PORT ELIZABETH MODEL RAILROAD CLUB Newsletter
20 June 2021
Father’s Day 2021 Special issue EVERY GAUGE WELCOME!
In this issue:
Father’s Day advertisers, Crafty Arts et al Baldwin’s last Mallet
Motorman train shuttle control Halling’s speedometer; Chester Cathedral Exhibition Severn Railway 1940s & Victory Show
Severn Models Signal box interiors
DCC Concepts’ Cobalt-S switch levers
Cry the beloved Railway part 2
SA Rail Accidents
Trevor Staats, railway cinematographer
High Speed Rail in Africa Hornby in UK TV series PEMRC Calendar & Committee
30 Years ICE
NMRA Virtual Convention
Brain Teaser Solution
Mini World Models Shop online and use this special coupon to claim your unique PEMRC member discount
Dream trains No shipping costs for combined orders of R2000 or more. Shop online and fill your cart, even if less than R2000, then contact PEMRC Graham Chapman, to combine your order with fellow club members and all will save.
Crafty Arts 10% discount via their discount card scheme. Collaborate with Aubrey de Chalain on building dioramas and exhibits in their newly extended premises.
Pebeo Cerne Relief – Outliner The perfect solution for easily adding dimensional embellishments or creating barriers for liquid art mediums in your mixed media artwork. Pebeo Fantasy Prisme Paints This amazing multi-surface paint creates its own cell effects (honeycomb) on almost any surface you apply it to. They come in a range of opalescent colours which can be used on their own or combined with others. Perfect for acrylic pouring, mixed media, jewellery making and other craft projects
Large
selection
silicone moulds, E.g. hot air balloon.
Model paints and scenery
A great introduction to the fun world of model railways for kids is the Hornby Junior Express Train Set. R 899.00
of
Steaming the Last Baldwin
Digital edition powered by Zinio™ and compatible with PC,
Macintosh®, Android™ via Google Play™ app, iOS™ via AppStore SM, and Win8 devices. ON SALE $7.96 from Kalmbach Hobbystore, click on the cover image to order online. Join Editor Jim Wrinn "inside the frigid, cramped, single-track carshop where a volunteer crew tirelessly works to bring back to life the last Baldwin-made steam locomotive for domestic service." In this special issue, you'll get exclusive coverage of the world's largest operating Mallet and the largest articulated steam locomotive in the eastern U.S. upon its winter 2020 debut. Steaming the Last Baldwin covers the railroad upon which it runs, Western Maryland Scenic based in Cumberland, Md., and expands to cover the history and production of one of the big three
American
locomotive
builders:
Philadelphia-based
Baldwin, which produced 1309 as its last domestic product in 1949.
The Motorman – Automatic Reversing Train Shuttle Controller New from Iowa Scaled Engineering, the Motorman is an automatic reversing train shuttle controller for both DC and DCC locomotives. Using TrainSpotter infrared proximity detectors at each end, the Motorman will continuously drive the train back and forth, automatically stopping and reversing at the end of track. With control of the speed, locomotive address, delay time, and many other settings, a fully customized experience can be created. Ideal for train show demo layouts, museum displays, and home layout automation, the Motorman provides an easy, intuitive way to automate the movement of locomotives and trolleys. It comes complete with the control unit containing the display and interactive buttons, a faceplate for mounting the unit to the fascia, a 12V/3A power supply, and two TrainSpotter detectors with 8′ cables. Also available is a track power switch, with an expanded faceplate, to permit use with existing DC or DCC control systems. As with all of our model railroad electronics, the Motorman is open source. The Motorman is an automatic reversing train shuttle controller for both DC and DCC locomotives. Using TrainSpotter infrared proximity detectors at each end, the Motorman will continuously drive the train back and forth, automatically stopping and reversing at the end of track. With control of the speed, locomotive address, delay time, and other settings, a fully customized experience can be created. Features
Control DC or DCC locomotives
Stores settings for up to 15 locomotives
Adjustable acceleration and deceleration rates
Operates any long or short DCC address, including consists
Supports intermediate stops (with additional sensors)
Operates up to 6 accessory decoders based on selectable trigger events
Fully integrated unit with simple, intuitive interface
Built-in track short circuit protection
Optional track power switch for use with existing DC / DCC system Typical Applications
Train show demo layouts
Museum displays
Home layout automation
Instructional videos
https://youtu.be/G7Ngjc8zL5I
Halling Modelle launches model speed meter Designed to be placed lineside on an HO scale (3.5mm: 1ft) layout, the MTS-100 device converts a linear speed into a scale reading in km/h. The reading can be used to set the V-max (top speed) of DCC locomotives to their accurate prototypical top speed, or speed match locomotives when running in a consist (double-headed). The new model speed meter from Halling Modelle is small and wireless, and allows precise measurements, whether at home, at a club, or at exhibitions. "The simple and mobile measuring device allows precise measurements. Just select the scale of the model, and the MTS-100 will directly convert the measured speed to scale km/h." 108, 00 €per Pcs incl. 20, 00% VAT
Making Tracks – Discover the West Coast mainline July 17 @ 10:00 am – September 3 @ 4:00 pm Venue:
Chester
Werburgh
Cathedral,
Street,
St
Chester,
Cheshire CH1 2DY United Kingdom An exciting model railway event chugs into the Cathedral this summer. A superb event for model railway enthusiasts and families alike! Created by railway enthusiast Pete Waterman OBE, and from the builders of ‘Leamington Spa’ this event will present a bespoke model railway that demonstrates the West Coast Mainline – a 74ft OO model featuring the work of Thomas Brassey. Making Tracks – Discover the West Coast Mainline is generously supported by Chester Model Centre – Chester’s family-owned model centre.
SEVERN VALLEY RAILWAY prepares for 1940s weekend The heritage railway announces the return of its 'big band' evening shows, as part of its 'Step Back to the 1940s' weekends this summer, with live Saturday night entertainment. The Severn Valley Railway is to see the return of its 1940s event weekends at its Kidderminster Town station on June 26/27 and July 3/4 with 'big band' evening events. Evenings are said to 'end with a bang', as a simulated air raid takes place. Guests are expected to be 'whisked back in time' and immersed in the heady atmosphere of the 1940s, with the big band sound of the Kalamazoo Dance Band and vintage singer, Hattie Bee.
Thrown into the midst of the Second World War home-front, every mile of the Railway will burst into life with weddings, comedy shows, music, parties, dances, army training camps and an illicit black market deal or two happening at every single station. Keep an eye out for our outstanding re-enactors across the line, including Winston Churchill himself – they’ll have a surprise or two for you. WE NEED YOU to get your tickets, dress up in style, coiffeur your hair and Step Back to the 1940s on the Severn Valley Railway. The fun begins the moment you arrive at your starting station - either Kidderminster or Bridgnorth. Grab your wristbands and step into a 1940s world. You’ll have time to experience your starting station, grab your rations for the day, pick up a drink (or two!) before getting into your private compartment or sitting at your socially-distanced table. The train will visit each site where you’ll have the chance to experience the sounds, sights, smells and tastes of the 1940s – from George Formby ukulele music, dishes of the era or the opportunity to jitterbug and jive. Watch out for the Spivs, trying to shift you their shady goods! You’ll return to your starting station, where the party will continue in either The King and Castle at Kidderminster OR The Railwayman’s Arms at Bridgnorth.
A kit to build a set of signal box interior fittings. Includes 24 levers in two frames, block instruments, bells,
shelf,
and
level
crossing wheel. The signal lever base frames can be
cut down to any number of levers if you need < 24. Each lever can be installed in a forward or back position as desired. Supplied as a flat brass etch kit, requiring assembly & painting.
Cry the Beloved Railway (Part 2) – from the 13 May 2021 Mountain passes Newsletter (If you missed part 1 you can simply go back to last month’s newsletter to catch up) Trygve Roberts Editor - Mountain Passes South Africa https://mountainpassessouthafrica.co.za/
CROSSING THE KRAAI RIVER Twice crossed by the railway line, the West Kraai River crossing is 27 km from Aliwal North. At the time of its construction, it required a fairly substantial bridge, which could only be completed about six months after the completion of the rest of the section. (Pre-dating the production of structural steel in South Africa, bridges had to be imported from overseas, mostly Britain, which incurred long delays.) In March 1925 the original bridge was washed away, cutting New England off, and there ensued a series of three hastily erected temporary bridges, but they in turn were also washed away. On June 25, after a rail interruption of more than three months, a fourth temporary bridge restored regular service. During the first part of the interruption, there were no locomotives on the Barkly East side of the break, and some goods (mostly coal and mealie-meal) had to be transported by trolley. May brought more rain, and the mountains were white with snow. Supplies of food, coal and paraffin ran very low in Barkly East. Before its foundations were damaged, the third temporary bridge remained in service just long enough to allow two engines to cross to the Barkly East side of the break. Passengers had to cross the river in a boat at their own risk and goods were hauled across the river using two aerial wire cables. Partial service was thus restored. One year later, in March 1926, the fourth temporary bridge was washed away and finally a permanent bridge was constructed by 30 July 1926. In exasperation the local newspaper (Barkly East Reporter) cried: “The whole affair has been a glaring example of how not to do things!” At the other end of the line, 11 km from Barkly East, the Kraai River East crossing posed a similar problem as did the Karringmelkspruit. Approaching from the northeast the line descended steeply to cross the Kraai River at a reasonably low level. As the engineers tried to find a solution to the “difficult nature” of the Kraai River East crossing, construction was delayed three months beyond the promised date. Eventually the crossing was achieved by the use of two further reverses. Reverses have inherent disadvantages of slower average speed and limited train length, but they were adopted due to significant capital cost savings when compared to an alternative longer length of line. Six existing reverses on the branch line might have eased the decision to limit the capital outlay. Engineering challenges aplenty
SERVICE FROM 1905 TO 1991 Finally completed all the way to Barkly East, the official opening of the line took place on 12 December 1930 – “Barkly’s Day of Days”. Starting at 10:00, the train with officials entered the station and the customary bottle of champagne was broken on the decorated locomotive. Commissioner, D Hugo, opened the line. Then there followed a public luncheon at 13:00, a fancy-dress carnival at 15:00, free films (“bioscope”) for children at 18:45, dancing in the town hall from 20:00, and free bioscope entertainment for adults from 21:00. Market Square was decoratively illuminated. “It is only once in the lifetime of a town that such an occasion as that which occurred on Wednesday last can be celebrated”, exclaimed the Barkly East Reporter. By transporting agricultural products to urban areas, and providing rural access to industrial commodities, provision of rail access has always been seen as an instrument of national development. Following this philosophy, many earlier railway lines were approved despite doubts that they would ever pay their way. Branch lines, in general, performed poorly. In 1906, for example, only two of the then 22 branch lines in the Cape system were profitable if capital redemption was included. Almost at the bottom of the list in terms of profitability was the Barkly East branch line. At the start of construction in 1903, the line had to compete with ox wagon traffic, which was still very much alive and well at the time, until legislation in 1909 removed ox wagons as an economic threat (and a local livelihood). But by the line’s completion in 1930, a new competitor had arrived in the form of motor transport, against which it would steadily lose ground throughout the ensuing 60 years. For economic reasons regular service was finally discontinued in 1991.
