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Everything posted by Titan

  1. I am actually rather surprised at the solutions that have been shown for dual gauge turntables. My local model engineering society had a neat solution for it's 5 inch / 7 1/4 inch turntable that was something like this if you will excuse the quick paint job: The broad gauge rails were continuous, and the check rails ensured that the narrow - or standard gauge wheels took the right route. No messing with any extra rails outside the turn table, no moving parts on the turntable and no matter which way you turned it the rails would line up. It worked well and I am surprised that it was not based on full size practice.
  2. I understand that in this case the leading engine was shut down, and it was the trailing bogie only that was powered. If the leading engine was working properly, she would have been able to move the train easily, and the driver would not have been tempted to keep giving it more power. As an aside that was one big advantage a Deltic had over twin engined diesel hydraulics - with the Deltic on one engine not only are both bogies still powered, but the same maximum tractive effort is still achievable so that unlike a Western if one engine fails it will still be able to haul the train to its destination without getting stuck on a hill, albeit at a lower speed.
  3. The cab speedo would be driven by the leading bogie, so would have shown 0mph no matter how fast the rear bogie was slipping. However no excuse - when the engine is screaming and you are even moving backwards that is a pretty big clue that keeping the controller at full power might not be helping matters....
  4. You have to remember that heating load was dependent on the length of train and the weather conditions. A six coach train in cool, but not cold conditions would quite likely only need double digit horsepower to heat it. The Class 31's had a high ETH index - much higher than required for any service train that they might operate, because the intended use was for pre heating/cooling of rakes of air conditioned empty coaching stock en-route to Kings Cross, where they could be heating 13 vehicles from cold in sub zero temperatures, which would require in excess of 300bhp. Just as well it was mostly downhill! Whenever a 31 would be hauling a sensible sized train for a type 2, the ETH requirement would probably be about half of that, even in frosty weather.
  5. I think people are a bit harsh on the 31's, they are just type 2s used for type 3 work, just imagine how it would be if they tried it with any other type 2!
  6. I think it may be immediately after a disused lock - you often get bridges placed right after the lock gates. When the chamber is empty and the water level has fallen to the lower level there is enough headroom to pass under. It does look like there may be some stop boards that are keeping the level up in the absence of the bottom gates.
  7. Think a failed 47+train might be a little over it's maximum permitted tail load.
  8. I suppose it is all a question of scale, it is about three miles from Liverpool St to Paddington, so by that definition all stations on the circle line and the underground contained within would be close together, no matter how far apart they are.
  9. Ok so i don't think it ever happened, which is a pity. But I can't help thinking that with the 6.25kV capability of the class it would have been worthwhile building an extra 20 or so class 86's and transferring the entire class 81 fleet to the GE in the sixties. All services could then be Electric as far as Colchester, eliminating fumes from Liverpool Street. Not only that but they would flatten Brentwood Bank, as well as being able to take full advantage of the 100mph undulating section between Chelmsford and Colchester, which at the time only the Class 309 could make use of. It would also have the advantage of eliminating a class from the WCML, simplifying maintenance and spares requirements there. They would have cost far less to run than Class 47's although of course some would still be required for the Colchester-Norwich section as well as freight. Infrastructure changes would have been minimal, if any - probably servicing the class at either Ilford or Colchester to avoid having to put wires into Stratford. I wonder if it was ever considered?
  10. "NO2 levels on the two-year-old bi-mode Hitachi trains peaked at more than 13 times the average recorded on the traffic-clogged Marylebone Road" So nowhere near a fair comparison, how does it look when peak is compared to peak, or average compared to average?
  11. It was there when I posted, but I suppose that was nearly 8 years ago!
  12. I think the reverse blue grey was used to differentiate special trains that were not to be associated with normal trains, hence why Pullmans got it too.
  13. Gosh, this is the premise for the first exhibition layout I attempted. Got as far as building baseboards and laying tracks. Rolling stock consisted of eight minitrix side tipping hoppers, an Atlas diesel, and a white metal Large Quarry Hunslet on an Ibertran chassis. I had the minitrix unloading ramp so you could actually tip the hoppers into the standard gauge wagons below. I sold it on and wondered if anything ever became of it...
