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ArthurK

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ArthurK last won the day on August 26 2014

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  • Location
    Lancashire
  • Interests
    LNER (especially NER) Kit/scratch building and etched NER loco design of types not yet available from other sources. To date J77, J73, J24, Q5 and B15. In the pieline Tennant 2-4-0 and NER Bow end Coaches.
    No age given but I saw Silver Jubilee and Coronation.

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  1. When first installed on the superheated locos the drive to the lubricator was not visible. It should not be too difficult to fabricate this if desired. ArthurK
  2. The C class was envisaged as a mixed traffic engine rather than a purely goods loco like P class but they shared much in common. The boiler was used on other classes such as the P1, B, B1 and U. They were not completely interchangeable as the frames on the C class were set further apart than the later NER standard of 4 feet. The Compounds of Class C had the larger cylinder on the right protruded through the frame. TWW had a leaning towards the Joy valve gear and many of the C/C1 class were so fitted. His brother hated both this and compounding and removed these from many. Some C class retained the valves above the cylinder. These are characterised By the retention of the rectangular front cover to the valves. The superheated engines had the valves below the cylinders The History of these changes is very complex check the LNER Green books for more deetail Back to the kit. I decided to ignore the Joy variants and concentrate on those with Stephenson gear. These outlived the others and lasted through the LNER and into BR
  3. You should have said you were part of a protest group and were about to glue yourself to the M25> ArthurK
  4. sorry no. This list for disposal is: 1. Two Dia.174 luggage/milkvan DS174 2. Arc roof Dia. 53 49’ brake third DS223 3. Arc roof Dia. 54 49’ third DS221 4. Dia. 26 52’ Clerestory Brake Compo DS233 5. Dia.150 49’ Toplight brake third DS195 6. Dia 162 52’ Autocar brake third DS225 Not asking Ebay prices but no reasonable offer refused. Arthur
  5. I bought the full rake of the D&S Coronation coaches when they were announced. Danny never got around to producing the Beavertail end coach, I made a start on these but other things got in the way. I started with the underframe trusses then changed my ideas and put them to one side, They have languished in a box ever since. I will never get around to building them now so they are up for disposal along with half a dozen of other D&S kits. ArthurK
  6. At 90 my eyes aren't as good as they were but my problem is holding little bits (like putting wire through a hand rail knob) I have virtually given up the modelling game but I can use the computer, so I stick to designing kits and drawing artwork. ArthurK
  7. I also bought a Trix A4 (second hand) , Tender drive with traction tyres. As remarked above it would pull anything I could find to put behind it. Trouble was the loco wheels had a tendency to lock. It was quite as sight to see it at high speed without the the wheels turning. I gave it a respray as "Capercaillie" it was the only Gateshead A4 built with double chimney. ArrthurK
  8. NORTHEASTERN KITS I will always respond to Email regarding enquiries about kits or castings. That is my primary means of communication. I will also respond to PMs on this site. I do not have a Website ArthurK
  9. Today, another birthday! Time to sit back and reflect on how I got here. My interest in railways began in my very early years. In WW1 my father was a Sapper. After a spell on the NW frontier he was sent to Mesopotamia (now Iraq). He spent time building pontoon bridges at Basra but was later deployed on the armoured trains operating in that area. During his stay in India he acquired a Kodak 116 camera (which I still have) and took many photos during his deployment. Afterwards he returned to his family at Swalwell. His mother had a shop on Cross Street. He followed family tradition and had a Newsagents/General dealer on Market Lane. I don’t think that he ever lost his interest in railways because after I came along, I wasn’t very old when I was taken to see Silver Jubilee at Newcastle. Later a present of the Hornby replica (?) arrived. It was their standard 0-4-0 with stream-lined clothing towing matching tender and a pair of articulated coaches. My Tinplate collection was added to each birthday and Xmas culminating in the “Flying Scotsman” It was a 4-4-2 with Belpair firebox. Things like that didn’t matter then. My uncle Walter