Below each Loco sheet is a list of loco numbers used by Colin. These are in the order that they were made.

G.W.R. ‘2301 Class’ Dean Goods

The '2301' Class 0-6-0 known as 'Dean Goods' was a light weight and versatile goods locomotive designed by the G.W.R. CME William Dean in 1883. 260 of this class were built over the next ten years and for 75 years these locomotives served not only the Great Western Railway but also the military at home and abroad. Designed primarily as goods locomotives they were also used on passenger trains when needed. The Dean Goods was of lightweight construction and so were not subject to the G.W.R. route colouring classification, they were permitted to run without restriction on all lines on the system. As a result, almost every G. W.R. shed received an allocation.

Built with round topped fire boxes and domeless boilers; these were gradually replaced in the 1900's as boilers were renewed to assume the look we all remember. The War Department Railway Operating Division requisitioned 62 of the class for service in France in 1917. All but 2 returned to Britain in 1919. At the outbreak of the second world war in 1939, 108 were sent for war service overseas. Most went to France and fell into enemy hands after Dunkirk in 1940. Many of these were recovered after D-Day, others found their way into such far flung theatres of war as China, Tunisia and Italy. With the war over, withdrawal of the class was stepped up. By the time B.R. was formed in 1948 there were only locomotives left to hand over. The introduction of the Standard Class 2. 2-6-0 in the early fifties saw the end of the rest of the Dean Goods, the last two, 2516 and 2538, surviving until 1956 to work the Kerry branch in mid Wales until that closed in the same year. 2516 was fortunately preserved.

In G.W.R. days the locomotives carried standard green livery and on nationalisation carried unlined B.R. black (with early series crest).

The Great Western was curious in having relatively few 0-6-0 tender locos, only the Dean Goods and from 1930 the 170 '2251' Collett 0-6-0s plus a few absorbed from the grouping constituents. All the other British railways had vast numbers of 0-6-0 tender locos, the L M.S. had 772 4F 0-6-0s, for instance. While the Great Western built great numbers of very similar 0-6-0 pannier tanks, the last not built until 1956! An impartial observer might be forgiven for thinking a few more 0-6-0 tender locos and a few less panniers might have been sensible from an operational standpoint.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will only give [for running. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both loco safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will heat and destroy your motor in 2 seconds! You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS LTD.

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

G.W.R. 3200 (90xx) Earl Class

The ‘32xx' Class 4-4-0 known as ' Dukedog' was a light weight and versatile passenger/mixed traffic locomotive designed by the G.W.R. CME Charles Collett. The GWR had begun to thin out older pre-grouping light passenger locomotives, intending they should be replaced with GW standard designs. This worked well enough in the West of England where 'Bulldog' 4-4-0 locos were well suited to light passenger and station pilot duties. On the old Cambrian lines weight restrictions made them too heavy, so ancient ' Dukes' were substituted with their smaller lighter boilers. But it was soon found these locos were too lightly built for the duties involved and their frames started cracking and causing problems. So a plan was devised in which the fairly heavily built Bulldog frames were married to a lighter Duke boiler. The fruits of this marriage emerged in 1929 when a set of Bulldog frames from 3365 Charles Grey Mott had the Duke boiler and smokebox from 3265 Tre POI & pen mounted on them to make a new loco. The success of this conversion led to a further 29 rebuilds constructed from 1936 to 1939, a further 11 were planned but cancelled due to the onset of war.

The original plan was to name the locomotives after aristocratic Earls. But the Earls whose names were used were not best pleased to find their names affixed to rather old fashioned looking small locomotives and complaints in high places lead after the naming of 20 locos to the Earl's names being applied to Castle class new builds instead. To be on the safe side the 4-4-0s were then left without names. Called the 32xx Class, in popular parlance the name Dukedog found favour. In 1946 the whole class was renumbered in the 90xx series to make room for new deliveries of the 2251 locos. They were fitted with 18" bore x 26" stroke inside cylinders with Stephensons valve gear driving slide valves. In working order they weighed 89 tons with a 3,500-gallon tender. They had a tractive effort of 18,955 lbs with 180 lbs boiler pressure.

With a Yellow route availability and a 2-p power classification they were mainly to be found on the ex-Cambrian, M.S.W.J. and Didcot, Newbury and Southampton metals. While primarily of use on passenger work, they could also be found on other fitted trains like milk tanks, siphons, horse boxes or cattle wagons; parcels trains would be another suitable duty. They lasted well, being of comparatively modem build, B.R. still having 24 in 1955. One example was preserved in February 1962 on the Bluebell Railway having been purchased privately, this is number 9017 and now carries its original name Earl of Berkeley and the number 3217. Although in service for many years it is currently awaiting repairs and is on static display.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Because it has outside frames and cranks the loco is a little wider than normal. We have followed the NEM 102 Code which specifies a maximum loco width for clearing platforms of 25mm (B3) the Dukedog is 22.5mm wide so providing the platform face conforms to standards a good clearance should result. If you have set your clearance closer than this adjustment will be needed. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both loco safety and best running results. If you or your friends also with DCC control be very careful not to let the model receive a dose of DCC AC carrier current by mistake.

UNION MILLS LTD.

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

Reducing the width of Dukedog locomotives.

When the Dukedog was first introduced some people found the locomotive was catching on their platforms. To reduce the width, they advocated shortening the crank pins. Steps have now been taken to resolve this problem as far as it is possible by

i) making the crank webs as thin as possible consistent with adequate strength and

ii) by making the crank pins as short as possible.

You cannot now reduce the width of the locomotive any further, attempts to do so will only cause damage which will not be covered by the guarantee.

Do not attempt any measures to reduce the width of this locomotive further.

G.W.R. ‘2251 Class’ Collett Goods

The '2251 Class 0-6-0 known as 'Collett Goods was a light weight and versatile goods locomotive designed-by the G.W.R. CME Charles Collett in 1930. 120 of this class were built over the next eighteen years. They were designed as a replacement for aging Armstrong and Dean designs of goods engines as well as a replacement for ancient 0-6-0 locos from absorbed lines like the Cambrian. A little heavier and a bit more powerful than a Dean Goods they did not have quite such good route availability which kept them off some obscure lines in mid Wales but were still very widely used, almost every G. W.R. shed received an allocation.

Based on the 57xx pannier tank running gear they were fitted with the Standard No. 10 boiler with a Belpaire firebox and taper barrel, coupled with a drum head smokebox (as used on the 15xx pannier class) with a capacious cab this gave the loco a very modern look in keeping with the larger express G.W.R. engines. Thanks to the modern pannier running gear they were also quite capable of hitting 60 m.p.h. on a good road. A mixed traffic locomotive they often found themselves on local passenger trains as well as goods. With 17 1/2" x 24" inside cylinders they developed a tractive effort of 20,155 lbs. with a 200 p.s.i. boiler pressure. Being built in eight batches they made use of whatever second-hand tender happened to be available. As another manufacturer has offered the model with a Robinson 2-8-0 ROD tender, we thought it would be nice to pair our model with the 3500-gallon tender which seems to suit the loco very well. In G.W.R. days the locomotives carried standard green livery and on nationalisation carried B.R. black (with early series crest) later repainting in Western Region green could be seen.

Scrapping coincided with the start of major branch line closures. the first going in December 1958. The class does have one survivor, No 3205 one of the 1946 built batch, the rest going by 1965. 3205 was saved solely by the efforts of the late David Rouse and carries a plaque on the centre splasher to commemorate this fact. David Rouse was my neighbour and friend when I had my workshop in Watchet. He was then driving on the West Somerset Railway. We had many a talk about his days on the footplate at Newton Abbot and later on the Ffestiniog Railway in its pioneering years. Without David's efforts 3205 would not have been saved and the class would have gone the way of so many others. But he knew what a good and useful little loco they were and money was raised to save this one.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed s under the tender drive unit pick up grit from the track (unglued ballast) or from placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will only give poor running. We advise you to use Gaugemaster or similar makes of modem electronic controllers for both loco safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will cook and destroy your motor in 2 seconds! You can customise your model by careful weathering and picking out details with gold and copper paint.

Providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS LTD.

