Extract from the December1928 edition of Model Railway News
Notes on L.N.E.R. Special Wagons.
"Macs," "Twin Imps," and "Rectanks."
By Capt Sir Eric Hutchison, Bart.
The " Macs " comprise a class of wagon similar in many respects to the "Imps," but they are designed to carry higher loads, and they have, therefore, a lower floor level. There are 14 different types of "Macs" in service, all of which were taken over from the pre-grouped companies as follows:- G.C.R., 4, -G.N.R., 3; -G.E.R., 3 ; -N.E.R., 2; - N.B.R., 1; and -G.N.S.R., 1. The carrying capacity varies between 10 and 25 tons. On the whole, they are remarkably free from running restrictions. The only ones which I know of are that G.N.R. I5-ton " Macs M" are not allowed to proceed to Folkestone and Chatham Dockyard without permission, and.N.E.R. 25-ton " Mac J " No. 9289, a bogie vehicle, and G.E.R. 10-ton "Mac O" No. 21953 are both restricted from the late L.S.W.R. without permission. This G.E. "Mac" is interesting as being the only piped "Mac" in existence on the L.N.E.R. It has both vacuum and Westinghouse pipes, and it is further noteworthy in having removable beams, which are supplied on demand, similar to some of the trolleys, about which we shall hear more in due course.
All " Macs " are very similar in design, the chief point of difference being in the length. They are provided with securing rings either on the floor or on the outside of the side frames, to which the load is lashed with rope. It is very rarely indeed that chains are used with this class of wagon. Loads are generally bulky, such as agricultural tractors, threshing machines and such like, but I have not infrequently seen crated motor-car chassis loaded on them. In these hard times, railways will use the first wagon which comes handy rather than delay traffic, though this sometimes means carrying a five or six ton load on a 20 or 30 ton wagon. Loads are generally secured by chocks or scotches nailed to the wooden floor of the vehicle, and by ropes to the lashing rings. The load is then sheeted, if required, and a steadying rope is passed over all so as to resist any tendency of the traffic to fall over sideways. This steadying rope is made fast to the highest convenient point of the load, and in cases where the weight is considerable, two or more ropes are employed.
The accompanying photograph, reproduced from an official photograph by kind permission of the L.N.E.R. Co., shows the design of a typical " Mac " very clearly. The vehicle in question is a G.N. section wagon, and has had the initials G.N. replaced by N.E. Otherwise the painting is typical of pre-group G.N. practice.
If required in post-grouping colours, the letters N.E. remain as on the photograph. The carrying capacity on the left-hand end is shortened to read " 15 tons " instead of " Load 15 tons " and the number 404268 appears in a corresponding position on the right. This means that "Return to Lincoln" must go elsewhere; it is painted in the centre of the side frames, with the code name " Mac " above it in the centre of the floor edging. The tare weight remains unchanged.
Modelling a " Mac "
From the model point of view, however, this wagon is not very suitable to make, because of difficulties in the way of fitting the inner frames, which carry the springs and axleboxes. I have accordingly drawn out a G.E. section wagon, which is here illustrated in G.E.R. colours, and which is of much more straight forward design. The only things at all likely to present difficulty to the beginner are the little triangular stay brackets between the floor and the side frames. However, these are really very easy to make, and lend a touch of distinction to the wagon. I am sorry I have not been able to get a photograph of this " Mac," so I have prepared the perspective drawing reproduced herewith. This, I think, brings out the main features of the wagon.
In modelling it, the first thing to do is to cut the two side frames out. They should be cut out and finished to size whilst clamped together, so that both are exactly similar. Before unclamping them, the holes for the axle journals should be drilled. The standard" 0" gauge tender axleboxes and springs will do well enough, although they are on the heavy side. The holes for the journals should be drilled 3/16 in, and two 3/32 in holes will also be required 1/2 in above the hole for the journal and 29/32 in apart. These are for the small projections at the back of the spring pins.
Twelve triangular stay brackets are next required to act as supports between the side members of the frame and the floor. The size of these is measured off the end elevation drawing, and they must be very carefully finished dead to size, since a great deal of the appearance of the finished wagon depends upon the accuracy with which they are made and fitted. The headstocks are next prepared and fitted with the shaped plates which cover the buffers. The next operation is the attachment to the main frames of the axleboxes and the triangular stay brackets. Six transverse cross-members of flat stuff about 3/16 in by 1/16 in section are required, partly as stiffeners and partly to provide a means for attaching the floor. To this end they are used on the flat and are drilled for 1/8 in 00 or 000 wood screws, two holes in each crosspiece. These holes should be countersunk from the underneath side. These crosspieces are fitted, one behind each solebar, one near the lower end of each end ramp, and one near each end of the flat centre part of the floor. Since they support the floor, it follows that their top surfaces should be flush with the top edge of the side frames, and that their exact positions are immaterial. The assembly of the headstocks to side members and the fitting of these crosspieces is next proceeded with. Do not forget to put the wheels and axles in position before soldering the whole together. The addition of brakes, or at least of brake handles and racks, buffers, and threelink couplings completes the wagon except for the floor.
