PEMRC Newsletter Nov 2019

NEWSLETTER NOVEMBER 2019 In this issue:  Layout visits planned  Recent layout visit  Great Model Railway Challenge 2  More on Wheel Arrangements  Large Public layouts – Kaeserberg CH  Eras in European Railways  Famous Trains & Locomotives - The Orient Express - British Mallard  Track Plans  Railway accident  Committee

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PEMRC NEWSLETTER NOVEMBER 2019 # 7/2019 Layout Visits Planned: 9

November 2019 Graham Chapman

118 Adam Road, Charlo 14:30

072 103 4625

December no layout visit 18 January 2020

Annual Meeting

General 18 Mowbray Newton Park

Street,

10:00

041 365 3456

Layout visit on 12 October at Charl du Plessis – North American HO (Digital): A superb location and space to be admired! The backdrops suit the layout and give an added dimension. Because it is continuous work-in-progress, some backdrops are protected with plastic sheeting. Ships are being built and there is a deep container port planned. The layout can also be observed from outside the room. A CP diesel was seen with a load of 28 box cars making its way along was made along the entire track around the extensive room.

Thank you Charles for your hospitality.

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THE GREAT MODEL RAILWAY CHALLENGE Channel 5 in the UK has teamed up again with British Railway Modelling magazine for a second season of The Great Model Railway Challenge.

The first episode aired on 16 Sept.2019.

The latest EPISODES 3-7 can be seen here and an exciting final awaits you next month!

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More on LOCO WHEEL ARRANGEMENTS Modern Diesel and Electric Locomotives The wheels are not individually identified, only the axles and trailing wheels are allocated numbers and driving wheels are allocated letters.

Trailing wheels = number; Driving wheels = letters

A locomotive with 2 bogies, each bogie having two axles is a Bo-Bo or B-B. The difference between the two is that the two axles of a Bo-Bo are not coupled whereas in a B-B they are.

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LARGE PUBLIC LAYOUTS KAESERBERG http://kaeserberg.ch/en-us/home.aspx Close to Fribourg in French speaking West Switzerland, about 30km south west of Bern.

A UNIQUE ATTRACTION IN SWITZERLAND Welcome to the wonderful world of Kaeserberg, a technical jewel for great journeys on miniature tracks, which will fascinate both young and old.

From now on, you can (re)discover the swiss model railway in its new night mode, revealing new details in a sea of lights. A trip between dream and reality... All aboard!

Kaeserberg was a childhood dream of Marc Antiglio which became real thanks to his imagination, his will and his patience. In order to accomplish his dream and to build the network of his imagination, Marc Antiglio got assistance and the knowledge of Jacques Cherbuin, technical Manager and the "man of the first hour".

Together and with the help of talented specialists the exhibit was built and brought to a credible point. It required 17 years of hard and careful work to realize the dream of the Kaeserberg.

Elevated on three floors in a 1:87 scale, the network measures 2045 meters of

track on a floorspace of 610m².

Some statistics : 87 trains ready to circulate; 62 trains in stock;180 locomotives and just as many in stock; 1560 railcars; 6500 figurine sets; 221 buildings; 1160 vehicles; 5400 trees

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You can do a virtual 360 degree tour on their website thanks to Google streetview technology.

There is also a real

simulator

for a realistic cab ride in a

Swiss

Ae

6/6

electric locomotive

Click here for the review in Continental Modeller of Oct 2009.

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ERAS IN RAILWAYS

Last month we covered Britain, now ERAS IN EUROPEAN RAILWAYS: 1. General In the history of the development of the railway there are clearly marked eras which are characterized by technical features and changing social structures. The different eras can be noticed through changes in the route image, e.g. in construction and signalling, as well as in construction, colouring and labelling of the vehicles. Vehicles and accessories should therefore be assigned to a particular era and the same applies to model railway layouts. It is recommended that you are aware of the distinctive eras especially if you want to be true to a particular period.

2. Subdivision From the point of view of the model railroader, the European railways can be distinguished in six eras that usually cannot be sharply demarcated; rather, the transitions are fluid and different in sub areas. Numerous interim changes in the appearance of the railroads require a further subdivision into periods. However, because of the different developments in the individual countries, these cannot be laid down uniformly. NEM800 is the standard for the periods of railway eras for modellers of the European railways. The country-specific era delimitations as well as the period divisions and their characterizations are treated in country-related headings in subsequent NEM801-825.

3. Name and application The eras are named with Roman numerals; the definable sub-periods within an era are indicated by small letters which are added to the Era designation (example: "Era IVb").

An era indication without additional letters is to be indicated by an asterisk (*) to refer to the characteristic period.