THE ACCIDENT OF 1992 On Saturday 10 October, during the 1992 Lady Grey Spring Festival, an entertaining race between train and runners was organised between Melk siding and Lady Grey. Upon the return of the train to Lady Grey, an evidently inebriated passenger illegally entered the cab of the locomotive, pushed the driver aside and pulled the regulator to full speed on a section posted with a 30 km/h restriction. By the time the train entered a sharp curve, speed had increased to 76 km/h and the locomotive and five coaches derailed in a curved cutting. Between the locomotive and the coaches behind, the first coach was crushed, killing five people instantaneously – the Lady Grey station master, his wife, and three children from the area. Four days after the accident the engine driver succumbed. A further 38 people were injured. Subsequently, erected
at
a
monument
the
scene
of
was the
derailment. Following this accident, for similar future trips it was impossible to purchase insurance at reasonable rates. However, exactly nine years after the accident, on 10 October 2001, Bushveld Train Safaris ran the ultimately last trip over the line, a commemorative
passenger
train,
after which the line was closed and no further
trains
were
run.
A PLACE TO VISIT Unsurprisingly, the writers highly recommend a visit to this unique part of South Africa’s railway heritage, incorporating, as it does, the only remaining railway reverses (the other two, between Volksrust and Newcastle, and near Van Reenen, were eliminated by subsequent realignment and upgrading). Testament to the local custodians of the line, the Barkly East branch, though long disused, remains intact and complete. Being “lovely beyond any singing of it”, the area will attract further railway
enthusiasts
and
other
tourists.
Friendly farmers allow, by appointment, hiking along the line which mostly lies close to the main road. Furthermore, two heritage sandstone bridges built in the 1890s, both national monuments, are located close to the railway line.
In addition, celebrated high road passes, rock art, birding opportunities, fly fishing and modern rugged outdoor activities are supported by a range of accommodation Certainly
the
interested
in
opportunities. BERRT all
group
possibilities
is for
resurrecting use of this branch line, perhaps by draisines and rail-bikes. The 7th and 8th rail reverses are visible from the Tierkrans Pass. Views from the pass with the old rail reverses clearly visible Photo: Mike Leicester This beautiful pass is cut into the side of a mountain, and angles down from a high plateau in the New England area to terminate at the historic Loch Bridge over the Kraai River. This part of the world is famous for its wonderful scenery, and in this case the pass also offers up spectacular views of the reverses and the rail bridge belonging to the now-defunct railway that was built through this gorge. The road is in a mostly good condition and is suitable for all vehicles, except perhaps in very wet weather. The pass itself is fairly substantial, with a length of 3.6 km and a height difference of 172 metres. “Tier” translated from Afrikaans means “Tiger”, but, as everyone knows, there are no tigers in Africa. The word was often used in days gone by as a name for a leopard, so a correct translation of the pass name would be “Leopard Cliff Pass”. The Wartrail and New England areas are steeped in history. The region was originally inhabited by the San, who lived in nomadic hunter-gatherer family groups, and their legacy remains today through abundant rock art sites in the district. After the 1820 settlers had arrived in Port Elizabeth, a number of them moved northwards to populate this area; in fact, many of the farms in the region are owned by their 3rd or 4th generation descendants. The region was first surveyed in 1861 by Joseph Orpen, an Irishman, whose descendants still live in the area today. The names of some of the farms include Ben Nevis, Glen Gyle and Pitlochrie, which indicates that the area was reminiscent of the Scottish Highlands. There is even a Loch Ness dam below Tiffindell, and although no living monsters have been spotted there as yet, there are dinosaur fossils in the area dating back over 180 million years ago to the Jurassic Period.
Old rail bridge over the Kraai River Photo: Mike Leicester Railway Reverses Along the mountainous border of Lesotho, between Aliwal North and Barkly East, runs what was arguably the most scenic branch railway line in South Africa. The line was constructed in four sections over a period of 28 years, spanning from March 1903 to December 1930. Construction of the final section, from New England to Barkly East, only started in 1928, because of delays caused by serious doubts about the economic viability of branch lines in general, World War I, and the sinking of a ship called Mexico loaded with building materials whilst en route from the UK. A German woman living in the area came up with the idea of using reverses rather than bridges and tunnels to negotiate the mountainous terrain. This meant that the trains had to zig-zag by manoeuvring forward and backwards up and down the steep inclines, which was slower, but had the advantage of being much cheaper to construct. A total of eight reverses were built along this line, and two of them (numbers 7 and 8) are clearly visible from vantage points along the Tierkrans Pass. There are only three other examples of these type of reverses remaining in the world today. The 7th and 8th rail reverses Photo: Mike Leicester Instructions were issued for the commencement of the construction of the Loch bridge during 1889, but a suitable site still had to be found. When a position had been selected, Joseph Newey, the District Inspector at King Williams Town, was instructed to complete designs for both ironwork and stone masonry type bridges. The estimated cost of a stone masonry bridge of £ 14 000 was approved, especially as Newey had found a good quarry site within half a mile of the site. Construction commenced in the middle of November 1891, the last arch was keyed in on 5 December 1892, the bridge was finally completed about the middle of March 1893, and the approach roads were finished in September 1893. There were 24 stone masons, three carpenters, and about 150 labourers employed on the works, and some 300 more were kept on the work of the approaches on either side. The bridge consists of five elliptical arches of 12 metres each, the length of the masonry is 80 metres and the full length of the bridge is 195 metres. The roadway is 5 metres wide and is 13 metres above the riverbed. Wing walls were added to the bridge after floods in January 1898 damaged the abutments.
