Michael Edge

The test etch for the MDHB version of this Hudswell is in the queue waiting to be built.

Yes but I couldn't say when. I have two 7mm test etches in progress - chain drive Sentinel 0-4-0 and Barclay 01.

No, that's a 48DS - I don't know where it came from.

You don't waste much time do you? Judith and Michael Edge

Just sold the last Clayton this week but we will get some more later this year. Current list below - most still £16 including postage but this will go up when we order new stock. We have had all these in stock for some time and n/s prices have increased a lot. Since I don't work in 2mm scale at all I don't offer any motrrising solutions. Etches available in 2mm scale 20/03/13 These are etched in 0.010” nickel silver and include all the etched parts from the 4mm kits. We also include 4mm instructions and parts list together with a 2mm scale drawing. NER/LNER/BR EF1 Bo+Bo LNER/BR EB1 Bo+Bo NER/LNER/BR ES1Bo-Bo Yorkshire Engine Janus Hunslet 05 Hunslet 05 high cab Hunslet 7051 Barclay D2400 Barclay class 06 Barclay class 01 English Electric/Hawthorn Leslie BR class 17 Clayton – currently out of stock Ruston 165DS English Electric/Baguley – Harton 13-15 currently out of stock SR/Paxman BR11001 LMS/BR Jackshaft 12023-32 Hunslet MDHB No. 32 – currently out of stock Hunslet 15” Sentinel 0-6-0 CP Sentinel 0-6-0DH (1:160) N5 0-6-2T - currently out of stock RH PWM650 NBL D2720 NBL D2745 (All the above are £16.00 per etch) Liverpool Overhead Railway – Currently out of stock (£20.00 per etch – available to order) LMS/BR Class 503 – Currently out of stock (£30.00 per etch – available to order) Any of our etches can be made available in 2mm scale subject to sufficient demand. Please make cheques payable to Judith Edge 5 Chapel Lane, Carlton, Barnsley, South Yorks., S71 3LE.

Gibson do 9mm disc wheels (we use them in our ruston 48DS kit) but they are a little difficult to find as they were originally produced only for 3mm with1/16th axles. They are now available in 00/EM and P4 with normal 2mm axles. Michael Edge Judith Edge kits

They look a bit peculiar but they were the normal type on the CLC, these lasted into the late 1950s before being replaced by LMS/BR standard u/q signals. CLC did have lower quadrant signals as well though. The signals seen here in Brunswick yard are a bit of a mystery as to which movements they referred to, the main line panel is preserved at NRM York but only shows the colour light signals in detail. The CLC bracket is on the diagram but without any clue as to which moves it controls, there should be another short arm on the LH doll but we seem to have lost this one somewhere.

Here it is in Brunswick yard, they did actually have two J63s there but they left in 1935 (and they were condenser fitted then).

Revised Princess etch probably May/June

It's not the hardboard, all our stock is kept like this. The etches are delivered packed between sheets of hardboard (and wrapped in tissue paper of course).

I don't know where you are keeping them but we haven't seen any tarnishing on n/s etches, some of ours have been in the workshop for the last 12 years or so. Brass is a different story though, sometimes the etches tarnish very quickly - if you can't feel any roughness on the surface they are perfectly OK to use. If they were that bad we'd have sent them back to Photoetch. Michael Edge Judith Edge kits

It's just local terminology, the GC called all assisting locos "bankers" whether they went on the front or the back of the train. Other railways differed.

Neither is the answer, I think there are 3 slidebars, crosshead is between the lower 2. They are bolted to a substantial cast or fabricated cross member about 18" wide towards the back end of the slidebars, this carries the link brackets as well There is a vertical stretcher immediately behind the cranks, i.e. about as far forward as they could get a full depth one. I think this is the one that can be seen in photographs.

I always put a hole in the frame plate coinciding with the link pivot, a wire through these holes ensures that the bracket can be set in exactly the right position relative to the wheels and cylinders. On many locos this wire can be left in place, on others it can pass through the driving wheel spokes - on the U it looks as though it coincides with the driving wheel tyre but it still helps a lot with setting up. Michael Edge

The rod drive locos, 0-4-0 and 0-6-0, have a wider platform, the cab and side sheets are the same width as the chain drive 0-4-0. What you may see as a joint line, depending on the angle of the photograph, is a 3" wide step.

For those interested in 7mm scale I will be doing a demo at the Bolton show next week (Sunday 17th). I'll have the test etches for the chain drive Sentinel 0-4-0DH and Barclay 01 0-4-0DM to start building, also some kits on sale. Michael Edge

Wheelbase dimension of chain drive locos is nominal, it will increase as the axleboxes are adjusted to take up wear in the chains. This is what the rods and turnbuckles are for.

