Roundhouse L&M 2-6-4
The Roundhouse Leek and Manifold 2-6-4 model can be supplied in various liveries as is their usual manner. This one was supplied in L&M LR. original brown, and has been lined out to the original pattern by Lightlines. The finish is perhaps a little too shiny for the purist, but could easily be dulled with a light coat of matt/eggshell lacquer. This is my first Roundhouse loco, probably not my last. It is supplied with both sets of name plates and numbers, but they are completely painted.
The first run proved that it was able to negotiate 4ft radius curves (my ruling radius on 45mm G.) quite adequately running `light engine`. Roundhouse claim it will manage down to 3ft, but more of that later. It ran well straight from the box, with no apparent tight spots or fussiness. The burner was able to be turned right back, once pressure was raised, until it was virtually silent; a very welcome point after several other locos with burners that only roar, or go out. The gas tank also seems a good size though I did not apply any timed test, it must have run for more than 15 mins during my test. A small criticism here would be that I could not fill the tank with the dummy coal fitted, as the tank valve is at a slight angle, not aligning correctly with the hole, and will not seal to the filling tube. The dummy coal is a good fit in the bunker and is not that easy to remove. I have yet to investigate this further. The boiler is quite large and appears to holds a fair amount of water, good for long runs. W.P. is 40 p.s.i. and whilst less than I am used to, seems adequate.
My railway is a balloon loop, with the necessity to `run round` each lap, at the terminus, this means that I need quick uncoupling, and preferably automatic, re-coupling. To that end I prefer Accucraft standard chopper couplings, handy as I have a lot of Accucraft stock. I looked at fitting these and found that it would be a simple job to remove the R/H ones and replace with Accu. Just by the simple expedient of filing a small flat down the length of a few 8BA bolts so they would pass through the drag beam without the need for further modification. This modification was then tested with only a W&L brake van behind. It successfully negotiated a couple of sets of points on exiting the terminus, but came to grief on the first full 4ft rad reverse curve. On checking, it could be seen that the coupling buffing plate actually swung over and clear of the outside rail, a situation that would be difficult for any sort of coupling, other than a longish chain. The original R/H coupling is pivoted under the rear of the loco and probably doesn`t suffer in the same way, and it is designed to use chain, which for the reasons explained I prefer not to use. The loco was then turned round and tried bunker first and the derailment problem doesn`t occur (at 4ft rad). So this is all down to the large rear overhang of the prototype. I thought about fixing the Accu coupling to the R/H one but that would leave a very large gap between loco and stock, so my current solution is some 2.4mm brass wire bent into a “U” shape with the ends threaded 8 B.A. and filed with a flat as before, and fitted to the full width of the original slot. There is another option for the very skilled and that would be to make up a coupling with similar fitment to the R/H one, but with their choice of coupling added. That would allow roughly the same swing as the R/H one. I estimate that my original mod would be fine for curves of 4ft 6in. and above.
Later test.
The early runs had shown up several parts of my track that needed attention, so these were attended to before a repeat performance was given. The loco was then given a train of 10 axles (5 waggons) and coped well with the load and particularly up the heavy grade (15m of 1:40), could be heard to chuff quite clearly. Chuffers are available for it, but my thoughts are that it would very much down to personnal choice and perhaps the lay of the track whether one was needed. It kept pressure well on a very low flame, though slightly higher than the previous test, due to the extra weight. Again no accurate timing was undertaken but water and gas seemed to give out at about the same time (at least 20 mins). As yet it hasn`t been tried for maximum pulling ability, but 20 axles, maybe a few more, seems likely on my track.
Conclusion
A large impressive looking loco, which is a fair representation of the prototype, though not seemingly of any particular period in their service, having the later bunker extension, and other minor differences from different periods. It runs well straight from the box, and is unfussy in service, easily controllable, with a good length of run. The biggest thing to be aware of is the very large swing of the rear end of the chassis due to the wheel arrangement. If your railway can cope with that couplings and clearance wise, then it is a good buy. The other addition I have made is a wooden storage box.
1st modified rear coupling.
2nd modified rear coupling.
Modified front coupling.
The Roundhouse Leek and Manifold 2-6-4 model can be supplied in various liveries as is their usual manner. This one was supplied in L&M LR. original brown, and has been lined out to the original pattern by Lightlines. The finish is perhaps a little too shiny for the purist, but could easily be dulled with a light coat of matt/eggshell lacquer. This is my first Roundhouse loco, probably not my last. It is supplied with both sets of name plates and numbers, but they are completely painted.
The first run proved that it was able to negotiate 4ft radius curves (my ruling radius on 45mm G.) quite adequately running `light engine`. Roundhouse claim it will manage down to 3ft, but more of that later. It ran well straight from the box, with no apparent tight spots or fussiness. The burner was able to be turned right back, once pressure was raised, until it was virtually silent; a very welcome point after several other locos with burners that only roar, or go out. The gas tank also seems a good size though I did not apply any timed test, it must have run for more than 15 mins during my test. A small criticism here would be that I could not fill the tank with the dummy coal fitted, as the tank valve is at a slight angle, not aligning correctly with the hole, and will not seal to the filling tube. The dummy coal is a good fit in the bunker and is not that easy to remove. I have yet to investigate this further. The boiler is quite large and appears to holds a fair amount of water, good for long runs. W.P. is 40 p.s.i. and whilst less than I am used to, seems adequate.
My railway is a balloon loop, with the necessity to `run round` each lap, at the terminus, this means that I need quick uncoupling, and preferably automatic, re-coupling. To that end I prefer Accucraft standard chopper couplings, handy as I have a lot of Accucraft stock. I looked at fitting these and found that it would be a simple job to remove the R/H ones and replace with Accu. Just by the simple expedient of filing a small flat down the length of a few 8BA bolts so they would pass through the drag beam without the need for further modification. This modification was then tested with only a W&L brake van behind. It successfully negotiated a couple of sets of points on exiting the terminus, but came to grief on the first full 4ft rad reverse curve. On checking, it could be seen that the coupling buffing plate actually swung over and clear of the outside rail, a situation that would be difficult for any sort of coupling, other than a longish chain. The original R/H coupling is pivoted under the rear of the loco and probably doesn`t suffer in the same way, and it is designed to use chain, which for the reasons explained I prefer not to use. The loco was then turned round and tried bunker first and the derailment problem doesn`t occur (at 4ft rad). So this is all down to the large rear overhang of the prototype. I thought about fixing the Accu coupling to the R/H one but that would leave a very large gap between loco and stock, so my current solution is some 2.4mm brass wire bent into a “U” shape with the ends threaded 8 B.A. and filed with a flat as before, and fitted to the full width of the original slot. There is another option for the very skilled and that would be to make up a coupling with similar fitment to the R/H one, but with their choice of coupling added. That would allow roughly the same swing as the R/H one. I estimate that my original mod would be fine for curves of 4ft 6in. and above.
Later test.
The early runs had shown up several parts of my track that needed attention, so these were attended to before a repeat performance was given. The loco was then given a train of 10 axles (5 waggons) and coped well with the load and particularly up the heavy grade (15m of 1:40), could be heard to chuff quite clearly. Chuffers are available for it, but my thoughts are that it would very much down to personnal choice and perhaps the lay of the track whether one was needed. It kept pressure well on a very low flame, though slightly higher than the previous test, due to the extra weight. Again no accurate timing was undertaken but water and gas seemed to give out at about the same time (at least 20 mins). As yet it hasn`t been tried for maximum pulling ability, but 20 axles, maybe a few more, seems likely on my track.
Conclusion
A large impressive looking loco, which is a fair representation of the prototype, though not seemingly of any particular period in their service, having the later bunker extension, and other minor differences from different periods. It runs well straight from the box, and is unfussy in service, easily controllable, with a good length of run. The biggest thing to be aware of is the very large swing of the rear end of the chassis due to the wheel arrangement. If your railway can cope with that couplings and clearance wise, then it is a good buy. The other addition I have made is a wooden storage box.
1st modified rear coupling.
2nd modified rear coupling.
Modified front coupling.
Last edited:
