Building a tier trestle bridge

What is a tier trestle?

The term “tier trestle” is fairly recent, given by historians to the bridges built along the route of the Burma Thailand Railway (the River Kwai). See, for example, this Australian government report.
The term could, of course, refer to what are called the levels or stories on a standard trestle.
(The Oxford Dictionary defines tier as one of several units of a structure placed one above the other.)

There are key differences with the “tier trestle” and the engineering standard.

The river bridges built by the Imperial Japanese Army engineers using prisoner of war and indigenous slave labour did follow engineering standards and were solid enough to survive repeated attacks by British and American bombers.


On the other hand, the bridges over the hundreds of ravines were not-so-solid, built hastily and by engineering units that were not as experienced or competent as those building the actual river bridges.

Recent scholarship seems to indicate that the long-term Japanese plans called for these bridges to be filled and covered with earth. a method described in the Merriman Wiggin American Civil Engineer's Handbook, an indication that the similar methods were used in North America.

Steam era modelers may want to use the tier trestle bridge or some variant for what the Handbook calls “Construction trestles” on temporary lines, or on narrow gauge railways.

The handbook recommended removing the bracing during the fill process “when it is reached by the fill to prevent the pull in the bracing under the load of the fill from distorting the posts and even breaking them.

In muddy conditions, common in the rain forest, it warned that "if piles were driven into the mud, sudden movements of the mud and newly made fill frequently not only break the braces but snap off the piles and demolish the entire structure. Such trestles should be built of piles of large diameter, driven to hardpan and heavily sway braced and the sway bracing removed when reached by fill."

Due to war time pressures, in many cases, this step was never completed and so the tier trestle bridges were used until the line was abandoned, often requiring frequent repairs.

Characteristics of a "tier trestle."

• Longer caps and sills, and a longer horizontal bent brace at one level reaching out beyond the normal exterior bent posts.
• Additional vertical bent posts along the outer edge with horizontal girts that reinforce the bridge between the caps, sills and horizontal bent brace.
• Additional bracing from raw logs that are attached to the ends of the caps, sills and bent brace.
• Additional diagonal bracing between the platform and the cap. These braces were found on all the bridges built on the Burma Thailand Railway, not just the ones over ravines. In some cases, there sometimes occasional longer bridge ties visible in old photographs, indicating that there may have been bracing on there as well.

The Merriman Wiggin handbook makes no mention of this type of construction, so it may be that the Japanese engineers improvised at first and then adopted the method along the entire railway.


Materials


The Japanese engineers used local hardwood, mostly teak, to build all the bridges. In my preliminary research experienced bridge modelers told me that dowels that are true to N scale are not available.

Finished logs

• bamboo skewers available in any supermarket
• round toothpicks
• parts of bamboo place mats. (I was able get them very cheap from a Japanese shop in Toronto. They had been used for window display and so came in various shades even on the same mat due to fading in the sun.

Squared wood.

• Kit bashed from the Hunterline N Scale 81 foot trestle bridge.

Support logs

• At first I couldn't figure out how to do the logs that support the bridge. The solution came from another technique, while I was using the blender to turn old leaves to dust for ground cover, as a number of modelers have recommended. Those instructions say discard the stems. But as I was cutting the stems off, I realized they were prefect for the tree trunks that were used to support the bridge.

Track

• Micro Engineering bridge flex track
• Centre planks (HO) 2x2 lumber
• Tie supports (HO) 1x3 lumber

Staining the wood

The tropical hardwoods, like teak, used in the building of the bridge are usually insect and rot resistant without use of preservatives such as creosote. And creosote was not available during the war.
So I stained one third of the bamboo skewers, toothpicks and Hunterline stringers and sway braces with teak stain.
Another third was stained with teak stain mixed with neutral for a lighter shade.
The final third was left natural.
The bamboo place mats were left natural.

Building the bents

Construction methods on the ravine bridges were hurried and often slipshod. One called "The Pack of Cards Bridge," built by conscripted Burmese forced labour under Japanese supervision collapsed three times. So the building of the model also reflects this.


The caps, sills, exterior bent posts, abutment posts and retaining walls were made from bamboo skewers. So were the extra horizontal exterior girts.
Bent posts were made from round toothpicks.
The horizontal bent braces from the bamboo mats.
Other bent braces, girts and stringers were from the Hunterline kit.

