Page 18 - March April 2000

RAILROAD REVIEW
alone), and a capsule of smoke oil. The instructions give detailed advice on lubrication of the loco and tender. This should be followed to the letter before operating the model.
The chassis and all the running gear are made of metal. Mounted between the frames is a 5 pole can motor - probably Buhler though I’ve not dismantled it to be entirely sure. It drives both axles, which are prototypically sprung in pillow block bearings. This feature, combined with the weight of the chassis, gives a smooth and powerful mechanism.
A major feature is the operating Stephenson valve gear, along with operating Johnson bar, reach bar and linkage. By moving the Johnson bar in the cab, both valve linkage and valve stroke can be operated. The movements are purely cosmetic, and do not affect the operation of the model. Moving the Johnson bar towards the front of the cab represents forward motion, and vice versa.
The driving wheels are complete with correct pattern balance weights, the coupling and connecting rods have the correct profile complete with greasing points, the piston and piston guides are also fully detailed. The cylinder covers have brass cappings at each end, the cylinder tops are also capped in brass, and the lubrication lines are present. The Stephenson valve gear seen operating when the loco is running, is a joy to behold.
The leading truck is centrally pivoted and sprung. It is fitted with correctly dished solid wheelsets, chemically blackened and with a fine white edge painted on.
The wagon top boiler is a plastic moulding in “Russian Blue”. In the prototype, the colour resulted from using Russian Iron for the boiler, Brass bands fit flush with the boiler, a grey (graphited) smokebox carries beautifully moulded BLW plates with gold lettering picked out to state the loco was built at the Burnham Shops in Philadelphia in 1876, works number being 3972. All this is clearly visible to the unaided eye. Likewise the smokebox door, which opens to reveal the sound system switch, is adorned with an equally beautiful number plate bearing the wording “Baldwin locomotive Works Philadelphia” and the number “87” of the Denver & Rio Grande.
Above the smokebox are two brass brackets that hold the base for the large kerosene headlight, complete with flag holders. The lantern is fitted with a white LED which operates in both directions of travel. Smokebox stays are fitted to the front part of the loco frame, this time with correct nut and bolt fittings modelled, unlike previous models where the stays just slot into holes in the pilot beam. On this model the pilot is part of the loco frame proper and the cowcatcher is hung correctly on the front. A link and pin coupler, and two more pilot beam flag holders, complete the front end.
Atop the boiler is a large stack with spark arrester, a turned brass bell and frame, complete with operating clapper worked by a rope pull to the cab, and a sand box with correct piping passing through the footplate and curved correctly against the leading drivers. The large steam dome has turned brass safety valves and a whistle whose operating lever passes through the cab roof. Both the sand box and steam dome feature
PRODUCT REVIEW by Geoff Meek
Bachmann Baldwin Narrow Gauge 4-4-0 in G Scale
For the third time, Bachmann have scooped the market with an outstanding product for G scale enthusiasts. In late 1998 there was news that the next Bachmann G scale locomotive would be a generic outside-framed 2-8-0. I greatly looked froward to seeing this and in the Caboose Hobbies advert. There was even a line drawing of the proposed model, showing a definite affinity to the D&RGW. Then the advert. vanished as quickly as it had appeared, and there was no further news.
Then about the middle of last year, another advert appeared in the American modelling press, heralding the arrival of a Baldwin centennial 4-4-0 in G scale, by Bachmann. A computer generated picture showed little of what was to materialise. My first opinion was that Bachmann should have stayed with the 2- 8-0, and the incident passed without further thought. Then in December last year, at our local G scale meeting, a trader turned up with two of the models. I’m afraid that once seen I was hooked. One was finished in the Denver & Rio Grande colours, with Russian Iron boiler complete with brass fittings, and a black tender. The other was done out in Pacific Coast dark red with gold striping. Both were very tempting but the D&RG it had to be!
The model is to the correct scale for 3 foot gauge 1:20.3 (15mm to the foot) of a BLW catalogue design Class 8-18c 4-4-0. It represents the appropriately named “American Type 4-4-0” which were built in great numbers, about 25000, from about 1850 until the 1880’s, when something larger was needed. For most of the second half of the nineteenth century this single type of locomotive dominated railroad operation in the USA. The design was only marginally varied, the main differences being in gauge, livery and details.
The most significant development introduced on these engines was the Stephenson’s Link motion, which permitted the expansive use of steam. This replaced the “gab or hook” reversing gear then in use, which permitted only “full forward” or “full backward” positions. Another major feature of this design was the provision of adequate space between
the cylinders and driving wheels, reducing the maximum angularity of the connecting rods, and hence the up and down forces on the slide bars.
A long wheelbase leading truck allowed the cylinders to be horizontal and still clear the wheels. This allowed direct attachment to the bar frames, which raised/inclined cylinders did not. By the late 1850’s, the lead truck was being given side movement, and the three point compensated spring suspension system gave the locomotive excellent tracking qualities. Speeds on the rough trackwork of the time were not high, averaging about 25 mph. The maximum was in the order of 40- 45mph. The 4-4-0 wheel arrangement produced a very stable engine.
The narrow gauge railways used this type, including the D&RG. Earliest types lacked loco brakes - even a steam brake was regarded as a luxury on early models. At first, decoration was lavish, plenty of polished brass, varnished wooden cabs and a variety of smoke arresting stacks. In those days one didn’t need to be a great engineer steeped in the theory of design. It was rather like ordering a car today - one filled out a form specifying which options were required, and very soon an adequate and reliable machine was forthcoming from the manufacturer.
The particular prototype of this model was one of a pair built by BLW for the Centennial International Exhibition held in Philadelphia in 1876.
They were placed in service on May 13th 1876 and ran throughout the exhibition for a period of 156 days. Each loco averaged 16 trips a day, covering approx. 56 miles. The trains made about 160 stops daily to load and unload passengers. The Westinghouse air brake fitted enabled the equipment to handle these numerous stops. The stations on the exhibition grounds were very close together.
The Model:
Before anything else is said, Bachmann must be complimented on the packing, a rigid foam interior with various blocks ensuring security in transit. Packed with the loco are the following items: comprehensive instruction booklet, cab armrests, 4 flag-holders (one either side of the large kerosene headlight and one each side of the pilot), two crew figures (as on other Bachmann locos these are best left
18 ROUNDHOUSE