Way back in the mist of time (well 2016), I made a start on one of Arthur Kimber’s kits for a NER 2-4-0; termed a Tennant. After residing at the back of the cupboard for a bit too long (as is the way with my modelling, I do admire those that start something, see it neatly through to a finish before starting another……..!), I have made some more progress with it.
First up with the tender body which is close to finished except for some detailing around its front.
There was a bit of irritation in the building of this; despite being quite a modern kit the rear panel was much to narrow, the buffer beam a bit flimsy and there were some missing details around the front of the tender. Nothing someone raised on Jidenco’s kits can’t sort, but I rather hoped it wouldn’t happen with a modern design!
I also found that the boiler was about 0.7mm too long; a degree of filing and fettling has got it fitted. It is fair to say whilst there were these niggles, most of the rest of the kit is well designed and there are a number of neat facets to the kit, the flairs to the tender top for example are pre-rolled and they are very difficult to form without the right presses.
Here she is with the boiler now fitted and the first of the boiler fittings being attached. Something that grates with me on many people’s models is where these do not sit down tightly on the boiler or have overly thick flanges onto the boiler. Given that these are castings, it is understandable that these sometimes happen but they do damage the reality of the model and it pays to address these issues. For this reason, I prefer to solder them in place and am prepared to attack them with a file both before and after they have been fitted.
This does create a problem of soldering the parts in place; they are quite chunky so need a lot of heat to solder them in place and it is difficult to move them about to get them in the right place when they are so hot. I have just started to address this by drilling out the base of the boiler fitting and tapping it to take a 10BA bolt + washer. This allows the the fitting to be moved about until it is in the right place and held tight with the bolt so that it can then be soldered. I am pleased with this little trick; it definitely repays the effort and for the white metal castings, saves the risk of returning them to a blob of metal with too much heat!
One example of a Tennant is preserved, being situated at the Head of Steam Museum at North Road Darlington Station. This has enabled me to take a good number of detailed shots but they are all rather close up they don’t really capture the prototype; so here is one from Neil Dimmer’s collection from the earlish 1920s, at (I think) York. The thin nature of the flanges to the dome and chimney I comment on above can be seen in this.
This view also illustrates how thin the boiler bands are. Given that this will be painted in NER livery that has lining on the boiler bands I am going to rely on the thickness of the lining transfer to give the impression of the boiler band rather than represent them in metal.
Followers of this blog will have noted that various test builds of my artwork coming together and I am now able to offer a number of these for sale under the name of Miscellany Models.
First up is a Highland Railway/LMS/BR diagram 51 full brake – priced at £48.00 for a 4mm and is suitable for OO, EM or P4. These were the last generation of full brake produced by the Highland, built with both cupboard doors and sliding doors as well as alternative forms of guards duckets (all of these are included in the kit). The kit inclusive of fully sprung Fox bogies (see below), roof, corridor connections (also see below) but all castings and buffers will need to be sourced separately. The castings for the bogies are proposed, but are not presently available.
As was common with many pre-grouping coaches these vehicles utilised Fox Bogies (£16.00) and these are being made separately to the remainder of the kit, These bogies have been developed in conjunction with Justin at Rumney Models and are fully sprung, with both the axleboxes and the bolsters sprung. They really do glide across track and look as if they weigh many tons rather than a few grams! They need castings for your favoured axleboxes/springs and bolsters but do include the foot steps and all of the bogies sides, brakes and details. Suitable for oo, EM and P4.
The second coach kit is for a MR/LMS/BR: Dia 530 Passenger Brake – priced at £36.00 in 4mm scale (suitable for OO, EM and P4). This prototype was built in some numbers and by the 1920s they were spread extensively across the LMS system. The kit is for full etches covering the roof, body, underframe and footboards plus parts for the sliding central axle included. It needs axlebox/springs (available from Branchlines or Coopercraft), gas lamps, buffers, brake and gas cylinders.
On the wagon front, there is an etch to detail the NER/LNER/BR: Dia P7 Hopper Wagon – £13.50 4mm (sufficient for two wagons). They cater for a large number of the variants to this numerous and long lasting hopper wagon. Needs wheels and the Slaters kit P7 kit for the donor model. Variants that can be made include the end braked version, improved components for the Morton braked version, outside twin W irons and also the anti-friction wheel device.
All of these are available from my website https://miscellanymodels.com/ and in addition to this from the Rumney Models stand at the following shows – Scalefour North in April, Railex in May, Scalefourum in September and South Hants in November,
All of these have been extensively road tested by me with a couple of test builds for each of them. You can see this unfold on my blog and if you are interested in seeing how they go together do take a look!
Please remember that the availability of these models is an adjunct to my own hobby and this has to be accommodated within the constraints of my day job and general life! In particular I can’t get to post these orders until Saturdays so do please give me a little slack when it comes to getting the goods to you!
I am sure I am not alone in having in mind a list of modelling jobs to do over the Christmas break and to find that the bulk of the list remains uncompleted when it is time to go back to work!!
One item on my list was to finish a North Eastern Railway autocoach that I have had underway for a while and that at least has got itself off the list!
The bulk of this is from a D&S etched kit which I have seriously devalued by opening the box!! I have replaced the fixed bogies with some test build sprung bogies that I have had under development for rather too long now (they are finished, but for the castings which I need now to produce following the demise of Lochgorm Models for at least the time being).
I also replaced the roof with some metal sheet rolled to the curves. This proved a real challenge and took more than one attempt as I found you could not roll the section with the holes for the clerestory already cut as the bend all occurred at this weakened point. I also took the effort to put on the gas lines with fine wire as I think these add so much to a model of this era.
I think they are very attractive coaches but there is a problem with them – they tended to go in pairs so I have another to build! Just not quite yet! Fortunately, the BPT is not down to me, but I think you may find yourself under pressure soon John!!!!