I followed the instructions from Hunterline and from various articles in hobby magazines, building the bents first.

The track

I found that Micro Engineering instructions can be awkward and it is best to add the guard track first, using CA adhesive and small clamps to make sure it is well stuck. I used only one guard track, rather the regular two. One guard rail or shorter ones are common in old photographs, probably due to shortage of materiel.
Planks were glued in the centre of the bridge. The railway was the only route through the jungle and many people used it as a roadway, which meant there had to be places to walk between the ties.
You still see the same kind of planks on railways in parts of Thailand today.
The stringers were glued to the bottom of the track.

Completing the bridge

The “standard” bridge was built first by adding the girts and sway braces.
I then added the additional girts.


Weathering

To weather this bridge, I had to keep in mind that it will be in a model rain forest.
The track was painted a grayish color and then given a teak wash as I describe in the Apalon bridge post.
The first step was to use a variety of green chalks brushed onto the bridge.
The second step was to use black and gray chalks along the track and on the bents, since this was a heavily traveled steam railway.

I had tested the standard weathering mix of heavily diluted shoe dye and alcohol on stir sticks but the result was far too dark for my purposes, based on some of the bridges I saw on my trips to Thailand and in the first colour photographs from the 1950s (WWII photographs are in black and white).
Then I remembered that this was rain forest. So I tried a new, two-fisted, approach, black weathering spray, followed immediately by a heavy spray of wet water. The result was a soaked newspaper and a very light grey with occasional patches of black.

The two sprays also took away most of the chalks, so after all was dry, I added more green, brown and black chalks.


Support tree trunks

The leaf stems were soaked in dilute matte medium as a preservative. There were two levels of support logs, smaller ones attached to the lower tier and the second tree trunk logs to the upper tier.
The stem/logs look good in the photograph but are quite delicate. Once all the bridges are ready and the track laid and glued, the stem/logs will be cut to a proper length and anchored.


The spider webs.

A glue called Liquisilk was distributed as free samples at the Toronto Christmas Train Show so I tried it out when adding the tie supports where I wanted to test the company's claim that the glue could be strong in small amounts. It wasn't until I took macro photographs of the bridge that I noticed that there was excess glue, that it did look like spider webs, especially when fragments of chalk adhered to the dried glue.

Liguisilk

Finishing

At this point, before final installation on the layout, I sprayed the bridge with Krylon matte, then cleaned the track and temporarily installed it on the layout and successfully ran tests with my trains.

Coming up in the next few months

A river bridge
A viaduct
Smaller river and ravine bridges

A prototype Bible

While I was doing research for The Sonkrai Tribunal, I came across a couple of references to the fact that the Japanese engineers used the “Merriman Wiggin” method of building railways. (Many sources misspelled it as Merriam like the American dictionary, which is why I initially had trouble tracking it down).

During the research for the book, it was just a passing reference. Now that I am building my own model railway and working on the bridges I wanted to find out more about that manual. A Google check came up with little (especially when I used Merriam instead of Merriman). But a handful of copies of the book showed up on Abebooks as the American Civil Engineers’ Handbook by Thaddeus Merriman and Thos. H. Wiggin.

First published in 1911, it was issued by John Wiley up until (as far as I can tell from the editions on Abebooks, the middle 1950s).

The average price for the book was $15 and one of the dealers was in Canada, so I placed the order.

When the handbook arrived, it was immediately clear why it was the key document for the Imperial Japanese Army engineers. It is the hardcover equivalent of a trade paperback, thick, with 2,263 pages, but shaped so that it could fit into a large pocket (such as a military fatigue pocket), pouch or small shoulder bag. It was obviously written not only for an civil engineer working in North America but anywhere in the world (it has conversion tables for local currencies and local measuring methods, for example, in Japan and China).

For the model railroader, the book is often far too detailed, but on the other hand it goes beyond the railway reference books.

The main reason I bought it is because the Japanese engineers used it as the manual for building trestle bridges. And I found that it gives some hints that are not found in many of the trestle books aimed at modelers.

One example that I haven't seen elsewhere.

“In high railway trestles on curves over 8° the centrifugal forces of the moving train should be further guarded against by additional braces on the convex side of the trestle.”

There are several railroad related chapters. How about water tanks? We buy them, build kits or scratch build and usually pluck them beside the tracks.

