Old Model Railway Magazine Articles

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STAFFORDA4
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Re: Old Model Railway Magazine Articles

Post by STAFFORDA4 »

Regarding the Steam Railcard, my Dad b.1911, used to call them ‘Bus-Puffers’
whether this was purely a localised (in the Ryhope area) or even family description I don’t really know
60526
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Re: Old Model Railway Magazine Articles - LNER Loco Coal Wagon

Post by 60526 »

Extract from March 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"New LNER Loco Coal Wagons"
By Capt. Sir Eric Hutchison, Bart.
20Tlococoal.jpg
A new type of 20-ton loco coal wagon has recently been introduced on the L.N.E.R. and is illustrated by the accompanying line drawing and by a photograph taken by Mr. Keen and reproduced by his kind permission.
These wagons are built to R.C.H. standard specification except that one board has been taken off the top to enable them to enter certain collieries on the G.N. section where the screens and buildings are very low. It will be seen that end, bottom, and four side doors are provided. The latter are secured by sliding wedges and the end door by the usual bar and pin. The method of obtaining additional leverage on the hand brake is worthy of note. A flat steel tie-bar connects the two axle guards, but otherwise the underframe construction follows that of the new tube wagons. An important detail is that the brake push rods are built up of two steel strips separated by a wooden packing piece, which extends for practically the whole length of the push rod.
lococoalsketch2.jpg
60526
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Re: Old Model Railway Magazine Articles - Twin Boiler, Armour-Plate, Bogie-Plate and Brick Wagons

Post by 60526 »

Extract from April1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Twin Boiler, Armour-Plate, Bogie-Plate and Brick Wagons"
By Capt. Sir Eric Hutchison, Bart.
Twin Boiler Wagons
There are six patterns of this type of wagon, varying in capacity from 20 to 60 tons per pair. Before grouping, the N.E.R. had one (now Twin Boiler C), the G.N.R. had two (Twin Boilers B and E), and the G.C.R. three (A, D and F). With the exception of Twin Boiler F, which is built of two old tender frames and floors, all these wagons are very similar in appearance. All are permanently coupled together in pairs.
I have taken the N.E.R. section vehicles as types of this class. They resemble twin timber wagons so closely that I do not propose to describe their construction from the model point of view. There are, however, three points worthy of note. The first is the shape of the bolster, which has two shaped blocks bolted to it to accommodate the load. The second is the hinged sides, and in this respect these wagons are unique amongst twin boilers. The third is the arrangement of the floor. For a distance of 5 ft. from each end of each wagon the floor level is raised to 8½ in. below the top of the bolsters, but in the centre of the wagon it is about 8½ in. below the centre of the bolsters.
There are three pairs of these wagons, the numbers and tares being: 3114 and 28380 (tare 9.16 per pair), 28540 and 29514 (tare 9.15) and 3611 and 43868 (tare 10.10 per pair). The load is I0 tons per wagon, except in the case of the last pair, which carry 15 tons each. The drawing is in post-grouping colours.
Armour-Plate Wagons
Armour plate wagons have a carrying capacity of from I5 to 55 tons. They are either six or eight wheeled, and prior to grouping were all owned by the late G.C.R. To all intents and purposes they are flat wagons, the plates being carried flat. Three types, however, are adapted for other loads. Arms E and H have ends shaped to carry boilers, while Arm J has a single central bolster capable of carrying 25 tons, or if the bolster is removed and the load is distributed properly, the capacity is no less than 55 tons. A pair of Arms J could therefore deal with very long and heavy girders, or even with guns of over 30 ft. in length, although it is generally speaking, not desirable to carry large guns in wagons of this type unless they can be supported at at least three points, on account of their tendency to sag or " droop " with their weight. Model guns should never, therefore, be loaded on pairs of single-bolster or on single double-bolster timber wagons, as is sometimes done, but should be carried in plate wagons or on vehicles such as Gondolas or Quads.
21TarmourE.jpg
R.C.H. Wagon-Loading Regulations
While mentioning single-bolster timber wagons, I may perhaps be allowed to refer to the R.C.H. regulations regarding the loading of traffic on these wagons, which lay down that there must be an overhang of the load beyond each bolster of at least 2 ft. 6 in. If this cannot be obtained, then the load must be carried in some other type of wagon. This does not, of course, affect special wagons in any way, but it is a piece of information not very widely known, and at the same time important to the maker of accurate models.
To return to armour-plate wagons, however, I have drawn out the 21 ton Arm E. This is a timber built wagon with slightly raised sides and ends shaped to carry boilers, ships' funnels, or other similar large curved loads. A special type of bogie was at one time fitted, but I understand that these wagons are now carried on ordinary diamond frame bogies.
Modelling an Armour-Plate Wagon
