LOCKDOWN LOCO BUILD PROJECT
Ian made good use of the workshop time handed to him by lockdown to acquire a deceased modeller’s project and complete a splendid model LNER V3.
This is an account of my lockdown project. It started on the 4th April 2020, and culminated with a successful steam test carried out on the 4th May 2021. Let us hope we don’t need to find more lockdown projects!
This is a 5-inch gauge model of the London North Eastern Railway V1/V3 class 2-6-2 locomotive to the design of Martin Evans, which he named ‘Enterprise’. I purchased it unseen from a website as an unfinished project. Having bought on a risky whim, I was pleasantly surprised at what the courier left on my doorstep, the most exciting item being a commercially made boiler by a company called CRB Engineering, which I believe no longer exists. The only major parts missing were the piston valves, liners and the conjugated valve gear components.
Photo 1 shows how the loco appeared when unloaded on to the bench. The model was originally built by the vendor’s uncle, George Baker, who sadly passed away before completing the engine. However, he was 95 and had many other completed models to his credit.
I could have completed the model much sooner, but I decided to re-work many of the components to render the loco more prototypical of the Gresley design of 1930. But as the length of the lockdown increased so did my list of modifications. So henceforth, I refer to the model as V3 rather than Enterprise.
The Prototype
The first Gresley three-cylinder 2-6-2 tank locomotive left Darlington works in 1930, classified as V1. Their intended use was for local and commuter services and they were initially tried out in London and East Anglia, but they spent most of their lives in the north east and Scotland.
Later modifications included a new cylinder design, higher-pressure boilers and revised bunker designs – it was the higher-pressured boiler that attracted the V3 designation. In terms of cylinders (noticeable by the shape of the outside steam pipes) and bunker designs, (coal rails, sheeted rails and hopper type) it was a case of mix and match.
So here was the dilemma for the modeller, what features to include to get it right? The answer was to select a class member and study the photographs. I chose LNER 2910 in post-war condition. This was a V1 that had been rebuilt as a V3 with the new cylinder castings that provided the much neater outside steam pipes, rather than the original large and ungainly-looking elbow type. Number 2910 at this period also retained the coal railed bunker with in-filled steel sheeting – I found this combination more aesthetically pleasing than the later hopper type.
Back to the model
The first job on the project was to machine new cast-iron piston valves and liners. My method of creating a good seal between bobbins and liners was that described by Don Young, in other words no rings, just lapping with very fine polish and drifting them in and out with a hammer. This sounds brutal but my J37 was done this way and is still steam tight after 20 years of operation!
New valve rods and guides were next and very soon I had a complete
chassis ready for air testing (Photo 2).
As can be imagined, whilst connecting up my garage compressor, anticipation was high. I was not disappointed. On opening up the makeshift valve, the gear set itself in motion without any need for encouragement. It was smooth with rhythmic exhaust beats, but then of course, it has three cylinders which makes a difference.
Whilst working on the chassis I spent time thinking about what to do to make the model more true to scale. Being influenced by the amazing work of Doug Hewson with his BR Standard locomotives and his series in Model Engineer on the LB&SC (London Brighton & South Coast) pannier tank makeover, my mind went into overdrive! However, I decided to reign it in a little and limit what I would do, so maintaining the integrity of the previous builder’s work.
A question of width
The first issue to come to light when studying photographs and works drawings was that the original Enterprise design is considerably oversize in terms of its width. In fact Martin Evans states this at the commencement of his construction articles in ME. I must add at this point that I have found the overall design of the model very sound indeed.
To cut a long story short, recourse was made to the band-saw whereupon I reduced the width of the bunker, tanks and running boards by half an inch. The buffer beams were also reduced in width by 3/8th-inch. This now makes all the difference to the appearance of the engine to my mind.
I do feel the looks of many models are spoilt by oversize lubricators, if they are positioned externally. The V3 has one on each side of its boiler, mounted on the running board. I modified the Doug Hewson design to resemble the Wakefield No.7 lubricator with the main oil tank hidden below the footplate (Photo 3).
