DOCSLIB.ORG

Three-Cylinder Locomotives, Particularly with the Question of the Third Valve-Gear

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Three-Cylinder Locomotives, Particularly with the Question of the Third Valve-Gear 476 JOURSAL 01’ THE ISBT. OF LOCO. EXGIXEERR THREE-CYLINDERLOCOMOTIVES, Pnjer lY171i before the Iiislitirtioti, Londoti, b~ 11. HOLCROFT, McviiJer, Xozwnber 2114 19 18. Contitruaircc oj‘ Discussion at Leecis Centre, Ilecelnhcr 17/li9 1918, Mi.. T. H. Hrocklebnnk /wrsiiiiti<. PAPER No. 65A. The Chairmail (Mr. T. H. Brtxklebank) : The Hon, Secretary has received several letters of regret tor absence from some of the members. and I will asl: him to read them to you. The Hon. Secretary : As time is rather short, gentlemen, and we want a good discussion on hlr. Holcroft’s Paper, I just propose to tell you Mr. Gresley not only wrote, but alm telephoned me, I was to givc his personal regrets to Mr. Holcroft that he could not be present. Mr. Stamer also wrote again this morning, and I have received letters of rt gret from Mr. Goodall and several other members ; Coloncl Kitson-Clark was sorry hc could not attend, as he had to be in London. The Chairman: One of the great points of a three- cylinder engine is its good starting effort, or “ torque,” as our good French .4llies havc it. One might add that it can ‘. torque ” for itself, but of course we shall all prefer to hear Mr. Holcroft talk for it. I will therefore now ask Mr. Holcroft to present to us his Paper on the threecylinder locomotive, and so makc ‘‘ a good start.” Mr. Holcroft : Mr. Chairman and Gentlemen. Ikfore reading the Paper I should like to be permitted to make a personal explanation. I havc not been actually connected with locomotive work for some years, and for this reason cannot attempt to give you any details of existing. three- cylinder engines and their work, but hope to interest you ii the subject from an entirely novel point of view. A few years ago I made some investigations on three- cylinder locomotives, more especially as to the means of working three valves by means of tn.0 valvc-gears, but hitherto nothing has been published on the subject. The- Downloaded from jil.sagepub.com at CAMBRIDGE UNIV LIBRARY on June 5, 2016 Tl€REI<-CYI,IST)l<R LOCOMOTIVES-HOLOROFT. 477 rccent appearance of Mr. Gresley’s engine has fixed attentioti on the matter, and great interest has been created, so that the moment was opportune to present the theoretical side for discussion. I received an invitation from the Council in London to give a Paper on the subject, and this I will now proceed to rend to you. klr. Holcroft then read his Paper, which is published in Journal So. 35? Vol. \TllI., of the J’rocecdings. DISCUSSION. The Chairman : IVc have heard Mr. Holcroft’s excellent Paper with great interest, I am sure, and I have much pleasure in congratulating him on it and also on the manner in which he has prcsmted it. Mr. Warren has spcxially come from Darlington to help in the discussion, and has to leave soon by train, so I will ask him to make any remarks he wish-’%s to now. Mr. J. G. H. Warren: Hefore I m;\k<, n fen criticisms I sh6uld like to call attention to a Papcr published in 1913. It was read by Mr. J. Snowden I3elI bef’ore the American Master Mechan‘ics, and deals with the whole subject of three-cylinder locomotives, particularly with the question of the third valve-gear. A description is also given of a valve- gear proposed by Mr. H. S. Vincent, of the American Locomotive Company, who had apparently been working independently at the problem to which Mr. I-Iolcroft has given so much attention. I very much regret that in the time at my disposal it has been impossiblc to give to Mr. Holcroft’s estraordinarily interesting Paper the study which it deserves, but I havc noticed one or two points which seem to call for partic-ular comment. My criticisms or expressions of opinicn must bc taken as expressing only my own personal views. With Mr. Holcroft’s genera1 deductions and plea for an extended use of the thrce-cslinder locomotive I am in com- plete agreement. Rlr. Holcroft’s Paper refers at some length to the latest development of three-cylinder design in this country as sho\vn by thc, ncu‘ 2-8-0 type locomotive of the Great Northern Kailway, and it would be interesting to hear from him whether he considers that the lines on which this pzirticular locomotive has been developed are sound. Downloaded from jil.sagepub.com at CAMBRIDGE UNIV LIBRARY on June 5, 2016 478 JOVH?iAL OF THE ISST. OF LOCO. ESGINEERS. .4 glance at the engine itself sho\vs that the arrangement of the outside cylinders is unusual, 2nd I cannot discover from the