Pebbles

I believe that the listed numbers relate to the first 22 built, even if they subsequently received round top boilers. This means that they will have the GER type cab windows rather than the LNER type fitted to the remaining 122 engines. Seem to have been here before.

I've never seen this mentioned before, so I will raise the issue. For some reason when the Finecast A3 was released the coupled wheelbase rather than being logically extended, was reduced. Having measured the current etched chassis whilst this has moved in the right direction my repeated measurements still come out to less than 58mm. DJH on the other hand appear to have gone the other way, and from memory the coupled wheelbase comes out to about 59mm. These dimensions don't become an issue if used with their respective chassis. The point is don't assume without first measuring that coupling rods from different sources are compatible.

Is the model in the box as long as you don't open the box?

As I have had problems with PCB de-laminating, what solder do you use?

The old Triang TT3 gears have the correct pitch and it maybe possible just to change the worm for a single start, thereby reducing the gear ratio from 1:13 to 1:26.

When soldering wires to D11s and D13s be careful as there is a small hole in the brush retaining screw and solder can infiltrate soldering brush spring solid. If this happens as the carbon brush is eroded electrical contact will be lost; the motor will lose power and eventually cease to work. In the past I have come across a number of these cases. MG Sharpe use to sell replacement brush holders, but replacement brushes can be made from suitable pencil lead. From memory the D13 had only one of the brush holders insulated making the motor live to the chassis, causing problems with some instillations. On the other hand on the D11 both brush holders are insulated.

Malcolm Stelfox, when he had his workshop in Ber Street Norwich, did a Stirling Single kit modelled on one of the later batches. The Late Dick Tarpy wrote an overview many years ago in an issue of "Great Northern News". Malcolm also produced small batch runs of J17 and N7 kits.

This is interesting as I obtained a built B1 body from Ray Rogers many years ago and whilst it appeared to be a Jamieson was clearly longer than the unbuilt kit one I had at the time. It would also appear that LNER 4200gal tenders were revised over the years as the one supplied with the V2 was too short whilst latter ones appear to be the right length.

That you for the info on Mu metal. The motor you have shown, which cost me £2.00, is the one of prime concern. It is not the springs but the axles themselves that concern me as the magnets are sufficiently powerful to attract from a distance of 12mm or more.

I have two types of 5 pole skewed motors. In both cases they have a strong magnetic attraction so much so that I believe they would effect sprung or articulated suspension systems. I am looking for a cheap supply of Mu metal.

I may be wrong, but I thought that George Norton design the LRM J21/J25 some 30 years ago when possibly the only alternative was a Nu-Cast kit. I have recently come across the description of a LRM J25 build (by a Mr Daddyman), that used etched parts from another, more recent, kit. As Arthur already has a J24 kit developing a J25 using essentially the same constructional methods, castings and tender would appear an entirely logical development.

I also pointed out the P1 flat sided cylinders to Malcolm. I seem to remember that there was also an issue with the cab sides for the period he was modelling (he used surplus parts from a Martin Finney A1/3). Turning to the 120 degree issue; for the adventurous split the Romford axle drill and ream 2mm holes in the two halves and use 2mm silver steel to re-unite and lock at the desired angle. You would of course need a jig of some kind.

4mm silver steel will do for the tommy bars. You will find drive belts on ebay.

I have come across Romford axles that were in two parts and joined with some type of adhesive. This became apparent when inadvertently the axle was heated.

Sorry to intrude, but have you bent the sides of the J77 the wrong way? Generally the half etch would be on the inside rather than the outside of a bend unless otherwise indicated.

As far as I remember the Airfix/MRRC 1001 and 1002 motors were made in Boscombe by, as far as could make out, a one man band . I remember that the armature segments were assembled then sprayed with a red epoxy type coating before machining to a final size. I managed at the time to purchase a number of armatures but the next time I was in Boscombe the place had closed.

Nobody seems to bother about the number of spokes on B16 main driving wheels.

The original Joe Row 10000 - I think it was 1952/3 - was painted in green and reviewed in MRN. Subsequently his later model was in grey with polished boiler bands.

Gresley A1/3 inner con rod 8' 1" outside con rods 11'.0".

There is only one problem - Thompson was too close in age to Gresley. In history this has happened to many able people it's just fate. I believe that Thompson did act in a vindictive manner when he became CME but remember he was responsible for the B12, D16 and B16 rebuilds. As to the question of the B1 when did any CME design an engine they set the agenda and the design staff did the rest. Whilst Thompson had a thing about equal length con rods that appeared on the A2/1, A2/2 and the A2/3 this didn't extend to the A1/1 where he compromised.

Simply because a loco is scanned it does not automatically follow that it will be produced. Others may know of the relative cost of scanning and whether the equipment is usually hired or owned. I would have thought that if you are taking scanning equipment to a location where there are other items you may be potentially interested in that you would take the opportunity of maximising your visit. As it is, the only locos owned by NELPG that haven't been produced as models are the Q7 and J27. I don't know if the J21 was at NNR when the J15 and B12 were scanned, but if it was what's the betting that is was scanned at the same time.

The occasional detailed locomotive, carriage or wagon drawing would be useful. I have read that the publishers would find this expensive. I am afraid I hark back to the days of MRN and Constructor when most issues contained "excitement" not merely reviews etc. As the current crop of magazines simply do not cater for my interests I stopped buying them years ago; indeed I found that I was purchasing them merely out of habit.

I thought there was a strange one; No 592 Thompson cylinders and valve gear with deeper Raven frame but, retaining a concave front end (RCTS Part 3C plate 98).

BR 62360 at some time prior to grouping received "Raven" convex frames as per the photo. As LNER 2101 in December 1942 it received "Thompson" cylinders and revised valve gear, the same as used on the extensively rebuilt LNER 2020 (BR 62349). I am not clear how the change in cylinders can be visually identified, although from the photo of 2020 it could be that there were an increase in the number of bolts, both above and below the footplate, holding the cylinder block in place. As the photo shows it with its BR number it most likely 62360 had a 59A Boiler.

The late Barry Fleming; what a great and sad loss, a really wonderful person held in high esteem. It was a privilege to have known him. Even after all the years I can still see him bouncing around with his boundless energy. At his cremation service there was hardly standing room.