Category Archives: Railroad Tech.

Photographic Grey prototypes in Marklin Z

Marklin 88091: KPEV Class P10 (Insider Model 2003)

Marklin has released a number of locos in “photographic grey” paint scheme not limited to steam locos, but for this post only a few of the steam examples will be depicted. Historically “photographic grey” also known as “works grey” was an application of paint to a newly built and designed locomotive which would be photographed for the purpose of archiving as well as publicity. Why grey? Depicting a new loco in sharpest detail before the advent of color photography, 19th century locomotive builders relied on photographers who produced black and white photographs from large format negatives. The range of tones produced in black and white photography range from black with no detail on one end and white with no detail on the other with grey in the middle. This mid range gray is referred to as 18% gray which means its reflectance for photographic purposes is 18%. Photographs that are predominantly in this tonal range do not have strong shadows or highlights. Photographers realized many more details could be recorded if the subject in this case steam locomotives of the 19th and 20th century were painted in this mid range gray. Locomotive builders painted the early example of a new design in this gray tone, and they also attached all locomotive plaques before the photograph was made. After the photograph was made the builder removed the plaques and treated the gray paint scheme as a primer coat thus applying engine black and other paint colors as the final coat. Lighting was also an important consideration, an overcast sky with low contrast supported a better outcome by reducing distracting shadows. And then there were the retouchers who could masterfully remove distracting backgrounds including engine house, people and anything else that detracted from the locomotive in all its glory. Eastman Kodak probably provided the film which would have been perfectly flat silver nitrate coated glass as well as the retoucher’s pigments which would have included Kodak’s “Opaque Black” one of many specialist items devised by Kodak. Marklin gave me the opportunity to experiment with these observations with their historically accurate modelling so I have come up with several examples depicting a locomotive with “engine black” paint scheme, a locomotive depicted with rail yard buildings, and simulated overcast lighting.

Two locomotives with “photo-grey” paint scheme depicted with buildings in a rail yard: 88832 + 88040.

One locomotive with “engine black” paint scheme. Note loss of detail in 88092:

Locomotives depicted isolated from distracting background, bright overcast lighting, and “photo-grey” paint scheme.

Photographic Gray Paint Scheme and Mini-Club

Marklin 88091

We are probably all familiar with builders’ photographs of steam engines depicted in black and white photographs and some of us may have had the rare opportunity to buy one. Usually large and well produced photographs depicting a recently built locomotive captioned with all the technical specs and dates of production accompanying such photographs. The commissioned photographers were charged with producing a record in crisp detail for the builders’ record as well as publicize locomotives built in their shops. Although the age of steam has passed these photographs help us understand and research the locomotives that were built a 100 years ago, and the incredible achievements and innovations that were made. The photographic record is just part of the research tools available to manufacturers of model trains, but Marklin has treated this part of railroading history as an integral part of Mini-Club’s offerings including locomotive prototypes modeled in “Photo Gray” as they would have been seen for the first time.

Marklin 88981

Photo gray or works gray is a particularly interesting paint scheme, it seems to coincide with the middle gray zone between highlight and shadow referred in photographic literature as 18% reflectance of the visible world. This being a speculation of mine, my research does not point to an exact paint formula that measures its reflectance, but I would place the reflectance of locomotive photo gray roughly as middle gray if one starts with black on one side and white on the other. Why is this important? It was important from the standpoint of recording as much detail as possible through reduced tones within the range of “low contrast” without dark and light tones. Lighting is also a factor with this discussion, and the photographer’s choice between overcast skies or sunny days would have been overcast skies thereby keeping the tonality of these photographs on the flat contrast range. Isolating the locomotive in the composition was also a consideration with few seen near train sheds and yards, manipulating the photographic negative could have achieved this effect as well. For a follow-up post I will be recreating builders’ photographs of two mini-club class 52 locomotives, one with photo gray paint scheme and the other painted black. Photo ready locomtives were not dressed in photo gray paint scheme for long, after the photographs were made they were painted in most cases in engine black which was chosen to minimize the appearance and dirt and grime thereby making the photo gray paint scheme a primer coat for the eventual top coat.

Marklin Z steam locomotives in photo gray: 88040 (“Franco Crosti”) – BR 42.90 DB Insider 2003, 88091 – BR P 10 KPEV Insider 2003, 88832 – BR 52 DRG Insider 1997, 88836 – BR 52 DRG, 88841 – BR 50 DRG, 88981 – class G 8.1 KPEV MHI Insider 1998.

Created for photographs, the photo gray paint scheme adorned the first examples of prototypes with some offered in mini-club.

