I am pleased to report that the first delivery of factory built-up models arrived on the afternoon prior to the Gauge One Model Railway Association’s AGM on 28th November 1999. So a number of customers had the good fortune to be the first in the World to take delivery of this new Aster model.
Initial deliveries were in the L&NWR livery as No.790 ‘Hardwicke’. However, Aster can supply models without name and numberplates upon request. This will allow customers to apply their own name and number. A set of plates for No.955 ‘Charles Dickens’ is available from Aster Hobbies (UK) LLP. for £10.00. Others are available from Messrs. Guilplates of 32 Wodeland Ave, Guildford. Surrey GU2 5JZ at various prices and can be thoroughly recommended.
RTR and kits are available in L&NWR livery now as well as the LMS red version as both kits and factory built-up.
I have to say that the finished production model of L&NWR ‘Hardwicke’ is really excellent. The pre-production prototypes that featured in Aster News & Views No.1 (and Aster’s coloured flyer) were good. However, the real thing is excellent. I hope the photographs opposite convey something of the charm and authenticity of the model. It really has turned out well.
Where to begin a description? It is almost impossible to find anything that is wrong. On the track it is a sturdy and efficient runner. The axle driven water pump keeps up with the boiler. Although there is no watergauge, keeping the boiler up to levels is not a problem once the feel of the locomotive is gained. There is enough power to pull 5 bogie coaches after a running in period. The paint finish is gloss black but I’m pleased to report not too glossy. The lining is very accurate and convincing. Nameplates and numberplates are fine and include a tender numberplate.
The cab has turned out particularly well with not too many controls to clutter up the backhead. A neat regulator lever is fitted and a blower ‘wheel’. On the cab floor a second ‘wheel’ controls the water by-pass.
The driving wheels are excellent with their long elegant spokes and prototypically the front driver has different balance weight size and position from the rear driver. Incidentally the front driving axle is unsprung which facilitates valve setting, the rear axle is sprung as are the front pony wheels.
The tender contains a water tank with a new style of water handpump. Meths is contained in a removable tank and should last at least 20 minutes (including lighting-up) on a well adjusted locomotive.
The only points the Customer may wish to attend to are the wheel rims and hubs where Aster in their wisdom have left them as bright polished metal. And the rear buffer beam of the L&NWR version should be black not red. The latter was due to a problem with Aster Hobby Co.’s paint sub-contractor and was discovered too late to be changed. Thoughtfully Aster encloses a tin of black paint for the owner to make the modification if he/she so choose.
The weather recently has been far from ideal for locomotive testing purposes however my factory built up model (No.005/220) has been tested ‘on the track’ and it’s worthwhile passing on a few pointers to owners and potential owners. The similarity between the final production versions and the two pre-production prototypes (which I had on trial during the summer) is uncanny. They are to all intents and purposes the same.
A running-in period is likely since the engine does appear to tighten up when hot. According to Mr. Inoue from Aster Hobby Co. Inc., this is due to the close fitting piston rings that have been adopted with this model. Lubrication is by displacement, the reservoir being located behind a sandbox cover. The Jumbo is economical with oil which has the benefit that the model and train is not plastered with the stuff after a run. However, take care not to overfill the lubricator with oil since there may be a thin line between economic oil consumption and no oil consumption. Some headroom to promote the initial displacement process to start is strongly recommended. The use of ’thin’ steam oil for winter use will be investigated.
Meths is contained in a removable tank and about 70mls fills it to the brim. In practice I found that this permits steam to be raised and a run of at least a 20 minutes to be achieved. There are only two wicks tubes in the fire box and so fuel usage is going to be economic. Whilst mentioning the wicks, I (and others) have found that the removal of about 4mm from the top of each wick tube and the similar shortening of the wicks themselves gave a better fire. However the breather tube on the fuel tank MUST be extended by the same amount to prevent overflow of meths at the wicks. If you are unsure how to proceed with this then please contact me and I will advise you. Before cutting back your wick tubes please try out your particular model since it’s easier to reduce the height then the converse!
Water is contained in the tender and can be quickly pumped into the boiler with the by-pass closed. Before lighting up ensure there is plenty of water in the boiler by removing the safety valve. Light up in the normal way with the electric suction fan and you should find 2 bar on the pressure gauge within about 3 minutes. Remove the electric suction fan and open the loco’s steam blower and full pressure will come up very quickly. I advise the pumping of water from the tender until the blower ‘spits’ out water with the steam. Keep in mind that steam feed to regulator and blower is from the top of the steam dome so if the blower is ‘spitting’ then you have plenty of water in the boiler. By the way, I have also found that the Aster ‘Jumbo’ runs best with a fullish boiler i.e. all the fire tubes are covered.
Before starting the run ensure that boiler is up to working pressure (3 – 4 bar) and open the by-pass for the first couple of laps. Then close the by pass and watch progress. The Aster ‘Jumbo’ has a very neat but powerful axle driven pump – over enthusiastic application can knock back boiler pressure quite quickly. So try it firstly with the by-pass ’cracked’ and see how she runs. When the loco is run-in I have found that 4 or 5 heavy but free running bogies can be managed with the by-pass fully closed and the loco’s safety valve feathering nicely. However get the feel of the Aster ‘Jumbo’ on the track – I’m sure you will be delighted.
Several have been built up and there appears to be no major problems or vices in the construction process. The usual care is needed to ensure that the right parts are marshalled for assembly but if the instructions and drawings are followed then no mishaps are likely. Compared to the Aster Pannier Tank, I am told that the Aster ‘Jumbo’ is about the same complexity but perhaps more interesting because of the novel axle pump arrangement. A write-up of the kit by Peter Trinder appeared in GardenRail magazine (June 1999).
So there you have it. The Aster Precedent Class 2-4-0 ‘Jumbo’ is a winner. The forthcoming LMS version in fully lined out Crimson Lake is expected in early March and the LMS black version in the summer. This should satisfy our LMS fans too. Keep in mind that the LMS Jumbos were still about in reasonable numbers into the 1930’s so a pairing with early Stanier stock was a possibility – just.
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