It goes into great detail about the problems in those water tanks, like hard water and even mud and the damage that could do a steam locomotive. It says, for example, in 1873, “the use of hard or muddy water cost $750 per locomotive per year.”

And this, again from the late nineteenth century, made me change my layout plans by moving my water tanks closer to the river bank.

“The El Paso and Southern Railway found that even after chemical treatment of hard water supply on a division 128 miles long, the engine tonnage was reduced 25% and the cost of the locomotive was maintenance was increased $1000 per year per engine over the normal amount. To avoid this, a waterworks system from a supply of pure mountain water 130 miles distant was constructed at a cost of $1,300,000. Even this expenditure was proven to be amply justified."

Want to know the wind resistance of a locomotive and total “train resistance”and the problem of oscillation? It's there. So is the cost of building a rail line in the 1920s.

There are plans for dams, aqueducts, canals, shafts, tunnels, harbour and river works (including docks, wharves and retaining walls). Steel bridges and concrete bridges each merit their own chapter along with trestles. And if you want a breakwater on your layout, you'll find it there as well.

The book has a lot a rivet counter would love, but if you can get a cheap copy, any modeler would find it useful.

Technorati tags
model railroad, trestle, bridge, engineering,
Burma Thailand Railway, World War II, Thailand,
prototype, steam locomotive

The Apalon Bridge

Weathering the Apalon Bridge

I have completed the basic layout for the Wampo, Nieke and Sonkrai railway. Before I glue down the track, the bridges have to be built.

The first bridge is the simplest, a two-span deck plate bridge on three concrete piers.

The prototype

The prototype is the Apalon Bridge, about 25 kilometres inside Burma, beyond Three Pagoda Pass, at the 335 km mark from the railhead in Thailand.

John Stewart described it in his book To the River Kawai Two Journeys 1943, 1979, when he visited the bridge on his return journey. At the time it had been abandoned for 35 years, and at that time, appeared to be intact, but “appeared to be freshly painted a dirty shade of red, like coagulated blood. From close up, it is revealed to be nothing but deep rust…” which Stewart says contrasted sharply with the “pervasive greenness of the jungle.”

A photograph shows thick jungle right up to the edge of the pylons on either bank.

Alternate world

This project is more of an “alternative world” – the term taken from speculative fiction than the pure model railroading “freelance.”

In this alternative world, the railway was not abandoned; instead it becomes a mainline route from China and Southeast Asia, as well as traffic between Thailand and Burma as well as the local runs.

However, in the post-war world, there is a minimal budget, and so far, in the period 1946-1947, the maintenance on the hastily built railway is concentrated near the railheads and high traffic areas in Thailand and Burma. The border region that I am modeling is on the list but at the bottom.

So the bridge can be described as “neglected,” and I have weathered it, as it would have been in either world in 1946 or 1947.


A note on construction

In the construction of the Burma Thailand Railway, the wooden bridges, ties (sleepers) and telegraph poles were made from local insect resistant tropical hardwoods, mainly teak. At least during the period of the Second World War, creosote was not available and not used. That means the traditional methods of staining or painting both the wooden trestle and the ties do not apply on this railway.

Teak and other hardwoods were used, usually untreated, for many years after the Second World War across Southeast Asia. Later various forms of anti-insect treatments were used. Today it is more common to use metal and/or concrete for bridges and poles.

The model

The original model is made from two Kato N Scale deck plate bridges with Kato pylons. There is a close resemblance to the original Apalon bridge


The pylons

I came upon a method of creating neglected or decaying concrete purely by accident. I was testing Krylon All Purpose White Primer #41315 on some scrap styrene. The result was a powdery cracked white, not all suitable a primer, but perfect for crumbling or neglected concrete.



First I sprayed the three pylons with Krylon primer. Once it was dry, I applied a wash of Polyscale Concrete, allowed it to dry and then applied two more washes.


The level of the Kwai Noi varies from day to day and sometimes from hour to hour. Flooding is frequent during the rainy season. So how to create flood/mud stains on the pylons? So I tried an experiment, I created a “bath” of artists’ acrylics (raw umber and raw sienna), and mixed it so it actually had a consistency of mud. I left the three pylons outside in the sun, which reduced the bath and left a stain, then transferred the pylons to my work bench, where the remainder of the paint bath evaporated over three days, leaving an authentic looking stain.



After the mud stains were dry, I applied artists’ pastel chalks, first some raw umber followed, in the tropical environment with a bright Phthalo Green, an Olive Green and then a mixture of the two. The final chalks were Black, Mouse Grey and a mixture of both.

The final step was a Krylon matte spray to fix the chalks and remove any sheen.



The track

I have already run experiments with spare Kato Unitrack and Atlas Snaptrack. Both have ties that are too dark to match tropical hardwoods.


As is widely recommended, I coated the rails with oil before each painting step.


What worked best was Krylon Satin Almond spray #42327, which creates a dull grey-brown finish.

The second step was also an experiment. I had successfully tested Home Hardware Teak wood stain on bass and balsa wood prior to building the trestle bridges. (More on that in future posts)



So I brushed the ties with the teak wood stain—and that worked, bringing out the details of the ties and adding a teak-brown tone to the grey from the spray. However, this technique works best on track without a built-in roadbed, since the stain tends to bleed into roadbed. (I am working on a couple of other techniques with the Unitrack)

I then painted individual ties with a variety of washes from Polyscale D&RGW Building Brown, Depot Buff and Mud, adding a smidgen of Box Car Red now and again.

The guardrail and the sides of the rails were painted with Polyscale Rust.
I added a wash of rust on the central walkway.

It was chalk pastels that made all the difference. First was for rust, Caput Mortuum Red, Indian Red, Permanent Red Deep and Raw Umber (and mixtures of those shades). There were several different “shades” of Raw Umber in Curry’s Artists Supplies in Toronto, so I used those to add a general aged appearance. As with the pylons, I used my selection of green to add some hint of the jungle, followed by greys and blacks.

The spans

Kato calls the colour of the deck plate “grey.” But it was actually a grey green that was perfect for my needs since it closely resembled camouflage paints, likely the only paint available in the region at the time anyway.

I used a small sculpturer’s pick to distress parts of the bridge, weakening some of the side rails and poking some small holes, which could have come either from allied strafing or just general wear and tear.

Again I started with wash of Polyscale Rust, followed by a mixture of Rust and Building Brown, but largely left well enough alone.




The main step was a heavy application of pastel chalks, several of mixtures of a rusty orange, followed again by greens and finally by blacks.



Finishing

All the elements were sprayed with Krylon matte finish, to seal the chalks and to remove any remaining plastic shine. I gave the Kato unijoiners a thin wash of concrete, and added a black gantry support in the middle, that I may use for a telegraph pole or just leave as is.

Next step

The next step is the first trestle bridge.

An old trackside conveyer belt

I have been going through some old negatives and found a shot I took as a kid, sometime between 1960 and 1963 of a long conveyer belt along a CN rail line in northern British Columbia.


I had a model railroad then and was snapping interesting rail line shots whenever I could. I am not sure if it was near my home in Kitimat or taken somewhere else during a vacation.

I remember wandering what the conveyer was used for then and I am even more curious now.

I am going to post this picture on one of the forums to find out what the answer may be.

Wampo Nieke and Sonkrai Progress report

May to October- Railway salvage?

It was after I finished The Sonkrai Tribunal, that I decided to build a model railway based on my research, to model the real bridges on the River Kwai.

But at that time there was trouble brewing. Management at CBC had applied for conciliation and that had started the clock ticking towards the lockout that began in August.

Money was tight, but my basement was full of material left by the one the previous owners of my house, that could potentially be used for a layout. A large pile of wood, probably structural wood, taken down when the wall was taken down between the living and dining rooms. There were also two doors in the basement, not the standard hollow doors available at your local hardware store. There was a solid door, same pattern as the rest of the doors in my house and a hollow cupboard door.

So that became my planned bench work.
The plans were put on hold as it became clear that there would be a lockout and I was working on the first round of revisions of the manuscript.

In August, the model railway gods favoured me while I my income was reduced by the lockout. I was able to get more salvage material from construction sites on my block. The first was some old-fashioned wire mesh, three different types, which I picked out of a pile of construction waste.
Then a couple of weeks later, another house on my block was being renovated. The exterior walls were covered in lovely blue extruded Styrofoam. And a colleague and lockout picket captain owns the house next door, so I was occasionally a visitor and one day I was there when the contractor’s crew was outside and I asked and received all their scraps.


