billbedford

The Highland didn't have any three cylinder locos. You are probably thinking of the NER S3 class 4-6-0 (B16) and pacific (A2).

All Gresley's locos had equal length connection rods (except the B17 which was designed by NBL). The problem was that on locos with large drivers the middle cylinder had to be raised so that the connecting rod and slide bars cleared the leading driving axle. This lead to uneven valve events and the boiler having to be coned to clear the middle cylinder.

The problems with the Gresley pony truck was recognised in 1946 and all the V2s had theirs replaced by 1952

That may be true, but I would have to question the wisdom of building a small class of specialised loco to handle a relatively small number summer peak trains, however prestigious those trains were.

No, but the scored axle box brasses and broken crank axles are a symptom of the pony truck not leading the drivers into curves as they should.

Most of the 'tripe' that you complain about comes from professional railwaymen who were at least as partisan as amy 'enthusiast'.

Even on the GN line they wouldn't have been any better at keeping on the rails than the V2s proved to be.

The curing of the P2's problems came about as a by product of the rebuilding. It wasn't till some years later, when V2s started to derail themselves, that the real problem was identified as the Gresley swing link pony truck. For the V2s the solution was fairly simple, the pony truck was replaced by one with spring centring that was based the 8F design. But by then it was to late for the P2s. There were questions raised about the efficacy of the swing link pony truck before the P2 were built, but they were over-ruled. So the take away lesson for any autocratic head of engineering is to take note of the concerns of your junior staff as a failure to do so may put your reputation at risk.

Is this research more widely available? and did it distinguish between the various LNER classes?

Stainer's expertise, like Thompson's, was in organising and running works and he delegated design work to his chief draughtsman, Tom Coleman.

The new sets of frames and boilers were set up, while the loco was still in traffic, for every A1/A3 that went into the shops for a heavy repair.

Really? He certainly wasn't one of those engineers that 'could make things for a pound that others made for a fiver'.

I had the patterns for two GNR 45' coaches printed earlier this year and the cost was around £500. You could possibly get them printed more cheaply, but at the expense of the quality.

If you stretch this to the early forties, then J25s

Loctite, and indeed all retainers, only react with steel. Also they don't work well when the joint can 'peel'.

As my grandmother used to say, the back of a piece of embroidery tells you so much more about the person who did the work than the front.....

Maybe best to wait until you know which one will pull more that 1 1/2 coaches......

Isn't that to be expected? The full size O2s had just about 2/3 the adhesive weight of the G6s and I have believe that that ratio could be a a lot worse on a model, especially if it was built without compensation or springing.

The Bachmann 4-4-0s have a similar arrangement, as has the Beattie well tank.

You are not right, in fact the designer couldn't really get much more muzak into the space he had to work with

I would check that the worm is not catching on the motor or supports in one direction.

To even have a 'spares box' you can be certain the said author has failed to build a great many kits before he got to the subject of the article. To be honest I find that most constructional articles in magazines, and for that matter much of the content of web forums, have more to do with publicly validating the author's modelling skills than presenting useful instructions for other modellers.

If you had been following this thread, you would have know it was a fairly simple fix to get your loco running. See posts 787 & 791.

There are GAs and frame plans for the class C 0-4-4T and the class D 0-6-4T in the NRM. Let me know if you want the catalogue numbers.

I think you will find that horse shunting was always done from the six foot i.e. the horse was not expected to walk over sleepers. There was a loop or cleat on the solebar of most wagons were the towing line was attached.