JOHN SPARKMAN

John is the editor of “On Pension” a periodical publication for Nedbank pensioners. He arranged permission for me to reproduce

“SA Train Travel in the 50’s”, originally published in On Pension, in the Turntable of November 2022; but there was a condition – I had to reciprocate with an article on PEMRC. That was the history article you received in April. It was unknown to me that John was also a railway modeller. He writes:

“Below are some pictures of my British Profile 00 Gauge layout which is in modular form on 1,2m X 0.6m sections which clip together and the electronics are plugged up using 25 pin computer printer cables. When assembled it fits around the walls of a single garage on trestles with a large space in the centre left open. Regrettably since a stroke in 2008 which has affected the use of my right side, I have not assembled it and rely on the photos below

Some of Megan’s collection of HO and OO rolling stock

Contact Roel at 082 739 7679 to view and make your bid

Robbie Deacon 0828525119 is selling the following HO items; the locomotives are still new and boxed:

Collaborate with Aubrey de Chalain on building dioramas and exhibits in their newly extended premises.

We are a model building and accessories business. We also manufacture custom models using 3D printing and laser cutting technology, according as per customer specifications.

Free shipping for club members for orders above R1500 when paid via EFT. Confirm order to info@craigsmodels.co.za

Free shipping on orders over R1500

Affectionately known as 'Mr. Hornby', the company's Marketing and Development Director is to retire in May.

After more than 45 years of service to the model railway world, Simon Kohler is taking a well-earned break.

From starting work behind the counter at The Model Shop in Northampton, followed by a move to Hammant and Morgan Controls and finally, into the main Hornby group, there can't be many people with a deeper grounding in the hobby, or who have been involved in as many of its aspects.

Among the products Simon has been responsible for, the Live Steam range is one he has always held dearly, but never one to rest on his laurels, 2022 saw the introduction of TT: 120, a scale he always maintained a passion for. Behind the scenes, the development of this entirely new range has taken considerable effort, with much hands-on guidance.

Simon with a model of LNER W1 'Hush Hush' during the filming for Hornby: A Model World. RARE TV

Many people will know Simon from his tireless work behind the Hornby stand at exhibitions, and more recently, from his appearance in the Hornby a Model World TV series, where he coined his catchphrase "Detail, detail, detail".

We are told that Simon now plans to spend more time on outdoor and garden projects – although no mention of a garden railway, perhaps he has enough of that working on the James May Toy Stories series in 2009, rebuilding the 'Tarka Line' in Devon. Whatever his next venture, we wish him all the best!

Watch – Simon Kohler presented with BRM Lifetime Achievement Award in 2013 https://www.youtube.com/watch?v=cvZIQamR9sM

Watch – Simon Kohler on Hornby's W1 'Hush Hush' https://www.youtube.com/watch?v=QUqg64HjqMk

Introducing the latest diesel must-have, the Web Exclusive Class 66 DB Cargo locomotive, available only on www.hornby.com with its striking green 'I am a Climate Hero' livery, this model is sure to catch the eye of any model railway enthusiast.

Equipped with a DCC Ready 8 pin socket and a powerful 5-pole motor, the Class 66 is designed to efficiently transport goods from road to rail. Drawing inspiration from one of the largest Scottish rail freight terminals, this model also highlights the importance of alternative fuels and environmental consciousness. Don't miss out on the opportunity to expand your model railway layout with this exceptional piece. Order now and add a touch of boldness and vibrancy to your collection.

DB Cargo UK has one of the largest Scottish rail freight terminals at Mossend in North Lanarkshire and is multiplying the benefits of moving road freight to rail by utilising HVO. Following their initiative to emphasise and draw attention to alternate fuels and environmental awareness, 66004 is a very particular locomotive aside from its prominent green 'I am a Climate Hero' livery.

The environmentally friendly locomotive is fuelled by hydro-treated vegetable oil (HVO) and is the latest step forward in creating cleaner and greener freight trains. HVO is synthetically made using a hydrotreatment process from waste vegetable oils or animal fats. Tests are already reporting HVO can create reductions in emissions of up to 90%.

No shipping costs for combined orders of R2000 or more. Shop online and fill your cart, if less than R2000, contact PEMRC Mike van Zyl, to combine your order with fellow club members and all will save.

The locomotive was displayed for all to see during Climate Week in September in a bid to increase awareness of the environmental advantages of a modal shift to rail. The Climate Week is intended to provide encouragement to bring further support in the form of action to help Scotland meet its net zero carbon emissions by 2045. Moving goods from road to rail brings enormous environmental benefits already, and also as freight trains replace millions of lorry journeys in Scotland each year.