No detailed instructions for building the wagon are required, for the design, from the model-maker's point of view, is simplicity itself. Only seven pieces of wood are required, viz., two combined solebars and sides, two combined headstocks and ends, one floor and two transoms to carry the bogie pivot plates. The various bolt heads are represented by R. F. Stedman & Co.'s small brass pins, and lashing rings of a simple type are required. These can be made of fine wire bent to shape with round nosed pliers and attached to the wagon with small staples made of the same wire as the rings. Screw brakes are provided on each bogie, the handles of which are made of pieces of 20 G. brass wire, suitably bent and soldered together and carried in small brackets attached to the solebars.
The numbers of these wagons run from 510159 to 510164.
They may be used for carrying model boilers or bridge girders, or else armour plates of any suitable size and a scale thickness of from 4 in. to 6 in. may be cut from scrap material and loaded, the traffic in either case being secured by two cross chains tightened up by screws. In the case of armour plates, it should not be forgotten that they will have to be lifted from the wagon by cranes on arrival at their destination, and they must , therefore, be raised off the floor sufficiently to allow of the lifting chains being passed underneath them from side to side.
50Tbrick.jpg
Bogie Plate Wagons
A most useful class of low-sided bogie open wagons on the late N.E.R. were the bogie plate wagons, of which there were three types, with carrying capacities of 25, 30 and 40 tons, and now respectively Boplate A, B and D. The late N.B.R. had some eight 30-ton bogie plate wagons (now Boplates C), but these could only carry plates up to 7 ft. 2! in. wide, as compared with 9 ft. 4 in. for the corresponding N.E.R. vehicle. In addition, they were subject to a restriction as regards being loaded to the S.E. & C.R. without the previous consent of that company, whereas the N.E.R. wagons were free of restrictions.
A considerable number of Boplates A (25 ton) and B (30-ton) were taken over from the War Department at the end of the War, and are still generally fitted with W.D. axleboxes, just as in the case of Rectanks and Quads. During hostilities, they were very useful for carrying military vehicles of the lighter natures, which is the reason why a number are provided with end ramp brackets and drop ends for loading. The entire sides are also capable of being dropped in three sections, the pillars carrying the securing pins being arranged to lift out of stirrups riveted to the underframe. When the sides are down and the pillars lifted out the wagon is therefore flat and free from end to end for side loading at platforms where end loading is not arranged for. This is a great convenience, especially when a unit has to entrain hurriedly during war time, as I know from bitter experience of manhandling heavy artillery onto fixed sided wagons.
Materials for Modelling
The construction from the modelmaker's point of view of these Boplates follows usual lines and needs no comment. The solebars can be made of brass if desired, but wood is quite good enough and, of course, is easier and quicker to work. The pillars between the sections of the sides are formed of thin pieces of wood arranged so as to overlap the soles and the sides, the latter being made in one piece from end to end. These pillars are fixed with glue, and for extra security a very small screw may be put through the lower end into the solebar, the head being covered by the dummy stirrup housing which is made of thin card and glued on over the bottom end of the pillars. It should be noted that oval buffers are fitted, and that the brake gear is lever-operated, and not wheel-operated as is common practice with bogie wagons.
There are a considerable number of these vehicles in service, many of which are fitted with end ramp brackets. The only essential difference between those fitted and those not fitted with brackets will not affect model makers, but as a matter of general interest the effective length of wagons with brackets is 33 ft. 1½ in., which is the distance on the flat between the inner ends of the brackets, whereas without them the length is the inside length of the wagon, which is 37 ft. 1½ in. A few numbers of non-fitted wagons are 139456 to 139470 and of fitted ones 139500 to 139510. There are many others, but the numbers do not, as a rule, run consecutively. The standard tare is 13.15.0.
50-ton Brick Wagons
These ex-G.N.R. wagons are probably well enough known to require little or no description. They were designed for the extensive brick traffic on the late G.N.R., and are very strictly kept for that duty alone.
In that the sides are made in three sections, they resemble the bogie plate wagons just described, but they differ in the fact that the pillars between the sides are not removable. The underframe also is fish-bellied, and not made of parallel sided girders, as in the case of the Boplates. No comment is necessary on their construction. It should be noted that lever hand brakes, and not screw brakes, are fitted. Also, they are vacuum fitted and are, therefore, painted brown oxide and fitted with screw couplings. They are mounted on diamond-framed bogies.
Their numbers run consecutively from 451001 to 451025, the standard tare being 17.1.
20Ttube.jpg
20Ttube.jpg (9.88 KiB) Viewed 5639 times
20-Ton Tube Wagons
I have had several enquiries from readers regarding dimensions of the 20-ton tube wagons, a drawing of which was published at the beginning(September, 1928) of the series of L.N.E.R. special wagon articles. The following are the main dimensions of these vehicles :-
Length over headstocks, 27 ft.; wheelbase, 17 ft. 6 in.; doors, 4 ft , 6 in. inner edges 6 ft apart; height from rail level to top of body 7 ft. 5 in; top four boards, 7 in; bottom board, 9 in; width over body sheeting, 8 ft. 1½ in.
I also include herewith an end view of these wagons, reproduced to the same scale as the side elevation which appeared on page 275 September, 1928, issue.
60526
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Re: Old Model Railway Magazine Articles - Powder, 25T Covfit and Miser Wagons

