30368

The chassis is now a 2-6-0 and runs very well. Taking a leaf out of Tony Wright's book re testing under load, I also ran it pushing 6 coaches - something it did easily. The slide bar is unsupported at the expansion link end so I will need to modify the chassis to provide a fixed support to that end of the slidebar. I propose to solder it to the 14BA set screw that locates the expansion link. Kind regards, Richard B

At last the valvegear is assembled, complete with trailing return cranks - subject to much discussion on Tony Wrights thread! The large Bulldog clip is not holding anything together - just supporting the chassis for the photo's. Kind regards, Richard B

Tony, Good afternoon. It so happens that we had a bit of a chat earlier on my workshop pages regarding leading and trailing return cranks. I am building a U1 2-6-0 for Phil "The Duck" in exchange for, perhaps, an old DJH Kit. As has been mentioned. The U1's had a trailing return crank which was the easiest bit of the valvegear assembly. I am a fan of DJH kits (and all kit makers, they make our hobby so much more interesting) but found some of the valvegear components very fiddly (crosshead - which is a single slidebar type, the union links etc) although I am due my annual eye test so perhaps its me rather than DJH! Anyway - the chassis, a few images. Paper "washer" behind return crank to remove! Kind regards, 30368

I would add the Maunsell re-builds of the LBSCR Baltic Tanks - the N15X 4-6-0 to this list. Kind regards, 30368

Don't we all....

Having spouted off about the U variations my model is, naturally, wrong! It requires a cut back cab roof. My recollection of 6 years ago, when it was built, was that I decided to go with what I had in the kit. Maybe I will correct the model at some time... Phil, U1 valve gear is well on the way but I doubt it will be completed before we leave for USA. Kind regards, Richard

Very effective weathering on this close-up chimney and running "plate" top suitably grubby but lovely lighting effect on smokebox hinged door and sides of the loco. Splendid! Kind regards, 30368

That is it for today, valve gear assembled ready for erection onto the locomotive frames, except the return crank which I aim to modify. Kind regards, Richard

A useful discussion then? Hope all is well with those loco's you have built. I have checked the U1 GA too, agree, steam feed at each end of the valve chests. Kind regards, Richard B

Wise words Dave. If one ignores tenders for now and individual loco variations there are three variations with the U class. The new build, with high running plate and small splashers and two window spectacle and cab sides with low roofline. Secondly the River rebuilds 31790 -99 which have a low running plate, large splashers and cut away cab sides with high roofline and four window spectacles and thirdly River rebuilds 31800 - 09 which are much the same as the earlier re-builds except they have sanding gear operating levers on both sides of the loco. There are variations in smoke deflectors too but here it is almost at the painted number level of variation. Indeed, the U is anything but a large wheeled N class! Kind regards, Richard

Phil, I'm sure Michael will comment. But all the original Bulleid Pacific's have chain driven valve gear so no return crank to worry about. All the re-built engines have outside admission so the return crank faces backwards from the verticle with the driving wheels at bottom dead centre. Just checked my 34053 (R2586) and it is set correctly. So no need for action on your part unless Hornby have made a mistake. Kind regards, Richard

Pleased that you are back DLT. I use the site that you reference regularly and also SMUGMUG. How is the Craftsman LN running? My version, based on the "River" class tank re-builds, was constructed around the SEF body and chassis kit. The SEF chassis kit is first class and Kindly Dave of SEF sent me a second chassis kit too FOC. A truly decent chap all around. I must build one of the "new build" versions of the U class some time using this chassis. Phil, I hope to get the valvegear completed on the U1 before leaving for Christmas at our daughter's place in the USA next Tuesday. Kind regards, Richard

Hi Phil, Most SR engines had, I think, the usual leading (leaning forward at wheel bottom dead centre) return crank angle of around 10 degrees. I know the N15X and, having looked at the images, the U1 has a trailing (leaning backwards) return crank angle of around 10 degrees. I think all the 2-6-0s and the "W" 2-6-4T are trailing. All the ex LSWR 4-6-0 designs, including Maunsell's modified versions, were leading. A quick survey! Kind regards, Richard