Other Era 11 Class 66 liveries availale from Hornby: the evening train

West Coast Railway 66746 pulls luxury train Royal Scotsman on a tour over the Glenfinnan Viaduct, viewed from the sky. © Salty1809

Click on the hyperlink embedded in the logo above for the original web article or on this link to watch on YouTube .

IF YOU want to get somewhere in Japan fast, the bullet train has you covered. An engineering marvel forged in the aftermath of the Second World War, it has carried more than 10 billion passengers at speeds of up 320 kilometres per hour - and helped create the world’s third largest economy. But that’s not enough for Japan and the country is now building the world’s fastest passenger train; a system that’ll move at twice the speed of current bullet trains and cut journey times in half, all by doing away with one fairly fundamental component - wheels. Using magnetic levitation, these new trains will hover ten centimetres above the ground, eliminating the friction that comes from being in contact with the rails. But the new line has proved deeply controversial - grappling with delays, skyrocketing construction costs and a fierce debate over environmental concerns. Now nearing completion, the world is waiting to see whether the project will successfully “hover above” its challenges and make a quantum leap for transportation or prove a step too far.

Japan kind of knows a thing or two about trains. The country was the first in the world to develop high-speed rail, with construction of the Tōkaidō Shinkansen line between Tokyo and Osaka in 1959. Back then the Japanese people, and indeed the rest of the world, were sceptical of the country’s massive investment into rail - and many thought it would soon be outdated in an exciting new era of air travel and highways. Nevertheless, the first highspeed line opened in October 1964, ready for Tokyo’s first hosting of the Olympics.

It cut the travel time between Japan’s two biggest cities from nearly seven hours to just under four. Proving an instant success, the line served more than 100 million passengers in less than three years. That same trip on a modern bullet train is now done in two and a half hours. When the new Chou Shinkansen line completes it will be done in 67 minutes.

©JimSmithEMUShinkansen500Nozomi21atTokyostationon25Jan.2004

At full speed the Chūō Shinkansen trains will move at 500 kilometres per hour - although a 2015 test run hit a world-record 603 kilometres per hour.

Now, it’s pretty widely-agreed that those kinds of speeds are basically impossible for a conventional bullet train to hit - they eventually all become limited by the friction that’s created by their wheels.

To solve that problem Japanese engineers looked back in time to a technology that has actually been around since the early 1900s: magnetic levitation also known as “maglev”.

In fact, concepts for maglev trains date back to the 60s and the world’s first (and so far only) commercial maglev line has been in operation since 2004 - running between Shanghai’s city centre and its airport.

The Central Japan Railway Company, or JR Central, has modernised this technology using superconducting magnets. Electromagnets are cooled to -269 degrees, allowing trains to levitate higher above the tracks; but the trains need to be moving at speed before the magnets come in.

Once the train reaches 150 kilometres an hour by itself, maglev kicks in and the carriage is lifted off its rubber wheels. The train then interacts with a set of coils in the track, one used to levitate its mass, and the other to propel it forward.

Now, without the wheels, the carriages can travel at incredible speeds.

The trains are also completely autonomous - controlled by the track, rather than a driver - a measure which it’s claimed makes collisions or accidents far less likely.

The Tokyo to Nagoya line has been under construction since 2014 and is expected to open in 2027.

A further extension linking Tokyo to Osaka will begin to be built straight afterwards and open as early as 2037, ten years ahead of schedule.

Unlike the existing bullet trains whose tracks hug the Japanese coastline, Chūō Shinkansen will be 90% underground, cutting beneath the Southern Alps. 256-kilometres of the 285-kilometre-long line will be in tunnels.

The reasons for this are twofold: firstly maglev trains work better when they travel in the straightest line possible, and burrowing beneath the mountains avoids Japan’s more earthquake-prone coast. Although, in taking this approach JR Central has ended-up digging some of the deepest tunnels Japan has ever seen.

That’s raised a number of environmental concerns, especially in Shizuoka Prefecture where tunnelling threatens the basin of the Ōi River, a major water source for the region. While environmental studies have found that the risk of disturbing the basin is low, Local governments have criticised these reports for being in their words “insufficient and hasty”.