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

G.W.R. ‘3717’ City of Truro

On May 9th, 1904 Driver Moses Clements took the City of Truro and its 148-ton five coach mail train from Plymouth to London and into the record books and secured his place in history. They came down Wellington Bank snaking through the reverse curves at Beambridge and were then timed at 102.3 m.p.h. making themselves and the postal staff on the train the fastest human beings aboard a steam train in the history of the world. The ocean mail train then changed engines at Bristol for the Dean single wheeler Duke of Connaught which finished the run to Paddington, 246 miles in 223 minutes. Did it really happen? Probably yes, is the answer. We are pretty certain that the Saint 4-6-0 Lady of Lyons touched 120 m.p.h. in 1906 in a secret light engine run when she was brand new with a cab full of observers watching the mileposts. The New York Central Railroad claim of having exceeded 100 m.p.h. with No. 999 in the early 1890s are now generally discounted.

Truro was the eighth of a class of 10 new locomotives delivered from Swindon in May 1903. She was the 2000th locomotive to be built at Swindon Works. The running gear was pure Dean but the loco carried the new Churchward No. 4 Belpaire firebox taper boiler and cost £1,957. The 18" x 26" inside cylinders were fitted with underneath slide valves and the loco developed a tractive effort of 17,790 lbs. Later more locos of what were effectively the same City class were created using the running gear from 9 Atbara Class and 17 Badminton Class locos all using new No. 4 boilers. But despite the famous free running qualities of the Dean double frame design, they can be regarded as the last of their kind (boiler apart) rather than a pointer to the future. With train weights rising rapidly in the Edwardian years the Cities were really too small and light for first class mainline duties despite rebuilding with superheated boilers in September 1911 for Truro and piston valves in November 1915. Withdrawals began in 1927 and by 1931 only City of Bristol and City of Truro were left in service. The G.W.R. General Manager of the day Mr. James Milne was all for scrapping the loco but Collett wanted it saved and knowing the L.N.E.R. were building a new railway museum at York managed to get the City of Truro a place in the museum. So the loco was saved not by the efforts of the G.W.R. but by the L.N.E.R.! The livery was the standard GW unlined green of the period with black frames and the words GREAT WESTERN on the tender sides, by this time the loco had been re-numbered 3717 (originally 3440). But the G.W.R. retained ownership, just in case, as they said, they ever needed it again!

Moving forward to 1957, the Great Western has gone but the Western Region of British Railways in Swindon was using its new found freedom to indulge in a little nostalgia and to paint its passenger locomotives in Brunswick green and its coaches in chocolate and cream when they suddenly remembered up in York they had a famous locomotive. So she was brought back from York to Swindon and completely overhauled including the fitting of a new boiler, which was no problem as it was a standard No. 4 superheated boiler. Repainting was carried out in a livery similar to, if not exactly the same as, the livery carried in 1904. The number 3440 was restored not so much out of sentimentality but because by this time 3717 was carried by a pannier tank shedded at Pontypool Road.

The intention was to use the loco on 'specials' and for publicity purposes. The latter was such a success and attracted so much publicity that the Scottish Region were inspired to get the Caledonian Railway 4-2-2 No. 123 into steam for the first time in 23 years for similar publicity purposes.

Between working specials City of Truro was found to be perfectly capable of working normal service trains. The writer remembers seeing the loco on a service from Taunton to Barnstaple Victoria Road substituting for the usual mogul.

It would be tedious to give a list of specials run, suffice to say she was worked all over the old G.W.R. system and they certainly got their money's worth out of her restoration. The loco was officially withdrawn from stock in February 1961 which marked the end of her second career. A new railway museum was opened in Swindon in April 1962, as well as the City of Truro the museum displayed 4-6-0 No. 4003 Lode star, Dean Goods 0-6-0 2516, Hawksworth 0-6-0PT No. 9400 and the broad-gauge North Star replica built for the G.W.R. Centenary celebrations in 1935. Although the original had been preserved it was carelessly scrapped some years earlier!

When it was decided to restore a locomotive from the Swindon Museum for the GW150 exhibition in 1985, it was hoped to get Lode Star running but it was discovered the tyres were badly worn and the firebox was rusted out for a start. So instead it was decided to get City or Truro running. The loco was extracted from the museum with some difficulty and taken to the Severn Valley Railway works at Bridgenorth where repairs were carried out but not before one side (only) had been repainted in fully lined out B.R. black livery as a stunt at the instigation of Steam Railway magazine. The livery lasted only 12 hours before it was back in green again. So much for the much talked of B.R. black livery. In fact when finally repainted it was into a livery as near as possible to the original 1903 one.

It then formed part of the National Collection stable of operable steam locomotives even spending six weeks in Holland. Despite receiving a £130,000 overhaul in 2004 it failed with leaking tubes in 2011 and was taken to the Locomotion Museum in Shildon for repairs. It was back in service in 2012 but withdrawn again early in 2013 with more tube trouble. In 2015 Truro returned to the Swindon Museum, this time with No. 6000 King George V, for the Swindon GW175 exhibition. It is intended Truro should remain there for five years. Previously it had been stated it was hoped to rebuild the loco again when Flying Scotsman was finished. We must await developments.

Those who wish to use their Union Mills City of Truro for a repeat of the 102-m.p.h. record breaking dash might like to know that they should aim to cover one yard of track in three seconds which will give them almost exactly the correct scale speed.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Because it has outside frames and cranks the loco is a little wider than normal. We have followed the NEM 102 Code which specifies a maximum loco width for clearing platforms of 25mm (B3) City of Truro is 21 mm wide so providing your platform faces conform to standards a good clearance should result. If you have set your clearance closer than this, adjustment to the platform will be needed. Do not attempt to seduce the width of the locomotive further by shortening the crank pins or pressing the cranks in further, this will only cause damage to the model. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both loco safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will cook and destroy your motor in 2 seconds! You can customise your model by careful weathering and picking out details with gold and copper paint.

Providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS LTD.

S, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

L.M.S.R. JOHNSON/FOWLER 2P 4-4-0 LOCOMOTIVE

The classic 2P is represented by this Union Mills model in its final development form of the Midland Railway Johnson 4-4-0 single frame tender locomotive built between 1882 and 1901 and built with but slight variation until 1928. As the Midland Railway's traffic increased rapidly the smaller 4-4-0 locos began to be rebuilt by Richard M. Deeley in a major rebuilding programme after 1908 with larger 'H' type boilers to strengthen the 'second line' (after the Compounds) and still later G7 Belpaire type boilers. Deeley also raised the pressures of the superheated boilers, to 175 psi. In later Midland days Fowler began re-building them again as the "483" renewals, rebuilding these machines with such good effect that another final hatch of 137 virtually identical locos were built new in 1928 and the last did not go until 1962, almost the end of steam itself and outlasting most of the compounds.

The earlier Midland Railway engines were chiefly to be found in the Midlands whilst most of the L.M.S. built ones were in Scotland or on the lines of the former L.N.W.R. system. A few were on the Somerset and Dorset Joint Railway.

The 2P had 22 spoke driving wheels of 7 ft 0 in diameter with 3 ft 6 in bogie wheels. Cylinders of 20 1/2 in bore by 26 in stroke and weighed 53 tons (engine only) coupled to a Johnson tender with a capacity of 3,230 gallons of water and 4 tons of coal, later builds had the small Fowler straight sided tenders. In B.R. days these tenders were swapped around somewhat, less so in L.M.S. days. In appearance very similar to the compound 4-4-0, the 2P could readily be distinguished by having inside cylinders.

The 2Ps were highly successful passenger locomotives of great efficiency and low running costs. A fact remarked upon by no less an authority than E.S. Cox who wrote of their surprising economy. In fact, the cost of maintaining a Class 2P was regarded as the 'norm' against which other classes were assessed when Lord Stamp instituted his even tighter accounting procedures on the L.M.S during the late 1920s.

Originally numbered from 332 to 700, 40,000 was added to their numbers in B.R. re-numbering. All of them, before 1923, were given the Deeley red livery. During the early L.M.S. days this livery was maintained, with the L.M.S. emblem replacing that of the Midland and thereafter (1928 onwards) gradually assumed the L.M.S. and later B.R. black liveries.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors run best on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results. You can customise your model by careful weathering, painting the faces of the tender wheels matt black, providing two crewmen and headlamps from Springside - make the model your own.

A front bogie plastic coupling hook is provided, while this will not couple with its like, it will couple with other normal N gauge couplings and looks less unsightly on the front. It is easily removed, if desired.

UNION MILLS MODELS

15, Union Mills Trading Estate, Braddan, Isle of Man 1M4 4AB
Tel 01624 852896 Fax: 01624 852270

L.M.S.R. JOHNSON/DEELEY 2F 0-6-0 LOCOMOTIVE

The classic 2F represented by this Union Mills model was the final development of the lighter Midland Railway 0-6-0 single frame tender locomotive introduced in 1875 by Samuel W. Johnson and built with but slight variation until 1902 by which time the class had 865 members. As the Midland Railway's traffic increased rapidly in the early years of the 20th century so many of these "Standard Goods Engines" began to be rebuilt by Richard M. Deeley in a major rebuilding programme after 1908 with larger 'H' type boilers as Type 3F, while a number still retained the smaller boiler and lower power rating of 2F. In L.M.S. days Fowler continued rebuilding these machines with such good effect that the last did not go until the 1960's. In 1956 about 70 remained, no less than 43 of them from the original batches of 1875 and 1876, making them the oldest locomotives still running on British Railways in such numbers at that time. Despite the large size of the class and their late survival, none were preserved, the last being withdrawn in 1964.

The 2F had 16 spoke driving wheels of 5 ft 3 in diameter. Cylinders of 18" bore by 26" stroke and weighed 39 tons (engine only) coupled to a tender with a capacity of 2,950 gallons of water and 4 tons of coal. The Tractive Effort was 19.420 lbs with a boiler pressure of 160 lb.sq.in. in appearance very similar to the 3F, the 2F could readily be distinguished by its smaller boiler, taller chimney and taller round top dome. This Union Mills model features the Deeley 'wrap over' style cab although many members of the class retained their original cab shape.

The 2Fs were both handsome and useful little locomotives on both goods and passenger work particularly on branch lines where the extra power of the 3F and 4F were not needed. From a modeller's point of view, they are useful in that they were very widespread particularly after 1923 and even more so after 1948. In BR days being seen as far afield as Welshpool and Bristol.

Originally numbered in the 2900 series, 20,000 was added to their numbers in 1934 to make way for the renumbering of the 'Crabs' and the Stainer 2-6-0s.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar modem electronic controllers for both safety and best running results. You can customise your model by careful weathering, painting the faces of the wheels matt black, providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB
Tel: 01624 852896

L.M.S.R. JOHNSON/DEELEY 3F 0-6-0 LOCOMOTIVE

The classic 3F represented by this Union Mills model was the final development of the Midland Railway Johnson 0-6-0 single frame tender locomotive introduced as early as 1875 and built with but slight variation until 1902 by which time the class had 865 members. As the Midland Railway's traffic increased rapidly in the early years of the 20th century so these "Standard Goods Engines" began to be rebuilt by Richard M. Deeley in a major rebuilding programme after 1908 with larger 'H' type boilers and still later 06 or 07 Belpaire types after 1926. Deeley also raised the pressures of the superheated boilers to 175 p.s.i. In L.M.S. days Fowler continued rebuilding these machines with such good effect that the last did not go until 1965, almost the end of steam itself.

The Midland not only built their own locomotives at Derby but patronised private locomotive builders too. Johnson 0-6-0s were built by such diverse makers as Kitson, Dubs, Beyer Peacock, Stephensons, Vulcan Foundry, Sharp Stewart and Neilsons.

The 3F had 16 spoke driving wheels of 5 ft 3 in diameter. Cylinders of 18 112 in bore by 26 in stroke and weighed 43 tons (engine only) coupled to a tender with a capacity of 3,50 gallons of water and 4 tons of coal. In appearance very similar to the 4F designed by Sir Henry Fowler in 1911, the 3F could readily be distinguished by its smaller boiler, taller chimney and taller round top dome.

The 3Fs were both handsome and useful little locomotives more popular with the men than the 4F and bringing their bustling and business-like character to even the most remote reaches of the L.M.S. From a modeller's point of view, they are useful in that they were very widespread particularly after 1923 and even more so after 1948. In BR days being seen as far afield as Welshpool and Bristol or even Bournemouth if you like to count those locos on the S.&D.J.R.

Originally numbered in the 3000 series, 40,000 was added to their numbers in BR renumbering. 260 locomotives of this class were still in use in 1958 and some lasted until 1965.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results. You can customise your model by careful weathering, painting the faces of the tender wheels malt black, providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB
Tel: 01624 852896

L.M.S. ex L.N.W.R. Webb 18" Goods 0-6-0 (CAULIFLOWER)

The Cauliflower had its origin way back in September 1858 when Crewe built the first of Ramsbottom's DX tender goods engines with 5 ft wheels and 17" x 24" inside cylinders. By October 1874, 943 had been built. Webb rebuilt 500 of them as the "Special DX" with a higher 150 psi boiler pressure. Webb himself built another 500 17" goods engines with a smaller driving wheel of 4' 3" and these were to prove capable of handling all heavy mineral traffic until the arrival of the 0-8-0 designs. In 1887 Webb began building a faster more powerful version with 18" cylinders which he dubbed "Express" goods engines. In all 310 where built, all bar the first 10 had round spoke cast steel driving wheels instead of the square section cast iron type. The nickname "Cauliflower" derived from the look at a distance of the elaborate L.N.W.R. crest transfer applied to the centre splashes.

The L.M.S took over 308 locos in 1923 and in 1924 began re-hollering them with Belpaire fireboxes. With an axle load of only 13 tons it was possible to use them anywhere and the class lasted well, 75 being handed over to British Railways and the last not going until December 1955. Crewe did not regard loco + tender as an item and tenders changed constantly throughout the life of the loco. Mostly they were the Webb wooden framed pattern. In L.N.W.R. days the locos were haphazardly numbered with numbers as low as 9 and as high as 2388 as new locos were allocated the numbers of scrapped ones. The L.M.S renumbered the whole lot smiling at 8315, this system remained until August 1940 when 20000 was added to all numbers. The survivors at Nationalisation were changed to the 50000 series although none ever carried smokebox number plates either in L.M.S or B.R. days - the spirit of Crewe alive.

Used widely over the old L.N.W.R. lines, as they were superseded by more powerful machines they came to be found on the Welsh lines in places such as the Conway Valley line and down from Caernarvon to Afonwen among others. Their last stamping ground was in West Cumberland, between Keswick and Cockermouth and from there to Carlisle. Many will have fond memories of their use on other Lake district lines, numbers 58396, 58389 and 58363 being particularly fondly remembered. Anyone modelling the old L.M.S lines and in particular those of the "Premier Line" will find this model will add colour and the authentic Crewe "feel" to their modelling efforts.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. if you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will destroy your motor in 2 seconds! You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4A8
Tel: 01624 852896

L.M.S.R. HUGHES/FOWLER 7F 0-8-0 LOCOMOTIVE

Sir Henry Fowler developed this design from the classic Lancashire & Yorkshire Railway 0-8-0 and intended it to replace the large fleet of "Super D" based London and North Western Railway 0-8-0 locomotives. In essence the design was a stretched version of his 4F 0-6-0 design. It is curious the loco had virtually the same sized cylinders as the 4F and relied on boosting its tractive effort simply by raising the boiler pressure from 175 psi to 200 psi. Despite having inside Walschaerts valve gear the locos suffered from axlebox failures and acquired a reputation for unreliability compared to the ex LNWR Bowen-Cooke design.

Dubbed the "Austin 7" by engine men as an ironic reference to the baby Austin car of the time, the locos did allow the scrapping of many older classes including the L & Y locos whose duties they took over. Upon his appointment Stanier cancelled outstanding orders for unbuilt 7F locomotives and instead began to build the far more modern 8F 2-8-0 outside cylindered locomotives which were a modern design with top feeds and tapered boilers.

175 locos were built at the old London North Western workshops at Crewe in four batches from 1929 to 1932 and although scrapping began as early as 1949, the last did not go until 1962.