The gear train to the second axle is in a frame which pivots on the axle of the next gear up towards the motor, if you swing this frame up or down the wheelbase alters slightly but so does the angle of the motor. Chris usually tries to get the motor horizontal in the normal application but if there is room for the motor to tilt upwards the wheelbase can be shortened. Mike

You might need the buffer beams as well, from the Hornby publicity shots they have confused the the two - buffer beam shape looks like the rod drive version (which is 6" wider) and not the chain drive. Michael Edge Judith Edge kits

I have now assembled the prototype High Level drive unit for the Ruston 88DS. This view from the cab end, the drive train to the trailing axle is just visible. The Mashima motor does not intrude into the cab area. The leading axle is fixed, trailing one is allowed to rock under a knife edge as in the 48DS unit. Wheels are Gibson. View from underneath, the drive train is partly visible bit not too far away from where the chain cover is on the full size version. Chris has now decided to market these units as "Quad driver", this one nominally 23mm wheelbase but in fact is variable about 1mm either way at the expense of altering the angle of the motor. Michael Edge

It's not unsupported, there's a slide support on the front unit - se thread on my model of this loco.

So this would have been an 8 cylinder Garratt then? No Garratt ever needed more than 4 cylinders, the 6 cylinder LNER one was completely useless pulling a train. It's a shame that Beyer Peacock had to build two of the worst designs for use in this country.

I don't think the cardan shaft would be any different, I wouldn't use such a big motor now and the driving axles would have gearboxes. You can buy u/js from more than one supplier or they are quite easy to make from tube and 7mm handrail pillars. The main difference now would be that I would not build the drive units rigid, personally I would compensate them, others prefer springing.

At the time (no date on my drawing but it was at least 35 years ago) I made measurements on the drawing in the book and used one of those new-fangled pocket calculators to get them to 4mm scale. Before that I had used a slide rule, I've still got it somewhere but forgotten how to use it. If I was doing it again now I would scan the drawing and import it into Turbocad as a picture on it's own layer. This can then be scaled, using a vertical and a horizontal dimension (reproductions of drawings rarely have the same scale in both planes - always check this) and rotated if necessary. Then I simply trace the drawing on screen, checking all dimensions as I go. This often involves quite a lot of design work, especially with a diagram like this, full GA or pipe and rod drawings are easier as they were usually drawn more accurately. All drawings are liable to differ from what was actually built - some have pencil notes on them to indicate differences from what the drawing office thought. To reassure Barry, 49801 is back in one piece and will be working at Preston next month. From time to time I've looked at a lot of these "might have beens", many of them don't look very practical, a lot have more wheels added and an elongated boiler/smokebox. The mallet's boiler looks well proportioned to me although there may have been some problems with the ashpan. Two more in the same book look very attractive - a Stanier 2-8-4T based on the 8F and the 4-6-4 enlargement of the Duchess. Michael Edge

In view of the interest this loco provokes at exhibitions - usually along the lines of "what on earth is that?" - I am putting some details, photos and drawings on here. The origin of this is a diagram prepared at Horwich in 1923 as an alternative to the LMS Garratt, it was published, along with several other very interesting proposals, in "Chronicles of Steam" by E.S.Cox. Below is the drawing I made from this (many years ago, long before the CAD age) to build 49801. Those with long memories will have seen 49801 on "Leeds Victoria" and more recently on "Cwmafon" and "Herculaneum Dock". According to my records I finished this model in 1985. The drawing office kept the wheelbase to a minimum in order to fit on a 60' turntable, it would almost certainly have been unstable at the front end and Cox was of the opinion that a pony truck would have been added if it had been built. For my purposes fitting on a 60' turntable was a distinct advantage so I left it as it was. The tender in the drawing is an extended version of that fitted to the L&Y Dreadnought 4-6-0 but in view of what happened to the Crabs Ithought this was unlikely to have been built. The standard Fowler 3500 gal. tender looked even more ridiculous with the Mallet but I had a spare 4000 gal. tender from an original Princess and this looked just about right with 49801. Minimum radius on my layouts is normally 28", 49801 will get round this but the throwover of the boiler looks rather excessive. I made no attempt to fit the steam and exhaust pipes at the time but I have thought about adding them since, if only to hide the front unit's worm gear - clearly visible above. The boiler is supported on a conventional saddle on the rear unit and on a slide on the front unit. The loco is LH drive but the leading unit's reach rod is duplicated each side from a rocker on the rear unit rod. None of this was shown in the original diagram - all my own design but based on Horwich practice of the time. With the body removed this is how it works. A large KTM motor fits easily in the huge firebox and drives the leading axle of the rear unit directly by a Romford gearset (no gearboxes in those days). On the end of this is a cardan shaft to the leading axle of the front unit. Cylinders were made from the white metal castings which used to be available from W&H, motion from Jamieson parts. Frames would have been sawn out of hard brass sheet at this time - about .015" thickness. Close up of cardan shaft The articulated joint was made as shown in the drawing, designed to be very rigid but I had to slacken it a bit in view of the total lack of springing or compensation in the frames. If I was building it now it would probably be compensated. The view from underneath, wheels are very old Romfords, uninsulated mazak on one side, it mostly picks up from the tender though. OO gauge leaves plenty of room for the motion. Boiler unit and front unit footplate. There are side control springs on the front unit slide, the lump of brass between the springs locates in the slot in the underside of the boiler when assembled. This shows why I split the reversing mechanism, a single weighshaft at the front end would not have been possible. BR did something similar much later on the Crosti 9F. Close up photos show off Barry O's excellent weathering. I hope this has all been of interest. Michael Edge