The incumbent Governor of Shizuoka even ran on a platform opposing the railway, successfully winning an election in June 2021 where Chūō Shinkansen was a key issue. This controversy combined with unexpected hurdles in the construction of new stations has taken the project’s cost from $13.7BN to a staggering $64BN, making it one of the most expensive megaprojects ever undertaken in the country. The hefty price tag is now leading many in Japan to question whether the new line is worth it at all. Indeed there are a few drawbacks to Japan’s maglev. Once completed they will be more expensive to run than regular high-speed trains as they consume more energy - though you could argue that they’d enable greater economic growth. They also won’t be able to hold as many passengers within their smaller carriages and won’t be able to travel as frequently.

Inthefaceofsomanydrawbacks,manyarenowquestioningwhetherJapan'sregularbullettrains needtobeupgradedatall.JRShinkanseninOsakaon20Nov.2019©PhilCotterill

Traditional bullet trains run on the Tokyo-Osaka line roughly every three minutes. Because maglev track switches take more time it will only be possible to run a maglev train once every ten minutes. Japanese rail companies have also previously been able to make back a lot of money by selling their technology overseas. But a noticeable new player has emerged on the scene since the advent of the first bullet train back in 1964: China.

China is now the king of high-speed rail and the country is home to two-thirds of the world’s entire high-speed network.

While none of its intercity lines are maglev, China is beginning to develop its own version of the technology. In July 2021 it tested a maglev train that reached 600 kilometres an hour - almost breaking the record set by Japan. That train could theoretically travel from Beijing to Shanghai in three and half hours, faster than the four and half hours it takes by plane China doesn’t need to buy Japan’s technology, and the rest of the developed world is still playing catchup with regular high-speed rail.

So why is Japan so intent on building this maglev line and why did the government grant JR Central a loan to finish it ten years ahead of schedule?

MaglevcoulduniteJapan'sbiggestcitiesinaprofoundway.

If Chūō Shinkansen is successful, then it has the potential to create a commutable distance between the country’s two largest cities, linking the region between Tokyo and Osaka in a pretty profound way.

It’s a prize that’s becoming increasingly alluring around the world.

Megacities, super cities or megalopolises, are systematically being made of China’s Pearl River Delta and Jingjinji region through strategically placed infrastructure. Merging major cities like this has the potential to create economic powerhouses on a scale we’ve never seen before.

Notable High Speed Rail (HSR) lines in China include the Beijing–Guangzhou high-speed railway which at 2,298 km (1,428 mi) is the world's longest HSR line in operation, and the Beijing–Shanghai high-speed railway with the world's fastest operating conventional train services.

The Shanghai Maglev is the world's first high-speed commercial magnetic levitation ("maglev") line, whose trains run on nonconventional track and reach a top speed of 430 km/h (267 mph). In 2020, China started testing a maglev prototype train that runs at 600 km/h (373 mph) and planned a 2025 launch date.

© Alex Needham

When the bullet train first began construction more than half a century ago, the world ridiculed it. But it ultimately allowed Japan to grow, connecting regions and sharing prosperity. In the decade that followed its opening, Japan went from an economy that was just 10 percent the size of the US to the world’s second largest. Time will reveal if this new line can levitate the country to further success.

EMD Joule Battery Electric Locomotive arrives in Southern California

Pacific Harbor Line will test Progress Rail’s unit in and around the ports of Los Angeles and Long Beach

Progress Rail’s long promised EMD Joule Battery Electric Locomotive has arrived at its destination at Pacific Harbor Line’s Wilmington, Calif., facility for long-term testing and demonstration purposes. The builder said it will be at home in switching service, regional service, and part of a consist with traditional diesel-electric locomotives.

According to the builder, Joule locomotives recover energy through dynamic braking. When dynamic braking is activated to control train speed, the batteries are charged, saving what would otherwise be wasted energy. Alternatively, the batteries can be charged through a range of wayside charging options tailored to meet operational needs.

The six-axle unit features the latest lithium-ion battery technology and battery management system, alongside AC traction and state-of-the-art technology. According to the company, the unit has a battery capacity of 2.4 megawatt-hours for a runtime of up to 23 hours depending on charging and utilization. The unit is capable of 3,200 hp.

“PHL has always been in the forefront of demonstrating and acquiring successful new, low emission technology. The Joule is the first battery electric switcher locomotive designed by a major locomotive supplier for North America that appears robust enough for the demanding PHL environment,” said Otis Cliatt II, president of PHL. “As such, PHL is pleased to have the opportunity to demonstrate this technology. What Progress Rail and PHL will learn from this demonstration will hopefully advance the prospects for zero emission locomotive solutions in the San Pedro Bay ports.”