The final total cost of the bridge amounted to £ 14 722, while compensation costs of £ 1 509 were paid out to adjoining landowners
after
arbitration. When the last stone was laid, there were only two left out of the thousands that were cut. The beautiful Loch bridge - a national monument / Photo: Mike Leicester The official opening of the bridge took place on Wednesday 6 December 1893. The bridge was opened by Mrs Gie, the wife of the Civil Commissioner and Resident Magistrate of Barkly East, Mr J C Gie, amid great festivities attended by almost a thousand people. A plague on the parapet wall has the following inscription: “Built by the Public Works Department, WILLIAM MAGEE GRIER, M.I.C.E., Chief Inspector, under the immediate supervision of JOSEPH NEWEY, M.I.C.E., District Inspector, WILLIAM BIRNIE, Clerk of Works, 1893.” The bridge was named after the Governor of the Cape Colony, Sir Henry Brougham Loch. It has been declared a national monument, and is one of the few bridges of this type still in use today.
Crossing Loch bridge / Photo: Mike Leicester Our visit resulted from a suggestion by Mike Johns; Francis Legge provided transport; Johan De Koker proposed preparation of this article; Johannes Haarhoff conducted the research and wrote the draft; with Bill James as picky technical and language editor. A list of documentary sources is available from the BERRT members. Photographs not specifically credited were taken by the 2012 BERRT group. The full story and photos originate from the May 2013 edition of the "Civil Engineering" magazine and was submitted by Allison Sykes
SOUTH AFRICAN RAILWAY DISASTERS
From “South Africa’s Yesterdays, published by Readers Digest. July 17, 1932 – South Africa At Leeuwdoringstad, southwest of Orkney, a freight train is destroyed by the explosion of over 300 tons of dynamite in 52 wagons. Two craters 40 feet (12 m) deep are left, 5 people killed, 7 injured, and 250 yards (230 m) of track destroyed, damaging nearly every house in the town and killing numerous live stock. The goods train was delivering explosives from the Cape Explosives Factory to Johannesburg. There were 31 trucks loaded with 10685 cases. Just outside the station, about 1 km down the track, the driver noticed a cloud of smoke coming from one of the trucks in the middle of the train. He immediately stopped the train and was about to get down from the foot plate when an almighty explosion occurred, well actually a succession of explosions as each truck in turn got blasted. Miraculously the driver and his fireman escaped unharmed and managed to uncouple the engine and take it into the station to warn the people there that there could possibly be more explosions. The guardsman, Sarel van Wyk, was not so lucky and he was blown to pieces. A nearby farm house received the full blast and four people in there were killed instantly as well as most of the livestock. The board of inquiry found that the initial fire was due to the trailing axle of the first dynamite truck had become hot and ignited the grease and oil in the axle box. And what saved the driver and fireman was that by regulation there had to be three empty trucks between the engine and the first explosives truck. https://ruralexploration.co.za/Leeudoringstad.html
TREVOR STAATS aka “Steamfreak”
Steam
train
enthusiast
and
vivid
cinematographer
https://www.youtube.com/c/steamfreak3450/ Trevor grew up in Melbourne, and moved to South Africa in early 1993. He was heavily involved with Friends of the Rail in Pretoria for many years, before moving to Cape Town in 2001; lived there for 2 further years before returning to Australia in late 2002. He pursued much of the remaining steam in South Africa, Zimbabwe and Botswana while in SA and returned in 2017 for Stars of Sandstone which was fantastic! Steam preservation is alive and well in Australia. The Southern Steam Spectacular held in May 2021 was a steam safari that used 8 different broad gauge (5’3”) locomotives on journeys to the outer reaches of the Victoria broad gauge network. Well known NSW locomotive 3801 has also been touring around NSW, visiting many regional towns which has been very popular. These days, while he is not chasing trains, Trevor runs an IT business in regional Victoria, and a small business producing 3D-printed model railway products, primarily Victorian Railways (Aus.) items at present – you can see the type of thing here: https://models.steamfreak.com Trevor has been quite busy making these models for people all around Australia.
Ctrl+Click on the image for the video on YouTube Southern Steam Spectacular, Victoria, Australia, May 202 R711 & R761 Melbourne to Ballarat,
South African Steam & Snow - 19B & 19D Willowmore - Toorwaterpoort - Oudtshoorn - August 2002
Riding the Reverses - 19D 3323 on the Barkly East Branch
30 YEARS OF THE ICE
On May 29, 1991, six ICE 1 trains converged in Kassel-Wilhelmshöhe from different directions and officially inaugurated the era of highspeed rail travel in Germany. With a symbolic push of a button, Richard von Weizsäcker, Federal President at the time, sets the signals to green for a new railway age in Germany this day at 12 noon.
The path to this event was paved by a comprehensive phase of research and development dating back to the 1970s conducted by the Federal Ministries for Transportation and for Research and Technology, Deutsche Bundesbahn (today Deutsche Bahn (DB)), and a consortium of companies. The goal of the project, in addition to the systematic research for a suitable wheel-rail system, was the development of a high-speed trainset comprised of two locomotives-like power cars and passenger cars that could reach speeds between 300 and 350 km/h. The power cars were developed by an industrial consortium, led by Krupp Industrietechnik, with Krauss-Maffei and Thyssen Henschel. AEG, BBC and Siemens were responsible for developing the electrical equipment. The Krauss-Maffei locomotive business was acquired by Siemens in 2001.