Z gauge LED signals by Marklin

Marklin introduced a couple of signals that lasted in the line-up for years, they were the 8939 (block signal) and 8940 (semaphore). The 8939 block signal was the first, it was introduced in 1972 when Marklin announced z gauge, then in 1979 the 8940 semaphore was added. Realistic train control was created with these signals, starting and stopping a train on a mainline was achieved by wiring an isolation track and adding an 8945 relay or 8946 manual control for the 8939. The 8940 semaphore used a control box instead of the 8945 or 8946 controls. 24 years later the 2nd generation of signals was introduced for mini-club that included yard and mainline signalling capabilities, some signals even feature up to 4 aspects. With sophistication comes complexity and wiring schematics that are unprecendented in z gauge, thus the fun of real train operation. Signals are their own field of study and adding realistic signalling will make a great layout even greater.

Before delving into the world of mini-club signals important comments need to be made, first is the expense, and second is the commitment of time. Non semaphore signals come with 2, 3 or 4 aspects, as the lighting functions increase there are also an increase in parts and wiring. For example the 89391, 89394 and 89395 are 2 aspect requiring 1 relay (7244), 89390 and 89392 are 3 aspect requiring 2 relays (7244), and 89393 requires 3 relays (7244). Cost is expanded with the addition of each 7244 relay which retail for $45. The 7244 relay also operates on 16 volts only therefore purchasing a separate transformer is required (Marklin 6001-110 volt or 6002-240 volt). A 7272 control box is also required for every 4 signals. And two feeder tracks per block is required (8590). Plus 8954 plastic rail joiner insulators. The commitment of time can be quickly suggested with one photo illustrating all the wires required for hooking up one 2 aspect signal 89391.

To keep costs affordable shop for used relays and transformers. Used relays sell on Ebay for about $15 a piece while used 6001 transformers sell for no more than $75. If you buy the 240volt 6002 transformer for the European market it can be converted to 110volt with the addition of a Pyle 100 watt step-up/step down converter for $20. Used signals are also a possibility from a reliable dealer who gives a warranty.

Wiring schematics are provided with each new signal sold, but I will provide written instructions for each on a separate post if you bought one used without instructions; those instructions are too lengthy to include here.

Since this post concerns LED only Marklin z signals let’s start with a basic description for each.

89390 – “Distant” signal warns engineer of next signal’s indication and prepares the train crew of an oncoming stop command. Located a distance from other signals on a mainline.

89391- “Block” signal located along a mainline with two indications: stop and proceed.

89392- “Entry” signal used at the entrance to train stations with three aspects: stop, proceed, and proceed slowly.

89393- “Exit” signal used at stations for departing trains with 4 aspects: stop, proceed, proceed slowly and switching allowed.

89394- “Yard” signal used to indicate movement of trains within a switch yard with two aspects: do not proceed and proceed but prepare to stop. Ground level signal.

89395- *Same signal type as 89394 but high mounted on a pole versus ground level.

The type of layout will determine how many signals are required prototypically, but the cost to equip a layout with each prototypically wired will quickly add up to big bucks. An alternative is to wire important signals on the layout and perhaps leave others on permanently as green or red. Or another solution is to manually turn two aspects on and off without train control using a control box.

Signal wiring tips: 1. Each signal is equipped with a varying number of wires, following the wire schematic will indicated where those wires go. 2. Standard braided wire by Marklin is color coded, it is important to stick with correct color coding in case a mistake is made and retracing one’s step. 3. The strands of braided wire need to be twisted to make good contact with plugs and terminals, but I suggest one step further: tinning the wire will keep the strands together better than twisting alone, simply apply solder to the braided ends of your wire thereby filling the wires with solder and making a single strand. 4. Signals come equipped with several wires that have capacitors installed to a solid wire, this part of the wire heats up and should not be taped over thereby preventing a potential fire. Also never remove the capacitors. 5. Wires with capacitors and solid wires will need to be trimmed for their connections with the relay (7244) terminals, this wire is far longer than required. 6. Control box 7272 is correct for signals. 7. Two feeder tracks per block are required.