The EMD GP7 Locomotive - New DCC-Ready

Unveiled in 1949, the EMD GP7 was the first North American road switcher to feature a hood unit design with exterior walkways, rather than the more traditional car body style. Appearing radically different from its predecessors, the “Geep”, as it would become known to railroaders, was a resounding success offering better performance and reliability than many of its contemporaries. This success would secure EMD’s place as the clear leader in the competitive diesel locomotive market and the external appearance of their products would continue to feature hallmarks first seen on the GP7 for almost 50 years. Today, the reliability of this classic diesel continues to be proven, with examples remaining in operation on shortline freight railroads across North America and in excursion service at numerous museums and tourist railroads. The Bachmann HO scale GP7 arrives ready for the DCC decoder of your choice with an 8-pin socket and features directional lighting, authentic detail, and a varied selection of prototypical paint schemes. Take control of the EMD locomotive that started a legacy with the HO scale Bachmann GP7. Included Features DCC-ready with a factory-installed 8-pin plug for the DCC decoder of your choice ¤ authentic paint schemes spanning different eras of operationdirectional ¤ LED headlights

¤ 8-wheel drive ¤ precision motor ¤ die-cast chassis ¤ fine-scale handrails ¤ blackened metal wheels ¤ RP25 wheel contours ¤ magnetically operated E-Z Mate® Mark II knuckle couplers ¤ performs best on 18" radius curves or greater

Sure to be the star of any New York Central layout or collection, Broadway Limited brings the legendary Commodore Vanderbilt streamlined Hudson to life in HO.

This Broadway Limited Streamlined

4-6-4 Hudson steam locomotive is based on the shrouded Hudson used to haul the Commodore Vanderbilt. In the summer of 1934, J-1e Hudson #5344 was pulled from service and sent to West Albany to be fitted with the first sheet metal shroud in America. Painted gunmetal grey with aluminium trim, the locomotive was named "Commodore Vanderbilt", after the successful US businessman who previously owned the NYC railroad. Developed by the Case School of Applied Science, the shroud covered the locomotive and tender. The shroud was not just for looks, but rather was well-planned and functional. Hinged panels made maintenance points accessible, and a grilled recess on top of the cowling aided the updraft of smoke. Two major benefits of streamlining were improved air flow and improved insulation. Engineers estimate a 2% aid to air flow and the shell certainly minimizes heat loss. Unfortunately the disadvantages of increased weight and extra maintenance tended to outweigh the benefits. The Commodore Vanderbilt had her inaugural trip on February 19, 1935. After working for about 8 months, she was sent to West Albany Shops for further improvements. Boiler pressure was increased to 250 lbs, roller bearings were applied to the side rods, and disc drivers replaced the original spoked drivers. #5344 maintained this appearance until July 1939, when she was returned to the shops again and given a shroud similar to the Dreyfuss Hudsons. This model has full Paragon4 sound and DCC for realistic, reliable sound and motor control. The Paragon4 sound system works with all Broadway Limited Rolling Thunder(TM) advanced sound systems. Other features include a smooth-running flywheel-equipped drive, road name-appropriate detailing and magnetic knuckle couplers. The 4-6-4 Hudson can be operated on all DCC systems as well as on standard DC railroads (with limited sound functionality). This model has wheels profiled to operate on Code 70 and larger rail and curves of 18" radius but larger curves are recommended. The Commodore Vanderbilt is one of many Broadway Limited HO Scale Paragon4 locomotives.

RailDriver

Desktop Cab Controller

Ever want to sit behind the controls of a real locomotive? The RailDriver Desktop Train Cab Controller lets you run your train simulation games with realistic throttle, brake, reverser, and switch controls, plus 34 programmable buttons. The RailDriver supports Microsoft Train Simulator and Auran Trainz Virtual Railroad Simulator and makes you feel like you're in the engineer’s seat with your hand on the throttle, not at a computer keyboard. The RailDriver Desktop Train Cab Controller control stand measures 13.5 x 7 x 4" or 4 x 18 x 10cm about 1/3 the size of the real thing.

NOTE: The controller requires a USB connection to a PC running your train simulator software and is not designed for use on a TV. Computer-controlled DCC systems are supported by 3rd party software (not included). The controller works with Microsoft Train Simulator only on Windows XP operating system, nothing more recent is supported.