The 7F had 15 spoke driving wheels of 4 ft 8 1/2 in diameter. Cylinders of 19 1/2 in bore by 26 in stroke and weighed 102 tons in working order coupled to a tender with a capacity of 3,500 gallons of water and 4 tons of coal. Never fitted with vacuum brakes or screw couplers, they spent their lives on unbraked loose coupled freight and coal trains.

Numbered between 49.505 and 49674 they were found all over the old L.M.S system particularly in the northern coalfield regions but with a tractive effort of 29747 lbs. compared to 24560 lbs of the 4F probably did not have quite enough power to really justify themselves, certainly when the crews saw what could be done with a Stanier 8F 2-8-0. Still the Midland scene would have been the poorer without these lumbering beasts blasting up the banks with seemingly endless trains of coal wagons.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modem electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB
Tel: 01624 852896

L.M.S. ex L.N.W.R. G1, G2 & G2a 0-8-0 LOCOMOTIVES

The story behind the huge fleet of legendary 0-8-0 freight engines amassed by the London & North Western Railway, the erstwhile 'Premier Line", is as convoluted as any loco story can be. So first a bit of background history: Introduced in 1892 on the L.N.W.R. (as was much else innovatory) by Francis Webb, famed Chief Mechanical Engineer for almost 30 years, the initial 0-8-0 was essentially a stretched 0-6-0, of which format the railway had huge experience - sharing such features as 2 cylinders mounted between the frames combined with simple expansion of steam. Given Webb's taste for experimentation however, compound steam expansion in the form of 3- and 4- cylinder 0-8-0s quickly followed (Classes A and B respectively, comprising 111 and 170 members) after the single simple model. Following Webb's resignation in 1903, his successor George Whale lost little time in modifying the relatively complex yet reasonably successful compound 0-8-0s, firstly by adding pony trucks to the hefty front ends of the B Class engines - thereafter classified as E Class 2-8-0s - and then, late in 1904, rebuilding the A Class machines as 2 cylinder simple units which then became Class C. Further boiler variations saw the creation of subclasses D, E and F. 60 new build locos then arrived with none of the leftover compound features, these were to be the first of the true Class G locos.

With the appointment of Charles Bowen Cooke as CME in 1908, modem superheated boilers arrived, these locos were to be the Gi. Rebuilding of all the original 8 coupled locos began in January 1912, no fewer than 279 locos went through Crewe Works to be rebuilt into GI format over the next 20 years, well into L.M.S days. At the same time a brand new batch of 170 G locos were built at Crewe, the last outshopped in 1918 bringing the class total up to 449. So useful and well regarded were these LNWR 0-8-0s that they endured right up to almost the final days of steam working on BR in 1965.

A G2 followed in 1921-2, at the very end of the LNWR's independent existence, comprising 60 almost identical loos but with increased boiler pressure, the final version emerging in 1935 as the G2a with strengthened motion parts and more powerful brakes. The last chapter in the story was that after Bowen Cooke's death in office in 1920, H.P.M. Beames, the last CME of the L.N.W.R. had developed a new Belpaire firebox boiler which became standardised on all 0-8-0 locos after 1924 and necessitated a re-profiled cab roof instead of the original 'pagoda' style. Classified power category 7F under L.M.S and B.R. days, the locos had cylinders of 20 1/2" bore x 24" stroke, a boiler pressed to 175 psi and weighed 97 tons. A variety of tenders were fitted many second-hand off scrapped Webb passenger locos. The locos were immediately recognisable by their 12 spoke drivers with "H" section spokes. One is preserved in the National Railway Museum, No. 9395, a G2 class.

At first used on heavy coal trains as the class became more numerous, they were to be found on heavy freight duties all over the LNWR system, from London to Carlisle, from Holyhead to Leeds and from Crewe to Swansea and Abergavenny far into Great Western territory. Willesdon shed sent them to Bletchley, Rugby, Bescot, Nuneaton and Stafford with through workings on to GER and Southern lines. Buxton and Huddersfield saw them in use from Birkenhead to Holmfirth. Abergavenny saw locos working over the GWR to Bournville via Worcester and Droitwich.

This Union Mills model depicts the loco in the rebuilt form with Belpaire firebox that so many remember and is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. Be particularly careful you do not grit from track ballast in the gear teeth underneath. The can motor is sealed for life and no attempt should be made to open it. Like all can and coreless motors, these motors run best on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best finning results. You can customise your model by careful weathering, providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS LTD.

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel 01624 852896

L.M.S. ex London & North Western Railway Bowen-Cooke "Prince of Wales" class 4-6-0

The London and Worth Western Railway was rightly called "The Premier Line". It was the biggest pre-grouping British railway company and indeed the biggest company on the London stock market with a value four times that of the Bank of England, it had the highest traffic density of any railway in Europe and was the most profitable railway in Britain paying a dividend of 4.65% in 1913.

Introduced in October 1911, the "Prince of Wales" class was an enlarged version of the highly successful "George the Fifth" class also of 1911. C.J. Bowen-Cooke was a gifted engineer having been partly educated in Germany was a fluent German speaker, which gave him an unusual insight into the latest European design thinking. He had been deputy to F.W. Webb and was the author of books on railway engineering. Although intended to be a stop-gap while the Claughton 4 cylinder locos were developed, the "Princes" proved a very sound locomotive. Superheated with 20.5" diameter pistons and 8" diameter Schmidt type piston valves with trick ports driven by indirect Joy valve gear. Building continued up until April 1922 and totalled 245 machines. 135 built at massive Crewe works by the company, another 90 were built by William Beardmore & Co. of Glasgow together with 20 from the North British also at Glasgow. In the last months of the L.N.W.R. Beames fitted five locos with outside Walschaerts valve gear driving inside valves, an odd looking arrangement not perpetuated. In L.N.W.R. days tenders were exchanged freely and no less than five types were noted being used behind the "Princes"

Used widely over the old L.N.W.R. lines, they were more than able to work crack trains like the 420 ton Irish Mail Euston to Holyhead. Although never recorded as going much over 80 mph unlike the "Georges" which would run well into the nineties, they were capable of very fast point to point times as they could be thrashed without mercy, the smokebox door often being seen to be red hot after a hard run. They were capable of shifting any train a Claughton could handle with the possible exception of taking it over Shap. Like many Crewe classes they became victims of the Derby policy of 'scrap and build', but still managed to last 13 years longer than the Claughtons. Four passed to British Railways and were allocated BR numbers, the last went in May 1949.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will only give poor running. We advise you to use Gaugemaster or similar makes of modem electronic controllers for both loco safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will heat and destroy your motor in 2 seconds! You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS LTD.

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. B12/3 4-6-0 LOCOMOTIVE

Introduced as the Great Eastern Railway Class 569 designed by S.D. Holden or more precisely the draftsmen at the Stratford drawing office. Although designed in 1908, the first five machines did not enter service until 1912. By 1921 seventy one locomotives had been built. Most at Stratford (where the writer's great uncle worked), 20 by W. Beardmore & Co. (of Glasgow) and 10 by Beyer Peacock. In L.N.E.R days the design was perpetuated in 1928 by a further 10 locos designated B12/2 from Beyer Peacock but this time fitted with short lived Lentz oscillating cam poppet valve gear and without the pierced footplate valance over the driving wheels.

By 1931 improvements had been made to the Great Eastern track which allowed an increase in engine weights. This made possible more extensive re-building of the B12 class. A larger Gresley boiler of 5ft. 6in. was fitted with a 24 element superheater and pressed to 180 lb. sq. in. With cylinders of 20 in. bore by 28 in. stroke, piston valves of 9.5 in. diameter and a tractive effort of nearly 22,000 lbs. these were useful machines. Driving wheels of 6ft. 6in. carried a maximum axle load of 17 tons and a loco weight of 69 tons 10 cwt., including tender 108 tons 16 cwt. Water capacity was 3670 gallons and coal 4 tons. Small Westinghouse air brake pumps were provided and later vacuum too. Original exhaust steam injectors were eventually replaced with the live steam type. In Great Eastern days the locos sported their handsome dark blue livery lined in scarlet and set off by much polished brasswork, later carrying the G.E.R. grey livery just before grouping. Between the wars L.N.E.R. green was adopted, during World War U repainting was in plain black to be followed by green once again in the last old company years. The 72 engines handed over to British Railways on Vesting Day, comprised 15 x B12's, 50 x B12/3s and 7 x B12/4's, all soon found themselves in B.R. black liveries of various types.