Book Review: Railway Magazine and Commercial Journals – 1839 +1840

Okay so this is cool! Forget about a book review, this is a post about something very special I was lucky enough to find. One day when I was visiting a town near Cooperstown, NY I stumbled onto a used bookstore, I love books, but I never expect to find anything of interest. The shop had a whole section on train books that surpassed any of my best expectations. The train books were concentrated on 19th century rail, and I came to understand that all came from the collection of a former superintendent of trains in that part of New York State; he obviously loved trains and was well suited to his job. The books that interested me the most were two copies of Railway Magazine and Commercial Journal from December 7, 1839 and January 11, 1840: “Published Weekly at Half-past Six on Saturday Morning, and Goes Post Free”. These magazines chart interesting details at the start of the railway boom in the 1840’s. Already in 1839 facts and details concerning rail traffic and construction of railroads are coming in. The Greenwich Railway was recording passenger traffic at roughly 3200 per day at the end of November in 1839 with the yearly average per month for 1839 being 3777 1/2, I hate to have been the 1/2 a person! Lists of patents including improvements to steam locomotives by John Bourne of Dublin. The Croydon Railway by 1839 had constructed 10 1/2 miles of track with daily passenger averages of 924. December 7, 1839 a Mr. Labouchere received a payment of 35,000 pounds to cover the inconvenience and annoyance of the Eastern Counties Railway crossing his estate. Further objections to the new rail sytem were those regarding fees. In one such article titled “Sad Effects of High Fares” the author is quoted as saying: “We have ever been advocates for moderate fares. The only advantage of railways is reasonable charges and rapidity of transit, and the only base upon which they can hope for success.” He goes onto complain about rail versus omnibuses: “The railway gives the public trouble of going to and from the stations at London-bridge and at Greenwich, while the omnibuses take them up and set them down at their own doors and almost wherever they please in London at the same price (as the railway).” Timetables are always fun to review thus those provided in the Railway Magazine provide interesting insights as to how long a rail trip took from a London departure to Birmingham arrival, in 1839 passengers departed London at 6 AM and arrived in Birmingham at 11:30 AM. I calculated a rough estimate of 126 miles between the two stations. Calculating stops in Watford, Tring, Leighton, Wolverton, Blisworth, Weedon, Rugby, Coventry, and Hampton with few minutes passed at each station (passenger coaches of this era featured doors directly to cabin sections thus trains stopped only briefly averaging less than a minute, this was not a time of indecision, you were expected to board promptly) I calculate the average rate of speed to be roughly 20-24 miles per hour double the speed of horse and carriage. An improvement yes and probably unnerving to travel at that speed considering most people had not traveled that fast before in carriages that bumped and tossed! How exciting to have experienced this for the first time.

Book Review: Riding the Bell

Okay so you think you have seen this book reviewed on this site before, and you are right! This book deserves a second nod because it covers some important local railroad history in my neck of the woods in Lehigh Valley, PA. And the author is a friend and passionate fan of trolleys, buses and the “Liberty Bell Limited” that served the three connecting cities of the Lehigh Valley, PA with runs to Philadelphia. The Liberty Bell was owned and operated by the Lehigh Valley Transit Company, it met the same fate that other trolley systems experienced namely the car in every driveway and our robust expansion of the highway system. The author Ron Ruddell spent 10 years patiently researching the material and writing a lively text that accompanies numerous photos and illustrations. Some densely populated cities in the United States have brought back the trolleys but here in Eastern Pennsylvania a trolley system that provided transport to rural and city dwellers is long gone, books like this help us preserve the history of the interurban rail systems in cities like our’s in the Lehigh Valley.

Book Review: So You Want to Build a Live Steam Locomotive

As the name suggests this is a book for building locos thus it is for serious railroaders that want to put into practice what live steam locos are all about. This is the best book on the topic, but expertise in machining is required or access to a talented machinist with a fabrication shop. Very infrequently a used live steam loco is available to buy, some of these locos were custom built while others were manufactured by specialty locomotive works for amusement parks or private garden railways. In light of the development of the steam locomotive in the mid 19th century mid size and smaller locos were also produced. Some English manor houses in the 19th century even included small trains to cross their large properties. Today these rare live steam locos of small scale may need full restoration to produce steam again safely. If your hobby ever expands to a loco that puffs steam and sports a seat this book will be a great guidebook to understand the complexities of these machines. But never do anything with steam on your own seek out the assistance of those with experience, this book being a helpful guide only: So You Want to Build a Live Steam Locomotive, Wildwood Publications, 1974.

International Library of Technology Series

The International Library of Technology Series of books was published by the International Textbook Company of Scranton, PA at the beginning of the 20th century. The series covered technologies current to 1900, and it also included books on electric and steam train technology. The two books of this series in my collection include: ELECTRIC RAILWAYS and ELECTRIC RAILWAYS: EFFICIENCY TESTS and CONVERTERS, 1905 and 1908 respectively. From the historical perspective of early train technology this series is fun to study, but some understanding of the topic is helpful, they maybe old, but they are highly technical with numerous engravings to support the text. If you volunteer at a trolley museum you will find these books helpful and likewise steam. This is an overlooked series of books that are very reasonably priced, but they are priceless for their historical perspective. Highly recommended.

Z Trains Weekly

World of Z scale trains!