was a loco fireman. He learned his job at Blaydon Burn colliery and later the LNER shed at Blaydon his next move was to Tweedmouth. I visited on school holidays. They lived in railway housing from which trains at the southern end of the Royal Border Bridge were clearly visible. I recall seeing the “Coronation” on its journey to and from Edinburgh. Another memory was a Sentinel railcar “Royal Charlotte”, resplendent in green and cream livery. In the late thirties aunts and children gathered for a communal holiday at Seahouses on the Northumberland coast. That involved an early train from the station at Swalwell to Newcastle, then up the mainline to Chathill. The last leg was on the North Sunderland Railway. At that time there was only one engine operating, a Vickers Armstrong diesel named “Lady Armstrong”. The carriages were a motley collection of ancient GER and NER origin. One I recall had its seats along the sides and table in the centre, By that time the war was upon us, Things changed. My uncle and family moved from Tweedmouth to Hull. Holidays were put on hold until 1943/44 after which I spent many happy hours trainspotting at Tyneside, York and Hull. I was hooked! There is a lot more to tell but that’s it for now. In case you haven’t worked it out I have just entered my ninetieth year. For those of you waiting for announcements of new kits, you wont have long to wait, The F8 is close to release plus another not far behind. ArthurK
  10. I keep plodding along with the Q7 but other things keep getting in the way! I think that it's about 90% there but there is still the visible valve gear to sort out. New castings are required for the Piston valves and centre piston, also for front and rear sandboxes and of course chimneys (two heights). ArthurK
  11. I am currentlly looking at all the evidence that I have relating to position of the round cab windows in NER cabs. The J71 and J72 are easy, I have dimensioned drawings of those. They are 4' 4" apart and 5' 3" above the footplate but it is surprising how many others use these dimensions. Perhaps this i s not so surprising if one remembers that they have to provide vision for enginemen whether tall and short. For example the T1 surely a big engine would be different. Well yes it is the windows a re 1" higher but the same distance apart. Taking these are a standard then the windows on my F8 are too high by just 1mm in 4mm scale. Unfortunately the normal GA does not show front views. I hope that this is useful. ArthurK
  12. In my defence of the F8, comparing model dimensions from a model photo with photo of the real thing can be very deceptive. A lot depends on the viewpoint and distance. Yes. I freely admit that in Mike's build (as featured in the' Scalefour' Forum) the cab cutout was wrong. This now conforms to the dimensions quoted on the GA, As does the curvature of the cab roof. On the subject of cab round windows every drawing that gives the size of these gives the same dimension 1' 3 3/4". This is size of the actual hole in the cab front sheet. There is never a bezel shown, the Windows (with few exceptions opened into the cab with the window frame (brass) fitting into the hole). it would appear from some photographs that the frame protruded ahead of the cab front sheet on some but that was by no means universal. I provide two inlays to the windows which can used to give a flush or slightly protruding appearance, The height of the cab windows did not vary much between large and small locos. Drivers would expect them to be much the same on all. The distance between them did not vary a great deal either. ArthurK
  13. Not really, only four!. Top cylinder, steam in and regulator pipes both from cab on the left, exhaust to smokebox on right. Lower cylinder air in on left (no pipe) high pressure to air reservoirs on left. There were sometimes two high pressure pipes from the box on the lower right. ArthurK
  14. Further to my comments on the J27, one thing that I didn't mention was the sandwich buffer beam which was widespread (but not universal) on NER locos, These had a baulk of timber in front of the true bufferbeam and with a steel plate in front of that. This sandwich was attached with Hemispherical head coach bolts. These latter were very visible. This addition gave a degree of flexibility. ArthurK
  15. On the subject of the Oxford Rail J27 model no. 1010, it is very unlikely to be sporting a smokebox with mushroom rivets in that livery. They weren't used until the war years. The NER (and Darlington in the NER period) used flush rivets whenever they were clearly visible, that includes the bufferbeam. ArthurK
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