This is cut from 1/8 in. wood, as are the two end ramps. They are scribed transversely into boards 5 mm. wide. Three lashing rings are required on each side of the centre flat floor, one in the centre and the other two at the two corners. All are close to the outer edge of the floor. These rings are simply plain rings of wire about 5 mm. in diameter, fixed to the floor by staples. The wagon is completed by the addition of the edging to the floor and ramps. This should be attached by means of small pins or screws, the heads of which are well countersunk, and then covered with solder, the surplus solder being carefully removed so as to leave an absolutely flat surface to the edging.
The wagon is painted in standard colours, which are well enough known to need no comment. The drawing shows pre-grouping painting, and the remarks regarding post - grouping painting of the G.N.R. " Macs " apply equally to this vehicle with the exception of the legend " Return to Lincoln." The G.E.R. numbers of this class of " Mac " were 21651 to 21730, 21903 to 21922, 21933 to 21952, 21954 to 21963, and 21991 to 22000.
The post-grouping numbers are the same except that they are preceded by a 6.
Soldering and Rust
To those who are not seasoned model makers may I give two little bits of advice. Firstly, use brass in preference to tinplate wherever possible, it does not rust. Secondly, no matter whether you are soldering in brass or tin, but especially if you are using tin, do not be afraid to scrub the work well in hot water and soda when the soldering is finished. Indeed, I would go further, and would say this - scrub the job, if it is tinplate, after each part is soldered on, drying it well before the next piece is soldered. This may seem a lot of trouble, but it must be remembered that rust carries on its work of destruction underneath paint just as readily as it does when no paint is present. I have seen more than one good piece of work ruined by rust which was started by using an acid flux which was not thoroughly cleaned off afterwards.
Twin " Imps "
These wagons may be dismissed with the briefest of remarks. They are of three classes: 10 tons, 15 tons and 20 tons each, and are all ex-G.C.R. They are standard " Imps " with the ramps, buffers and couplings at one end removed, and these two ends permanently coupled together in a similar manner to twin timber wagons.
The 10-ton "Twin Imps" are merely two of the wagons illustrated in the October Model Railway News coupled together. Their numbers - there is only one pair in existence - were 8470 and 8471, and their tare 5.2.3 each. Since grouping their numbers are, of course, 508470 and 508471. They have four wheels each.
The 15 and 20 ton "Twin Imps" are six wheeled vehicles. The latter are illustrated here in post-grouping colours. For end elevation see drawing of 10-ton " Imp " in October, 1928, issue. Their numbers run in sequence from 31803 to 31822, that is to say, their pre-grouping numbers. If required separately by readers who wish to build up a single " Imp," one of the vehicles of the twin pair should be taken and a new headstock and ramps fitted at the inner end. The numbers of these single " Imps “ run from 31823 to 31852 inclusive, the standard tare being 8.17.2. They are designed for a minimum curve of 99-ft. radius, and are, when coupled as twins, provided with removable radial bolsters for carrying boilers.
" Rectanks "
These are, in effect , bogie flat wagons and are made with timber .floors. They are 40 in number. Some have bolsters fitted immediately over the inner wheel of each bogie, and vehicles so fitted are known as "Bolrecs."
"Rectanks" were, I believe, originally designed during the late War to carry tanks. To support the ends whilst their load was moving on or off they had jacks, which could be screwed down to bear upon the head of the rail. Most " Rcctanks " have the jack fittings removed, though some nine have the jack screws stowed in the chain box fitted between the stays under the wagon, while the stirrups and scotches remain in position. Others, again, have the complete jacks left in place. The numbers of a few in which the jack screws have been removed are 17209, 20600, 33200, and 42203. "Rectanks" which still have the jack are Nos. 1051, 9950, 9991, 12643, etc.
The accompanying drawing shows a "Rectank" in post-grouping colours, and requires no explanation. It should be noted that these wagons are not suitable for carrying traction engines, since they have not proper scotching arrangements. This remark is prompted by a request which I recently got from a model maker who wanted a drawing of a "Rectank" which was to carry a traction engine. I am afraid that he was rather disappointed when I pointed out that he could only prevent end movement by securing the load with such heavy chains and by screwing them up so tightly that some part would be strained or damaged. Eventually, I am glad to say, that I prevailed upon him to use a proper traction engine wagon, drawings and photographs of which will appear in the next part of this series.