Carriage Shed and Signal Boxhave much improved the operation of the ground-level track and rationalised some storage issues. The fitting of shelf brackets inside one Carriage Shed wall allowed the relocation of various “long” materials which had hitherto been scattered around the site.
Operationally, another coach (using the bogies from the old “disabled” carrier) has been added to one rake and two Guard’s Trucks constructed. Apart from freeing up two coach seats, these provide Guards with a much better view along their train and are fitted with a brake.
Robin Evans has initiated a programme of improvements to the track signalling and point control systems. The point by the “Tin Hut” which gives access to the Station loop now benefits from additional train detectors installed in the track to lock it whilst a train is in transit. Track-circuit reliability has been improved by welding short stainless-steel strips into the railheads opposite the detector contacts. The associated circuitry is in a new cabinet in the hut. Similar improvements are to be made to the two points leading from the Station loop to the main line.
Three of the four outside benches have been repositioned to improve the seating arrangement in front of the Club House. Being much better aligned, this has also simplified installation of the temporary “chaining” which is used to cordon off the public area on running days.
Our gardeners Jim Scott and Malcolm Phillips continue to keep the grounds looking trim and decorous, and visitors to the site frequently remark on how nice it all looks (better than Exhibition Park !).
Finally, the Club House received its annual clean-and-spruce-up, all done behind the scenes and without fanfare. Kudos to those involved !
Future Works
To further improve operational and storage matters, a few projects are pipelined for the near future.
The Club’s 7-1/4” gauge electric locomotive has been fitted with new batteries after its performance was beginning to fade, but the hoped-for improvement did not materialise. The reasons for this require further investigation.
Another Carriage Shed to accommodate the raised-track riding trucks is to be built adjacent to the swing-bridge that gives access to the steaming bays. This will eliminate the clart-on of railing them every time they are needed and get them out of the “Tin Hut”, freeing up much-needed storage space. Construction will be similar to that of the Signal Box.
The Locomotive Shed (“Bunker”) is to have its door widened so a 5” track can be laid beside the existing 7-1/4” rails to accommodate the Junior Engineer’s 5” gauge electric locomotive. A small traverser will be installed just in front of the door to provide the dual access.
Also proposed is the construction of some 5” gauge carriages for use at ground level.
Both ground-level and raised tracks employ timber sleepers beneath the rails, and timber requires regular treatment to maintain its integrity. It is proposed to organise a working party to get this done, possibly on a Saturday (with lunch provided) to minimise disruption, and preferably sooner rather than later whilst everything is still reasonably dry.
Events…
Public Running Days
These continue to attract good attendances and are a welcome source of additional revenue. They also “fly the flag” for engineering, stimulating conversation and, maybe, inspiring future generations.
Workshop
It has always been the intention that the Workshop be available for members to use the machines in pursuit of their projects. To this end, Steve Lowe, Workshop Manager, conducted some basic instruction in Workshop Safety and Procedures. Potential users were asked to record any previous experience as a basis for further one-to-one instruction as and when appropriate.
Doncaster Model Engineering Show
TSMEE continued its tradition of exhibiting at Doncaster this year. Linda and Brian Nicholls and Peter Newby were in attendance on all three days manning the stand. The response of visitors was generally very favourable, and why shouldn’t it be? On offer were …
John Rowley’s 3” Fowler R3 Road Locomotive, Brian Nicholls’ 7-1/4” gauge Koppel, Sean Bowler’s 5” gauge LNER A3, Keith Pardy’s 5” gauge LNER A4, Eddie Gibbons’ 5” gauge LNER K3 & GNR H4, Gordon Bullard’s 3-1/2” gauge “Maisie”, Jim Scott’s 5” gauge Terrier, Joe Gibbon’s 5” gauge GNR Stirling chassis, Michael Jordison’s 1/16thscale K1 Garratt, Peter Newby’s 16mm scale DeWinton “Alice” & Finger Plate Clamp and the Junior Engineer’s kit-built 16mm scale Roundhouse “Lady Anne” with a rake of wagons built by Robert Hopper, Ethan Morrison and Sam Yeeles.
Elsewhere, on the Competition Stands, was Ian Spencer’s recently completed 5” gauge LNER V2, which won him a Silver Medal in the “5” Gauge & Up” category. Well done and well deserved !
Photographs of the show can be viewed on the TSMEE website under the tab “Events” and you can read about it in articles in “Model Engineer” and “Engineering in Miniature”.
I Mech E Day
This annual event for I Mech E members was blessed with fine weather and attracted a good attendance of individuals and families.
Plenty of locomotives were to be seen on all the tracks – Garden Railway to Ground-level – and there was a fine static display showcasing a wide range of engineering and modelling skills. Rides were on offer on the main line with Dave Henderson’s “Angkor Thom” in charge, and hospitality was completed by a splendid buffet lunch provided by the catering stalwarts Liz Evans, Mary Tomlinson and Helen Yeeles.
Hoppings
When the Hoppings is in town, the City Council provides for the schooling of the Showmen’s children. TSMEE hosted two groups of youngsters – fifteen Nursery and Reception (3-5 years old) and twelve Key Stage 1 (6-7 years old) together with several accompanying adults – providing them the opportunity to see and interact with some aspects of Club activities.
The very young ones were only present for around fifteen minutes, just long enough to give them all train rides.
After a Safety Briefing and Introduction from Linda Nicholls (using Christopher Vine (“Peter’s Railway”) material), the Key Stage 1 children were divided into two groups. One group watched and helped Dave Henderson fire “Angkor Thom” in the steaming bay whilst the other watched Jim Scott and Stuart Davidson prepare “Lady Anne” on the Garden Railway track. Several of them also had a go at the controls.
Ironically, the children are too young to go on most of the Hoppings’ rides so they thoroughly enjoyed trips behind “Angkor Thom” and the Club’s electric loco in the care of Dave Henderson, Robin Evans, John Lazzari and Brian Benton. The whole event lasted around one-and-a-half hours.
The hosts were impressed by the good behaviour of the youngsters, who showed a keen interest and enthusiasm despite the cold !
AGM
At the conclusion of the 2019 AGM, the Committee is composed thus …
Chairman – Jim Stephenson, Secretary – Linda Nicholls, Treasurer – Ian Spencer, Site Manager – Peter Newby, Workshop Manager – Steve Lowe, Programme Manager – Malcolm Phillips, Lay Members – Brian Nicholls, Stuart Davidson, Robin Evans, Brian Benton, John Lazzari and Norman Blacklock
Stuart Davidson took over from John Bolter (to whom belated thanks for past services) as Librarian, with Helen Yeeles as Assistant. Mike Maguire took on the job of Newsletter Editor.
Other Stuff
Boiler Inspectors are presently Ian Spencer, Brian Nicholls, Eddie Gibbons, Stuart Davidson and Gordon Bullard. Anyone requiring their services are asked (firmly!) to make their requests with reasonable prior notice so the work can be sensibly scheduled.
Steaming Bays – operators of locomotives are reminded (again, firmly!) that they must clean up and dispose of any mess arising from using the bays.
Park Access – in an attempt to manage the growing amount of vehicular traffic using the roads in Exhibition Park, the Council has installed a controlled barrier (one of the two original iron gates) at the Park entrance on Claremont Road. Operation is by number-plate recognition, so only those who are registered with the Council (in our case, via TSMEE) are admitted. There appear to be teething troubles presently, with the gate permanently open, but don’t count on it remaining so. If your car is not yet registered, you can do so by contacting the Secretary. The other rules about safe and courteous road usage within the Park still apply. Remember that access is a concession, not an entitlement, and malpractice could have dire consequences for us all.
New Member – A warm welcome is extended to Tim Macdonald who recently joined the Club. Tim has a rather fine 5” gauge GWR 14XX 0-4-2 Tank Engine.
Postamble
Newsletters don’t write themselves – they require input. Acknowledgement and thanks are given for contributions from Peter Newby, Robin Evans, Linda Nicholls and Stuart Davidson.
As this is my first effort, it’s entirely possible that there are errors and omissions. If so, please point them out and I will address them in the next issue.
Contact info …
Newsletter Editor – Mike Maguire – mike.maguire@btinternet.com
Club Secretary – Linda Nicholls – lindanic@sky.com– 01670 816072