Post by 60526 »

Extract from June1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Powders, 25-Ton Covfits and Miser Wagons"
By Capt. Sir Eric Hutchison, Bart.
Gunpowder Vans
There are now nine patterns of gun powder van in use on the L.N.E.R. The constituent companies, with the exception of the G.N.S.R. , provided eight between them, and the ninth, "Powder J," is a post-grouping L.N.E.R. vehicle.
PowderJ.jpg
All nine types are built on the same lines, so I have selected the latest one, " Powder J," as being that most likely to be of general interest. As will be seen from the drawing, it is a steel built wagon, stiffened with T-section pillars, and in general appearance is not unlike the well known G.W.R. iron covered vans. For model purposes, no doubt most readers would prefer to cut the various parts out of tin plate and solder them together, but there is no reason why wood should not be employed. Some four years ago, while I was still in the Service, I was stationed at a place where soldering was, if not unknown, at all events quite out of the question , and when I was there I built a L.N.W.R. gunpowder van of ¼” yellow pine. The corners were stiffened by a square fillet of wood glued inside the wagon and were finished off round by means of a file and sandpaper. Although the T-pillars were on the coarse side, the whole effect was most pleasing. The standard commercial white metal strappings of this T-section are long enough for gauge "0" wagon sides, and for the wagon ends are nearly long enough. If care is taken to get a good joint , short pieces may be added to extend the end pillars to the proper length. It is surprising what a good model of a steel wagon can be made in wood, provided due attention is paid to sandpapering all trace of the grain away, and it is a method of construction which I would most unhesitatingly commend, especially to junior readers or those not expert with the soldering iron.
The doors are raised flush with the top of the T-pillars, and, unlike the G.W.R. vans, have no timber frames. Indeed, no timber is used in the construction of these wagons. When modelling these vehicles in wood, the doors should be cut out in the form of plain rectangles from wood of a suitable thickness and glued in position. The angles forming the jambs are, as will be seen from the drawing, not T-section, but L-section, and should be made of T-strapping, from which one side has been cut. In the case of models made of tinplate or brass, the pillars should be made of T-brass and the door jambs of L-section brass. The door itself is accurately cut to shape and soldered in place between the jambs.
It naturally follows that the metal construction is a slower method than building the wagon of wood, and it has other disadvantages, too. Chief among these is the danger of rust . There are plenty of opportunities for rust to cause trouble on a railway without giving it more chances than absolutely necessary. Then again, white-metal strappings have the bolt heads already there. True, there are not enough, but many readers may prefer having too few bolts to drilling the pillars for the correct number. That, however, is a matter of opinion.
The underframe is of steel, and may be made either of brass or other channel, or else as described by " Sparks" in his series of G.W .R. wagon articles.
Although in pre-grouping days it was common practice to paint gunpowder vans red, the L.N.E.R. do not depart from their standard grey colour. It will be noted that the code name, " Powder J," does not appear on the wagon.
Covfit.jpg
25-Ton '' Covfits "
No doubt every reader will be thoroughly acquainted with the late N.E.R. 25 ton bogie box wagons, or covered vans, which were the pioneers in this country of wagons of this type. They were, however, too large for British traffic requirements, and as they became due for repairs have not been replaced, consequently there are only a few still in service.
Their construction, from the model maker's point of view, needs no description. The method of building G.W.R. " Siphons," described by " Sparks " a few months ago, can be closely followed for these vans, the necessary modifications being made where required. The two windows in each side may be cut out and properly glazed or they may simply be recessed with a chisel and, incidentally, with great care. If they are merely represented by black paint much of the desired effect can be obtained. The roof doors are arranged one on each side in such a manner that when viewed from the side the roof door is always at the left-hand end. These doors are made by gluing a piece of 1/ 16-in , wood of the required size to the roof, and edging this on each side with two 3/32-in. square strips, which are carried right across the roof from side to side. The door, however, only extends half way. It should be noted that the roof does not overhang the sides where the roof doors come. It should, therefore, be cut back flush at these two points. Vacuum brakes and Westinghouse pipes are fitted, the vacuum pipes being painted black and the Westinghouse vermilion. The standards laid down by the R. C.H. and given in my article in the MODEL RAILWAY NEWS for August, 1928, are followed as regards the height above rail level and the position of the two brake pipes. The wagons, since they have automatic brakes, are painted red-brown and are provided with screw couplings.
Although the official code name is " Covfit," this is not painted on the wagon.
The dimensions shown on the drawing are in millimetres for a gauge "0" model.
Miser.jpg
Economiser Wagons
Economiser wagons, or "Misers," are a class by themselves. They were all owned by the late G.N.R.
The accompanying official photograph, reproduced by permission of the L.N.E.R., shows what they were like in pre-grouping days. Unfortunately the photograph is not very clear, since the wagons were painted white and the photograph was taken in front of a white background. However, it may reproduce well enough to show that those " Misers " are a cross between a flat and an ordinary open wagon. They are all stationed at Wakefield, where there is one (I rather think there are several, but I am not sure) important economiser works. The wagons are now painted in standard colours, lettered as shown in the drawing. The code name does not appear anywhere on the vehicle.
There are two varieties of " Misers ," both of identical appearance, but one type is of a later build than the other and is 1 ft. longer inside ; also the ends are not so high. The drawing is of the longer pattern, while the photograph shows the earlier design. No notice is taken officially of the difference in types, both being given the same code name. Neither variety is numbered consecutively, but the larger wagons include a run from 435341 to 435360. The standard tare is 5.6
Misersketch.jpg
60526
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Re: Old Model Railway Magazine Articles - LNER (NB Section) Shunter's Trucks

Post by 60526 »

Extract from July 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"LNER (NB Section) Shunter's Trucks"
By Capt. Sir Eric Hutchison, Bart.
The accompanying illustration may perhaps interest readers. especially Mr. I.W.Bryant, who in the March issue, under the " Model Railway Wants" heading, asks for a wagon of this description. As will be seen from the drawing, the vehicle presents a, curious stepped appearance. The higher end is nearest the engine, which is invariably one of the 0-4-0 saddle tanks, which are unprovided with any coal space. The end next the engine has a space cut out to allow the coal to be readily got at. Two small tool boxes are provided at the rear. Large tools are carried in the space behind the step, a partition being arranged to separate the coal and tool spaces. Handrails and steps are fitted, but I have never seen these used by the shunters, who either travel in state on the engine, or perch precariously on the end of their pole which is passed above the buffer and below the coupling hook. Some wagons have a lamp iron on the top of the partition, in the centre, but this is not universal. Dumb buffers are provided, together with standard three link couplings and standard wagon axle guards and wheels.
These trucks are painted E.D. blue, and are lettered either in black or white. The latter is by far the more usual. A similar type of wagon, only without the variation in height, is in use on the C.R. section of the L.M.S. Railway.
shuntertruck.jpg
What is E.D.blue?

I was curious about the .bart after the name, according to Google this is a member of a British hereditary order of honor, ranking below the barons and made up of commoners, designated by Sir before the name and Baronet, usually abbreviated Bart.
jwealleans
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Re: Old Model Railway Magazine Articles

Post by jwealleans »

Interesting that as early as 1929 they said they were taking the 25 ton bogie vans out of service. I'm sure many of them lasted well beyond that date.
60526
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Re: Old Model Railway Magazine Articles - Gondolas, Quads and Quint Wagons"

Post by 60526 »

Extract from Auust 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Gondolas, Quads and Quint Wagons"
By Capt. Sir Eric Hutchison, Bart.

