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Niels

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Everything posted by Niels

  1. How will it look with 5 feet drivers and 16 inch cylinders? If a two-cylinder Saint with 80 inch drivers can do 100 so this is limited to 75 with 60 inch drivers. Fast enough for Wales.
  2. If You can afford it ,it has already done.Photoshop Coppercap Click Picture for enlargement.Once ,wait ,Once more.
  3. Let me try. A Castle has two 406mm dia outside cylinders sitting 2184mm appart. Mr Garbe in Germany designed a 2-6-0( P6) with full Krauss- Helmholtz front truck and two outside cylinders sitting 2080mm apart. Prussian P6 That means a 2-6-4 with Castle wheels and cylinder dimensions could run the same routes as a normal Castle. It could even have 508mm outside cylinders and one inside with 762mm strokes and have more tractive effort than a King.And at lower pressure if wheels were 6 feet diameter
  4. It could also be a fourcylinder simple copy of Goelsdorf 310.Would solve the UK loading gauge problems allowing a Krauss Helmholtz up front.
  5. Inside cylinders with mostly outside valve gear pulled worlds fastest commercial steam train in Belgium. https://www.altaplana.be/en/dictionary/12.004 GWR surpassed everybody in crazyness,building fourcylinder locomotives with two inside valve-gears in 1950. GWR also sired a lot of exotic/expensive boilers with corners and tapers everywhere and never proven superior to anything. But Your evaluation of Chapelon will be true in all eternity. Lovely
  6. The italians tried to improve performance. A4,MN ,BoB&WC used tinplate to hide lousy engineering (valve drive).
  7. The picture was meant to show that Caprotti on Q1 was possible and would have been more user friendly. Franco Crosti was ugly everywhere.
  8. Two extra balance rods. Benefit is very much less uncomfort and destruction of crew,locomotive,train and permanent way. A K1 can then do anything better than a B1 and is 10 tons lower mass and cost.
  9. There are pictures in a Q1 book ISBN 0954485912 page 16 and 17? Caprotti then? Italian inside Caprotti or Stephenson Outside Stephenson or Walschaerts Waelschaerts outside to inside
  10. It is not a poppet valve gear but four low-mass piston valves per cylinder. Try to find the drawing in first link. Cossart balance rod
  11. Even better I think. On the outside cylindered 141TC they had to put a low mass (lots of holes) reverse rod to one end of the vertical crank that guides the heavy balancing rod. On inside cylindered engines the normal practice is to have inside-crank throw and outside coupling pin opposite.. I cannot claim to understand the Cossart valve gear and will love to see a describtion (in french if need be). The gear was not changed or altered from 1933 to 1970 and the 141TCs stopped and started an awfull lot of times
  12. Bulleids Q1s have always fascinated me and I think they could have been improved and been best british 0-6-0 if they were not already. Bulleid went to France around 1936 to meet Chapelon and the Nord Pacific became ill somewhere north of Paris. Locomoive exchanged and the very fast schedule kept. He went forward to see the wonder engine and was impressed and very surprised It was a surburban tank Nord 141TC that had Cossart valve gear that also acted as reciprocating balance for the steam pistons. If the Q1 had had this valve gear it would have been balanced 100% fore and aft and yawing or nosing. Worlds safest and fastest inside cylindered 0-6-0. And a little easier to maintain as all valvery can be reached from outside. No eccentrics on crank and thus more robust. Nord 141 TC page 211 141 model
  13. A three cylinder compound based on 9f parts would have been a fitting finale
  14. A simple modification for all inside 0-6-0 locomotives can be to put balancing rods on the driver outside pins. We balance ca 50% up and down as usual with counterweigths in the wheels and the rest in the rods and that will also cancel the swaying or yawing movements. The Southern Q1 with 4 feet drivers and wide firebox can run and track better at speed if it had been made that way. Bulleid knew this locomotve pre WW2 as inspiration. Nord 141-T
  15. Not quite. The german 2-8-2 s were all outlived by 2-10-0s The last SNCF steam haul was done by a WW1 2-8-0 and the americans went for 2-8-4 and 2-10-4s
  16. It will be possible to move the shown single 18 inch outside high pressure cylinder ca 200mm forward and we can then allow first driver set 25mm sideway freedom. Krauss Helmhotz/Zara tracks as well as best boggie. The single 27 inch low pressure cylinder between frames can be moved a little rearwards if neccesary for max axle load.It can eventually be of the kind Stumpf as tested by Raven my hero. The wide box boiler can be placed 25-50mm of centre to compensate for removed cylinder. What livery? It can do the work of most Pacifics and mineral 2-8-0s?
  17. Where in UK is 5 times 15.5 tons adhession and flangeless driver better than 4 times 17.5 and a Zara truck up front? This wonder could better all B1,Black fives and clans and Britaniasas well And be 10% more frugal and pleasant to man if built as Two cylinder compound with External balance ding
  18. Big diesels and natural gas engines are plus 50 today. I have ordered Wild Swan Horwich moguls and look forward to scheme an up to date imaginary version. Two cylinder compound and low pressure exhaust via Stumpf ports like my hero Raven tried twice. I have also ordered the Stanier three cylinder 2-6-4 book to see how much space between frames where my low pressure with Stumpf ports shall be. It seems all locomotive classes deserve a monograph and if I may suggest the next, it migth as well be the S3/B16 from NER/LNER in all three variants to grade Raven,Gresley and Thompson.
  19. It gets worse. The air has to be very clean and efficiency of fuel cells can be roughly 60% on very low power. Or more or less as modern IC engines. When fuel cells are stressed efficiency sinks rapidly. Solution is to collect the oxygen as well as hydrogen from the pyrolisis process,refine both fractions and feed a fuel cell. Not for my money please
  20. When a disconnected driver goes out of step(it does) balance will be a disaster
  21. True I had it mixed up with water release valves that were different on low and high pressure cylinders. Danish P class atlantics and PR and E classes of Pacifics had safety valves on receiver and combined blow-out and safetyvalves that limited max pressure in low pressure cylinders. The biggest locomotive cylinder in Europe was the 900mm dia700mm stroke low-pressure cylinder on the Bulgarian 0-12-0 of class 40 and they had max receiver pressure safety valve as well.
  22. Not quite so heavy as the low pressure cylinder hopefully never see so high pressure or temperature as the high pessure one.
  23. The driver diameter is not really important if You do some balancing being either three or four cylinders or have strange connecting rod alikes as on the two cylindered Nord141 tank . Simple two-cylinder locomotives doing more than 5 rounds per second selfdestruct as forseen by my hero mr Raven more than a century ago. There was a lot of worry with the dragbox design of Britanias and class fives used on fast trains,proving Raven was rigth. Axlebox type and lubrication in the fifties and sixties was not the issue.
  24. Interesting problem. A King with a single outside high pressure 22 times 30 inch cylinder driving first driver axle inside coupling rods and sitting up front aside the low pressure of33 inch bore where standard Kings have two inside cylinders, can yield 40000 lbs tractive effort and be measurably more frugal. How tight line curvature before outside front cylinder collides with rest of world? Cylinder axis can be 3feet 1.5 inch from midplane. Mr Riddles ,as pensioner, thougth most locomotives should have had five feet wheels and wide fireboxes according to Steam World issue 144 page 23
  25. You are rigth. That means the concept of a 2-6-0 as two cylinder compound with a single outside 21 inch cylinder could only muster a tractive effort of 36000 lbs where Kings had 40000 using same formula and fudge factors..
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