The photograph also shows the reduced splasher width along with the access holes for the expansion link.
Next on my list was the smokebox saddle. The original Enterprise design is too narrow, being only the width of the frames. The V3 has a saddle that bridges the frames and includes cast gussets front and rear, so an inch in width was added to the new component that I fabricated.
This then leads to the question of the shape and size of the outside steam pipes and their cladding. To do this I needed to reduce the size of the left-hand steam pipe to fit within my re-designed assembly. Photo 4 shows three separate parts which needed careful alignment with the running boards and smokebox.
The next detail to draw my attention was the outside expansion brackets. On the original model these brackets are fabricated from flat plate and do not represent the full-size component that was possibly cast with distinctive underside curvatures. This effect I managed to achieve by making a new outside bracket and modifying the inside frame structure (Photo 5). Later I will add the ribbing along the lower edge.
Scaling the smokebox
The smokebox detail fell under my gaze next. The smokebox itself is constructed from 1/8th thick brass tube. Of course, this will present a very overscale appearance when the
front plate is fitted. By mounting the tube onto the lathe using wooden mandrels, changes were made. The end result can be seen in Photos 6-7.
I did decide to add rivets though I could have got away with not doing this. The V1/V3S appear to have been built originally using countersunk rivets which give a flush appearance. When repairs were carried out or replacements made by LNER or BR, round-headed rivets were used and in the later years there was a mixture to be found amongst the class.
At this point I added extra lamp brackets and a smokebox doorknob. Also in this picture, note the cylinder blocks have been machined to reduce their width too.
Looking inside the smokebox I felt the design of the petticoat pipe was not conducive to a good strong blast. Therefore, I modified it in accordance with recent good practice by equating the grate area to cylinder dimensions. Again, this works well on my J37 loco and I do enjoy scaring the pigeons away! Photo 8 shows the new petticoat with its small choke diameter and 2-degree angle.
Sprung into action
At this stage with the locomotive near enough fully assembled and after much procrastination, I just could not resist replacing the coil springs with authentic-looking leaf varieties. However, a streak of laziness kicked in as I did not wish to take the chassis apart with the prospect of upsetting the valve timing. So, I devised a plan to make and fit leaf springs with the chassis fully assembled.
The leaves and buckles were straightforward, as were the hangers, but then came the fiddle. I was able to drill the frames for the hanger fixings by aiming between the spokes of the driving wheels. Final assembly required replacing the studs in the axleboxes with a flange and single central stud to pass through the buckles and leaves (Photo 9).
Finally, modifications to the boiler back head were deemed necessary.
The regulator handles were modified, and the brackets moved from the side of the boiler to the back head proper, this resulting in a more pleasing scale appearance. A second water gauge was added as per the prototype.
Also replaced was the steam turret – in place of the ½-inch standard square bar is now a cast scale version which apart from looking authentic does not dominate the cab.
Fire in the hole
The position of the fire hole in the Enterprise boiler is very high compared to the prototype equivalent, in fact, it is level with the firebox crown. In terms of scale, if a 11/16-size fireman stands in front of it, the firebox hole would be at eye level! My solution to this was to make a dummy fire door and a disguised flap above it. Hopefully, this can be seen in Photo 10 and the inset with the door open. Also, the footplate between the frames is lowered as per the prototypical ergonomic layout.
Further small details still needed to be added later, but with the hydraulic test having been completed at the track between lockdowns Photo 11, it was now time for the steam test. This was very successful, and of course, exciting. Photo 12 shows Brian Godley of High Wycombe ME filling in the necessary paperwork.
I have found it fascinating to pick up somebody else’s work and be able to appreciate their efforts and try to enter their mind set. I like to think I am carrying on the good work of a like-minded individual!
Being able to apply research to a model and completing the work of a departed model engineer has proved most rewarding indeed. An excellent job by Ian producing a superb-looking locomotive. If you have taken on an abandoned project and completed it, why not write it up for your fellow readers? Send to the address on page 3.
“I have found it fascinating to pick up somebody else’s work and be able to appreciate
their efforts...”