Gondalas
"Gondolas" are wagons which belong exclusively to the late N.B.R. They have their counterpart on the L.M.S., where the ex-C.R. wagons of practically identical design are much in evidence. They are provided with three bolster seats, but only two bolsters, each of which is removable and can swivel. In actual practice it is very rarely, indeed, that " Gondolas " are seen in which the bolsters are mounted. This class of wagon is seldom, if ever, seen outside the N.B. section, but are very common about the lowland Scottish ports, where they are generally employed in the Continental iron trade. Girders and bars above 20 ft long are the usual load. Below 20 ft. in length they are normally carried in bar iron wagons or tube wagons.
gondola_2.jpg
Modelling a Gondola
The construction of a " Gondola " is extremely simple and, as it is carried out along normal lines, needs no description. The whole vehicle is made of wood, the combined sides and sole frames and combined ends and headstocks each being cut from one piece. The lower edge of the sole frames should be sandpapered off to a rounded finish, to represent the pressed steel of the original.
The bogies will have to be specially made if a really accurate model is required. If it is not thought worthwhile going to this trouble, Messrs’ Miniature Reproductions sell an admirable bogie, which is very suitable. It is important to note that diamond frame bogies are never fitted to L.N.E. "Gondolas," although they are standard for many L.M.S. wagons of this type. Wheels may be either pressed-steel disc or spoked, the latter being, perhaps, the commoner.
With regard to loads, these are, as indicated above, generally of iron bars of various sections, or of girders. Rails should not be carried, as there is a special type of low loading engineers' department wagon for this class of traffic. Bars are often loaded by hand, especially if of small section, and loose timber cross bearers are not generally placed below them. Girders, on the other hand, are loaded by cranes or ships' derricks, and are invariably laid on bearers so as to allow the lifting chains to be passed underneath. Bars and girders are secured by chains passed through the lashing rings of the wagon and tightened up by screws.
Ships' lifeboats are not infrequently seen loaded on " Gondolas," and a model load of this type looks very effective. Care should be taken, however, that the boat carried is of such a length that it could not be dealt with in an ordinary open or plate wagon. As plate wagons may be anything up to 27 ft. long (I refer to four or six-wheeled wagons, and not to the large " Boplates ") the boat should not be less than this length. Approximate dimensions are length 30 ft., beam 6 ft., height to top of stern post 4 ft. 6 in. A load such as this should be carried in shaped chocks, and should be roped down by the securing eyes of the boat.
The drawing shows a " Gondola " in pre-grouped painting. The numbers do not run in sequence, but the following are a few numbers, the tare being 14.10 in each case: 16056, 16107, 16116, 16164, 16172, 16288, 16308 and 16320. Post-grouped, numbers are, of course, prefixed by a" 7."
" Gondolas " are not allowed to be loaded to the S.E.C.R. without permission, but are otherwise not restricted.
"Treble"
Only one of these vehicles existed. I understand that it has recently been scrapped, and so will not describe it.
'Quads"
These are fairly common bogie flat wagons, which were all owned by the late N.E.R. Most, if not all, of them were taken over at the end of the War from the War Department. As will be seen from the drawing, their construction is extremely simple, and they have, for their size, a very useful carrying capacity. The only limiting factor is: the regulation that the load on each inner bolster must not exceed 10 tons.
quad_2.jpg
The construction follows normal lines, the only parts required being two side frames, two headstocks, two bogie transoms, and a floor. All these may be made of wood, with Messrs’ R. F. Stedman & Co.'s brass pins to represent bolt heads and the same firm's brake handwheels. When cutting out the floor, it is as well to arrange the grain to run transversely, in order to make it easier to line out the planks. Oval-headed buffers are generally fitted, and diamond-framed bogies are employed. Securing chains are not as a rule carried on the wagon when it is travelling empty, on account of the fact that no chain well is provided, as in the case of " Quints," and also owing to the liability to loss because of the side less construction of the wagon.
The numbers of these vehicles are not in numerical rotation, except for a series from 139622 to 139671. Of these 139639, 139642, 139644, 139648 to 139651, 139654 and 139656 to 139660 have six bolsters, although they are still called" Quads." 139638 139640, 139641 and 139643 have a capacity of 43 tons each.
The tare of these "; Quads " is 15.16 and the minim um curve 100-ft. radius.
" Quints "
There are two main types of " Quint " in service at present, both being ex-N.E.R. There is a third type, an ex-N.B.R. class of wagon of five tons less carrying capacity than the other two, but it is rarely seen outside the southern Scottish area.
I have taken as the type of this class, "Quint B," which is a steel built wagon and an easy one to model. Perhaps the most outstanding feature is the odd shape of the bolster stanchions, which are removable. When it is desired to 'load long objects, such as rails, by hand from a low position, these stanchions are reversed in the bolsters, as shown on the left-hand side of the end elevation, in which position they form a ramp up which the load may be manhandled. The floor is built up of steel plates, edged with a small ledge to retain the load, and fitted with four chain wells which extend in depth to the lower edge of the side members of the frames. The bolsters are built up of channel and flat steel. There are one or two wagons to which is fitted a much simpler type of bolster, more on the lines of the bolsters provided for timber wagons or " Quads," but I am sorry that I have no drawings of this variety. Some other " Quints " have a plain, straight stanchion instead of the bent one shown. The stanchions being removable, however, it does not follow that the same type of stanchion is always carried on any particular vehicle.
The underframe should be built up of brass strip and channel of the requisite size soldered together. If correct size channel cannot be obtained it can be built up quite easily from strip. Care must be taken that the top of the underframe is quite level, otherwise one corner of the floor, when this is soldered on, will be found to be high. The chain wells should be completed, and the wagon turned upside down for the truss rods to be added. These are made of round wire, and are in quadruplicate, the two centre sets being evenly spaced from the outer ones and from each other. The addition of the ledges and bolsters practically completes the wagon.
quintB_2.jpg
Diamond framed bogies are fitted, and Messrs’ R. F. Stedman & Co.'s brake handwheels. Chains and screws carried in the wells will add to the realism of the model. The numbers run from 102033 to 102082, 18.2 being the standard tare. Twelve wagons, Nos. 102069 to 102080, have an additional two bolsters added, but, like the six-bolster " Quads," they are still known as " Quints."
"Septs "
This class of seven-bolster wagons is one which has recently been put in service. I understand that the length over headstocks is no less than 70 ft. and the carrying capacity 45 tons.
65447
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Re: Old Model Railway Magazine Articles - LNER (NB Section) Shunter's Trucks

Post by 65447 »

60526 wrote: Fri Jan 31, 2020 9:20 am Extract from July 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"LNER (NB Section) Shunter's Trucks"

What is E.D.blue?
Jim McGeown of Connoisseur Models offers a kit in 7mm scale: http://www.jimmcgeown.com/Wagon%20Kit%2 ... Truck.html

ED is Engineering Department and the Blue was officially Oxford Blue but in practice a range of varying shades.
60526
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Re: Old Model Railway Magazine Articles - Trestle and Glass Wagons

Post by 60526 »

Extract from October 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Trestles and Glass Wagons"
By Capt. Sir Eric Hutchison, Bart.

