LarryG
Western Thunderer
Regarding pipe cladding, the Stanier 2-6-4Ts working the Manchester Victoria- Blackpool trains were manned by a couple of regular crews and their backheads were spotlessly clean with all brass and copper pipework well polished. I had the pleasure of a footplate ride as far a Moses Gate in 1960 and seem to remember the only clad parts were close to backhead equipment that might otherwise burn a hand.
LarryG
Western Thunderer
Some hopes.....!
Dave Holt
Western Thunderer
A few printed details have started to appear. On the body/footplate unit, the sand-box fillers, tank front oil pots and tank fillers have been fitted, whilst on the boiler, the hillside additional snifting valve has been fitted.
A general view;
A closer view of the oil pots. My original plan was to have these fully 3D printed, including the oil pipe gland nuts. However, on similar items for my Ivatt Class 2, it proved impossible to drill out the gland nuts to 0.25 mm with any reliability, so holes were included and the gland nuts represented by 0.5 x 0.3 mm brass tube and the oil pipes by 0.25 mm tinned copper wire.
Tank fillers:
Finally, the hillside snifting valve. I think these were only fitted to the push-pull locos, such as 67421.
Not much to show for a few day's work, but part of the time has been spent grovelling on the floor searching the carpet for dropped bits.
Dave.
A general view;
A closer view of the oil pots. My original plan was to have these fully 3D printed, including the oil pipe gland nuts. However, on similar items for my Ivatt Class 2, it proved impossible to drill out the gland nuts to 0.25 mm with any reliability, so holes were included and the gland nuts represented by 0.5 x 0.3 mm brass tube and the oil pipes by 0.25 mm tinned copper wire. Tank fillers:Finally, the hillside snifting valve. I think these were only fitted to the push-pull locos, such as 67421.
Not much to show for a few day's work, but part of the time has been spent grovelling on the floor searching the carpet for dropped bits.
Dave.
Dave Holt
Western Thunderer
The vacuum controlled regulator for the push-pull operation has had brass tube pipe gland nuts/tee piece and the operating lever fitted. Here it is loosely tried in place on the smokebox side.
There's a small balance pipe/drain linking the gland at the top and bottom of the valve body and a vertical drain pipe down to the footplate to fit later, plus the operating link to the vacuum pot which is mounted on the footplate, under the lever.
Dave.
There's a small balance pipe/drain linking the gland at the top and bottom of the valve body and a vertical drain pipe down to the footplate to fit later, plus the operating link to the vacuum pot which is mounted on the footplate, under the lever.
Dave.
Mike Garwood
Western Thunderer
Dave
That's really looking the business! Hope you're keeping well?
Mike
(At Barrow Road tomorrow)
That's really looking the business! Hope you're keeping well?
Mike
(At Barrow Road tomorrow)
Dave Holt
Western Thunderer
Yes, fine, thanks Mike.
Limited progress but further preparation of detailing parts ready to fit later. I have fixed hand rails (to the boiler but not the tank front sockets) and the push-pull VCR to the smokebox side and added the small bore drain linking top and bottom glands. The vertical drain down to the footplate is only loosely placed as the boiler unit is still removable. There will also be a vertical operating rod linking the valve arm to the vacuum actuator on the footplate. Both these will have to wait till the boiler is fixed.
Dave.
Limited progress but further preparation of detailing parts ready to fit later. I have fixed hand rails (to the boiler but not the tank front sockets) and the push-pull VCR to the smokebox side and added the small bore drain linking top and bottom glands. The vertical drain down to the footplate is only loosely placed as the boiler unit is still removable. There will also be a vertical operating rod linking the valve arm to the vacuum actuator on the footplate. Both these will have to wait till the boiler is fixed.
Dave.
Dave Holt
Western Thunderer
Some of the recent 0.3 mm etched parts have been fitted to the chassis.
The valve rods and valve spindle clevises and the reverser shaft have been fitted and connected up. This completes the dummy inside valve gear.
The revised rear leaf springs/keeper plates , made up of five layers, have also been done.
Brake gear next. The hangers and brake block overlays have been assembled ready to fit to the mounting pins and stretcher/pull rod unit. The brakes have to be removable to allow the wheel sets to be removed/fitted.
Dave.
The valve rods and valve spindle clevises and the reverser shaft have been fitted and connected up. This completes the dummy inside valve gear.
The revised rear leaf springs/keeper plates , made up of five layers, have also been done.
Brake gear next. The hangers and brake block overlays have been assembled ready to fit to the mounting pins and stretcher/pull rod unit. The brakes have to be removable to allow the wheel sets to be removed/fitted.