Left to right: Four generations ICE 1, 2, 3 & 4 (2016)
1985: InterCity Experimental (ICE/V) – Class 410 In March 1985, the aerodynamic power cars of the InterCity Experimental, class 410, were turned over to DB. Together with
a
measurement
demonstration
car
passenger
and
two
cars,
the
experimental train began practical testing in 1986. Some of the components were taken over from class 120 locomotives. A new pantograph was developed for the top speeds of 350 km/h. Power cars and passenger cars were braked for the first time with wear-free eddy current brakes and disk brakes; the power cars were also equipped with regenerative brakes to recuperate braking energy and feed it back into the power line. Test runs were conducted beginning in 1986 on a section of the new high-speed line from Hanover to Würzburg. On May 1, 1986, the train set a new speed record of 406.9 km/h between Würzburg and Mottgers, surpassing the previous record of the French TGV by 26.5 km/h. 1991: Intercity Express ICE 1 – Class 401 The successful tests of the Intercity Experimental led in mid-1987 to the signing of 13 principal contracts between Deutsche
Bundesbahn
and
the
manufacturers of the experimental train and
other
component
suppliers.
Siemens, together with AEG and BBC, was responsible for the electrical equipment of the power cars. Experience gathered from the comprehensive test runs was incorporated in the construction of the ICE 1. DB ordered 60 trainsets in a number of tranches: Each trainset comprised two 280- km/h power cars with two double-axle bogies and 9,600 kW output, together with twelve passenger cars in first- and second-class configuration, and a dining car with a raised roof. The pressure-tight trains, so designed because of the many tunnels on the high-speed lines, are 358 meters long and have currently 703 seats. Siemens equipped the power cars 401 051 to 401 090 and 401 551 to 401 590 with GTO inverters, each with an output of 2,400 kW. By employing GTOs rather than thyristors, the number of semiconductors could be reduced by 90% and the power car weight was reduced by roughly two tons. The first power car, numbered 401 001, was handed over to DB on September 26, 1989 at the Krauss-Maffei factory in Munich-Allach, today Siemens’ locomotive factory. Duewag, acquired by Siemens in 1989, produced around one-quarter of the comfortable passenger cars – 168 out of a total of 694 – at its Krefeld factory. They offered a completely new level of travel comfort, with music and radio programs available at every seat and a passenger information system on LCD displays.
On June 2, 1991, DB inaugurated regularly scheduled high-speed service with the first 19 ICE 1 trains. The new high-speed lines Hanover-Würzburg (324 km) and Mannheim-Stuttgart (99 km) shortened travel time on north-south connections by one to two hours. The highly comfortable trains were so popular with the public that a thirteenth passenger car sometimes had to be added. 1996/1998: ICE 2 – Class 402 For economic reasons, DB decided in favour of operating so-called half-trains on the newly planned ICE lines BerlinHanover-Cologne, and Berlin-HanoverBremen; this enabled DB to revive the practice of splitting trains when needed. The practice has continued to this day, where, for example, two ICE 2 trains from Berlin are separated in Hamm and continue as split trains via the Ruhr Region to Düsseldorf or via Wuppertal to Cologne. The 44 trainsets of this ICE generation are comprised of a power car, six passenger cars and a cab car. The power cars of the class 402 trainset generally correspond to those of class 401, but have an automatic coupling behind the nose hatch which allows the half-trains to be uncoupled or coupled without manual assistance. The bodies of the power cars were built at ABB in Kassel and Krauss-Maffei in Munich and completed by Siemens in Essen. Krupp Verkehrstechnik in Essen has been owned by Siemens since 1996. Part of the passenger cars – a total of 121 1st and 2nd class open plan cars in the class 806 – were produced at Siemens’ subsidiary Duewag in Krefeld. The newly developed cab cars were built by ARG in Nuremberg. The ICE 2 trains, only 205 meters long, have a new dining car without a raised roof. The first trainsets were put into operation beginning on September 29, 1996 on the Frankfurt/Main-Bremen line. Since 1998, the ICE 2 has dominated the growing high-speed network that since also includes the Hanover – Berlin line. 1999 – 2001: ICE 3, Class 403 and Class 406 Requirements for the new high-speed line between Cologne and Rhine/Main – with inclines of up to 4 percent, a desired top speed of 330 km/h, and an axle loading gauge limited to 17 tons to meet international standards
–
led to a
completely new concept for the ICE 3: a high-speed trainset with traction motors distributed underneath the whole train. The trainsets, developed in a consortium with Adtranz (ABB Daimler Benz Transportation) led by Siemens, have many advantages compared to their predecessors. The ICE 1 as well as the ICE 2 were driven by one or two power cars with four axles each. Since the four axles of every second ICE 3 car are driven, the trainset can accelerate faster with less power and, during generative braking when all eight
traction motors function as generators, feed power back into the overhead line. Another advantage is the higher number of seats for the same train length. ICE 3 is the first European high-speed train in which the traction motors, transformers and inverters are all installed underneath the train. A powered end car with driver compartment, an unpowered transformer car and a powered inverter car comprise a functional unit. The symmetrical train halves are each supplemented by a passenger car. The roughly 200-meter-long trainset has a top speed of 330 km/h. Along with the currently 49 single-system trains in class 403 developed for the 15 kV/16.66 Hz overhead power system used in Germany, Switzerland and Austria, DB also operates 13 multisystem trains in international service with the Netherlands, Belgium and initially also France. In addition, Nederlandse Spoorwegen (NS) has three trains from the same class in service. For the first time in Europe, the unpowered cars of these high-speed trainsets are equipped with eddy current brakes. And for the first time, the trains have environmentally friendly air conditioning systems that operate without chemical coolants. The trains have a passenger information system. The lounge in the first class end car offers an open view of the rail line through the driver’s compartment as well as space for additional seats. 