Following from last week’s post, here are a selection of further photographs from Benfieldside’s outing at the South Hants show, starting with a few around the platforms.
One of the charms of the layout are its buildings; typically constructed from cereal packets – good old fashioned modelling but very effective as you can see!
There remains a lot of stock to build for the layout and also a fair amount of restoration; the next bit of restoration can be seen in the picture below; a somewhat wonky signal (which will be rebuilt as a two doll to act as a starter signal for both the bay and the main loop). Hopefully, this will be done for ExpoEM, which is the layout’s next outing – see you there?
Many thanks to Dave Brandreth for the photographs in this post, along with some of those in its predecessor.
Benfieldside has just completed its first outing for what is believed to be 17 years and whilst honesty dictates that we must admit to some glitches; especially first thing, on the whole it went really very well. As I have a fair number of photographs (some with thanks to David Brandreth), I will spread these over a pair of posts to keep people on tenterhooks!
A NER C class (to become a LNER J21) pauses at the starter with a freight train.
The same train in the distance, showing the goods yard with the station throat behind.
Things are quieter at the other end of the station where there is a full brake in the milk bay. The signalman has a commanding view; in part of the slightly droopy signal on the gallows signal!
Because we were so pleased simply to having it running, there was no pretence to running a sensible service (and we were a little short of stock, particularly passenger stock). Thus, the poor coal merchant went without any delivery of coal all day! At least it looks as if he has enough to keep the coal fires of Benfieldside going for a little longer.
Next door, it seems like it might be lunch break at Iliffe & Stokes; builders, joiners and undertakers.
Moor to follow in a few days time…………… If you don’t already do so, you can subscribe to this blog by entering your email address in at the top left of the page. This means you will be sent an email each time I post anything on the blog.
In just over a week from now, I will be down in Portsmouth for the South Hants Model Railway Club’s annual show. Despite being a one day show, I find the show to be a good quality finescale show and the crew down there are very friendly, so it is definitely worth visiting. You can find details of the show here.
I will be assisting in the operation of Benfieldside, which I have illustrated on this blog in the past but it is worth looking at some of the pictures again:
I can assure you it is worth coming to the show to see this alone; and you might even find my latest construction effort – although probably still shiny like this. This is a D&S Models NER auto-carriage and really needs a sister to work with it but that will have to wait!
Stop by and say hello if you do visit.
I have made more progress with the hoppers, having completed the main paintwork of these and also the lettering.
Both the livery and the lettering offer further opportunities for variety, which I have taken. First up are a pair of wagons lettered with the full legend “North Eastern Railway”; a livery applied on some of them upto 1903. This was a fair pain to create, as the full words had to be spelt out from an alphabet; even now I am not totally happy with this and a few tweeks to some of the letters is possible.
The most common livery for the period that Benfieldside is set (just prior to the first war), was the livery applied between 1903 and 1911 and the legend NER was used.
The final livery was on a darker grey and NER was dropped and replaced with a mere NE. This vehicle had a load designation on its end too, which appeared to be an occasional feature.
Once I have had a chance to tidy up the lettering, I will paint the interior a dirty black and speckle it with coal dust. I will also make a coal load. Then these need the application of grunge as I can’t believe that coal wagons were kept particularly well!
I am presently cracking on with a batch of NER hoppers for Benfieldside. Having acquired the layout, Tim and Julian have very little stock to run on it, so as part of the repayment for the use of their facilities and expertese on my boards, I thought I would help to correct this shortfall.
The origins of all of this present batch of hoppers all go back to the Slaters’ injection moulded kit, which is of diagram P7 wagon. There were around 17,500 of these wagons at the time of the grouping and the LNER carried on building them for some years thereafter with only subtle differences; so not unsurprisingly there were quite a lot of variants. Thus, I have been doing a lot of modifying!
In each case, I replaced the very clunky W irons with Bill Bedford replacements; even though these were to be to EM, I felt that they would improve their performance. The first examples were essentially built as the kit was intended with fairly traditional brake gear (which was to one side only). However, having built my first one, I decided to refine the brake gear by drawing an etch for replacement steps, V hangers, morton brake mechanisms and brake levers. This (along with a comparison with the plastic equivalent – the painted wagon), is below:
However, a significant proportion were modified with end levers that operated a crank that was connected to the Morton gear. At the ends, there was a much more chunky ratchet arrangement to retain the lever in position. Again, I drew this up on the etch, and the arrangement looks like this:
The NER undertook a number of experiments with these vehicles to attempt to reduce rolling resistance and this was the subject of my next modification. On the right (below), shows the provision of a second outside set of W irons. This was to add stiffening to the axles. There is a set of Bill Bedford W irons to cater for this, but I chose instead to create a fresh set on the etch. On the left is a further variant, where an anti-friction bearing was added in addition to the outer W irons. This was a wheel that ran on the top of the axle and I presume the idea was that as it rotated less, there would be less friction. I suspect that the introduction of an open bearing surface that would instantly get contaminated with coal and grot would actually have the exact opposite impact – as these were removed by the grouping era, I may well be right!
The final variation of construction that I have modelled was a slot cut into the ends, which appeared on some vehicles. The NER used these on vehicles that were hauled up rope inclines – of which they had many. A plank of wood was inserted into the hole and wedged such that it was secured behind the end posts to ensure that the haulage point was close to the centre of the wagon. They found without this that there was a tendency to pull the end posts loose due to the uneven point of pressure.
Next up will be the painting and lettering of these; where I have three eras to chose from that would have all been apparent immediately pre- first war, which is when Benfieldside will be set. More on this in a future post.
If there is a desire from anybody for the etches, I would be able to offer them; so drop me a note?