Originally operating out of Liverpool Street in G.E.R. days the locos found much wider use after grouping and re-building. By January 1931 examples were allocated to Stratford, Colchester, Parkeston, Ipswich, Norwich, Yarmouth and Cambridge. Also in 1931 was the interesting transfer of B12's to Kittybrewster for work on the old Great North of Scotland lines where (once the G.N.S. men had got used to them) they proved most popular. In the south they regularly saw service on trains like the down "Hook Continental" where these boat train workings saw them loaded to 465 tons. They were capable of some fast running too and on one journey between Ipswich and Norwich 46.3 miles was covered in 43.5 mm. with a maximum speed of 90 m.p.h. After the war as the Clauds were withdrawn B12's came to be found on the old M.&G.N. and on special workings to Birmingham and even York and Scarborough. The 1950’s saw major withdrawals of these fine locomotives and by 1958 the route between Norwich and Cromer was their last regular working the latter shed having an allocation of 5 locos in that year. In all there were 16 left some still working out of Liverpool Street. By 1959 only 61572 was left at Norwich, carefully looked after she remained at work until withdrawal in September 1961. This stay of execution was enough to make her last long enough to be bought for preservation, so she survives to this day, the last of her class.

The Union Mills model is a hand assembled precision product for adult enthusiasts and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The Japanese can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold motor brushes so will excessive use of RELCO and similar track cleaners. We advise you to use GAUGEMASTER or similar modern controllers.

UNION MILLS MODELS

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB
TEL: 01624 852896

L.N.E.R. D11 Robinson 'DIRECTOR' CLASS

The 'Directors' owed their origin to the 40 Class D9 4-4-0 locos J.G. Robinson designed for the Great Central Railway after being appointed their Chief Engineer in 1900. Robinson enlarged the design to the Atlantic "Jersey Lilies" and finally in 191 to the big "Sam Fay" 4-6-0. Thought by many to be built to rival the Great Western "Great Bear". These Sam Fays were not a good design, poorly proportioned boilers, shallow fireboxes with restricted ashpans and big cylinders meant they did not develop the performance intended. Their lack of power was only matched by their appetite for coal, they were not going to be the crack passenger express locos planned.

Robinson thus found himself in a fix needing to design and build a loco quickly that would be certain of doing the work with no mistakes. So he turned to a 1908 design he had prepared but not built for a big modern 4-4-0. With an 8' 6" long firebox and room for a decent sized ashpan the boiler was similar to Sam Fay but with a shorter barrel which meant less dead water carried. Smaller cylinders of 20" diameter meant a better cylinder/boiler ratio where the boiler really was master of the cylinders whatever the road. Finished off with 10" piston valves all-be-it with outside admission (so the glands bore full boiler pressure) they were a very impressive machine. The Maunsell Schools comes to mind as a very similar formula, a 4-6-0 cut down to a 4-4-0 with essentially the same power. They proved to be an instant success more than capable of handling any passenger express on the Great Central. Another five followed in 1920 and another 6 in 1922 styled the "D11 Improved Directors" and now sporting cab side windows. These were named after six World War I battles, three royalty and two directors.

Following Grouping the new C.M.E. of the L.N.E.R., Nigel Gresley, discovered the directors of the North British Railway in Scotland had allowed their company to become very short of powerful express passenger locos. The matter was urgent and Gresley solved it by taking an existing design - the Great Central Director - and having 24 built quickly by private loco builders Armstrong Whitworth and Kitson. Delivered in 1925 they were named after characters in Sir Wafter Scotts' 'Waverley' novels. The entire class of 45 passed to British Railways in 1948 and were duly renumbered by adding 60000 to their L.N.E.R. numbers. Withdrawal began in 1958, most going in 1961 with the last going In January 1962. 62660 Butler-Henderson was by great good luck preserved having run 1,280,897 miles in service. The Sir Walter Scott locos always ran in Scotland. But the remainder of the class found wide dispersal over the L.N.E.R. including Neasden, Nottingham and Lincoln as well as working from Manchester and over the Cheshire Lines.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB
Tel: 01624852896

L.N.E.R. ex Great Eastern Railway

James Holden's D16/3 "Super Claud" class 4-4-0

Designed in 1900 by Fred Russell the chief draughtsman at Stratford Works this 4-4-0 was the largest express passenger locomotive on the Great Eastern. Finished in a handsome scarlet lined royal blue livery with many brass and copper trimmings. The first to be built, No. 1900, was named after the chairman of the company, (laud Hamilton, and was the only member of the class to carry a name. Another 110 locus were built over the years up to 1911, followed by a final 10 in 1923. Until the introduction of the 1312 in 1911-12 the Claude were the G.E.R.s principle express engines handling express passenger trains on routes from London to Ipswich, Norwich and Cromer including those to Parkstone Quay and Clacton. With their regular crews they were capable of running non-stop the 130 miles to North Walsham in 158 minutes with a 12 bogie coach train and if pushed were loaded to 15 coaches weighing 430 tons.

In L.N.E.R. days they were classified 1)14. There followed the regular modification and re-building culminating in 1932 when Edward Thompson came out with the rebuild classified as 01611 This had the standard L.N.E.R. type round top firebox boiler. Piston valves and 339 type crossheads. The distinctive valanced splashers were also removed to improve access. The locomotives thus created were every bit as good as the 4-6-0 classes and were often used interchangeably with them. In all a total of 104 of the 121 Clauds ended up being re-built to 1)16/3 format, which is why most of us remember them in that form. Of the 103 D16/3 locos that passed into British Railways hands on 1/1/1948, 90 were still in service in January 1955. The last Claud No. 62613 was withdrawn from service in October 1960.

For most of their working lives they operated over the old Great eastern lines but in L.N.E.R. days ventured further afield working mainly in the London area. things got more interesting in B.R. days with 8 locos moved to Manchester to strengthen motive power on the Cheshire Lines Committee routes. This saw D16/3s working between Liverpool and Manchester Central, out to Nottingham, Stockport and Chester. They also worked out of Lincoln on the L.M.R. lines to Newark, Derby and Nottingham. Their final duties were out of March on the old G.E.R. lines.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. Moving parts can be oiled from time to time with a spot of thin machine oil, either special model railway oil or bicycle or sewing machine oil, not 3in1 oil. The can motor is sealed for life and no attempt should be made to open it.

Like all can and cureless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will only give poor running. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both loco safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will heat and destroy your motor in 2 seconds! You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS LTD.

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB
Tel: 01624 852896

North Eastern 'R' Class 4-4-0 Locomotive. No. 592

Introduced as the North Eastern Railway R Class designed by Wilson Worsdell, the first example was in service by August 1899 and numbered 2011. In the first two years, of service the locomotive covered an average of 455 miles a day and ran 248,000 miles before her first general overhaul; a quite extra-ordinary achievement for one hundred and ten years ago. The remainder of the first batch numbering 2012 to 2020 took 3 1/2 years to reach an average of 163,000 miles before their first overhauls.

So successful were the class that a further 10 engines were built at Gateshead in 1900 numbered 2021 to 2030 followed by numbers 2102 to 2110 in 1901. By 1906 the North Eastern needed more main line express engines, so a further batch of Class R were ordered. 10 were delivered in 1906 and the remaining 20 in 1907.

592 was one of the batch of 10 built in September 1906 at Gateshead, under the 1946 re-numbering regime it became 2371 after having been rebuilt as a D20/2 in October 1942, being re-numbered again by British Railways in October 1948 as 62371. It was withdrawn in October 1954.

Certain locomotives of the class had a different smokebox fitted, the most obvious feature being the size of the smokebox door which was much higher than the original one. Also locomotives 2349, 2360, 2371 and 2375 were rebuilt with long stroke piston valves and called D20/2 but otherwise looked the same. In the L.N.E.R. days the R Class became D20. All the locomotives survived into British Railways days, the final locomotive not being withdrawn until 1960.