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4. Eras Overview:

5. Characteristics of the eras in Europe Era I: 1835- about 1925 Construction of the first railways, development of steam locomotives, many private railways with colourful fleet; variety of locomotives, coaches, colours and lettering.

Era II: 1925-1945 The great national state railroads are established in Europe.

In Germany, the provincial and private railroads were merged in 1920 into the Deutsche Reichsbahn Gesellschaft. (DRG).

Some standardisation of rolling stock. Broad harmonization of construction and operating regulations, partially transnational (RIV, RIC), introduction of electric train operation, isolated Introduction of light signals.

Era III: 1945-1970 Post-war reconstruction and development of a modern fleet, Traction change through expansion of electrical operation and Dieselisation. Deutsche Bundesbahn, (DB) successor to DRG in West Germany, grows rapidly and steam locomotives have to make way for more powerful and efficient diesel and electrical locomotives. Deutsche Reichsbahn (DR) develops parallel to the DB in East Germany.

Era IV: 1970-1990 The European wide standard computer-generated UIC lettering of all locomotives and coaches mark the start of this era. This process extended over several years and so that a mix of old and new lettering existed but mainly on coaches.

Traction conversion largely completed.

Era V: 1990-2006 New paint schemes signalled the new era in modern railroading. After the unification of the two Germanys, the Deutsche Reichsbahn (East Germany) and the Deutsche

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Bundesbahn (West Germany) were merged in steps into the Deutsche Bahn AG. A new logo for DB was introduced in 1994. A mix of different colour and logo variations can be seen. Development of high-speed networks, effective colouring, beginning of the liberalized access to rail networks, transformation of state railways into Public Limited Companies with division into infrastructure companies and traffic companies, separate for passenger and freight traffic, also outside the traditional network.

Era VI: 2006 – the present The liberalisation of rail transport in Europe brings new challenges to the railroad’s locomotives and coaches that must adhere to European railroad standards for international use. There is no standard paint schemes or recognition lettering, but there is a new 12 digit numbering scheme that even in the model clearly defines the rolling stock to belong to this era of railroad technology. Railway Undertakings (RUs) without existing infrastructure operate on existing railway networks in passenger and/or freight transport, national or international with own vehicles. Reconciliation of existing international conventions (RIC, RIV, etc.) into new EU-compliant legislation (OTIF, TSI). Repeal of common management of freight wagons (EUROP and OPW). National High-speed passenger routes grow into an international network. Massive dismantling of freight traffic with dismantling of Freight facilities and marshalling yards. In the passenger traffic Railcars and Push-Pull trains dominate; in freight transport complete trains.

In the table overleaf, you will note the broad differences in some of the European countries, without going into the finer sub categories of each era: NEM #: Era I II III IV V VI NEM #: Era I II III IV V VI

D a t e s

D a t e s

801 Austria -1920 1921-1945 1945-1970 1970-1990 1990-2005 2005808 Denmark 1847-1920 1920-1941 1941-1969 1970-1990 1990-2006 2007-

802 Belgium 1804-1925 1925-1945 1945-1970 1970-1990 1990n/a

809 Spain 1844-1910 1911-1940 1941-1970 1970-1990 1991-2005 2006-

803 804 805 Bulgaria Switzerland Czech Rep. -1925 -1920 -1921 1925-1944 1920-1945 1921-1945 1945-1970 1945-1970 1945-1968 1970-1990 1970-1990 1968-1992 19901990-2005 1993 n/a 2005n/a

810 France 1832-1925 1926-1945 1946-1970 1970-1990 1991-2004 2005-

813 Hungary 1846-1920 1921-1945 1946-1967 1968-1989 1990n/a

806 Germany 1835-1920 1920-1950 1950-1965 1965-1990 1990-2006 2007-

814 818 825 Italy Netherlands Poland 1839-1922 1839-1925 1842-1918 1922-1949 1925-1947 1918-1945 1949-1968 1947-1968 1945-1968 1968-1989 1968-1989 1968-1989 1989-2009 1989-2005 198920102005n/a

Sourced from © by MOROP https://morop.org/index.php/de/nem-normen.html And Maerklin www.maerklin.de/ens 9

FAMOUS TRAINS AND LOCOMOTIVES The Orient Express In 1882, Georges Nagelmackers, a Belgian banker's son, invited guests to a railway trip of 2,000 km on his "Train Eclair de luxe" ("lightning luxury train"). The train left Paris Gare de l'Est on Tuesday, October 10, 1882, just after 18:30 and arrived in Vienna the next day at 23:20.

The return trip left Vienna on Friday, October 13 at 16:40 and, as planned, re-entered the Gare de Strasbourg at 20:00 on Saturday October 14.

Georges Nagelmackers was the founder of Compagnie Internationale des Wagons-Lits, (CIWL) which expanded its luxury trains, travel agencies and hotels all over Europe, Asia, and North Africa. Its most famous train remains the Orient-Express created in 1883.