Trestle Wagons
Trestle wagons vary considerably in size and design. The smallest and one of the simplest is the ex-G.N.R. 9 ton "Trestle A," while the largest is the N.B. Section " Trestle M," which is capable of carrying plates 36 ft. by 12 ft. 9¾ in , with a weight of 30 tons.
TrestleA.jpg
I have drawn out two simple and yet totally different types of trestle wagon. The first is " Trestle A," referred to above. It will be seen that this is virtually an open wagon with a well, 7 ft. 3 in. by 3 ft. 3½ in., cut in the floor, and supports provided inside the wagon against which the plates being carried may lean. The centre portion of each end is removed in order to facilitate the swinging of the load into position.
In modelling this wagon, the construction should be proceeded with along the lines of an ordinary open wagon, with the exception that the well must be cut in the floor and the gap left at each end. The well itself may be made of 1/16 in., or 3/32 in. wood, or, better still, it may be made of brass or tinplate and have the supports soldered to it. When all are in place, it is assembled to the wagon as a complete unit.
The numbers of these wagons are 400284, 408014, 411136 and 412777, the standard tare being 6.16. Model loads should take the form of plates either cut from Russian iron or tinplate. If cut from Russian iron the plates should be given a coat of varnish to prevent rusting. Some form of address, with the name of the ship for which intended and the position of the plate on the ship (e.g., PC10, SD3, i.e., port side, Row C, Plate No. 10; starboard side Row D, Plate No. 3) should be painted on the plate in small letters.
TrestleC.jpg
The other trestle wagon illustrated is the ex-N.E.R. " Trestle C." This is not unlike an ordinary plate wagon with the trestle arrangement built on to the floor. Some of the Scottish railways, with true northern economy, did not build small trestle wagons at all, but provided removeable trestles to go in the standard plate wagons, so that the one type of wagon fulfilled two purposes. In fact, the Caledonian Railway went a step farther, and provided removeable trestles for some of their bogie trolley wagons, which were then capable of carrying very large plates in addition to their usefulness as bogie well wagons.
For model purposes, "Trestle C" may be built as though it were an ordinary open wagon, the trestle being made separately and secured to the floor of the wagon with pins and glue after the wagon is otherwise complete. I recommend leaving this to the last because the trestle is, unless built of metal strips soldered together, rather a delicate fitting and liable to damage.
The numbers of " Trestles C" are 14710, 17225, 75879, 76799, 79013 and 80886. The standard tare is
8.5. They can carry plates 27 ft. long by the following widths: N.E. area and G.N. area 11 ft. 1½ in., G.N.S. area 11 ft. 0¾ in., G.C. area 10 ft . 11½ in ., G.E. area 10 f t. 11¼ in., and N.B. area 10 ft. 9¾ in. The load must not, however, exceed 11/8 tons per foot width of the plate or plates.
The load is secured by chains passed over from side to side and tightened up by screws.
Glass
There are 13 different types of glass wagon in service, ranging in carrying capacity from eight to 30 tons. They are all practically identical in design, the two chief variations being the 30 ton N.B. Section Well Glass M and the new L.N.E. 20 ton Well Glass N, both of which are not at all dissimilar in appearance. It may perhaps interest readers to know that this L.N.E. Well Glass N has, so far as I know, a smaller ground clearance than any other special wagon in Great Britain. This clearance is as small as 6½ in., with the result that when travelling over the troughs on the N.E. section, whether empty or loaded, it is necessary to treat these wagons as out of gauge, and to subject them to special examination and checking to ensure that damage is not done, either to the troughs or to the vehicle or its load.
wellglassG.jpg
I have chosen the G.N. section wagon Well Glass G as typical of this type. By the courtesy of the L.N.E.R. Co. I am able to illustrate it by the official photograph in addition to a line drawing. In the photograph, which is actually of the wagon in pre-group days, the initials G.N. have been touched out and N.E. substituted, but the drawing shows post-grouping practice as regards painting.
From the photograph it will be seen that the vehicle is simply a long open wagon, fitted with a well and stanchions, the latter carrying adjustable screw jacks for securing the load. That portion of the ends situated between the end pillars is cut away to assist in swinging the load into position or in manoeuvring it on to or off the wagon in cases where an end loading bank can be used.
The framework of the stanchions is bent up out of brass angle, and care must be taken to see that the angle is thoroughly soft at the places where the bends are to be made. I would suggest that a piece of steel should be filed up to the shape of the central opening in the stanchions to act as a former, and the top bend of the angle made over this. The lower portion of the angle is then gripped in the vice close to the former and the vice screwed up. This should form the cranked bends at the lower extremity of the opening, and the two sides of the stanchion are then soldered together and the triangular stay plate attached. Before tightening up the vice be sure that the angle is properly protected, so as to avoid crushing. The outside leg of the angles is filed away, and the remaining part soldered on to a brass strip, which is fixed to the inside of the well opening in the floor. A small lip should be turned over at the bottom edge of the stay plate, and this drilled for attachment to the floor with fine pins. If a pin is arranged to go through the floor and into the solebar it will get a good grip and will give considerable security and stiffening to the stanchion.
In actual practice the blocks of the screw jacks are shaped rather like crossheads, having two flanges on each side to retain them in the stanchions whilst permitting them to slide freely up and down. They are, of course, put in position before the stanchion is completed, or, as an alternative design, the two flanges on either the inside or the outside of the block are made by bolting on a plate slightly wider than the centre portion of the block. This allows the blocks to be fitted after the stanchions are made. Readers must please themselves as to whether the jacks are made to slide up and down or not, but personally I think that this is an unnecessary refinement and the blocks may be made of small squares of thick brass soldered into the stanchions and drilled and tapped for the screws. The latter are made of 1/ 16 in. wire, or, better still, of 1/ 16 in. screws, the heads of which have the screwdriver slots filled up and are drilled for the tommy bar.
wellglassG photo.jpg
I have referred to these vehicles as Well Glass wagons. This is because one type of wagon (Glass A) is not provided with a well, and is known as a stanchion glass wagon. The code word, as painted on the wagon, is simply " Glass," all other glass wagons being " Well Glasses."
60526
NBR D34 4-4-0 'Glen'
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Re: Old Model Railway Magazine Articles - Pulley & Bell Wagons

Post by 60526 »

Extract from December 1929 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Pulley and Bell Wagons"
By Capt. Sir Eric Hutchison, Bart.

