Factfile: SE&CR D class 4‑4‑0
Locomotion Models/dapol/rails of Sheffield SECR Wainwright D class 4‑4‑0A – in detail
Designed initially to operate express passenger trains to
Hastings and the Kent
Coast, a fleet of 51
D class locomotives was built between
1901‑1907, under the auspices of Harry
S. Wainwright. While some were built at
Ashford, construction was also undertaken at Sharp, Stewart & Co. (Glasgow), Robert Stephenson (Newcastle), Dübs & Co. (Glasgow) and Vulcan Foundry (Leeds). A rebuilding programme began in 1921, with 21 examples receiving Belpaire boilers and larger cylinders, creating the D1 class. Gradually superseded by larger locomotives such as the ‘King Arthur’ 4‑6‑0s, D class 4‑4‑0s were redeployed on secondary services on former LBSCR routes into Sussex and Surrey. Upon nationalisation, 28 of the remaining un‑rebuilt D class were taken into British Railways stock, 2 although all had been withdrawn by December 1956. Sharp, Stewart‑built No. 31734 (formerly
SE&CR No. 734) was originally earmarked for preservation as part of the National Collection. However, after inspection, Ashford Works’
No. 31737 was chosen instead. Withdrawn by BR at Guildford shed in November 1956, No. 737 was stored at Tweedmouth MPD for a few years before returning to Ashford in late 1959 for restoration to original, albeit non‑working condition. It arrived at Clapham Museum in 1960 and was transferred to the National Railway Museum at York for its opening in 1975. l With thanks to Dennis Lovett of Locomotion Models for help with prototype information. 2: Two years prior to withdrawal, No. 31737 (ex-737) is seen at Mayfield, East Sussex in November 1954. RAIL ONLINE
3: Built at Ashford Works in 1902, No. 57 storms towards Orpington, Kent, around 1910. RAIL ARCHIVE STEPHENSON
carrying on along the upper face of the splashers. Similarly, the gold lining atop the upper edges of the frames, beneath the boiler, also terminate abruptly. I also have some doubts as to the size and spacing of the SE&CR lettering on the tender sides, despite the shaded characters looking splendid.
The SE&CR crest on the leading splasher is nicely done and legible under a magnifying glass, as are the Ashford Works builder’s plates, but the cabside numbers would look better as etched metal digits. Those printed on the right-hand cab side are ever so slightly off-kilter on our sample, but none of these minor quibbles detract from the overall impression of quality and realism.
ON THE RAILS
Dapol has installed a ‘kinematic’ coupling between locomotive and tender, which pivots on a cam system to allow for close coupling on straight track, while compensating for curves. The two units are simply pushed together (preferably while seated on the rails) until it clicks. The coupler also conducts power from the tender wheels to the motor in the locomotive. It’s a system that seems to work effectively, free of any delicate cables dangling between the two vehicles. There also seems to be enough vertical movement in the coupling to account for any minor inconsistencies in track levels. That said, it may find out any areas that require attention from the P’way Department.
The locomotive itself is a little light, with most of the body and running plate rendered in plastic. Much of the mass is at the cab end, with the flywheel-equipped motor located in the firebox. This means that there isn’t much mass bearing down onto the pony truck, especially the leading axle. However, under test conditions, the locomotive coped well with curves and pointwork, albeit over well-laid track. The concentration of mass at the cab end may account for the fitting of traction tyres to the leading driving wheels, which allowed the locomotive to haul a decent load of passenger and freight stock. Performance was good all-round, with the motor and transmission settling down to run smoothly after the prescribed bedding-in period. The tender wheels collect power via wiper pick-ups, which add a small degree of drag, but the cam-pivoting rear coupling complements the close-couplers on modern coaching stock.
Quite a few extra bits and pieces are supplied as separate fittings. Most notable is a replacement set of driving wheels, if you’d prefer to forego the traction tyres. A special tool is provided for removing and re-fitting the crankpins (the inclusion of spare crankpins is welcome) and it’s a relatively simple task to complete, following the illustrated instructions. A bag of extra detail fittings include a pair of cab doors (fully lined), vacuum brake hoses and a set of guard irons for the front end.
Collectively, Dapol, Rails and Locomotion Models have done a splendid job with this model. Sure, a couple of minor compromises have been made with the decoration, but the elegance of the prototype has been faithfully captured. It has certainly brought back some fond memories… although the smell of Brasso is not something I miss. (GD)