1999 – 2000, 2004: Tilting ICE-T, Class 411 and Class 415 Parallel to the ICE 3, the IC NeiTech consortium, led by Bombardier DWA, with Duewag, Fiat and Siemens, developed tilting electric multiple-unit trains. They are similar in design to the ICE 3 and are used on older and especially curvy rail lines in order to shorten travel times by ten to 20 percent. Higher speeds on curves are achieved by using a tilting technology developed by Fiat that tilts the train at an angle of up to eight degrees toward the inside of the curve. The system enables the train to tilt like a motorcycle rider in a curve and thus compensate for higher centrifugal forces on the passengers. As with the ICE 3, the traction units of the 230 km/h ICE-T are installed beneath the train. To ensure an even distribution of mass in the train, the end cars contain the transformers and pantograph. In curves, the pantographs don’t tilt with the car, but flexibly move to remain parallel to the overhead line. The motorized cars have two traction motors: each drives one axle per bogie via cardan shafts. The middle car with bistro or restaurant is unpowered. DB initially ordered 32 seven-car and eleven five-car tilting ICE-Ts, and later introduced them to ICE service on curvy routes beginning in 1999. DB received 28 additional class 411 trainsets, also designed for top speeds of 230 km/h, beginning in 2004. 2013: ICE 3, Class 407 For its international high-speed traffic, DB ordered the Velaro D, a new generation of multisystem trainsets designed for speeds up to 320 km/h, from Siemens in 2009. The train is based on the concept and experience of the ICE 3 and the variants that are successfully operating in Spain, China and Russia. The 17 ordered ICE class 407 trains have end cars with a distinctive, sleek nose and a higher roof for optimized aerodynamics that reduces
energy consumption and offers other advantages. The trainsets have 30 more seats than in the multisystem ICE 3, making it more economical to operate. The body shells are aluminium. The configuration of the seats and tables can be freely arranged according to need along wall and floor tracks in the 18-meter long available space in the cars. The flexible interior design of the new ICE 3 class 407 makes the train future-proof, since the seating requirements and interior design will certainly change a number of times over the train’s minimum service life of 30 years. 2016: ICE 4, Class 412/812 When DB ordered 137 ICE 4 trainsets since 2011, the primary requirement for the design was to ensure the greatest possible flexibility in train configuration and performance. The trains, initially given the working name ICx, differ from the previous ICE models through their new traction concept. So-called power cars provide traction, and these units can be located in the ICE 4 trainset according to the power needed and the train’s length. About half of the trainset can be comprised of power cars that have two powered double-axle bogies and also contain nearly the complete traction equipment with transformers and inverters. Only the pantograph is located on one of the passenger cars. In addition, the ICE 4 has end cars with driver compartments, a restaurant and a service car. The cars are to be delivered in part by Bombardier (now part of the Alstom Group). The ICE 4 variants include, for example, a seven-car train with three power cars and a top speed of 250 km/h, as well as a twelve-car configuration with six power cars and a thirteen-car train with seven power cars both capable of reaching up to 265 km/h in the future. With a total of 918 seats, the thirteen-car ICE 4 offers more seats than any other ICE before. A new ICE 4 is currently being added to DB’s long-distance fleet every three weeks. To date, Siemens Mobility has delivered 75 of the ICE 4 trains ordered by Deutsche Bahn. The first ICE 4 trains have been in passenger service since 2016. 2022: ICE 3 Neo Beginning in 2022, 30 new high-speed trains will strengthen DB’s long-distance fleet. In July 2020, Deutsche Bahn awarded Siemens Mobility a contract worth about one billion euros for the trains. Technically, the new train is based on the proven Velaro platform of the ICE 3. It has 439 seats and a top speed of 320 km/h. Features like frequency-permeable windowpanes for stable cell phone reception and spaces for bicycles on every train offer greater convenience. The first trains are to be delivered end of 2022. This press release and additional material are available at www.siemens.com/press/30yearsICE
“In just 30 years, 330 trains have managed what otherwise only celebrities from sports, music and politics can do. The ICE is an absolute star, the synonym for high speed on the rails. It is part of our everyday life like the carnival in the Rhineland, the port in Hamburg and the currywurst in Berlin. The ICE has become an integral part of our lives. ”Dr. Richard Lutz, DB CEO Today, the ICE no longer only stands for fast travel times and high travel comfort, but like no other train for climate-friendly mobility: The reason for this is that DB's long-distance transport runs on 100 percent green electricity. The ICE connects the metropolises without traffic jams and is thus the symbol for a green future in Germany. “The ICE is a key factor in the mobility transition. Without it, the goal of doubling the number of long-distance passengers to 260 million travellers in the next few years would not be achievable,” says Richard Lutz. Inside the cab of an ICE 3 The series over time The first generation trains are still reliable underway on the high-speed lines. At the same time, the latest ICE trains are real computers on wheels and represent the latest Rail transport technology Made in Germany. The ICE fleet consists of several series (BR), designed for different purposes. The number of seats varies from 250 at five-part ICE-T to 918 for the thirteen-part ICE 4, the XXL-ICE. 1991: ICE 1
The ICE 1 (BR 401) still has two classic power cars, i.e. locomotives at the ends of the train. With initially up to 14, now 12 cars, it was designed for routes with a high number of passengers. The train is currently undergoing further modernization and thus its third spring in order to be ready for use until at least 2030.
1996: ICE 2
In 1996 the ICE 2 hit the rails. Outwardly very much like its predecessor and just as fast at 280 km/h, he decreed but only one power car and seven cars, one of them the Control car. Since two train units can be coupled together (double traction), use on so-called wing lines is possible, such as Berlin – Cologne / Düsseldorf. Part of the route is driven by both parts of the train, which are then separated in a station and continue to two destinations; more direct connections without changing trains can now be offered to passengers.
1999: ICE-T
From 1999 the ICE-T capable of 230 km / h, was launched. The Fleet with five (BR 415) and seven wagons (BR 411) which can also run in double traction. This trains are distinguished by two special features: a tilting technique, permitting higher travel speeds on winding routes and a distribution of the drive technology over the entire train, creating more space for the passengers.