Pulleys
This is a most useful class of wagon. There are two main types, one being timber-built and the other a steel vehicle. The timber-built wagons were favoured by the late G.N.R., on which line there were two designs, both illustrated from the official photographs. The steel wagons are typified by the N.E.R. " Pulley H." The other drawing shows Pulley E, an ex-G.N.R. vehicle. Again, the photograph shows the wagon as it was before grouping, with the exception of the initials, which have been touched out and replaced by N.E. The drawing shows the post-grouping arrangement.
Such a model is easily built up, the actual construction presenting no serious difficulties. Both the large and small crossbeams are adjustable for position across the well. There is no reason why these should be made adjustable in a model, however, unless it is desired to do so for any special reason. I would suggest that a model of this sort should be built to carry a permanent load, and the beams would then be located so as to suit the object being carried. This is the more desirable since it is by no means an easy matter to secure a model load for transit in the correct manner, and once secured it is best to leave well alone.
pulleyE.jpg
Pulley Wagon Loads.
Ships' stern frames, propellers, and large flywheels are the most ordinary types of traffic to be met with in a wagon of this description. In choosing a model load it is important that its size is such that it could not be carried on a flat wagon or in an open wagon. A wheel or propeller of about 11-ft. scale diameter should therefore be selected.
Assuming that a wheel has been chosen, the correct method of loading it is as follows. First of all remove the well bearers. If the model is being built to suit the load, and the load not being arranged in an existing wagon, then these bearers need not be made. The next operation is to pass both main crossbeams through the wheel, seeing that they are so adjusted that they each come immediately under a spoke and close to the rim, thus taking the bulk of the weight. The two smaller floor beams are next moved in under the rim so as to take a certain amount of the weight. In actual practice a cradle would now be made with chains underneath the wheel, so as to take a little weight, but primarily to act as an emergency support in the unlikely event of any of the beams breaking. The rim of the wheel would be secured by chains to this cradle in order to prevent side movement. The various chains making up the cradle are, of course, screwed up tight under the load. In model work, however, the cradle may be omitted.
Securing Wheel to Pulley Wagon.
With regard to the actual securing, of the wheel, this may be done in several ways depending on the personal ideas of the Special Loads Inspector responsible for despatching the traffic. As good a way as any would be to attach along chain to the end ring on, say, the right-hand side as one looks at the end of the wagon. It is then passed over the beam and through the wheel from left to right. It is then passed outwards and downwards round the wheel rim and beam, up through the wheel again from left to right, and downwards over itself to the end ring on the left, to which it is tightened by a screw. This is repeated at the other end, the wheel being so secured to both beams and wagon. Next a chain is passed through the centre ring on one side, given a turn round a spoke (the nearest spoke to the vertical), passed through the centre ring on the other side, and the two ends coupled by a screw. This is to prevent tilting sideways. If there are no centre rings then two chains are required, the one through the rings nearest the centre at one end and the other through those nearest it at the other. A chain may be passed through the centre of the wheel and round the longitudinal side beams, but this is not recommended on account of the risk of damage to the wheel where it has probably already been machined, and also on account of putting a severe side stress on the longitudinal beams which they are not designed to withstand.
Loads of Crates.
For large crates, such as crates of glass, the well bearers are fitted in place, and the load carried on them. They are capable of carrying a load of five tons properly distributed, so can deal with quite bulky and heavy articles. Traffic such as crates would be lowered into the well of the wagon and retained in an upright position by ropes passed round the main crossbeams on each side of the crate. If possible, ropes would also be passed over the top of the load and secured to the lashing rings on the side of the wagon. It must be remembered, however, that this vehicle is designed primarily to carry wheels and propellers, and not crates, which are much more suitably carried in a Well Glass.
There is only one example of the wagon illustrated, although there is a very similar pulley which carries I5 tons instead of 12, and which is also a G.N. section vehicle. Neither are subject to any running restrictions.
PulleyE&H.jpg
Pulley H
The other drawing shows Pulley H, an N.E.R. section wagon which seems to travel fairly widely. Its general design is similar to Pulley E, except that no bearers are provided underneath the well. It is a very interesting, although by no means an easy wagon to model, but if due care is taken in cutting out and soldering up the component parts, there is no reason why a passably good result should not be obtained, even by one not thoroughly experienced with the soldering iron.
This vehicle is fitted with scroll irons and disc springs at the ends of laminated springs of the usual type. If an accurate model is being made, these disc springs may be represented by 1/8 in. brass washers.
Pulley_GNR.jpg
Bell
This N.E.R.-Section vehicle is noteworthy as being a " one off " wagon. It is designed to carry bell covers for furnaces up to seven tons in weight, but owing to its short wheelbase its use is very limited. For loads which are too large for this wagon a " glass " wagon or one of the " pulleys " would be necessary. However, in spite of this drawback, it is a useful enough vehicle, and has the great advantage from the model-maker's point of view of being easily built.
bell.jpg
As will be seen from the drawing, which shows the wagon in post-group colours, it consists simply of a floor and two ends. A well is cut in the floor, and two channel supports are arranged, one at each end, to take the load. These supports are suitably braced longitudinally. The two ends need no description. The only feature about them is that they are considerably thicker than is usual, on account of having to carry the pins for the adjustable beams.
Modelling a " Bell " Wagon
The floor should be cut out first, and the opening of the well made. The two channel supports are next taken in hand. These may be made from a piece of brass permanent way, the head being filed down until it is about the same size as the lower web. The supports are soldered on to a short length of brass or stout tinplate on each side, as shown in the diagram, in order to provide a means of attachment to the floor. The longitudinal braces are next added.
The next step is to cut out the combined ends and headstocks, the floor being made so as to fit inside these. They are glued and pinned to the floor, and the beams added. It is better not to make these adjustable, but to glue and pin them to the ends in order to stiffen these as much as possible. The supports are next screwed to the underside of the floor, and the wagon completed by the addition of solebars, running and buffing gear, end pillars and such detail as the builder may think fit
.
60526
NBR D34 4-4-0 'Glen'
Posts: 262
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Location: Southampton