October to November. Layout planning.

The lockout ended (see the Garret Tree for my blog on the lockout) and once my pay cheque resumed, I dropped by my local Home Depot and bought one large piece of 4 x 8 one inch pink Styrofoam and a couple of pieces of two inch 2 x 8 foam.

I knew the rough layout and I what was essential, the great Sonkrai trestle bridge in the centre of the layout and the spectacular Wampo viaduct on one side. As well, by watching the forums and e-mail, I concluded that for viable freelance operation, the railway needed an economic reason to operate, over and above the long-standing idea that it should be a short cut from Southeast Asia and China to India. When I visited the region in 1997 I saw the devastation of clear cut logging, similar to the cut, clear and leave the slash that so familiar to me when I was growing up in British Columbia in the 1960s. The Imperial Japanese Army had created small sawmills along the route of the railway to produce ties and material for bridges, so my economic assumption is that there was a small post-war logging and lumber industry that provided some support for local trains.

So that meant a branch line going to the sawmill.

The layout is designed as point to point as the original railway was. But since the Burma Thailand Railway had what were called “air raid spurs” – spur lines with little clearance from the jungle that were designed for trains to hide during Allied air raids, the return loop of an oval is partly the air raid spur.

Christmas holidays

I built the bench work during the Christmas holidays.

January and February

Going slower than I thought it would, but then by monitoring the forums, it seems it goes slowly with everyone.

I glue down the base extruded Styrofoam.

Then I layout the basic track plan, using Kato Unitrack for the lines. I planned to use Atlas Snaptrack for the many bridges (there were 688 bridges on the Burma Thailand Railway). My plans at this point call for four trestle bridges based on the photographs and drawings of the real bridges on the Kwai. (The movie bridge had trusses, the real ones did not) plus a plate deck bridge (Kato model) based one of the railway’s steel bridges in Burma.

The problem is for this mountain layout is to figure out the maximum inclination that can be modeled. The Burma Thailand Railway steep inclines and in that location two locomotives were used in a push-pull configuration.

I didn’t know about bridge track until I saw a mention in a forum. So I’ve ordered the bridge track from my local hobby shop.

But I will keep using the Atlas track for test purposes as I build the inclines.

More on why and what I am doing

A post in the Model Railroader magazine forum

Original question on Ever re-created a movie or t.v. scene on your layout?

My answer:

My entire model railway (I am currently working on the track layout on the foam) is based somewhat on The Bridge on the River Kwai.

My late father was a POW on the River Kwai.

I have just finished a book on a war crimes trial of River Kwai prison guards, called The Sonkrai Tribunal, that will be published in Australia this fall (I still haven't found a North American publisher)



During the research for the book I obtained original WWII intelligence reports which listed such things as rolling stock, locomotives, number of wooden trestle bridges (680) and steel (8) and how stations and yards were configured. Reading and rereading the reports rekindled my long dormant interest in model railroading.

The period I am modelling is after the war, when the rail line was run by the British military, with cooperation from Thai Railways. This period ended in 1947, but the freelance element is that the railway continued to operate throughout the 1940s, as intended by pre-war planners in UK and Thailand as a short cut between Southeast Asia and India.

(During the research I came across a United Nations report that proposed that idea was still viable today. I blogged that last spring )

It allows for an interesting mix of locos and rolling stock. As well as Japanese engines brought in and used by the Japanese Army, there were locos appropriated by Japan from the Federated Malay States Railway, a number of British made for export locos and U.S. built Baldwins. Those Japanese locos were handed over to Burma and Thailand after the war and continued to operate for many years in both countries.

It's in N Scale called the Wampo, Nieke and Sonkrai.

I plan to unveil a blog on how my progress on the WNS in a couple of weeks.

Robin

Using a photo quality printer for decals

An edited version of a post on the Model Railroader forum on December 1, 2005

There was an original question about using an ink jet printer to print decal paper.

Not having used decal paper myself at this point, but since I do a lot of professional photo printing, a few points

1.The thinner the pigment or dye, in the end the better the picture. The latest generation of photo printers are actually advertising how tiny the print heads are.

2. Combne the tiny print head with the greatest possible dots per inch and that is how you get detail. (There are actually long debates on photo forums on what a maxium dpi is necessary -won't go into it here).