I am truly pleased that you pointed this out Michael. I usually check such things against a drawing, however I don't have one for the U1. I should though have looked at the many images more carefully. They make it clear. I have built a U class 2-6-0 and had no such trouble but stupidly forgot that that was based on a SEF kit! Anyway the situation is redeemable and the cylinders have been removed intact with the application of Gluebuster and a Stanley knife. Pleased I did not solder them into position. In any case with that thickness of mainframe so much heat would have had to be applied leading to whitemetal meltdown. Phil, Sorry for the cock-up! I will try harder... Gluebuster is also a good paint stripper! A further update - all re-assembled and connecting rods, well, connected! LH cylinder casting unmodified RH modified by removing 2.2mm so that it sits lower in the frame slot. Allowing for the angle of the chassis, piston rod in line with wheel centres. Ready to assemble the rest of the valve gear. Kind regards, Richard

I agree that Michael is correct. The result will, as you said, creat a large gap between cylinder top and footplate valence. I will try to gently remove cylinders from mainframes (Glue buster), reduce the bottom of the spigot and then re-glue. Thanks for your agreement. Kind regards, Richard

They are a bit too high Michael, about 2mm. However this is governed by the verticle slot in the frames and the corresponding "spigot" on the cylinder casting. I was not too keen to chop it about since it is not my kit. Making it up for a friend. I will see what can be done. Always happy to take advice and guidance. Thanks. Kind regards, Richard

Working on the connecting rods and crossheads today. Firstly the main components. I have soldered an 0.8mm brass pin for the drop link/union link. A 14BA set screw has been soldered to each connecting rod to secure same to crosshead. Connecting rod and crosshead temporarily assembled. Fortunately I noticed the not deliberate mistake. Yes the con rods are upside down..... Connecting rods assembled and awaiting the rest of the valve gear. Assembly runs easily with no sticking points. Kind regards, Richard PS They do look fat but they are smaller than those fitted to the U class, 16" instead of 19".

Started to assemble the valve gear today. Firstly the connecting rods to the crossheads and slide bars. The crosshead casting needed careful cleaning up having large amounts of casting flash. Now that the cylinders have been partially assembled we start to see Phil's "ugly bug" front end. All the cylinder and crosshead parts ready for assembly. Note that I seem to have left in place a nib on the connecting rod big end oil reservior. This is intentional - there was a large cork stopper on top and the nib represents that. KInd regards, Richard

I really enjoyed the Manchester show. Visted the Judith Edge stand and chatted with Mike - I thought the Maunsell SR 350 HP Diesel Shunter looked superb I am lookingb forward to building one. My first job after leaving the Apprentice Training School at Eastleigh was to help carry out an "A" Exam on 15201 at Eastleigh Diesel Depot. I also bought a Fowler 3P 2-6-2 tank kit - my first non-SR/WR loco "spotted" was 40022 at St Pancras back in 1960. Nostalgia...... Kind regards, 30368

Today's update. The frames and wheels are now painted and re-assembled and then checked that all is well with some track running. The cylinder castings are glued in position and the motion plate is ready for soldering into the frames. As is usually the case with DJH kits it all goes together well, so far.... A small extra addition from me - the shields over the brake block hanger upper pivot. The U1 has a solid slidebar and not the slotted version fitted to the U class and most LNER outside cylindered locomotives. Kind regards, Richard

Phil, It will be a little faster as it goes through its running in phase. As to adding lead, I'm not sure you will need to it will be very heavy anyway with massive frames and a white metal body. Lets see what it will pull when finished. There should be access, via the boiler cut away, to the smokebox for the decoder. Richard

That's a pity - think of all those on the top deck looking for the odd cop! Always assuming it was a double decker. Kind regards, 30368

The pickup boards have now been fitted into place and trimmed to fit and then glued to the brass chassis cover plate which has been screwed into place. The chassis is now undergoing initial running in. It is very, very silent and the fairly large flywheel gives it a nice prototype like stop. Very pleased with this build so far. The brake gear should fit in very easily. As mentioned above, it runs very smoothly although the gearing is low so this will not be a very fast loco but with all that weight should be able to pull 12 + coaches. I now plan to partially dismantle and paint the frames and wheels. Kind regards, Richard

Back to Phil's U1 2-6-0. Brake gear assembled and will be fitted in position after pick-ups fitted and painting completed. Also in picture are the two mounting bords for the pickups. I shall probably glue these to the removable brass chassis cover plate. This will facilitate maintenance of the pickups. Kind regards, Richard

I rather like both shots. The second highlighting one of those typical small areas that "butt up" to the railway. The images would, perhaps, be improved by some signs of staining or puddles in the foreground (The bycycle is great). I know the flanks of the 9F is in shadow but steam engines always have signs of oil and water stains on the boiler and on the cylinder casings. In these views the 9F looks a little inert with no variation in tone/texture. I should add Gilbert that all your images far exceed anything that I have achieved! Kind regards, 30368