Re: Old Model Railway Magazine Articles

Post by 60526 »

Jonathan, the interesting thing with reproducing these articles is that these were written in the late 1920's, there must be lots of stock which has been withdrawn only to turn-up later still in use.
I got ED totally wrong, being NBR I came to the conclusion that it might be Edinbrough Division, totally off beat there. I wonder if D&S ever made a 4mm LNER shunters truck, or Jidenco?/Falcon Brass
60526
NBR D34 4-4-0 'Glen'
Posts: 262
Joined: Sat Jun 26, 2010 9:00 am
Location: Southampton

Re: Old Model Railway Magazine Articles - LNER Electric Loco

Post by 60526 »

Extract from May 1941 edition of Model Railway News
Railway Topics by J.N.MASKELYNE, A.I.Loco.E.

L.N.E.R. Electric Locomotive

L.N.E.R. Company has kindly sent me the photographs and diagram, reproduced herewith, showing the external features and dimensions of the electric locomotives recently built for the Manchester-Wath-Sheffield section. The original order was for seventy of these engines, which were to be used on all classes of traffic over the electrified route; but, owing to the war, the scheme has not been completed, and only one of the engines has been built. She has four motors which, together, are capable of an output of 1,360 h.p., continuous rating, on 1,500 Vd.c.The normal starting tractive effort is 38,000 lb. which, however, can be increased, if required to 45,000 lb. with 1,868 h.p. output. The maximum speed is 65 m.p.h. The engine is painted the standard green and black livery, with the usual lining-out.
.
26000_1B.jpg
26000_2.jpg
26000_3.jpg
60526
NBR D34 4-4-0 'Glen'
Posts: 262
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Re: Old Model Railway Magazine Articles - Stirling No.1 in 1938

Post by 60526 »

Extract from Model Railway News August 1938
A '' Ghost '' from the Past By J.N.Maskelyne A.I.Loco.E

There must be very few of us who would have thought that we should ever see one of the famous “Stirling 8-footers " running again on the old main line over which those engines made history fifty years ago. Yet, the " impossible " has happened On the 30th June last, old G.N.R. No. 1, which has rested in the LNER museum at York, since 1925, hauled a train from King's Cross to Stevenage, with a party of Press representatives on board. The occasion marked the 50th anniversary of the first " Race " to Scotland, as well as the introduction of two brand new trains just completed for this year's " Flying Scotsman " and " Sunday Scotsman " services; and the opportunity was taken to show, in a thoroughly practical manner, just what difference there is between the modern train and the one which was the "last word" in travel comfort fifty years ago. The old “8-footer" was removed from her resting place, taken to Doncaster, and thoroughly overhauled during June. In the meantime, a number of old GNR coaches, several of which are still in service on branch line traffic, were treated to a "wash and brush-up" so to speak, and formed the train in which the Press representatives were taken by "No. 1" to Stevenage. Here, the party changed trains, and were taken on to Barkston in one of the new trains hauled by "A4" class engine, No. 4498, "Sir Nigel Gresley." What a contrast!
The excitement and interest caused by the appearance of old "No. 1" and her train at King's Cross station was, of course, only to be expected, and, during the run to Stevenage, unprepared spectators, at many places, simply gaped in astonishment, and probably wondered what on earth had happened! Later in the afternoon, "No.1" brought her train back to King's Cross, there to await the return of the new train and its passengers from Barkston. Then, for some time, the two trains stood side by side, available for public inspection, and attracted a great deal of attention.
There is Still Some Life in Her
Seeing old "No. 1" starting away with her quaint train of "six-wheelers," revived vivid memories to my mind. But she got away well after a preliminary "slip," she held the road, and the great length of ground she covered between each puff of her exhaust was very striking, to modern eyes. The disposition of rolling-stock at the outer end of King's Cross station very nearly prevented my obtaining a photograph of "No.1's" departure; but I risked a difficult "shot" which is just good enough to reproduce. Better luck favoured me when she returned about 5.45 in the evening, and I secured the second picture reproduced herewith.
No1_1 depKX.jpg
lt is twenty-three years since the last “Stirling 8-footer " made a regular trip from King's Cross, and just thirty-one years since "No.1" herself was making her final departure in ordinary service. In the meantime, the general appearance of King's Cross station; with its distinctive "atmosphere," has scarcely altered at all, so that "No.1" seemed to be quite "at home." Just before she departed at 2 p.m., one of those odd, inexplicable coincidences occurred; the old engine and her train stood at Platform No.8, and the 1.57 p.m. arrival from Cambridge came into Platform No.7, and was headed by 4-4-2 No. 4442. This latter engine was "No.l’s” companion when they stood side by side in the "Palace of Engineering," at the Franco-British Exhibition at Shepherd's Bush in 1908 precisely thirty years ago to represent the old and the (then) new G.N.R. locomotive practice.
No1_4 KXarea.jpg
Extract frpmModel Railway News October 1938

