This months picture…
Hot of the press from my friends at the Irwell Press are four new excellent paperback books all about the Southern Big Tanks. The four books cover the London Southern Western Railway Urie G16 class 4-8-0Ts and H16 4-6-2Ts Z class and the later Maunsell Z class 0-8-0Ts and W class 2-6-4Ts. These follow in the style of their more usual hardback “The Book of Series” with historical background information about each class , their design, liveries and spheres of operation, photographs along, with particular details and photographs of each individual locomotive taken from their works records. the books are of the usual high standard of detail, information and photograph reproduction that we have come to expect from the Irwell Press at a reasonable price of £13.95 each. As they say available from all good bookstores, and probably some not so good ones too!
Southern Big Tanks:1 G16 class
A post about my W class model will follow soon. In the meantime I can recommend these book to any Southern Railway historian or modeller alike.
PS have you entered my little competition yet to win a brand new Hornby R2620 Urie N15 King Arthur Class number 746 ‘ Pendragon’ in Bulleid post war malachite green livery? The closing date is this coming Thursday 28th July, full details can be found here.
This months picture…
As I mentioned in my Talking Stock #26 post here about the four Urie G16 class 4-8-0T locomotives, I do indeed have a soft spot for large tanks and therefore this post is about Urie’s other large tanks the five H16 4-6-2Ts. The later Maunsell Z class 0-8-0T locomotives were the subject of Talking Stock #19 post here, whilst Maunsell’s W class 2-6-4 tanks will soon also feature on this blog.
The ex London and Southern Western (LSWR) Urie H16 class of 4-6-2 tanks were introduced in 1921, and if you have read my Talking Stock #26 post, you will know already that this was the same year as their slightly smaller sisters the G16 4-8-0T class. The two classes sharing many common parts such as motion, bogies, boilers and fireboxes.
Both classes were built in association with the new hump marshalling yard at Feltham. Rather than the four G16s which were designed for working in the confines of Feltham yard the five H16s were intended for cross regional goods traffic between Feltham and the North London yards of Brent (Midland) and Willesden (London North Western). For this duty they had 5’7″ driving wheels, larger than the G16s, larger water capacity and the extra large bunker was carried by a radial truck. As they were also used occasionally on empty carriage stock working between Waterloo and Clapham Junction and on special passenger trains, such as during Ascot Race Week, the H16s were initially given the standard Southern passenger livery of lined olive green unlike the black livery of the G16s, giving rise to their nickname amongst operating staff as ‘Green Tanks’. This changed to a plain black livery, in common with all Southern locomotives from 1940 due to watime constraints, and was retained during BR days until their withdrawal in 1962.
My model was built, with much effort, from a Jidenco etched brass kit; that owing to the quality of the kit design, thin etches and limited instructions, took a number of years of starting, doing a bit, getting frustrated and putting down again before finally getting round to finishing. Certainly not a kit for the feint hearted. She is powered using a Portescap coreless motor along with quite a bit of lead weight added to provide adequate traction due to the lightweight thin etched brass construction of the kit with only the small dome, safety valves and chimney being white metal castings.
My usual excuse for an occasional appearance on Fisherton Sarum of an H16, as they were only allocated to Feltham, is on a running in turn from Eastleigh although that does not really explain her weathered condition, so perhaps she was borrowed for a freight trip down the West of England line?
I have a bit of a soft spot for all large tank locomotives and a number of classes of large tanks existed on the Southern Railway such as the H16 4-6-2T, W 2-6-4T, the Z class 0-8-0T that I featured in my Talking Stock# 19 post here and the topic of this post the G16 4-8-0T. The H16 and W classes will I am sure be the subject of future posts.
The ex London and Southern Western (LSWR) Urie G16 class of four 4-8-0tanks were introduced in 1921, the same year as the larger H16 4-6-2T. The two classes shared many common parts such as boilers and fireboxes.
Having eight-coupled wheels of 5′ 1″ diameter, they were clearly intended mainly for hump shunting duties at Feltham yard and spent most of their lives to the shed there. Weighing in at 95 tons they were certainly heavy tanks and with a Tractive Effort of 34,000 were the most powerful locomotives on the LSWR. In common with the T14 4-6-0 ‘Paddleboxes’ and H16 class were the widest steam locomotives in Britain.
At one stage Maunsell was considering building more G16 class locomotives, as only four were originally built, but instead opted for his Z class 0-8-0T. With the introduction of the 0-6-0 diesel shunters in the 1950’s one was withdrawn in 1959, another in 1960 and the final two in December 1962.
My model of the G16 makes the odd occasional appearance on Fisherton Sarum which must be a running in turn from Eastleigh works, as Salisbury would have been a bit far for a trip working! It has been constructed from a Golden Arrow Products resin kit mounted on a modified Hornby 8F chassis. This is somewhat of a compromise as the G16s had an evenly spaced 5’1″ driving wheels on 6′ centres whereas the 8F has 4’8″ drivers on unequal spacing. The kit correctly requires the cylinders and valve gear to be relocated further forward and the cylinders inclined. The main connecting rod is therefore relocated to be driven off the second rather than the third axle, this in itself creates another compromise as the large balance weight remaining on the third wheel set is incorrect and not easily rectified (it is not possible to simply swap the second and third wheel sets over as the chassis is driven via the third axle which therefore has the driving gear mounted on it).
As the kit only comprising of the resin body and chassis extension components for the detail items I used: Alan Gibson turned brass handrail knobs; Craftsman Models white metal Drummond style buffers and Urie whistle; brass clack valves, smoke box dart, etched rear spectacle protection bars and injectors from Mainly Trains; various pieces of copper wire for pipe work, plastic section for the bunker rear steps and lamp irons from Bambi staples.
Overall this is a relatively simple body kit, although the chassis modifications might not be for the faint hearted, resulting in a nice model, with a little care.
Firstly a quick Happy New Year to all the readers of this blog as this is the first post of 2013, I wish you all a peaceful and prosperous year ahead with hopefully plenty of time of modelling all things Southern!
One of the regular sights on Fisherton Sarum is my Z class pushing loaded loco coal wagons up the incline to the coal stage. Maunsell Z Class 0-8-0T number 957 was allocated to Salisbury primarily for shunting the East yard, this was due in part to the fact that the yard was shunted 24 hours a day and being three cylinder locomotives the Z class had a much softer exhaust beat than for example the ‘bark’ of a traditional 2 cylinder locomotive such as the G6 Class. It was reported that on the days when the Z Class was on shed for routine maintenance such as boiler wash out etc. the locals would complain about the additional noise of its replacement in the yard!
The eight Maunsell Z class 0-8-0 tanks, numbered 950 to 957, were designed specifically for the role of heavy shunting in hump and marshalling yards that was capable of negotiating tight curves often found in yards, be able to deliver lot of power after lengthy periods of idling, whilst reducing the tendency for locomotives employed on such work to often lift safety valves and therefore wasting steam etc.
Maunsell built on the experience of gained from the Urie G16 class 4-8-0T (a post on this class and other SR heavy tanks will follow in due course) which had been produced for the same purpose and utilised a number of standard components including an existing Brighton boiler design and cyclinders from the U1/N1 class.
The wheels were of 4ft 8in diameter and the leading and trailing pair had sufficient sideplay so that curves of 4½ chains could be negotiated providing that they were not in confined spaces due to the large 11ft overhang at each end.
Whilst mainly used for yard shunting, such as at Salisbury and the ‘hump’ yard at Feltham they were also known for their use later in life as banking engines between Exeter St David’s and Exeter Central.
My model of number 957 is built from an old Milholme white metal kit powered by a Portescap motor that ensures that like the prototype she is quiet, very powerful and does not slip. She may well at some time be pensioned off to be replaced by the excellent DMR etched brass kit that is in my pile of kits to build but that is likely to be some time off yet.