The first menu on board on 10 October 1882: oysters, soup with Italian pasta, turbot with green sauce, chicken ‘à la chasseur’, fillet of beef with ‘château’ potatoes, ‘chaud-froid’ of game animals, lettuce, chocolate pudding, buffet of desserts.

The route and rolling stock of the Orient Express changed many times. Several routes in the past concurrently used the Orient Express name, or slight variations. Although the original Orient Express was simply a normal international railway service, the name became synonymous with intrigue and luxury travel – e.g. Agatha Christie’s “Murder on the Orient Express”.

The two city names most prominently associated with the Orient Express are Paris and Constantinople (Istanbul), the original endpoints of the timetabled service.

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The Orient Express was a showcase of luxury and comfort at a time when travelling was still rough and dangerous.

Each sleeping car had its own dedicated conductor who welcomed the passengers, converted the couches into beds at night and collected travel documents for border controls.

Wagon-lits conductors had to speak at least three languages.

After the First World War, the train was not permitted to travel through pro-Germany territories and a new route through the new 20 km Simplon tunnel through the Alps between Switzerland and Italy was introduced. In the 1920s and 30s the Simplon Orient Express became the most luxurious means of transport to the Middle East for diplomats, artists, writers and wealthy tourists.

The Simplon Orient Express was not one single train, but a complex combination of through carriages with numerous destinations. Only a few carriages travelled all the way from Calais to Istanbul. Most were detached and attached en-route coming from or going elsewhere. Locomotives were exchanged at borders and at electrified sections. Before the Second World War, the journey time was only 56 hours for this approximately 3000 km route from London to Istanbul.

In 1977, the Orient Express stopped serving Istanbul. Its immediate successor, a through overnight service from Paris to Bucharest, since 1991 only to Budapest, and in 2001 again shortened to Vienna, ran for the last time from Paris on Friday 8 June 2007. After this, the route, still called the "Orient Express", was shortened to start from Strasbourg instead, occasioned by the inauguration of the LGV Est (High Speed Rail East) which afforded much shorter travel times from Paris to Strasbourg. The new curtailed service left Strasbourg at 22:20 daily, shortly after the arrival of a TGV from Paris, and was attached at Karlsruhe to the overnight sleeper service from Amsterdam to Vienna. On 14 December 2009, the Orient Express ceased to operate and the route disappeared from European railway timetables, reportedly a "victim of high-speed trains and cut-rate airlines". The Venice-Simplon Orient Express train, a private venture by Belmond using original CIWL carriages from the 1920s and 1930s, continues to run from London to Venice and to other destinations in Europe, including the original route from Paris to Istanbul.

See the video by the Man in Seat 61 here.

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Venice Simplon Express pulled by EST loco class 13 #241 002 Maerklin HO model #39243

BRITISH RAIL MALLARD

Click on the image for a 134 page full colour once off publication by Robin Jones waiting for you to explore and learn more about this record holder and more.

Read online or download, 96MB.

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TRACK PLANS If money and or space was not an issue...

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A curious railway accident It occurred on 14 February 1900 at the Dublin Harcourt Street Terminus station of the Dublin Wicklow & Wexford Railway.

A cattle train failed to stop, smashed through the buffer stops and crashed through the 3ft station wall, stopping in mid-air 24ft above the street below.

Miraculously only the driver was injured; his right arm was cut off and one of his feet badly injured. There were no reported injuries to any of the cattle carried in the train’s 29 cattle trucks.

The brakes were found to be in order.

Driver error and speed were found to be the cause of this unparalleled accident in the history of the Irish Railways.

Damage to the rolling stock was only slight. It was however the buffer stops which were found lacking in strength since the estimated speed of the train was about 3 mph!

Contributions not received by the 15th of the month will be held over for the next issue.

Email is preferred.

Club’s Email address: pemrailroadclub@gmail.com Committee: Chairman:

Mike Smout

Treasurer:

Attie Terblanche

Clubhouse: Mike Parsons

Email:

ma.smout@mweb.co.za terblalc@telkomsa.net

Tel:

041 365 3456

Layouts:

JP Kruger

juanpierrekruger@gmail.com

Librarian:

Carel van Loggerenberg

annie3@telkomsa.net

Editor:

Roel van Oudheusden

roelvanoza@gmail.com

Workshops: Graham Chapman Shop:

Mike Smith

chapman22@telkomsa.net WhatsApp:

078 069 7699

Email:

mwsmi5@iafrica.com

Subscriptions are R300 per year.

Bank account: Port Elizabeth Model Railroad Club FNB Walmer Park, branch code 211417, Account no. 623 861 2205 7 14