3. Experiment with paper settings and print speed. The problem described sounds rather like what happens when I use a plain paper setting as a test print.. It appears grainy and transpaent. A photo quality print setting at low speed is best. (Others on the forum recommended the glossy paper setting on Epson printers)

4. If you can afford it (starting at $500 US) get a pigment based photo printer rather than a consumer level dye printer. The pigment based print inks are designed to last longer than dye, aiming at the quality of an old dark room print. Also pigment photo printers have a cartridge for each colour which is expensive up front but cheaper in the long run because you don't have to throw out the entire cartridge if you run out of one colour.

5. Experiment with the advanced printing options in the software supplied by the manufacturer (I use Epson photo printers) by printing on plain paper. That can affect the actual colour of the out put. There are in fact a large number of books available on this subject so again I won't go into details. On the advanced options on an Epson printer you have a number of different choices not on the main menu.

(I do plan to get into making custom decals for myself in a month or so...right now I am experimenting with making a backdrop)

Robin

This model railway is classified

Prototype Elements

The Burma Thailand Railway (aka the Railway of Death)

This model railway is classified

The prototype elements of the Wampo, Nieke and Sonkrai are based on two post-war intelligence reports on the Burma Thailand Railway. The main report was written by then Lt. Cecil Carter Brett, a Canadian intelligence officer serving in Southeast Asia as part of a joint British-Canadian-U.S. Intelligence, interrogation and translation corps. (Brett later became head of Asian studies at Monmouth College in Illinois). The second report was written by the Japanese under issued under the name of Yoshimoto and introduced as evidence in the Tokyo War Crimes trial.

The locomotives and rolling stock I have chosen are based on lists in Brett's report, with additional information from the Yoshimoto report and information obtained from rail and steam buffs and websites.

After the end of the Second World War, the British military ran the railway, in cooperation with Thai State Railway and the Burma Railway for about a year. The Burma portion of the line was abandoned in June 1946, due to the high cost in money, equipment and possibly lives of maintaining the line, Britain and the rails salvaged for scrap. Britain turned the railway over to Thailand in October 1946 for £15.Million and the line was dismantled north of Nam Tok.

Freelance elements

The area where the toughest construction for the prisoner of war and coolie labour was at the mountain border crossing at Three Pagoda Pass, an area with a sparse population even today. Under normal circumstances (as a recent United Nations study showed) a railway in this area would be uneconomic.

For the purposes of this model railway

The complete line continued to operate after June 1946, operated by Great Britain who had claimed ownership of the railway because it was built partly with POW labour and as the colonial power in Burma and in cooperation with the Thai State Railway system. The freelance assumption is that the railway continued to operate and that it is now late 1947.

Locomotive and rolling stock

The standard gauge in Southeast Asia is three metres, narrow gauge but almost all the locomotives and rolling stock were standard gauge prototypes. All were modified somewhat for use in Southeast Asia, so most of the locomotives I have purchased are “as close as possible."

On the BurmaThailand Railway, the Japanese used:

• Locomotives androlling stock shipped from Japan
• British locomotives and rolling stock based on British models from the Federated Malay States Railway and Burma Railway
• US built Baldwin locomotives built for and modified by the Federated Malay StatesRailway
• Japanese built locomotives purchased by Thailand prior to the outbreak of war.

Wampo, Nieke and Sonkrai Profile

Wampo, Nieke and Sonkrai Railway

Layout profile Fall 2005

Name: Wampo, Nieke and Sonkrai
Scale: N Scale: 1/160; 9 mm
Prototype: The Burma Thailand Railway
Freelance elements: Railway continues fully operational after October 1946. A couple of locomotives and some rolling stock are also freelance additions.
Period: Circa June to October 1947 and beyond
Locale: Wampo viaduct with a skip to Nieke depot point, the Sonkrai bridge and Three Pagoda Pass
Layout Style: Tabletop
Layout height: 28 inches
Benchwork: Modified, door-based, cookie cutter with some framing
Roadbed and track: Kato Unitrack for mainline, Atlas snap and flex track for bridges and "air raid spurs"
Length of main line: TBA
Turnouts: Kato 6
Minimum radius : 9 3/4"
Maximum grade: 3.0
Scenery: Exruded foam
Backdrop: Based on Photoshop video screen capture (work in progress)
Control: Model Rectifier Corp. Tech 4 200