Dave.
Dave Holt
Western Thunderer
Apart from the sand pipes, which will have to be glued in place after painting and prised off if the wheels ever have to come out, I think the chassis is now complete. The last items fitted were the reverser reach-rod and the brakes.
The brake assembly is in two sections, split where the rear pull rod plugs into the clevises on the rear cross beam, thus enabling the brakes to be removed by unclipping the hangers from their mounting pins. The brake shaft and rear pull rod are also removable by removing two 14 BA screws, to allow access to the rear pony truck.
Three more general views with brakes and reach-rod fitted. The valve rods also show up quite nicely under the boiler.
Dave.
The brake assembly is in two sections, split where the rear pull rod plugs into the clevises on the rear cross beam, thus enabling the brakes to be removed by unclipping the hangers from their mounting pins. The brake shaft and rear pull rod are also removable by removing two 14 BA screws, to allow access to the rear pony truck.
Three more general views with brakes and reach-rod fitted. The valve rods also show up quite nicely under the boiler. Dave.
Dave Holt
Western Thunderer
Thanks for the kind comments. Quite a way to go yet, though.
I agree, Larry, the C13s were surprisingly large locos. Like you, I assumed a 4-4-2 tank would be quite small, but it's turned out quite chunky.
Brian, it has a High Level coreless motor and Roadrunner+ gearbox. I don't have an LNER layout, it's ex_LNWR, but modelled in mid 1950s BR. 67421 was shedded at Gorton in the mid 1950s and frequently worked the Guide Bridge to Oldham or Stalybridge push-pull services. I've just imagined that either of these could have been extended to Delph (or Holt, as my imaginary version is called). Such workings would have been perfectly feasible with the existing trackwork although they didn't actually occur.
Dave.
I agree, Larry, the C13s were surprisingly large locos. Like you, I assumed a 4-4-2 tank would be quite small, but it's turned out quite chunky.
Brian, it has a High Level coreless motor and Roadrunner+ gearbox. I don't have an LNER layout, it's ex_LNWR, but modelled in mid 1950s BR. 67421 was shedded at Gorton in the mid 1950s and frequently worked the Guide Bridge to Oldham or Stalybridge push-pull services. I've just imagined that either of these could have been extended to Delph (or Holt, as my imaginary version is called). Such workings would have been perfectly feasible with the existing trackwork although they didn't actually occur.
Dave.
Dave Holt
Western Thunderer
The temporary, plain have now been replaced by the custom etched rivetted version, fitted to the loco by the 1950s. Oddly, according to the GA drawing, the buffer centres at the two ends are slightly different, perhaps because of different end throws on curves? This is replicated in the new beams. Alan Gibson MR/GCR buffer housings and appropriate coupling hooks are also now on. At the front, a home-made vacuum hose stanchion, with supporting bracket, is also fitted.
The rear has holes for two vacuum stanchions - brake and push-pull VCR.
The front only has a brake pipe, so the locos could not operate push-pull trains bunker first, unlike LMS and BR Standard VCR fitted locos.
Not visible is the addition of lead weight (strips of lead flashing) inside the boiler/smokebox. This is not so much for traction but to alter the position of the CofG to give the intended weight distribution over the compensated chassis - the rear truck has a sprung axle. The CofG is 3 or 4 mm behind the leading driving axle to give the total weight on the bogie pivot just a bit less than on each of the driving axles - approximately prototypical distribution.
Dave.
The rear has holes for two vacuum stanchions - brake and push-pull VCR.
The front only has a brake pipe, so the locos could not operate push-pull trains bunker first, unlike LMS and BR Standard VCR fitted locos.
Not visible is the addition of lead weight (strips of lead flashing) inside the boiler/smokebox. This is not so much for traction but to alter the position of the CofG to give the intended weight distribution over the compensated chassis - the rear truck has a sprung axle. The CofG is 3 or 4 mm behind the leading driving axle to give the total weight on the bogie pivot just a bit less than on each of the driving axles - approximately prototypical distribution.
Dave.
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Dave Holt
Western Thunderer
Various lubrication related bit have been added to the front frame extensions. On the LHS, there is a mechanical lubricator and a two feed atomiser and just an atomiser on the RHS although on this side there is an atomised oil feed to the front end of the cylinder block which is not present on the LHS. The mechanical lubricator appears to be a 16 feed item, but only two feeds on each side were actually used on these locos.
Here the LH frame extension is loosely placed in position.
Dave.
Here the LH frame extension is loosely placed in position.
Dave.