In North Eastern Railway days the locomotives were painted NE green and fully lined out. As befits a front line passenger locomotive the green livery, again lined out, was also carried into L.N.E.R. days. British Railways painted them in unlined black livery. A powerful machine with 19" bore by 26" stroke cylinders, carrying 200 p.s.i. boiler pressure and developing 17,025 lb tractive effort, these fine locomotives were superb examples of the once common British 4-4-0 that gave such good service for so long, not only in this country but all over the world.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624852896

In 1997 100 D20s were painted in North Eastern green and sold under their original designation of R Class. They represented a 'special edition' the only one I have ever issued and each had a numbered certificate. In 2009 I was persuaded by an N Gauge Society member, Jeremy Burrows, to make him another 50 R Class with the new improved chassis, these he sold himself. In 2018 some spare bodies were used to make several more.

L.N.E.R. D20 4-4-0 LOCOMOTIVE

Introduced as the North Eastern Railway R Class designed by Wilson Worsdell, the first example was in service by August 1899 and numbered 20 11. In the first two years of service the locomotive covered an average of 455 miles a day and ran 248,000 miles before her first general overhaul; a quite extra-ordinary achievement for nearly one hundred years ago. The remainder of the first batch numbering 2012 to 2020 took 3 1'5 years to reach an average of 163,000 miles before their first overhauls.

So successful were the class that a further 10 engines were built at Gateshead in 1900 numbered 2021 to 2030 followed by numbers 2102 to 2110 in 1901. By 1906 the North Eastern needed more main line express engines, so a further batch of Class R were ordered. 10 were delivered in 1906 and the remaining 20 in 1907.

These numbers represent a selection:

1906 - 476, 707, 723, 725 1907 - 1026, 1079, 1209, 1234, 1235, 1672

L.N.E.R. numbers up to renumbering in 1946 were as N.E.R.

L.N.E.R. numbers alter 1946 rebuilding were 2340-2397

B.R. numbers added a further 6 to the beginning of the L.N.E.R. numbers, thus 2342 became 62342.

Certain locomotives of the class had a different smokebox fitted, the most obvious feature being the size of the smokebox door which was much higher than the original one. Also locomotives 2349, 2360, 2371 and 2375 were rebuilt with long stroke piston valves and called D20/2 but otherwise looked the same. In the L.N.E.R. days the R Class became D20. All the locomotives survived into British Railways days, the final locomotive not being withdrawn until 1960. In North Eastern Railway days the locomotives were painted NE green and fully lined out. As befits a front line passenger locomotive the green livery, again lined out, was also carried into L.N.E.R. days. British Railways painted them in unlined black livery.

A powerful machine with 19" bore by 26" stroke cylinders, carrying 200 p.s.i. boiler pressure and developing 17,025 lb tractive effort, these fine locomotives were superb examples of the once common British 4-4-0 that gave such good service for so long, not only in this country but all over the world.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up gut from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. J11 0-6-0 LOCOMOTIVE

The Great Central Railway was the last main line to be built. Dug by steam excavators (not by hand), sweeping through the country with easy radius curves and built to the Continental loading gauge, it was a modern railway. A new route to the North, which today would have been capable of taking freight wagons straight off the Channel Tunnel, if it had not been destroyed by short sighted politicians.

Robinson's first class for the G.C.R. and its most numerous, was an 0-6-0 tender loco called the 9J. It was an enlargement of Pollitt's 9H class which was still being delivered when Robinson arrived. With 18 1/2" bore by 26" stroke cylinders and a weight of around 100 tons, they were powerful machines. Their sharp exhaust beat when working hard reminded enginemen just back from fighting in the Boar War, of the rapid fire pom pom guns used in that war. Hence the nickname "Pom Pom". Unable to deliver the locos fast enough the G.C.R. as well as building at their own Gorton Works had private loco builders also supply locos, in this way numbers were built by Neilson Reid, Beyer Peacock, Vulcan Foundry and Yorkshire Engine. Used all over the Great Central Railway, following the success of the R.O.D. 2-8-0 locos also designed by Robinson, eighteen were sent to France during the First World War.

After grouping in 1923 they were called the JI 1 and numbered into the L.N.E.R. series, they were soon to be seen on other parts of the L.N.E.R. where their qualities were quickly recognised, although not at first used on passenger trains. As the years passed, they came to be used on passenger services much more often and indeed many of us can remember a spirited ride behind a Pom Pom in a hurry, particularly in the Manchester and Sheffield areas where they were regularly scheduled on passenger services. They thought nothing of deputising on Manchester to Liverpool expresses where they ran at over 60 m.p.h. With their big fireboxes, big tenders and roomy cabs they were so good they were selected to be a standard L.N.E.R. class with 115 new locos being intended for the 1945-50 loco building plan. All were cancelled due to nationalisation. Rebuilding and reboilering took place over the years, the main changes being unseen like fitting piston valves and superheaters although chimney, dome and safety valves saw changes. Scrapping began in 1955 and all were gone by the end of 1962.

My model is similar to my other models in format and features my standard tender drive with a Great Central 4000 gallon tender, making the loco more than able to handle the long trains of its prototype.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller, or a controller using half-wave rectification will not only give poor running but can burn and destroy the gold motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading-Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. J25 0-6-0 LOCOMOTIVE

Introduced as the North Eastern Railway Class P1 designed by Wilson Worsdell. The first 20 machines entered service in 1898. Between 1898 and 1902 one hundred and twenty locomotives had been built. Most at Gateshead with the remaining forty at Darlington. Conceived as a heavy mineral and general goods engine, the class was soon supplanted by the much larger engines of the Q5, J26 and J27 classes. The P1 was fitted with 18 112" x 26" cylinders and a 4' 3" diameter boiler pressed to 160 psi. The total weight was 78 tons with a 3038 gallon tender similar to those fitted on the J21, 124, J26 & J27 classes, the total tractive effort being 21,904 lb at 85% boiler pressure.

As built all locos had saturated boilers with slide valves between the cylinders actuated by Stephensons valve gear. Between 1915 and 1918 twenty eight of the class were re-built with new boilers having Schmidt superheaters and piston valve cylinders to stand the higher steam temperatures. The piston valves were fitted below the cylinders. The first engines built had screw hand brakes on both engine and tender, only the last 20 built at Gateshead having steam brakes although these were later fitted to earlier members of the class. During World War 11 forty members of the class were loaned to the Great Western Railway to replace their Dean Goods locos requisitioned by the War Department. The G.W.R. insisted their locomotives be fitted with vacuum ejectors, graduable steam brakes, steam heating pipes and screw couplings. No L.N.E.R. locos were so fitted. The pattern of withdrawals was curious and began in April 1933 when the first saturated boilers needed to be renewed. Scrapping was suspended during World War!! due to wartime needs and this enabled 76 locomotives to pass to British Railways on Vesting Day 1948 although 12 of these failed to make the re-numbering into the 60,000 series. But for all these early withdrawals the last locomotives did not go until June 1962 so outlasting such fine machines as the B12 4-6-0s.

After the arrival of the newer, bigger engines the N.E.R. used the P1s mainly on transfer trips and local goods trains as well as on shunting and banking duties. In the L.N.E.R. days allocation was curiously uneven. In 1923, no fewer than 26 sheds housed one or more, although Shildon and West Auckland shared 25 between them and Selby had 11, so that 8 sheds absorbed well over half the class. The remainder were widely spread: on Tyneside and Durham 15 were to be found distributed between Gateshead 2, Borough Gardens 4, Percy Main 3, Annfield Plain 2, Blaydon 2, with one each at Ferryhill and Wear Valley Junction. By 1938 thirty four locos had gone and the remaining eighty six were at 15 sheds as follows: Borough Gardens 1, Percy Main 3, South Blyth 4, North Blyth 10, Tyne Dock 9, Annfield Plain 1, Sunderland 9, Kirkby Stephen 5, Neville Hill 2, Selby 5, Darlington 17, Middlesburgh 11, Starbeck 4, Cudworth 2 and Dairycoates 3. The G.W.R. allocated engines worked from Chester, Wrexham, Tyseley, Shrewsbury, Stourbridge, Hereford, Kidderminster, Worcester and Gloucester. One engine was even noted at Old Oak Common in 1944, the only J25 to work in London. The last locomotives left working in 1962 were acting as bankers at Tyne Dock while other late survivors worked munition trains to the lonely artillery range at Woodburn. In a life of more than 60 years these stout little locomotives moved countless millions of tons of coal and mineral traffic.