2000: ICE 3
With the ICE 3 (BR 403), the DB advanced into the 300-kilometer league in 2000. The very fast train could do this speed for the first time in 2002 on the high-speed line Cologne Rhine / Main. With its drive system distributed over several axles throughout the train and its powerful engine, the ICE 3 was made for this mountainous route. The multi-system variant (BR 406) enabled cross-border traffic to the Netherlands, Belgium and France.
2016: ICE 4
The ICE 4 (BR 412) has been rolling over the tracks with passengers since 2016. The train is available in 7, 12 and 13-part versions, and the maximum speed is 250 km/h. For the longer trains, it will be increased to 265 km/h in order to better catch up on possible delays. The youngest offspring of the ICE family is characterized above all by the innovative drive concept: For the first time, the entire drive technology is concentrated in individual cars (so-called power cars), which means that variants of different lengths can be created with more flexibility. The 137 trains in the end will form the backbone of DB's long-distance traffic for years to come.
THE ICE FLEET
Series; date commissioned; # units; # seats; max km / h
Number at the beginning of the year; available soon; including 3 trains of the NS
Sources:
https://www.youtube.com/watch?v=IeI0G4fft3I https://en.wikipedia.org/wiki/Intercity_Express https://schwerpunkt.deutschebahn.com/themen https://press.siemens.com/global/en/feature/30-years-ice
The man in Seat 61 https://www.seat61.com/trains-and-routes/ice.htm Here you will find a very detailed review of the ICE train service in Europe, complete with booking information, ticket prices, seat layouts, meal menu, pictures and videos. This is the go-to site for international train travel.
Scale models Various ICE train scale models in several scales have been produced by Arnold, KATO, Märklin, Fleischmann, Roco, Trix, Mehano, PIKO and Lima, in both HO and N scale.
ROCO HO 51319 - Analog Start Set: ICE 2, DB AG
MÄRKLIN BR 403, DB AG Gauge H0 - Article No. 37788 ICE 3 Class 403 Powered Rail Car Train
FLEISCHMANN HO 746002 - 3-piece set: Electrical multiple unit ICE class 411, DB AG
ICE 4 PAPER Model This model, sourced from Pinterest, is available from the editor as a jpg file of 2000 x 2000 pixels, which at 72 DPI will print as a 70 x 70 cm print.
THE ESCHEDE TRAIN DISASTER OF 1998 The Eschede derailment occurred on 3 June 1998, near the village of Eschede in the Celle district of Lower Saxony, Germany, when a first generation ICE high-speed train derailed and crashed into a road bridge. 101 people were killed and 88 were injured. It remains the worst rail disaster in the history of the Federal Republic of Germany and the worst high-speed-rail disaster worldwide. The cause was a single fatigue crack in one wheel that, when it failed, resulted in a part of the wheel becoming caught in a set of points, effectively changing the setting of the points whilst the train was passing over it. This led to the train's carriages going down two separate tracks, causing the train to derail and crash into the pillars of a concrete road bridge, which then collapsed and crushed two coaches. The remaining coaches and the rear power car crashed into the wreckage. Following the crash, all ICE wheels of that design were redesigned and replaced.
HIGH SPEED RAIL in AFRICA Mombasa–Nairobi Standard Gauge Railway Taking the train across Kenya... The old narrow-gauge Lunatic Express was the classic way to travel between Nairobi and Mombasa, overnight in a sleeper. In 2017 it was replaced by a fast daytime standard-gauge railway built with Chinese help, the new fast way to get between these cities - spotting big game while you travel! Passenger trains called the Madaraka Express now take just 4 hours 30 minutes, operating at up to 120 km/h (75 mph) with 1,200 seats per train. The new Standard Gauge Railway (SGR) opened 31 May 2017. What are the new SGR trains like? The SGR uses modern air-conditioned cars made in China. 1st class has spacious reclining seats arranged 2+2 across the car width, with fold-out tray tables and power sockets for laptops & mobiles. Complimentary water is available. Standard has seats arranged 2+3 across the car width. There is a buffet car with table seating area serving drinks and snacks, reportedly now restricted to 1st class passengers only. There are strict security controls before boarding, glass bottle and metal tools such as Swiss army knives are not allowed. https://www.seat61.com
https://en.wikipedia.org/wiki/Mombasa%E2%80%93Nairobi_Standard_Gauge_Railway The Mombasa–Nairobi Standard Gauge Railway is a standard-gauge railway (SGR) in Kenya that connects the large Indian Ocean city of Mombasa with Nairobi, the country's capital and largest city. This SGR runs parallel to the narrow-gauge Uganda Railway that was completed in 1901 under British colonial rule. The East African Railway Master Plan provides for the Mombasa–Nairobi SGR to link with other SGRs being built in the East African Community.
Built at a cost of US$3.6 billion, the SGR is Kenya's most expensive infrastructure project since independence. The prime contractor was the China Road and Bridge Corporation CRBC, which hired 25,000 Kenyans to work on the railway. CRBC's holding company, China Communications Construction Company is contracted to operate the line for its first 5 years. An extension from Nairobi to Naivasha was completed in October 2019 making the line's length to 578.8km. The first fare-paying passengers boarded the "Madaraka Express" on Madaraka Day, 1 June 2017, the 54th anniversary of Kenya's attainment of self-rule from Great Britain. Commercial freight services began on 1 January 2018. Passenger uptake has exceeded expectations, with the train carrying 2 million riders in the first 17 months of operation. By November 2018, the SGR was operating 30 freight trains and 4 passenger trains per day. View this video on YouTube: https://youtu.be/VM0L9VBIcy0
Morocco, Algeria and Tunisia
A trans-Maghreb high-speed rail line linking Morocco, Algeria and Tunisia is being planned. The project is expected to begin in Morocco and move towards Algiers, and finally reach Tunis. However, the difficult historical relations between Morocco and Algeria make the project not immediate. Part of this project line has opened as of November 2018 in the high-speed rail AlBoraq, between Casablanca and Tangier, in Morocco and is the first of its kind on the African continent. By 2040, Morocco
additionally is planning to build a route from Kenitra to Marrakech for 40 billion MAD, and a route from Marrakech to Agadir for 50 billion MAD.