published drawings any c-onvincing reason for the adoption of a cylinder arrangemciit tending to produce disturbancx in running, and, I think, loss of efkiciency due to increased friction, and large increases in driving-wheel pressure at the rail. It appears to me, in fact, that some of the advantages which might have been obtained by the use of three cylinders have been lost. On :I first study of the published drawings of the cylinder and valve motion arrangement of this engine it appeared to nie that the placing of the three cylinders in line and on the same incline might ha\.e been necessary in order .to obtain the arrangement for dri\-ing the inside valve by connections from the outside gears. Iht Mr. Holcroft, who has evidently given much thought to this question, has made it clear to us to-night that it would be possible to drive the inside valve from the outside gears rven were the outside cylinders arranged horizontally, as shown by Fig. 13, that in fact with such an arrangement of outside cylinders the valve-gears as a whole would have been simpler than as actually adopted on the Great Northern engine and illustrated by Fig. I. I suggest that undue emphasis has been given to the supposed disadvantages of a third independent valve-gear. It would appear from examination of Fig. XI that the addi- tional parts introduced between points A and B the valve radius rod pins for the outside valves are nearly as many as would be required for an additional independent gear. ,. 1he arrangement adopted also necessitates the use of rocking shafts, which are referred to by Mr. Holcroft as complica tions. Mr. Holcroft’s Paper as a wholc is of such interest that it is likely to lead to considcrahle discussion, and I therefore do not feel justified in touching upon othcr points of interest, but would add that in connection \vith thc particular points to which I rcfer 1 had prepared, some time ago, diagrams to show the relative amounts of certain vertical disturbing pressures at slow speeds and late cut-offs in locomotives ot the 2-84 type and of the same cylinder capacity, but baving- (a) Two inside cylinders of large diameter inclined at I in 8 and with drive on to the second axle. (h) Two outside cylinders of the same diameter placed horizontally with drive 011 to the third axle. Downloaded from jil.sagepub.com at CAMBRIDGE UNIV LIBRARY on June 5, 2016 THREE-CYI,ISDI<R COCOMOTIVES-IIOLCROFT . 479 {c) Three cylinders of total piston area approximately equivalent to zbove, all inclined :it 1 in 8 and with drive OII to the second axle, :IS in the case of the Great Northern engine. (d) Three cylinders as above, the inside one inclined at I in 8 with drive on to the second axle, the two outside horizontal with drive on to the third axle. It is evident that as the result of the incline and drive from the outside cylinders the detrimental tendencies due to upward pressures at cylinder head and slidebar will be greatest in the case of (c). In view of the necessity of obtaining from locomotives of given weight a maximum of efficiency, these particular points appear worthy of fuller consideration. Before I sit down 1 should likc, to save time, to antici- pate some possible objections to my criticisms. I have personally discussed these points with other locomotive engineers and have so far only come across two in favour of the arrangement adopted in the Great Northern engine, and the four principal araiiments used against me are as follow :- Firstly, that the new engine runs more steadily than its two-cylinder predecessor. This may well be the case. I believe the advantages of a three-cylinder engine are so considerable that the three-cylinder , even with this inclined outside cylinder arrangement, is better than a two-cylinder. This argument does not answer my criticism, because I am comparing one three-cylinder engine with another. Secondly, that thousands of engines are running in this country with inside cylinders inclined at I in 8. The fact that they have inside cylinders vitiates this argument. Thirdly, that owing to the weight of the Great Northern engine, the disturbances in running are not evident. This may be the case, but even if the disturbances are not evident the reactions will be there, none the less, although they are not seen. Fourthly, that I am right in theory, but that in practice it doesn’t matter.’’ I submit that sound theory is the -best basis for good design, and that this is a dangerous argument to use. It seems to me that this argument is quite inconsistent with the demand for every ounce of work from every ton of weight, to get which all causes tending to produce disturbance and friction must be eliminated.
Load more

Recommended publications
  • What Were the Investment Dilemmas of the LNER in the Inter-War Years and Did They Successfully Overcome Them?
    What were the investment dilemmas of the LNER in the inter-war years and did they successfully overcome them? William Wilson MA TPM September 2020 CONTENTS 1. Sources and Acknowledgements 2 2. Introduction 3 3. Overview of the Railway Companies between the Wars 4 4. Diminishing Earnings Power 6 5. LNER Financial Position 8 6. LNER Investment Performance 10 7. Electrification 28 8. London Transport Area 32 9. LNER Locomotive Investment 33 10. Concluding Remarks 48 11. Appendices 52 Appendix 1: Decline of LNER passenger business Appendix 2: Accounting Appendix 3: Appraisal Appendix 4: Grimsby No.3 Fish Dock Appendix 5: Key Members of the CME’s Department in 1937/38 12. References and Notes 57 1. Sources and Acknowledgements This paper is an enlarged version of an article published in the March 2019 edition of the Journal of the Railway & Canal Historical Society. Considerable use was made of the railway records in The National Archives at Kew: the primary source of original LNER documentation. Information was obtained from Hansard, the National Records of Scotland, University of Glasgow Archives Services, National Railway Museum (NRM) and Great Eastern Railway Society (GERS). Use was made of contemporary issues of The Railway Magazine, Railway Gazette (NRM), The Economist, LNER Magazine 1927--1947 (GERS) and The Engineer. A literature review was undertaken of relevant university thesis and articles in academic journals: together with articles, papers and books written by historians and commentators on the group railway companies. 2 The
    [Show full text]
  • Civilian Specialists at War Britain’S Transport Experts and the First World War
    Civilian Specialists at War Britain’s Transport Experts and the First World War CHRISTOPHER PHILLIPS Civilian Specialists at War Britain’s Transport Experts and the First World War New Historical Perspectives is a book series for early career scholars within the UK and the Republic of Ireland. Books in the series are overseen by an expert editorial board to ensure the highest standards of peer-reviewed scholarship. Commissioning and editing is undertaken by the Royal Historical Society, and the series is published under the imprint of the Institute of Historical Research by the University of London Press. The series is supported by the Economic History Society and the Past and Present Society. Series co-editors: Heather Shore (Manchester Metropolitan University) and Jane Winters (School of Advanced Study, University of London) Founding co-editors: Simon Newman (University of Glasgow) and Penny Summerfield (University of Manchester) New Historical Perspectives Editorial Board Charlotte Alston, Northumbria University David Andress, University of Portsmouth Philip Carter, Institute of Historical Research, University of London Ian Forrest, University of Oxford Leigh Gardner, London School of Economics Tim Harper, University of Cambridge Guy Rowlands, University of St Andrews Alec Ryrie, Durham University Richard Toye, University of Exeter Natalie Zacek, University of Manchester Civilian Specialists at War Britain’s Transport Experts and the First World War Christopher Phillips LONDON ROYAL HISTORICAL SOCIETY INSTITUTE OF HISTORICAL RESEARCH UNIVERSITY OF LONDON PRESS Published in 2020 by UNIVERSITY OF LONDON PRESS SCHOOL OF ADVANCED STUDY INSTITUTE OF HISTORICAL RESEARCH Senate House, Malet Street, London WC1E 7HU © Christopher Phillips 2020 The author has asserted his right under the Copyright, Designs and Patents Act 1988 to be identified as the author of this work.
    [Show full text]
  • The North Eastern Locomotive Preservation Group Is on the Search for Sir Vincent Raven’S Relatives!
    The North Eastern Locomotive Preservation Group is on the search for Sir Vincent Raven’s relatives! The North Eastern Locomotive Preservation Group (NELPG) based at the North Yorkshire Moors Railway (NYMR) is searching for relatives of Sir Vincent Raven to join the railway’s celebrations for Q6 63395 locomotive centenary year. Sir Vincent Raven was an English railway engineer, and was chief mechanical engineer of the North Eastern Railway (NER) from 1910 to 1922. He was known for the development of the T1 engine by designing the superheated outside cylinder class T2 0-8-0s for handling the heavy goods trains of the NER. The T2s, or Q6s as they were later classified by the London and North Eastern Railway and British Railways, were only a very few pre-grouping steam locomotives to survive right up to the end of steam on British railways. A total of 120 engines were built at the Darlington Works between 1913 and 1918 which proved to be extremely successful, carrying on a fine NER tradition for freight haulage right up until the demise of steam in the North East in 1967. Living relatives to Sir Vincent Raven are encouraged to get in touch so that they can celebrate the Q6 63395 locomotive centenary. A celebration train service will take place on the 1st May, where the locomotive will be hauling dignitaries in her original livery, dating back to 1918. Contact [email protected] detailing your family connection. Visitors and passengers can view the Q6, which will be in operation at NYMR’s Behind the Scenes event during the May Bank Holiday (4-6 May 2019).
    [Show full text]
  • Photographic List List 1D
    The R.C.T.S. is a Charitable Incorporated Organisation registered with The Charities Commission Registered No. 1169995. THE RAILWAY CORRESPONDENCE AND TRAVEL SOCIETY PHOTOGRAPHIC LIST LIST 1D - STEAM LOCOMOTIVES (LNER) JULY 2019 The R.C.T.S. is a Charitable Incorporated Organisation registered with The Charities Commission Registered No. 1169995. www.rcts.org.uk VAT REGISTERED No. 197 3433 35 R.C.T.S. PHOTOGRAPHS – ORDERING INFORMATION The Society has a collection of images dating from pre-war up to the present day. The images, which are mainly the work of late members, are arranged in in fourteen lists shown below. The full set of lists covers upwards of 46,900 images. They are : List 1A Steam locomotives (BR & Miscellaneous Companies) List 1B Steam locomotives (GWR & Constituent Companies) List 1C Steam locomotives (LMS & Constituent Companies) List 1D Steam locomotives (LNER & Constituent Companies) List 1E Steam locomotives (SR & Constituent Companies) List 2 Diesel locomotives, DMUs & Gas Turbine Locomotives List 3 Electric Locomotives, EMUs, Trams & Trolleybuses List 4 Coaching stock List 5 Rolling stock (other than coaches) List 6 Buildings & Infrastructure (including signalling) List 7 Industrial Railways List 8 Overseas Railways & Trams List 9 Miscellaneous Subjects (including Railway Coats of Arms) List 10 Reserve List (Including unidentified images) LISTS Lists may be downloaded from the website http://www.rcts.org.uk/features/archive/. PRICING AND ORDERING INFORMATION Prints and images are now produced by ZenFolio via the website. Refer to the website (http://www.rcts.org.uk/features/archive/) for current prices and information. NOTES ON THE LISTS 1. Colour photographs are identified by a ‘C’ after the reference number.
    [Show full text]
  • Summer 2021 ISSUE No 2 SPECIALISTS in END of RUNS
    Book Law Publications 382 Carlton Hill Nottingham NG4 1JA TELEPHONE: 0115 961 1066 FAX: 01623 792704 PM -3.30 AM See Pages 19-20 for Special Prices SHOP OPEN — MON-SAT 10.00 — MON-SAT SHOP OPEN on Xpress Titles US NOW Summer 2021 FOLLOW ISSUE No 2 ON FACEBOOK SPECIALISTS IN END OF RUNS & REMAINDER TRANSPORT BOOKS. TRANSPORT & REMAINDER OF RUNS END IN SPECIALISTS Visit Our Website: www.booklaw.co.uk – For all the latest updates Welcome To This Issue No.2 Summer 2021 ORDERING. LOST OUR WEBSITE ! Please try the following. If you lose the link to Telephone / Fax :- 0115 961 1066 our webb page : Refresh (if in favourites) Secure Website :- www.booklaw.co.uk Or :- search engine - booklaw e-mail :- [email protected] 15% OFF VOUCHER NEW & RECENT BOOK TITLES ONLY (Heading in RED) All Major Credit A 15% voucher will be sent with each new & recent title purchased Accept Wild Swan /Transport Treasury & Lightmoor Titles This does not apply to Reduced – Offers or Bargain Titles Cards Accepted New Additions:- Are With The Whole Of The Title Highlighted in Blue Please Note:- Customers That Have Not Purchased During The Last 12 Months Will Be Deleted From Our Records Our 64 Page Catalogue Is Now Available On Line, & Updated Regularly Wanted For Future Publications. Negatives to borrow or purchase of EARLY DIESELS with a “D” prefix B/W or colour any area. Building Of Loco’s in all works IE-(Vulcan Foundry-Crewe-Derby-Swindon-Nth British etc etc) Wanted Railway Negatives Of Steam and Diesel Locomives Any Location For Publications Royalties will be payed for each picture used.
    [Show full text]
  • Slslibrarymasteraccessionlist
    US 10000 The Illustrated Encyclopedia of North American Locomotives A Historical Directory of Over 150 Years of North American Rail PowerB.Hollingsworth Salamander Books 1997 US 10001 The History of the First Locomotives in America W.H Brown Appleton 1871 US 10002 History of Transportation in the United States Before 1860 B.H.Meyer P.Smith 1948 BUILD 10003 PA Alcos Glamour Girl Andy Romano Four Ways West 1997 US 10004 Sugar Trains Narrow Gauge Rails of Hawaii Jesse Conde/Gerald Best Glenwood Pubs 1973 US 10005 Sugar Trains Pictorial (Hawaii) Jesse C Conde Glenwood Pubs 1975 CAN 10006 Vancouver Island Railroads R.D Turner Golden West Books 1973 CAN 10007 Iron Roads Railways of Nova Scotia D.E Stephens Lancelot Press 1972 CAN 10008 Railways of Canada R.F Legget David & Charles 1973 CAN 10009 Cinders & Salt Water The Story of Atlantic Canada's Railway Shirley E Woods Nimbus Publications 1992 CAN 10010 Railways of Canada A Pictorial History Nick & Helma Mika Mcgraw-Hill Ryerson 1972 SCA 10011 Mexican Narrow Gauge Gerald M Best Howell-North Books 1971 SCA 10012 The Southern Pacific of Mexico & the West Coast Route J.Signor/J.Kirchener Golden West Books 1987 SCA 10013A Railroads in Mexico An Illustrated History Vol 1 Francisco Garma Franco Sundance Books 1985 SCA 10013B Railroads in Mexico An Illustrated History Vol 2 Francisco Garma Franco Sundance Books 1988 IND 10014 Industrial Steam A.J.Booth Bradford Barton 1976 IND 10015 The Cheadle Collieries & Their Railways Allan C Baker Trent Valley Pubs 1986 IND 10016 The Slough Estates Railway J.Isherwood
    [Show full text]
  • ELECTRIC LOCOMOTIVES. 735 the Subject of Electric Locomotives Is
    JUXF 1922. 735 ELECTRIC LOCOMOTIVES. - BY SIR VINCENT L. RAVEN, K.B.E., Vice-President. _I_ The subject of electric locomotives is attracting a good deal of attention at present in railway circles and a number of Papers have been written, mainly in the United States and on the Continent, describing various designs which have been worked out for different purposes. Little has been published, however, in England during the last few years, in spite of the fact that a good many new locomotives have been built and put into service for various countries. This is the more to be regretted as England about 100 years ago was the birthplace of the steam locomotive. It is only fitting, theref ore, that English railway engineers should take an active interest in the design of locomotives which, while not superseding the older machine, may now, at all events, be regarded as a definite factor in the future development of British as well as foreign railways. The complete design of an electric locomotive is a combination of mechanical and electrical engineering. The mechanical portions of the locomotive definitely affect the design of the electrical portions and vice versa, and each portion has to be worked out in detail, quite apart from the determination of the general scheme. It is not proposed in this Paper to go into the many detail points of mechanical and electrical design which are, of course, of great interest to many [THET.MEcH.E.] Downloaded from pme.sagepub.com at RMIT University Library on February 27, 2016 736 ELECTRIC LOCOMOTIVES.
    [Show full text]
  • A Short History of the Route by Charlie Walton Chairman of the Partnership
    A short history of the route By Charlie Walton Chairman of the Partnership The Bishop Line Community Rail Partnership is very proud to cover the route of the legendary Stockton and Darlington Railway, the first public railway to be empowered by Parliament to convey goods and passengers by steam traction in the country. The first train hauled by the iconic “Locomotion No1” ran on the 27 th September 1825 from the Mason’s Arms Public House at Shildon at the base of the rope hauled Brusselton Incline all the way to Stockton some 30 miles to the east. The S&DR’s original route served the collieries of south west Durham by bringing coal in chaldron wagons to the coal staithes at Stockton. Indeed, coal was the life blood of the line until it was absorbed into the North Eastern Railway in 1863. It is not widely known but it is said that the S&DR was the most profitable British railway company before 1860. Shildon, now the home of the National Railway Museum’s sister museum appropriately named “Locomotion”, was the hub of the S&DR system where the early railway pioneer Timothy Hackworth, the S&DR’s locomotive superintendent, established the S&DR’s works and his Soho Locomotive Works. One of the unsung heroes of the early railways, Timothy Hackworth strove to develop engines that were powerful, robust, reliable and safe. His “Royal George” six coupled engine of 1827 proved once and for all the supremacy of steam traction over horses, being twice as economical. Indeed, the six coupled goods engine became the most common type on Britain’s railways in the years that followed.
    [Show full text]
  • The Balancing of Steam Locomotives
    The Balancing of Steam Locomotives: A Dynamical Problem of the Nineteenth and Twentieth Centuries by PETER SIDNEY BARDELL A thesis submitted to the University of London for the award of the degree of Doctor of Philosophy History of Science & Technology Group Imperial College of Science, Technology and Medicine December 1988 2 SUMMARY Following a brief survey of the prehistory of balancing and its emergence as a technique of vibration control early in the nineteenth century, this thesis examines the problem of steam locomotive balancing. From 1845 when the investigations of the Gauge Commission highlighted the importance of the stability of the locomotive at speed the subject occupied the attention of British engineers for over a century. The study examines the reasons for the persistence of the problem over such a prolonged period and the contribution of engineering science to the design of the locomotive. The thesis deals with the identification of the dynamical problem, the development of a theory of balancing and its presentation to engineers. Also considered here are some locomotive examples and proposals emanating from engineers dissatisfied with the inherent instability of the conventional two-cylinder engine. The relationship between locomotive practice and balancing is then traced. Economic aspects of bridge maintenance eventually focused the attention of engineers on the nub of the issue and culminated in the work of the Bridge stress Committee, during the mid-1920s, which clearly exposed the significance of the dynamic interaction between locomotive and track, and led to the introduction of proper balancing parameters in locomotive design. During the 1930s good balancing practice combined with 3 other rationalised design procedures enabled British express passenger locomotive practice to attain the peak of its achievement, although this was accomplished with three- and four-cylinder engines.
    [Show full text]
  • THE A1 STEAM LOCOMOTIVE TRUST IS YOUR LEGACY I 60163: TORNADO’S 10TH BIRTHDAY APPEAL by Mark Allatt
    3403 ANON Recreating Gresley’s last design THE COMMUNICATION CORD No. 55 Autumn 2019 Warren Hannabuss Warren Blackpool illuminations! Tornado prepares to leave the town with the returning ‘Illuminati’ on 2nd November. 1 All Convention photos Mandy Grant All Convention CONTENTS 2019 CONVENTION PAGE 1 by Graham Langer 'The Illuminati' PAGE 2 2019 Convention The A1 Steam Locomotive Trust’s 2019 Contents Convention was again held at the Kings PAGE 5 Hotel in Darlington and was, as ever, very Editorial well supported with over 180 people able RAF 25th Anniversary Dinner PAGE 6 to attend. President of the Trust, David New Trustee appointed to the Board Champion, opened proceedings, welcoming A1 engineering report Covenantors and introducing the team PAGE 7 before announcing the appointment of 'The Aberdonian' Steve Davies, MBE, to the Board as a new PAGE 8 Trustee (see separate news item on page 6). Tornado on Tour- Huw Parker then updated the assembled ‘The Aberdonian’ RAF 25TH PAGE 10 company with a review of recent tours and ANNIVERSARY Tornado on Tour- activity with Tornado. Despite some small DINNER ‘The North Briton’ challenges it has proved to have been a David Champion. PAGE 11 successful summer season for No. 60163 Keeping Tornado on the tracks and he highlighted the continuing close will continue to evolve over the coming Tornado Tour Diary 2019 PAGE 12 relationship with the crew of HMS Prince months including our first outings with The Tornado on Tour- of Wales, some of whom have been able to Railway Touring Company and a return ‘The Pennine Explorer’ join us on ‘The Aberdonian’ this year.
    [Show full text]
  • OO Model Loco Brochure 2020
    ‘OO’ SCALE LOCOMOTIVE KITS BROCHURE 2020 Image Credit: Tony Wright Contents Page Contents Page Number Introduction 3 What does a DJH Kit Contain/Not Contain 4 Damaged or lost parts 5 Helpful Hints for Modellers 6 Our ‘OO’ Scale Model Range 8 A Visual Guide to Kit Building 35 DJH OO Gauge Motor/Gearboxes 36 Wheel Set Guide 37 Price List 38 Introduction DJH have been designing and manufacturing metal self- assembly Locomotive kits since 1974. Whilst the business as a whole has diversified into other market sectors, we remain proud of our roots and model locomotive kits in scales OO & O and factory built Ready-to-Run models in O scale still have a small but incredibly skilled and dedicated workforce operating within our business. All our products are manufactured by our own full-time staff working within our own modern purpose- built factory in rural County Durham. This incorporates (CAD) Computer aided Design, traditional toolmaking and modern 3D design & print in our latest projects, giving us total control of quality and reliability. 3 WHAT DOES A DJH OO SCALE KIT CONTAIN? A DJH Kit includes all Body, Chassis & Tender* (*where applicable) components you need to build a typical scale model of the Locomotive selected. Each kit will normally include optional parts to cover the Locomotive class for the majority of its working life. The individual kit descriptions contained within this brochure will detail the parts mix specific to each kit but typically it will be 60% cast metal components often with the DJH signature one-piece Boiler/Smokebox/Firebox, one-piece footplate and the remaining 40% comprises etched fold-up cab sides and tender sides, complete with etched rivet details ( DJH specialise in the use of 4 level etching which provides fold lines on the internal face and rivet or beading details on the front face.
    [Show full text]
  • This Edition Was Created on Wednesday July 3Rd 2019 and Contains a List of Books and Magazines, Both Bound and Loose a List of N
    This edition was created on Wednesday July 3rd 2019 and contains a list of books and magazines, both bound and loose A list of new titles added since the creation of the last list can be found on the website in the 'book catalogues' tab To check availability of items please contact us either by – using the 'Contact Us' button on this website, or call +44(0)1947895170 (opening hours are shown on the website home page www.grosmontbooks.co.uk). Postage and Packing at or about cost due to Royal Mail charging structure based on weight and size of parcel. Reductions negotiable on volume purchases. Title Author Edition Publisher ISBN Comments Price Loose magazines, many issues available, send your list of requirements for us to check Beyer-Peacock Quarterly Review 04/1927 - 01/1932 British Railway Journal British Railways Magazine, North Eastern Region 50s & early 60s issues between British Transport British Transport Review 04/1950 & 08/1960 Commission published 3 times per year Cassell's Railways of the World Parts 6 – 18 Great Western Railway Journal Industrial Archaeology Industrial Railway Record Journal of the Institution of Locomotive Engineers various 1940s L&NWR Society Journal Profile Loco Profile Publications various issues 2.00 1946 Apr-Dec; 1947; 1948; 1949 Locomotive Express, practical articles by Jan-July, Sept-Dec; practical men 1950 Jan nos. 111-117; 119- Locomotive Railway Carriage & Wagon 136; 669, 674, July Review 59 paper covers, most loose Locomotives Illustrated LYR Focus, the Lancashire & Yorkshire Railway Society Midland
    [Show full text]