The Union Mills model is a hand assembled precision product for adult enthusiasts and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The Japanese can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller or using half-wave rectification will not only give poor running but can burn and destroy the gold motor brushes. We advise you to use GAUGEMASTER or similar modern controllers.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man lM4 4AB

TEL: 01624 852841 FAX: 01624 852270

L.N.E.R. J26 0-6-0 LOCOMOTIVE

The J26 class was originally introduced by the North Eastern Railway in June 1904 and was designed by Wilson Worsdell. Thirty were built at Darlington and another twenty at Gateshead. They were found all over the North Eastern region but mainly concentrated at Newport, and could be seen in large numbers at Thornaby. Designed for freight working they had the J25 chassis but with a larger 5' 6" diameter boiler. The driving wheels were of 4' 7" diameter and they were 52' 4" long with a total weight of 83 tons 15 cwt. Water capacity was 3.038 gallons and coal capacity 5 tons. They had two inside cylinders of 18 1/2" bore by 26" stroke and the boiler pressure was 180 p.s.i. giving a tractive effort of 24,640 lbs. The power classification was 5-F and route availability 4. In B.R. days their number series was 65730 to 65779.

The J27 was a very similar if smaller class of locomotives introduced in April 1906. To a casual glance only the cab windows differed and latterly not even those as cabs were freely swapped with J26 locos. This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller or using half-wave rectification will not only give poor running but will burn out and destroy the gold motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. J27 06-0 LOCOMOTIVE

The J27 class was derived from the J26 originally introduced by the North Eastern Railway in June 1904 and was designed by Wilson Worsdell. 105 were built at Darlington and private contractors followed by another 10 after Grouping. They were found all over the North Eastern region but mainly concentrated at Newport, and could be seen in large numbers at Thornaby. Designed for freight working they had the J25/6 frames but with a larger 5' 6" diameter boiler. The driving wheels were of 4' 7" diameter and they were 52' 4" long with a total weight of 87 tons 2 cwt. Water capacity was 3,038 gallons and coal capacity 5 tons. They had two inside cylinders of 18 1/2" bore by 26" stroke and the boiler pressure was 180 p.s.i. (originally 200 psi) giving a tractive effort of 24,642 lbs. The power classification was 5-F and route availability 4. In B.R. days their number series was 65780 to 65894.

The J27 was a very similar if smaller class of locomotives to the J26. To a casual glance only the cab windows differed and latterly not even those as cabs were freely swapped with J26 locos. Scrapping did not begin until 1959 and 36 were still left in June 1966.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller or using half-wave rectification will not only give poor running but will burn out and destroy the gold motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. J38 0-6-0 LOCOMOTIVE

As Sir Nigel Gresley's first design for the L.N.E.R., the J38 was intended to be a class of over 100 locos before the order was cut back due to the purchase of 48 ex R.O.D. 2-8-0's for a very reasonable sum. In the event only 35 of these locos were built at Darlington, all in 1926. With the advent of the more versatile J39 class with its larger driving wheels it was decided to build no further J38s. But despite this the J38 was the last ex L.N.E.R. steam class to remain intact until 1962 when scrapping started, the last locos to go were 65901 and 65929 in 1967 making them the last Gresley steam engines in service on B.R. None were preserved.

They were despatched to Scotland where they were used on main line goods work and on short distance mineral haulage from the Fife and Lothian coalfields to the Scottish east coast ports and the industrial belt between Edinburgh and Glasgow. The J38s were allocated to Dunfermline, Thornton, Dundee, St. Margaret's, Stirling and Eastfield. Although confined to Scottish sheds and designed for freight duties the class were often to be seen on passenger workings and mixed trains which they were quite able to handle. They were also noted venturing far from where they were expected to be seen in Newcastle, Heaton and sometimes as far south as Grantham and Peterborough. The St. Margaret's engines worked the Waverley route to Carlisle.

Fitted with 20" bore x 26" stroke cylinders and 4' 8" coupled wheels, these were powerful locomotives even if a bit heavy on coal with their 28 sq. ft. grates. They had Stephenson's valve gear driving 8" piston valves. The superheated boilers carried 180 p.s.i. pressure. Originally outshopped with Group Standard 4,200 gallon tenders fitted with water pick-up gear (although there were no troughs in the Scottish area!), Between 1931 and 1933 they were fitted with the new shorter Group Standard 3,500 gallon tender with straight vertical sides (as on our model). As built, they had steam reversing gear which was ideal for shunting, being very fast and easy to reverse. However as was often the case with British steam, the system proved beyond the maintenance skills of the fitters in the field and was replaced between 1945 and 1948 by a manual screw reverser. In full working order the loco weighed 59 tons and the tender 44 tons.

Originally numbered from 1400 to 1447 (with gaps) they were re-numbered by the L.N.E.R. in 1946,5900 to 5934 with 60,000 added to the number in B.R. days.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller, or a controller using half-wave rectification will not only give poor running but can burn and destroy the gold motor brushes. We advise you to use Gaugemaster or similar modem electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

L.N.E.R. J39 0-6-0 LOCOMOTIVE

As Sir Nigel Gresley's second design for the L.N.E.R., the J39 was a development of the smaller wheeled J38 and used the same boiler as the 1)49 class which were built at the same time. They were designed as partial replacements for the over 800 assorted 0-6-0 locos inherited from the pre-grouping companies. 289 locos were built between 1926 and 1941, all except 28, built by Beyer-Peacock in 1935, were built at Darlington.

The first 44 locos were fitted with steam reversing gear but as so often in this country such refinements did not find favour and the equipment began to be removed in 1935, the last going in 1946. 12 locos were fitted with both vacuum and Westinghouse brakes and another 20 were built with Westinghouse only for use on the old Great Eastern lines, all the rest had vacuum train brakes and steam loco brakes.

The locos ran over most of the English sections of the L.N.E.R. although were seldom seen south of Leicester on the old Great Central main line, or south of Peterborough on the ex. Great Northern main line. Some were based in Dundee for working freight trains in that area while others worked in the Carlisle and St. Margarets (Edinburgh) areas including the Waverley route. Although built mainly for freight working, they were soon found to be nimble and capable haulers of passenger trains and many were to be found on such duties all over the Old L.N.E.R. system. Light diesel locos and DMUs saw the start of scrapping in 1959 and all were gone before the end of 1962. Most regrettably none were saved for preservation.

Before 1928, livery was black with a single red line around cab sides, boiler bands etc. but afterwards plain unlined black was standard. Tenders were lettered small L.N.E.R. changing to just NE during the war. Under B.R. 60,000 was added to their 1946 numbers and standard crests of both early and later types were applied as well as the words BRITISH RAILWAYS.

All in all the J39s were both handsome and useful little locomotives bringing their bustling and business-like character to even the most remote reaches of the L.N.E.R.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using a chopper type controller, or a controller using half-wave rectification will not only give poor running but will burn and destroy the gold motor brushes. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896

GREAT NORTHERN RAILWAY - CLASS K1 & 2 L.N.E.R. Q1, Q2 & Q3 0-8-0

The Ki and K2 classes were originally introduced by the Great Northern Railway in February 1901 and were designed by H.A. Ivatt. A total of 54 were built at Doncaster (with one Q3) between then and 1909. They were designed to replace the Stirling 5ft 1in goods engines and were capable of hauling 60 loaded wagons unassisted between Peterborough and London on the 1 in 200 grades.

From the outset the lvatt 0-8-0's were used to haul heavy coal trains from the colliery districts in Nottinghamshire, Derbyshire and South Yorkshire to London. Early in 1905 a trial was made in which one of these locos hauled a sixty five wagon train of bricks weighing 1,050 tons between Yaxley and Hornsey. The first 40 engines were allocated to Peterborough (26), Colwick (11) and Doncaster (3). During World War 110 Q2's were loaned to the N.E.R. and used around Hull.

The boiler design was based on the contemporary Klondyke (C2) 4-4-2 engines with slight dimensional changes for axle clearances. These long boilers gave the locos the nickname "Long Toms" after the navel guns of the same name. They were fitted with cylinders of 20" diameter by 26" stroke and had Richardson balanced slide valves above the cylinders operated by Stephenson motion via rocking levers.

After Grouping in 1923 the locos found wider use over the L.N.E.R. system until gradual replacement by more modern Q6 0-8-0 and other 2-8-0 loco types.

This Union Mills model is a hand assembled precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff. The can motor is sealed. for life and no attempt should be made to open it.

Like all can and coreless motors, these motors must be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn out and destroy the gold motor brushes. We advise against the use of Relco and similar electronic track cleaners. We advise you to use Gaugemaster or similar modern electronic controllers for both safety and best running results.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel/Fax: 01624 852896

SOUTHERN (L.S.W.R.) CLASS 700 DRUMMOND "BLACK MOTOR" LOCOMOTIVE

To relieve an urgent loco shortage on the London & South Western Railway in 1897 Dugald Drummond ordered 30 0-6-0 tender locomotives to be built by Dubs & Co. at Glasgow. Similar to the design he had developed for the Caledonian Railway some years earlier. The new class had many parts in common, like boiler, firebox, cylinders and motion with his class M7, C8 and K10 locomotives. Alter a few initial teething troubles like axle breakages and jamming regulators. which caused several accidents, they settled down to haul the heaviest goods trains then found on the L.S.W.R. replacing the old Adams '395' and 'Jubilee' classes.

In 1919 Une started rebuilding the class with superheaters, the boiler pitch being raised 9" and the frames and smokebox extended. After grouping Maunsell continued with this work on the rest of the class. This ensured the class tasted well, the first example not being scrapped until 1958. Service continued until the wholesale reduction caused by the collapse of traffic after the Beeching closures. The last loco to be steamed was 30697 in January 1964, after a lifespan of almost 67 years.

The Class 700 had 16 spoke driving wheels of 5 ft 1 in diameter. Cylinders of 19 in bore by 26 in stroke and weighed 86 tons in working order coupled to a tender with a capacity of 3,500 gallons of water and 4 tons of coal. With a tractive effort of 23,500 lbs. they were powerful machines for their time.

On delivery numbered between 687 and 716, numbers 702 to 716 were soon re-numbered haphazardly from 306 to 368 to make way for the numbering of the new 19 4-4-0 class, 30,000 was added to their numbers in BR days.

They were allocated to most of the major depots all over the former L.S.W.R. system, principally at Nine Elms, Feltham, Guildford, Eastleigh, Salisbury and Exmouth Junction.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel; 01624 852896

Ex L.S.W.R. Adams "0395" 0.6-0 Mixed Traffic loco

In 1878 William Adams left the Great Eastern Railway to become Locomotive Superintendent of the London and South Western Railway. One of his earliest priorities was to introduce a large modem class of 0-6-0 mixed traffic engines which became known as the 0395 class. 70 of these locomotives were ordered from Neilson & Co. of Glasgow and all were delivered between 1881 and 1886. They were very robust and sturdy machines with 5 ft I in diameter driving wheels and a boiler pressed to 140 tbs. The 6 wheeled tenders carried 2,500 gallons of water and 4 tons of coal. In working order the bees weighed 66 tons 5 cwt. The two inside cylinders had bores of 17 34" and a stroke of 26 ins giving a tractive effort of 15,535 tbs. A curious feature of the design was a sloping front to the smokebox, not normally an Adams feature, yet one retained to the very end. The cabs featured Adams rectangular windows although on some later rebuilds with cabs swapped from the "496" class they featured round windows.

During the First World War many of these locomotives were requisitioned by the War Department Railway Operating Division and found their way to Palestine, Mesopotamia and Serbia. Several were sunk with the steamship Arabic when the latter was torpedoed in the Mediterranean Sea. Owing to this ROD requisition only 20 of the class were left to pass on to the Southern Railway upon Grouping in 1923. But despite this 18 of these 20 lasted to be taken into British Railways stock in 1948 and the last two did not go for scrap until 1959. Like many Southern locomotives they should have been replaced in the 1930's, but due to that railway’s ambitious electrification programme the money was not available for new building, neither was the need felt. It was hoped to jump directly to electrification and diesel traction. The Second World War stopped all these plans, followed by post-war material shortages and then nationalisation. Oliver Bullied did not help matters as instead of building a sensible modem mixed traffic loco as a replacement for the many very old steam classes, he wasted resources and time trying to develop his sleeve valve Leader class of locomotive, designed to replace everything, it replaced nothing and was a total failure. The result of this was that with a bit of luck you could stand on a West Country station platform in 1958 and watch an old 77 year old Adams 0-6-0 of 1881 come sedately chuffing by!

Found throughout the old L.S.W.R. system on freight and local passenger trains from London to Cornwall and all counties between. Those lucky enough to have seen them will never forget the experience, they were good powerful locos, built to last with a steady Glasgow exhaust beat. Sadly, none were preserved.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will bum and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modem electronic controllers for both safety and best running results. If you or your friends also operate with DCC control, be very careful not to let the model receive a dose of DCC AC carrier current by mistake. It will destroy your motor in 2 seconds! You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Union Mills, Isle of Man IM4 4AB

Tel: 01624 852896

SOUTHERN (L.S.W.R.) CLASS T-9 4-4-0 DRUMMOND "GREYHOUND" LOCOMOTIVE

Even while the C8 Class on the London & South Western Railway were being built in 1897 Dugald Drummond became concerned as to whether they could handle the increasing loadings on the route west of Salisbury so he prepared the design of an improved version called the T9. In 1898 he ordered 20 of the 4-4.0 tender locomotives to be built by the L.S.W.R. Nine Elms works followed by 30 from Dubs & Co. at Glasgow, ending up with the last 15 from Nine Elms again. Similar to - the design he had developed for the Caledonian Railway some years earlier. The new class had many parts in common, like boiler, firebox, cylinders and motion and was really just an enlarged C8 with a better steaming boiler. They proved to be a great success and a credit to Drummond. They were powerful and they were fast. 30336 once brought the Plymouth boat express from Templecombe to Waterloo, 112 miles, at an average speed of 65 m.p.h.

In 1922 Uric started rebuilding the class with new boilers and superheaters, the firebox water tubes were removed and the smokebox extended, and the Drummond chimney replaced with the 'stove pipe' version. After grouping Maunsell continued with this work fitting his own superheaters to the remaining 65 of the class. This ensured the class lasted well, and although the first examples were scrapped in 1951, others lasted until 1961. This is the form of the locomotive now modelled by Union Mills. One loco, No. 120 is preserved in the National Collection.

The Class T9 had 22 spoke driving wheels of 6 ft 7 in diameter. Cylinders of 19 in bore by 26 in stroke and weighing 96 tons in working order, coupled to a tender with a capacity of 4,000 gallons of water and 5 tons of coal depending on tender type. With a tractive effort of 17,670 lbs. and a boiler pressure of 175 psi. they were powerful machines for their time. They were allocated to most of the major depots all over the former L.S.W.R. system, principally at Nine Elms, Feltham, Guildford, Eastleigh, Salisbury and Exmouth Junction.

This Union Mills model is a hand made precision product for adult enthusiasts and collectors and should be treated as such. Do not drop, over lubricate (but do lubricate occasionally) or allow the mechanism to become clogged with dirt and fluff or let the exposed gears under the tender drive unit pick up grit from the track (unglued ballast) or from being placed on a dirty workbench - for this will make a "thump, thump" noise when running. The can motor is sealed for life and no attempt should be made to open it.

Like all can and coreless motors, these motors should be run on a smooth DC source of power. Using half-wave rectification will not only give poor running but will burn and destroy the gold plated motor brushes. We advise you to use Gaugemaster or similar makes of modern electronic controllers for both safety and best running results. You can customise your model by careful weathering and providing two crewmen and headlamps from Springside - make the model your own.

UNION MILLS MODELS

5, Union Mills Trading Estate, Braddan, Isle of Man IM4 4AB

Tel: 01624 852896