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Discussion in 'Area 51' started by Buckjumper, 5 July 2012.
They make such a difference to the appearance - nice paint finish too!
Thanks Adam. The paint is cellulose black rubbed down with 2500 grit wet & dry (wet) then buffed with T-Cut. Vermilion is Precision enamel over light grey. The weathering is enamels - so far very thin Humbrol matt black, satin brown and leather drifted on then wiped off the side sheets with a cotton bud moistened with enamel thinners. Everything below the running plate needs a further waft of gunmetal, black and leather then some drybrushing to bring out the highlights and shadows.
This is the overall effect so far, before the replacement crankpin nuts were fitted.
Very Nice, I would like to get hold of one of these kits.
Very nice indeed Adrian, the updated crank pin nuts are definitely an improvement,
I asked about the subject because we have a similar problem with Merlin... the AGH crank pin bolt is too smooth and too soft to tighten with smooth-jaw pliers.
I asked here, rather than over there, because I was not too sure that the discussion would be of interest to the majority of "over-there" readers.
Your comment about a future drought of AGH wheels is probably a good reason for not pursuing the matter further.
Just as long as what is of interest is "over-here" even if also "over-there".... Wise guys? Well look who is doing the teaching then, Oh Master!
You just need the password. When at Telford, ask Jim if he's producing his beer money kits for Christmas this year.
OTTOMH I can't visualise the Greley crankpin nuts. The CPL sprue comes with three types - presumably to cover the big GW classes. How different were Gresley's crankpin nuts from, say, those on a Castle? Could they be altered?
I wouldn't tighten these CPL castings with pliers, though. They are only nickel silver, so very soft, and started to bend as I ran them through the die.
I've just screwed them in finger-tight, fixed with a dab of threadlock which can be cracked at a later date should they need to be removed.
Excellent work on the GER tank Ade ........ talking of nuts mate ( you can take that any way you like) here's some I made earlier for 10 B.A.. Some of the cotter pins needed trimming down a bit.
Real BLUE Peter stuff... please tell us how you made the retainers, thank you.
That's brilliant, Col.
Oi! None of that blue language on my thread...
Not fair given that I spent some time yesterday afternoon watching an ex-GER design in action! Very nice engine, steam tight and, from the absence of clunk / click noise, mechanically up to scratch.
You can't tell just half a story! More info please.
Once in a blue moon I get the opportunity to spend time at a preserved railway... and Sunday afternnon was just one of those occasions. To tell the truth I wanted to go and see a Flint Mill whereas Peter wanted to see a couple of wrecks (once proud beasts known as Cl37/4). On the basis that Peter was buying the tea then he won. So we drove past the mill and down some country lanes to a location which even Peter thought was in the middle of nowhere (not quite in a galaxy far, far, away). Anyhow, whilst taking the required photos of the tanks and plumbing underneath said engines there was a faint toot from somewhere down the line.
A couple of minutes later and a tank engine came past, somewhat silently, with four Mk1s in tow. After a short pause at the station the train took off as if the driver was having an encounter with a scalded cat.... no slipping, just a few explosive woofs and away. Silence descended once more, not even interrupted by any sound from the nearby workshops. We walked back to the station... went into the tea-shop and imbibed. Tea and cake consumed we waited for the attendant to close the crossing gates against local traffic and for the tank to return. A nice sight as the engine rode over the crossing and drifted to a stop at the platform.
Question... The carriages were Mk1s with the vacuum bag coupled up to the engine, there was no noise from the Westinghouse pump so does that mean that the engine is steam braked?
Hmm. OK, questions:
1. Where were you?
2. Any more detail of the loco (wheel arrangement, tank configuration etc).
There are three preserved GER tanks - the S56 buck No.87 at York which is as cold as a corpse and has been since 1962 (and is the only one painted blue, the N7 No. 69621 in British Railways livery which is running on the Churnett Valley until September, and the 209 0-4-0ST Coffee Pot which is currently awaiting restoration at Lydney in Glos. having sat on a plinth outside North Woolwich station for donkeys years.
Come come Adrian, patience - as the Master you have taught well in respect of offering tantalising comments.
Where am I? Right now I am here... (acknowledgement to an old by-line of Jordan). This time yesterday I was lost on the Preston ring escape road. I say "escape" because whichever direction I went I seemed to be leaving town! A thought for Adrian of Preston... trying to find the Ribble Steam Railway is a nightmare, there are not enough brown signs and the only one which appeared to be useful was one for pedestrian access . If you want some sport, then organise a treasure hunt with the Ribble Railway as the ulitmate destination.
OK - here is another clue. There are very few Flint mills in existence and this one is alongside a canal.
Another clue? I left the site and drove south, through Stone, towards the M6... and passed 16 speed cameras in just under 8 miles.
All right - the engine is the N7. I feel for the Coffee Pot, not necessarily a good future.
It's a lovely loco and was the last engine to be built at Stratford Works.
It is, and always has been, dual fitted.
Maybe we are talking at cross-purposes? I was not asking about the way in which the engine applied the brakes on the train.... I was asking about the braking of the engine (steam / air / vacuum - which?)
I asked the driver - just in case - and he knew nothing about the parentage of the engine in Steve O's photos
Oopsie. IIRC only twenty of the class were steam braked instead of Westinghouse braked - the N7/2 Belpaire series from Beardmore which initially worked on ex-GN lines. I think three more were converted from Westinghouse brake to steam in the early 50s and sent to work with vacuum-operated push/pull gear.
69621 was always Westinghouse braked.
Slightly surprised there was no activity at all from the pump - I'd expect there to be a very leisurely pant to make up for any leakage.