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More Weathering Results

The class 24 skinhead was not the only output from the weathering day last weekend – indeed, it was a very busy day!

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First up were some of my 1920’s rilling stock – both Highland, a timber truck from a Model Wagon Co whitemetal kit and a horsebox from a Lochgorm etched kit. Both are now close to finished – a load is requird for the former and some glass for the latter (and probably a light colour inside the groom’s compartment.

Neat vehicles though and I am pleased with them – less so than the brakevans that I managed to dislodge the lettering upon and may well need to be stripped – as you would imagine, no photos of these and nor any photo’s from today’s efforts with paintstripper!

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But the main additional output was some more coaches for Portchullin.  I managed three and Peter Bond looked close to finishing his third as I left, so we had a proper little production line going!

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The technique was essentially the same as I described for the class 24, although as you can see the model was broken down rather more (in part to populate the interior of the carriages – I do hate seeing trainloads of empty coaches on model railways!).  However, for the maroon coach, rather than using thinners to take back off the paint, T-Cut was used.  This is an abrasive so does not work in quite the same manner but acheives broadly the same effect except that it also polishes the paint.  I did not think this was right for the blue/grey coaches (they were finished in satin in reality) but the maroon coaches were in a gloss finish and the T-cut gives a slight sheen without actually getting to gloss.  I did eventually think it was a bit too shiny, so did waft over with the finest of sprays of the “gunk” again just to take it back a touch.

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The Bachmann Mk 1s are very good models that have stood the test of time well.  They are a doddle to convert to P4; taking maybe 60-80 minutes a go.  There are a couple of things to look out for – firstly is that the side frames are a touch to tight for true guage wheels and need to be filed back.  The plastic is quite flexible and does create burrs fairly easily, so once the filing has been done some work with a sharp scalpel is required to clean this up.

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Mk 1 Bogie

The next caution is that the bogie mounts are not always parallel with the rail head, meaning that the bogie can lean forward or backward.  This is caused by the chassis being screwd a little over-hard onto the body, causing it to flex slightly.  You are just as likely to have done this as the manufacturers and I get around it by making it rock slightly with some thin (20 thou) strip like this.

Mk 1 Bogie 3

Arguably one of their weaknesses is the corridor connection which is a tad toy-train (well it is a toy train!).  A dodge that I have started to do is fit a few of my vehicles with some black foam in the door jambs.  Make this so that it sticks out 3-4mm and engages in the equivilent of the adjacent vehicle to block out the light.   A simple dodge that makes a big difference.  It does mean that the vehicles that are fitted thus have to be in the centre of the train (as the foam looks crude where it is exposed) but this can be done with care – for example a buffet would nearly always be in the centre of a train, so this is the vehicle of the two I fitted with this.

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NER Hoppers

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.

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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:

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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:

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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!

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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.

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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?

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