“No.1” has another day out By J.N.Maskelyne, A.I.Loco.E

On August 24th last, the old GNR Stirling 8-foot single-wheeled engine "No. 1," and the train of seven 6-wheeled coaches representing the Flying Scotsman of 1888, made a public excursion from King's Cross to Cambridge and back. I was fortunate enough to be able to make arrangements to go on this trip, and would not have missed it for anything! All the170 seats available in the train were filled, and, at the last minute, eight extra passengers took ordinary return tickets to Cambridge, and travelled in the guard's vans. I remember that, in my young days, I saw a few of the" 8-footers" at King's Cross, but so far as I can recall, this unique journey last month was my first trip behind one of these celebrated engines. To suppress some feelings of excitement was difficult, and I could not help noticing several onlookers who were singularly dumb with emotion at the sight of the grand old engine and her train. But to the passengers, the whole run, each way, was full of interest. The engine was driven by Hoskins, of King's Cross, who had never handled a "single" before and, in these circumstances, he and his fireman must be praised for the manner in which they coped with what, even to them, was a novel experience. Very little slipping occurred when starting from King's Cross; but, there was no doubt that the old domeless boiler did not take kindly to our modern softened water. Most of the way up to Finsbury Park, the engine was priming rather badly, in spite of which, we were through that station in 6½ minutes from the start, and at a speed of about 36 m.p.h. Some fairly rapid acceleration now took place, speed rising steadily to 58 m.p.h. at Wood Green, before the rising gradient began to make itself felt. Wood Green station was passed in 9 min. 50 sec. from the start, the distance being 5 miles. Speed now gradually decreased, but we were through New Barnet, 9.2 miles, in 15m. 5s., and reached the summit at Potters Bar, 12.7 miles, in 20m. 40s., at a speed of 32 m.p.h. despite a slight check at Oakleigh Park. “No.1”, however, recovered smartly, and ran the next 5 miles to Hatfield, in 6m. 25s., touching 62 m.p.h. on the way. From here the 10.9 miles to Stevenage occupied 14 m. 5s., and 5 minutes exactly were required for the final 2.3 miles to Hitchin, where we stopped for water in 46m. 25s. for the 31.9 miles from King's Cross, against 48 minutes allowed. The start from Hitchin was a very leisurely process; not that there was any difficulty, but the crossing over to the Cambridge line was taken very carefully. Incidentally, the little crowds of spectators hereabouts showed so much enthusiasm that, probably, Driver Hoskins decided not to hurry out of their sight. The 2.6 miles to Letchworth occupied 11m. 10s., but the old engine was now bowling along at a respectable pace, and averaged 45.8 m.p.h. for the next 4.7 miles to Baldock. Near Meldreth, our speed had just topped the "60" line, when it had to be reduced to less than 50 m.p.h. for a service slack. After Shepreth, we accelerated into the higher "50's," but made a drastic reduction over the junction with the old Great Eastern main line, and arrived in Cambridge 1 min. 5 sec. early, at 12:48:55.
A few minutes later, a 0-6-0 engine was coupled up to the' rear of the train, so that "No.1" could be released to pay a much needed visit to the sheds; for she showed unmistakable signs of the priming which had taken place in the earlier stages of the trip. However, at the shed, an "army" of twenty-five cleaners, specially recruited for the purpose, took her in hand; and, in less than twenty-minutes, she was as spick and span as she had been when she first backed on to her train at King's Cross.
No1_3 cambridge.jpg
In the meantime, the old train was backed into the “Great Northern” bay; and then "No. 1," having been turned and given a full supply of water, came majestically from the shed yard, passed slowly down the great length of Cambridge station to the crossovers at the western end. There she reversed and backed into the bay, and was coupled to her train once more. For about 4½ hours she stood there, to be visited and admired by hundreds of people who came from all over the district.
The Run Home
We passengers spent the time in diverse ways. Some of us stayed on the flag-bedecked station, watching the traffic, or listening to the various remarks made by "No.1's" visitors; others went out in to the town. But most of us had little difficulty in finding some congenial occupation until it was time to take our places in the old train for the run back to King's Cross.
Punctually at 6.35 p.m. we started homewards, our departure being eagerly watched by little crowds which had collected at every vantage point, in and around the station. As on the down run, people had congregated at all sorts of convenient, and inconvenient, places to see us pass. With the very liberal time allowance of 50 minutes to Hitchin, "No. 1" was able to keep a steady, unhurried pace all the way. In spite of the "switchback" nature of the road, with one or two tempting stretches of down-grade, the old engine never exceeded 50 m.p.h. at any point, while, on some of the up-grades, speed was allowed to drop to as low as 20 m.p.h. . But we stopped at Hitchin in 47 min. 35 sec., and stood there for 4½ minutes while "No.1" took in water and was examined, to make sure that all was right with her. For, although the 31.9 miles from Hitchin to King's Cross were allowed 50 minutes, start to stop, the road is much easier than the Cambridge­Hitchin section; therefore, we expected a more rapid rate of progress and got it!
The actual start proved to be a little troublesome; but that is not unusual at Hitchin. At first “No.1” indulged in some thoroughly characteristic slipping, even to the extent of standing perfectly motionless, except for the rapid revolutions of the driving wheels! But, at length, she managed to get her train moving, and maintained a steady acceleration to Stevenage, where she had attained 50 m.p.h. This was increased to 55 m.p.h. before Welwyn Garden City where our pace was rudely interrupted by a severe check, and we were brought very nearly to a stop by adverse signals. But the stop was just avoided, and, once more, we were accelerating in fine style. Hatfield was passed at 56 m.p.h., but the rise to Potters Bar brought us down to 45 m.p.h. ; however, from this point to Wood Green, "No. 1" indulged in quite an exciting spurt. We reached 60 m.p.h. just below New Barnet, and then accelerated steadily to an absolute maximum of 73.5 m.p.h. at Wood Green, where, however, signals were against us, for the second time. For the rest of the journey, we did not get a clear road, signals keeping us persistently in check right into King's Cross, where we stopped in 50 min. 35 sec. from Hitchin. So ended a memorable day!
[attachment=2]No1_2 arrivalatKX.jpg
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No1_2 arrivalatKX.jpg
Woodcock29
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Re: Old Model Railway Magazine Articles

Post by Woodcock29 »

Thanks for these postings 60526.

The wagon stuff is all interesting but reading about No 1's runs was sensational. Almost makes me want to get out my old Kitmaster kit and the Millholme chassis I have for it and start on it but I have too many other modelling priorities before that!

Andrew
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manna
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Re: Old Model Railway Magazine Articles

Post by manna »

G'Day Gents

Interesting reading about No1, and to get into the 70's at Wood Green.

manna
EDGWARE GN, Steam in the Suburbs.
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