Etched frets for LB&SCR Craven locos designed by Ian
White, March 2010
Documents for downloading
Documents provided to those who purchased the etched parts:
- Brass fret layout
- NS fret layout
- Notes on what the parts were
- Drawing (Burtt) of 176,
modified to show fittings of 175 (but not showing extended footplate)
- Drawing (Burtt) of 166.
modified to show fittings of 167
- Chimney 167
- Dome 167
- Valve case 167
- Chimney 175
- Dome 175
- Valve case 175 (as shown in
- Valve case As shown in East
Grinstead photo now believed to be of 152
- Parts diagrams of the use of
various parts and front elevation of 167
PDF files, if printed with no scaling, will print at 4mm
scale, except chimneys, domes, and valve casings which are at 40mm scale.
An additional document (footplate
lengths) MUST be downloaded if producing No. 175 correctly. This show how
the footplate length on 175 (and some other 2-4-0 locos) were extended by Stroudley. The footplate and outside frames supplied are correct for 176, which
according to a photo that is clearly post-Stroudley were not extended (they may
have been subsequent to the photo being taken). The footplate of 175 was
extended by 6 inches (confirmed from photo) and so the etched parts should be
modified accordingly, and a 2mm longer cab side-sheet made-up.
Construction photos 167
- Photo NS parts 5 have been scribed
with a heavy duty knife to assist in breaking off the lower jig portion
below the footplate valance; numerous holes have also been drilled. When
this area is finally removed it will probably be necessary to break it
into short sections using a slitting disc.
- Photo The footplate has been braced
within a plastic structure to hold the flat parts straight while a curve
is pushed into the areas adjacent the driving wheels.
- Photo Brass parts 2 have been
overlaid onto parts 1 to form the splashers. In retrospect, parts 1 or 2
is all that is really required (the additional thickness might help with
00 as it reduces the distance between the splasher opening and the wheels
but for P4 it may be a nuisance); fit part 3 after painting (see
completion notes below). The splashers were fitted to the footplate via
small shelves of scrap to support them. NOTE: The splashers
proved slightly over scale. Working from a small drawing always creates
the danger of a line thickness equating to a few inches! The addition of
10 thou brass strip for the splasher tops added to their size, and in
retrospect, the splasher sides should have been made slightly smaller to
compensate. However, slightly over-scale splashers are to be preferred to
the risk of under-scaling, as they do ensure there is no electrical
shorting of the model.
- Photo Brass parts 4 have been
inserted into slots in the boiler tube and had rods soldered through them.
- Photo 5 thou brass has been wrapped
around the tank support structure and the overlays applied. I can confirm
that 42mm is the correct wrapper width. I made the initial layer more and
found that being such thin material it cant be filed back to accept the
boiler; I ended up bending it back and will have to use some filler to
tidy the under side of the tank. I also found it essential to pre-shape
the 5 thou brass; if you try to form it around the frame it will be badly
dented in places. 10 thou brass might make a better wrapper but be far
more difficult to fit to this awkward shape. To avoid damage to 5 thou
brass I also found it important to use a clean surface with a bit of give
in it to work against; I used corrugated plastic packing material.
- [Noted added later: another model maker found 42mm
insufficient; make a paper template and check before doing anything!]
- Photo NS parts 1 (rocking beams)
have been fitted with top-hat bearings, taking care to fit each beam from
opposite sides of the fret to compensate for the asymmetry caused by the
brake hanger pivot being closer to the central wheel, than to the front
wheel. The fit of the bearings is here being tested against the coupling rods
and a rod is placed in the bearing hole to check it is level. That bearing
axis coincides with the central brake hanger position and that must be
correctly lined-up when the frames are fitted to spacers. In the photo I
have the flush surface inwards; (a thin washer will be inserted between
each beam and frame on the bearing wire so that it moves freely). The
slots in the frames for the coupled axles need to be widened slightly to
ensure that each axle can move freely in the slot.
- Photo and photo
The E.B. Models chassis jig was
then used to assist in the assembly of the frames, paying particular
attention to ensure the wire where the rocking beams will pivot was at
right-angles to the frames. Contra to instructions, the jig was of use for
setting the distance between a fixed axle and the trailing axle because I
had supplied a jig (parts 2) to fix that trailing axle position. NOTE:
The trailing axle needed a centre pivot point against its centre upper
surface, to create a swing axle, i.e. the wheels were then allowed to move
up and down; that provided the third point of 3-point compensation. I
provided this by adding a flat frame spacer across the top edges of the
frames, which included a centred and threaded hole. A bolt was then placed
through the hole, and the chassis was levelled by turning the bolt to
provide the appropriate length of pivot point for the swing axle. The bolt
was then firmly soldered in place (others may wish to add a nut below the
frame spacer to reinforce the joint), and finally cut flush with the top
of the frame spacer. A similar arrangement can be seen in a photograph of
another model of mine (photo),
but in that case there was space for a nut above the frame spacer to
reinforce the join.
- Photo The basic parts, including
boiler turnings (yet to be shaped at the base).
- Photo The splashers were completed;
electrics fitted to the chassis; the boiler/tank assembly rested in place
while a short-circuit test was carried out. The rear rivet strip has been
added to the tank assembly; in retrospect the tank sheet should have been
left an extra 1mm proud of the rearmost former; I had to add in an extra
layer of brass to provide a surface proud of the spectacle plate before I
could fit the rivet strip.
- Photo The major parts now fitted.