  14. In fact it is usually the reason why I edit my posts. For some reason there always seems to be a typo, spelling mistake or grammatical error that for some reason I can only see once I have posted it...
  15. In fact an amusing story concerning the above, A Tanning salon discovered that one of their competitors had been lazy and just copied their website - basically just changing the colour scheme and text etc. All the photos were the same, but instead of copies, they were embedded links. So he re-uploaded his photos with new URLs and redirected his website to them, but did not stop at that. He uploaded different photos to the previous URLs. Needless to say instead of gorgeous models, they were pictures of shall we say aesthetically challenged people with the worst tanning problems you could imagine. And because the competitors "windows" were still looking in the same place, the place that was now occupied with these alternative pictures, their whole website was now showing these pictures instead. The competitors did not seem to check their website much, because apparently it was showing these alternative pictures for several weeks!
  16. I don't think people understand how this works. When a picture is automatically embedded, it is not a copy of the picture, and no copy of the picture is saved here or anywhere else. Hence no copy has been made to breach copyright. It is like a window that you look through to see the original. If the owner deletes or moves the original, then the picture will no longer appear here, as the window will be looking at something that is no longer there.
  17. Indeed, and it would largely negate the benefit of a large engine if for half the time it was doing the work of one small one, either because it was first in line and they needed a small engine for that train, or there was a small engine in front that could not manage by itself. It really only works if most trains need more than one small banker, and you replace all banking engines with large ones. If all the bankers on the Lickey had been replaced by 9F's on a two for one basis perhaps there could have been some significant cost savings.
  18. I do wonder judging by how many seemed to be just a couple of inches too tall, is whether that is the first time the drivers had gone that empty or lightly loaded, and every other time they had gone that way it had fitted without problem... My Dad made that mistake with a minibus a long time ago. Drove into a car park fully loaded with a height restriction - it was an open car park not a multi story and the restriction was just there to stop lorries parking in it. He carefully checked on the way in and was just clear, unloaded everybody and scraped the rear of the roof on the way out! Not much harm done, just a few scratches, but he was a bit annoyed with himself for being caught out like that!
  19. One of the problems with big banking engines mixed with small ones, and this seemed to affect all of them, was there would be a single siding for banking engines. If a train needed two O4's and the Garrett was second in line behind one O4, then rather than doing some extra shunting to let the Garrett out, they would just use the O4 and Garrett instead. I expect that most, if not all of the photos showing Big Bertha/9F/Garrett not working alone the larger engine is pushing the smaller one, because the shunt to get it out of the way was just too inconvenient.
  20. Pedant mode on... Class 26 was equivalent to class 24, class 27 was equivalent to class 25.
  21. It probably helps that they are 3 cylinder too - more even application of force means higher average tractive effort can be applied before the wheels break free and slip.
  22. I think it is quite possible, the F rating would take into account tractive effort, so a locomotive with a smaller boiler, but high tractive effort could get a higher F rating than one with a larger boiler but lower tractive effort. Therefore a loco with a lower F rating, but larger boiler can haul a fast freight at higher speed than a high F rated, but smaller boilered locomotive. A Britannia can haul a 60mph fitted freight much faster than an 8F for example.
  23. Precisely. It was more about power rather than tractive effort. I suspect a single 33 might have been slower than a 9F!
  24. It sounds like a struggle to move the train fast enough rather than struggling to move it. I suspect that the train weight was well within the tractive effort of what other locos could handle let alone a 9F, and then boiler capacity rather than tractive effort becomes the limiting factor. So a loco that can boil water faster than the 9F will be able to haul the train faster up stoke bank. I have a feeling that prior to the Thirsk incident the max permitted speed of the train was 60mph, and it may have needed to be tightly timed so as not to delay other traffic on the ECML. When it went to Diesel haulage I believe it was diagrammed for 2 x Class 33 as far as York, despite one class 33 being capable of moving the train by itself - and often did due to locomotive shortages.
  25. Ok, perhaps I should have said that the relief lines were built to standard gauge, just before broad gauge was abolished... Nice picture by the way.
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