VIDEOS of INTEREST

https://youtu.be/l0_hk3yQ8Jw

The mistakes we make when building our model railway layouts, aren't talked about much on YouTube. So let's learn from each other’s mistakes, here at Chadwick Model Railway 185.

Train Tech Automatic Signals Easy Block Signalling That Just Works! Review and Fitting Guide – Jennifer Kirk https://youtu.be/vvJTj2cKU_A

These new Train Tech automatic signals make block signalling so easy and they just work, right out of the package. Today Jenny explains how they work and how to fit them. If you like the look of these signals and fancy some for yourself, here's a link to help you out: https://bit.ly/3iYdP4J or visit their site at http://www.train-o-matic.com to see their full range of products! Also available through UK stockist: http://www.tramfabriek.co.uk/decoders...

Model Railroad Hobbyist - April 2023

A green light clears CN 4700 to leave Marlayna Yard and take the main, heading west to Ariel Grain Terminal. The tall signal at left indicates upcoming block polarity, while the signals on the bridge inform oncoming trains of turnout alignment.

Doug Dyer shows the led signals he uses to indicate block polarity and turnout alignment on his Spiritwood layout.

”I operate my model railroad layout, the Spiritwood subdivision of the CNR with DC power and conventional block control”.

It has 30 electrically isolated blocks, each controlled by an Atlas 220 controller, divided among three separate control panels.

While this allows individual direction and cab control of each block, remembering the set polarity for each block can be difficult. If a train leaves one block and the polarity of the next block is set against it, it will cause a short circuit. The train will stop, but the layout will also lose power.

To address this challenge, I developed a system of block signals to indicate polarity for each block. The signal shows green if the polarity for the block a train is about to enter is set correctly for the train’s direction. It shows red if the polarity is set against the approaching train.

If the track signal shows red as the train approaches the block, stop the train before it crosses the gap and causes a short. Change the direction control (polarity) switch on the Atlas controller supplying that block. The next block will then have correct polarity to proceed, and the signal will change to green. Not only do the signals provide a visible reminder of the upcoming track’s polarity, but they also add an element of prototypical realism to the layout.0

Principles of Block Signal Function

For a DC locomotive to move forward, the right rail (engineer’s side) must be positive and the left rail negative [3]. Reversing the polarity will cause the locomotive to move backward.

3. Standard DC polarity settings for direction of travel. Positive is denoted in red, and negative in black.

Light emitting diodes (LEDs) allow current to pass through in only one direction, anode (+) to cathode (-), producing light. I built my two-aspect signals using red and green LEDs, with one green and one red LED for each.

4. The Atlas 220 controller is set so the polarity of the block at right matches that of the oncoming train. The green LED is oriented to illuminate with this polarity, but the red is not. The train may proceed.

5. The same here as in [4], though with the Atlas 220 controller set so the DC polarity of the block ahead is opposed to the oncoming train. The red LED is oriented to illuminate with this polarity, though the green stays off. The operator should stop the engine short of the block gap to avoid a short circuit, or else switch the block’s polarity for a green signal.

I wired the LEDs to the track wiring such that the green LED lights when the polarity is set for the train to move forward, and the red when the polarity is opposite. LEDs have a current and voltage rating that determines how much resistance is needed in the circuit to protect the LED from being damaged. I used 5mmLEDs. These LEDs are rated for 3.5 Vat 30mA current. Since I operate with track voltages approaching 17 to 18 volts, I decided to use 3K resistance for each LED. I did this by wiring two 1.5K resistors in series with each LED or by choosing a standard resistor value of 3.3K. To alleviate wiring confusion, I standardize LED wiring by using black to the cathode and red to the anode of each LED. I place a small piece of green masking tape on the wires to the green LED. The short lead on the LED is the cathode. It helps to bend the short lead a little for easy identification when wiring. Use pliers as a heatsink to protect the LED when soldering.

Turnout alignment indicator is another area that can cause trouble, especially if the train is approaching from the frog end. If a train approaches the turnout from the normal route, and the turnout is set to diverging, that can cause shorts and derailments. I developed a turnout-alignment indicator to let me know if the turnout is set correctly for a train to proceed, or if I need to set it differently.

I use Atlas 56 remote switches to control my turnouts, and I wired Atlas 200 snap relays to control the signals. The snap relay functions as the snap turnout machines do, though instead of positioning a turnout, they activate a switch to send power alternately from the common terminals to terminal A and B [7].

In this case, I wire the anodes of one red and one green LED each to top terminals A and B, all oriented the same way. I wire the top common terminal to the 12VDC power supply.

7. Atlas 200 snap relay. From left are the A terminal, B terminals, and the common terminal. The Atlas turnout machine terminals are at left. The top A, B, and Common terminals are isolated from the bottom A, B, and Common.

The LEDs are wired in each signal such that the signal over the aligned track lights green, while the signal over the nonaligned track lights red [8, 9].

8. The Atlas 200 snap relay is at left here. Slide the switch on the Atlas 56 and press it down to simultaneously activate the solenoid in the Atlas 200 and also in the Atlas turnout machine. This will set both the turnout and the overhead signals that indicate its position.

I hope this project lights up your railroad and your day just as it did mine!

Doug is a retired radiologist who has been a model railroader in HO scale since receiving an American Flyer train set at age 6 under the Christmas tree from Santa Claus.

He is currently CEO of his own Canadian National Railway, Spiritwood Subdivision. He and his wife Jan have six grandchildren and live in Victoria, British Columbia. http://eeyorepooh.weebly.com/uploads/6/6/1/0/66103197/signals_for_dc_block_control.final.pdf

Keep That Wiring Coded

Developing a good system for keeping your wiring easily traceable saves secondguessing and headaches. This allows you to leave a project and come back to it, or even redo the project later without having to reverse-engineer your previous steps. The author recommends using green masking tape to denote the wires to the green LED. If the masking tape should fall off or be mistakenly removed, you must sort the wires again. Best practice is to use unique wire colours for each LED colour. Standard wiring colours are red for positive, black for negative. For two additional colours, I would borrow from the NMRA colour standard for DCC decoder wiring, which uses orange for positive and grey for engrave motor terminals. Red/black would go to the red LED, with orange/grey to the green. Whatever colour code system you choose, be sure to remember it and use it consistently.

WISDOM…

Aswegothroughlife,westarttounderstandthatit’snotimportantto havelotsoffriends,whattrulymattersisthatwehaverealfriends. –

Anon

Robert (Bob) Hundman † Founder of Hundman

Publishing Inc., died on April 22, 2023. He was 88 years old.

The cover of the inaugural issue of Mainline Modeler featured a painting of a Western Maryland 4-8-4 by Andrew Harmantas. Robert Hundman published the magazine from 1980 to 2006.

Robert’s work appeared in the pages of the hobby press for nearly 50 years. His earliest published drawing, a Duluth, Missabe & Iron Range class M-4 2-8-8-4, was in the March 1958 issue of Model Railroader. Robert’s photos and illustrations would continue to appear in MR through the late 1970s.

In 1980 Robert launched Mainline Modeler magazine. In the inaugural issue he wrote, “It’s our desire to create a magazine for you that will provide much of the information and many of the tools required to greatly improve your modelling ability. In this effort we have gathered together an editorial staff that we consider the best in model railroading. That staff includes Jack Work, Bruce Meyer, Gordon Cannon, Bob Zink, Dick Bolan, and myself.”

Robert added to his publishing company’s magazine line-up in 1989 when he launched N-Scale Magazine. He published the magazine through 2006, when Pamela Clapp took over as editor and publisher. The magazine is still published by Platinum Rail Publications.

Complete Collection

Bob Hundman of Hundman Publishing has granted the C&O Historical Society the exclusive rights to reproduce his outstanding Mainline Modeler Magazine in digital format. This collection consists of the entire production run of 304 issues of Mainline Modeler Magazine, from the Charter volume of January 1980 to the final issue in August 2006.

Mainline Modeler Magazine was, and is, considered a superb collection of articles and information for modelling prototype railroads at a high level of authenticity and accuracy. All articles are in full resolution PDF format and can be fully searched by key word and printed locally for personal use. This is an incredible treasury of modelling and historical information. A MUST for every model railroader!

A free sample showing the quality of the actual digital magazines is available here or from your editor, Roel!

Extracted from this May 1992 issue of Mainline Modeler are the drawings of these 2-8-2 locomotives

GALLERY: Richard Goodfellow

We thank Richard for his hospitality and the efforts he made to make our visit memorable. From his operating 5” garden layout, to his American N-scale and everything in between. Quite a few chaps used the opportunity to drive his battery operated sit-on “Toby the tram” around the house. There was good interest in his Hornby O gauge tinplate collection and his 3-rail Hornby OO layout. But for many the new Burlington Northern diesel freight trains on the door sized N-scale layout with Kato track, was the real attraction. A big Plus point was also that it could be operated despite the prevailing load shedding!