The first job was to fit the rear wheel spring units. The outside frames
were then assembled and fitted immediately inboard of the push rods below
the springs (some may prefer to make these a part of the chassis rather
than the body). The cab walls were then formed, assembled into a unit,
and fixed in place; a coal bunker front was added just behind where the
drawing shows the brake standard. Sheet brass was cut and fitted to form
the sides of the smoke-box and firebox. A weighted running test was then carried
out and it was found necessary to add lead to both the smoke-box and
bunker areas. The boiler/tank assembly was then fitted, and filler used to
complete shaping. Note that the spectacle plate apertures have ended up rather
close to the tank; that does not look right so I will try to file them up
a little and use the spectacle rims provided on the etch to revise the
Motor: Mashima 1015; gearbox with
8.5mm; details not noted but believed to be a motor fixing bracket from Mainly
Trains (MT161) plus a 50:1 gearset .
Completed bar a final clean up of
excess solder then off to the paint-shop. Its amazing how unforgiving a
close-up photograph is!
The boiler fittings are here posed for the photograph as they will be set aside
and fitted properly after painting. The tank filler was modelled on that of
2-4-0ST No. 4 (Burtt fig.51; see also Bradley figs 42-43) having decided to
make it different to that of my 1855 0-4-2ST (drawing
based on Burtt fig.29 Bradley fig.44); another possibility would have been
the type fitted to 4-4-0St No. 136 (Burtt fig.39). The handrail required both
short and medium handrail knobs; note that the wire is temporary and will be
replaced after painting. I also think I will probably want to fit a splasher
beading (brass fret part 3) overlay after painting (so in retrospect perhaps
part 1 was all that was required to be fitted initially, and part 2 discarded).
Clacks have yet to be sourced, and can be fitted after painting.
Note the need to score a curve on the smoke-box front plate to represent the
division between the tank and the smoke-box. This was carried out using a
compass cutter before the smoke-box door was fitted. Sandpipes are well hidden
behind the front brakes and I initial forgot them, so glued them in place to
the rear of the brake blocks; on the non-earth (left) side I inserted plasticard
between the brake and sandpipe so that the sandpipe could be placed close to
wheel and track without sparking. The brake blocks needed some filling back on
the non-earth side to avoid sparking, and the front brake on the earth side
needed filling back to stop it acting as a brake! Only one lamp bracket has
been fitted as that is all that is shown in the GA; the published drawings show
more so anyone modelling the loco for a later date would need those too.
Again note the single lamp bracket. The valve casing suffered a bit of damage
to its base when it was being shaped to fit the tank top, and this has resulted
in its taking on an oval shape when viewed from above; is obvious when fitted
onto dark green paint I may have to re-turn it.
oblique The backhead was from 5 and 9 Models; the length of wire will
take the regulator. The tank-filler was given some top detail by trepanning it
with a 4mm milling cutter.
Wiper pickups were fitted to both driven wheels on the non-earth (left) side;
having had problems with the plastic centres of the W&T wheels distorting
when Brassmasters earthing straps were fitted, I used a length of florists
wire to earth out one driver on the earth (right) side and fitted a wiper
pickup to the other. The earth-side trailing wheel was of a type that included
a built-in earth.
The above NOTES were
added after completion of the model, and result from discussion with Eric
Gates. He is preparing an online article describing his model, based on the
same etched frets (link to be added when available).
Construction photos 175
- Photo Footplate with boiler tube
rested in approximate position; the footplate and outside frames, plus
side-sheets (cut from 10 thou brass), have each had the 2mm extension
required for No.175.
- Photo Chassis; I went contra
to the instructions for the E.B. Models
chassis jig by fitting the hornblocks to the frames before erecting the
frames on the spacers (as per instructions for more expensive chassis
jig); I used Brassmasters sliding blocks for the trailing axle, although
some fettling of the chassis slot was required; chassis slots for hornblocks
also needed to be made deeper.
- Photo Motor and wheels now fitted.
The compensation beam needed about 1mm removed from where it rubs the
front (trailing) axle, so as to get the top of the frames level. The Mashima
1020 motor drives through a London Road single stage 50:1 box.
- Photo Body fit check; it was found
that the cab floor area needed to be either cut or bent clear of the drive
- Photo I chose to bend it as a
slight incline in the cab floor is easily hidden on the finished model.
- Photo Having fitted the Gibson
cranks etc, I then turned attention to the boiler tube assembly. Before
fitting the smokebox wrapper I filed a notch into it at each end, so it
fitted better against the smokebox wing plate. Note the infill piece to
complete the bottom section of the firebox. I used 5 thou brass and a
little solder to fill the crease against the round section. There were
alternatives; I could have used a wrapper (no thanks; had enough problems
with the smokebox); I could have used a rolled boiler assembly, although
without castings to represent the various steps that would have created
considerable problems. Note too the choice of tender. I had originally
planned to use a tender I had started to scratch build with the aid of
spare parts from an EBM Belgravia kit. However, that was too long a tender
so instead I decided to use the 5and9
Models tender which I originally built to use with Abergavenny.
- Note that in the above photo I have fitted of part 1 (brass
fret), having been confused by the photo of No. 152 at East Grinstead,
which I originally thought to be No. 175. It would be needed pre-Stroudley
(see early photo of 174) but the Stroudley-era photos all show an
apparently larger sandbox in the position of the support plate. In the
case of No. 151 (see photos 74 and 75 in Bradley) the plate was left in
place after Stroudley had fitted the sandbox across (or even around) it
and at least parts of the plate may have remained on No. 175, but I
decided that it would not be visible so removed it.
- Photo Details starting to be added,;
chimney, dome and valve case loose fitted only.
- Photo Note the slope to the rear
of the cab splashers, and the curved top to the left splasher, conforming
to the arc of the reversing lever.
Small fittings, handrails etc all temporarily fitted prior to painting. Note
that the style of the Salter valves is not clear. Following the boiler
explosion of No. 174 two Salter valves were put back on the dome of No. 175. At
some stage (later ?) brakes were added but these have not been included on the
Testing on East Grinstead Town