Egypt On 12 March 2018, Egypt's Transport Minister Hisham Arafat said that Egypt is in the process of launching a new high-speed railway linking the Mediterranean and the Red Sea with the participation of more than 10 international companies. In September 2020, a Chinese-Egyptian consortium consisting of the China Civil Engineering Construction Corporation and the Egyptian Samcrete and the Arab Organization for Industrialization won a US $9 billion to build a 543-km-long highspeed railway capable of top speeds of 250 km/h. The electric-powered trains would be manufactured in Port Said with a Chinese technology transfer to Egypt. The 6th October City, through southern Cairo to the New Administrative Capital, and end in Ain Sokhna on the Gulf of Suez of the Red Sea. As of January 2021, surveying and route planning have been completed and construction is underway to build bridges and
track. This initial segment is intended to be used for both passengers and freight, and is projected to cost US $3 billion with a completion date of 2023. On 14 January 2021, a Memorandum of Understanding was signed between Siemens Mobility and the National Authority of Tunnels, an authority under the Ministry of Transportation of Egypt to design, install, and maintain Egypt's first high-speed rail system. A second line is planned between Alexandria and Borg El Arab. A third line is then planned in the south from Hurghada through Safaga and Qena, ending in Luxor. The fourth announced line would link Sixth of October City to Luxor and on to Aswan. The entire network is projected to cost US $23 billion.
South Africa On 7 June 2010, Minister of Transport Sbusiso Ndebele said that plans were seriously being considered for a high-speed line from Johannesburg to Durban. The line would reduce the current journey time from 12 hours to about 3 hours. The 721 km line would involve major engineering challenges, including traversing the Drakensberg mountains. A high-speed line from Johannesburg to Cape Town is also under study. https://en.wikipedia.org/wiki/Proposed_high-speed_rail_by_country#
UKTV has commissioned Rare TV to produce “Hornby: A Model World”
In 10 60 minute episodes for its leading factual channel Yesterday. The new UKTV Original series is an observational documentary following iconic British miniature model maker Hornby. Currently in production, the fascinating new series follows Hornby’s staff of dedicated engineers and model makers as well as collectors and model shop owners.
Based at the company’s HQ in Kent, Hornby: A Model World is a nostalgic look at the world’s most famous modelling company, home to Hornby Railways as well as the Corgi, Airfix and Scalextric brands. With multiple new product launches, the immersive series documents the ups and downs of trying to get these much-loved collector’s pieces to their customers on time and on budget, exploring how, by studying the original full-sized machines, these replicas are faithfully reproduced in miniature with incredible attention to detail. The series also features a passionate community of collectors and their layouts; whose expertise and knowledge is invaluable to the company. The UKTV Original series has been commissioned by senior commissioning editor Helen Nightingale and ordered by Yesterday channel director, Gerald Casey. The series is produced by Rare TV and the executive producer is Emma Barker. Flame Distribution handles worldwide sales outside UK and Eire. UKTV's Helen Nightingale said, “At Yesterday, we’re always on the lookout for hidden stories with fascinating history and passionate people, so we’re thrilled to work with leading factual producer Rare TV to share an exclusive behind the scenes look at Hornby, a quintessentially British institution.” Rare TV’s Emma Barker said, “Hornby have welcomed us into their wonderful world and we’re delighted to be sharing it with Yesterday’s audience. It is the perfect home for the programme.” Yesterday's Gerald Casey said, “Since 1920, Hornby has inspired a cult-like following amongst hobbyists and Yesterday viewers are going to love rolling into this world of British model-making, with its fastidious attention to detail, skilled engineers and passionate super collectors.” Flame Distribution’s SVP Acquisitions Philip Barnsdall-Thompson added, “As Hornby recently celebrated its centenary year, this exclusive access series promises to reveal all about this iconic company and will no doubt enchant model enthusiasts the world over.” Hornby: A Model World is filming now, adhering to all COVID-19 procedures and regulations. The series will air on Yesterday later in 2021 and will also be available to catch-up on UKTV Play.
No._1_ (SAR_Class_16CR_821) _St.Helena_Gold_Mine_050581
Registration for the virtual NMRA 2021 National Convention is $49.00 for all five days, from Tuesday, July 6 to Saturday, July 10, 2021.
8AM PDT = 5 PM SAST 10PM PDT = 7 AM SAST http://pcrnmra.org/NMRA2021/
PEMRC CALENDAR PEMRC is not organising any group activities during the pandemic
COMMITTEE 2021: Chairman:
Roel van Oudheusden
roelvanoza@gmail.com
Treasurer:
Attie Terblanche
terblalc@telkomsa.net
Clubhouse: JP Kruger
juanpierrekruger@gmail.com
Editor:
Roel van Oudheusden
pemrailroadclub@gmail.com
‘Shop’:
Graham Chapman
chapman22@telkomsa.net
Workshops: Mike van Zyl
carpencab@gmail.com
Subscriptions for 2021 remain at R300 for the year. EFT is preferred, but the Treasurer may be persuaded to accept cash. Bank account:
Port Elizabeth Model Railroad Club
FNB Walmer Park, branch code 211417, Account no. 62386122057
Solution to last month’s brain teaser: