A D16/3 Gresley Rebuild of a Super Claud in 5 inch gauge

 It was some time ago that I saw the ex LNER B12 4-6-0 running on “Steam on the Met”.  I thought that this would be a good choice for my next 5-inch gauge project.  However, on further reflection I decided that a similar Great Eastern Claud Hamilton 4-4-0 might be better being slightly smaller but also of a type that no longer exists; an aspect that appeals to me. 

 This was back in 2000.  So, what so what has happened since? Today I have a virtually completed tender and engine frames erected with springs, bogie and driving wheels.  In the lengthy interim there had been familiar long distractions, other lengthy projects, and duties elsewhere in plenty causing silence in the workshop. 

However, back to the Claud. Examination of a published design in Model Engineer revealed some issues. Major differences included smaller wheels, incorrect frame profile and valves over the cylinders with indirect drive Stephenson valve gear.  The drawings were basic, and this led me elsewhere for information. The Society has been more than helpful in providing a wealth of detail including works drawings.  

As a then newcomer to 5-inch gauge I thought that making the tender would be a good introduction. I had to go no further than the North Norfolk Railway as the tender running with the B12 was thought to be close to that required. So, we joined the Midland and Great Northern Society and that gave me all the access required. 

Just a word or two about the full-size engine.  I have chosen to replicate No 62613 as it was, being the last in service, in October 1960. It is regrettable that it did not survive long enough to be preserved and even then it was a narrow thing; the East Anglian Traction Engine Club is said to have been offered it for £1,500; they had the money but turned it down.  To be exact, No. 62613 is a “Gresley Rebuild of a Super Claud” being designated D16/3. The class was popular with enginemen and was extensively rebuilt over the years; not that there was much wrong with it when it was introduced in 1900.  It was to keep up with increasing traffic requirements.  This culminated in a nine inch piston valve version for several engines.  It is of interest that these were not among the final survivors as the increased power eventually did for their frames. No 62613 had an LNER type Gresley round top superheated boiler but retained the GER design cab, decorative side framing and slide valves to the end. Attractive, I think.  I hope that one day my version of 62613 will steam again. 

  Interesting problems that I have resolved include creating a correct main frame profile, making a pattern and obtaining suitable castings for the driving wheels (7 ft in full size) while none were available from suppliers, redesigning the valve gear from indirect to direct drive and creating a boiler design to satisfy the boiler inspectors.  Starting with the tender I really had no choice but to revert to the drawings kindly supplied by the Society the most useful being those by Beyer Peacock who provided the 1923 batch of B12 4-6-0s for the LNER to the GE design. This was together with the full-size version running with No 61572 on the North Norfolk Railway.  By a stroke of luck (I had plenty of those) I was pointed to an identical B12 tender frame and wheels located in Holt goods yard. All this gave me the most I wanted to continue with construction.

  I had thought at the time that the B12 tender was the same as that which ran with the Clauds. The tender and bogie wheels and pattern I had already had in stock, and cast by Stuart’s at Henley on Thames and later by the Bridport Foundry. This was from an abandoned project and fortunately they did the job.For the rest it was really a question of taking measurements from the drawings and full size, and multiplying the inches by 0.0884. I believe that the tender is a fair representation and includes compensated brakes exactly as original. The Society also produces some particularly useful dimensioned drawings available on line of engine details such as buffers, lamp brackets, tool boxes etc.  As I am reproducing the engine as it was in October 1960 the water scoops had been removed from the class by then thus saving a job.=11.0pt  Work is continuing on the engine having most recently completed the coupling rods.  I am having now to contemplate making the boiler, a major operation. It will be of copper, superheated and working at a pressure of 80 psi.

There is still much to do but I am determined to get there. I hope the photos are self explanatory but will be happy to answer questions.