LMS2968

There must have been some fat people on that train!

Don't like any of them. The clue is in the title.

4 hours ago, The Johnster said:

Pretty much, though I reckon the high-ups had the low-downs a bit more than some of us liked to think, especially those who’d come up through the ranks…

Yes, there was a difference between things known about, and known about officially.

Only on Sodor!

I'd be surprised if any 5X was repainted to plain black in 1948. The LMS 1946 livery had arrived and was applied to many of these engines. Of course, if they were painted at St Rollox then anything is possible!

One theory, and there is evidence in the videos, is that the drivers realised that they weren't go to stop in time and got the engines into the opposite gear and gave them steam, which is why they accelerated away the way they did. This would also have reduced the impact with the stop blocks. In normal circumstances the loco always wins and doesn't need to be moving particularly fast to relocate or demolish them.

Ray Townsin (The Jubilee 4-6-0s (2006) RCTS Bristol ISBN 090 1115 94 0) 

states: "5.3: WARTIME.

The extreme conditions of wartime with heavy demands for military requirements over the normal workload on a reduced workforce meant that engines were soon being out-shopped in a black livery, or patch painted. As early as June 1940 it had been decided that only the Pacifies and Royal Scots would receive a correct livery in red and all other engines were to be unlined black. This policy soon reflected on the Jubilees and a considerable proportion of the class had duly received a black coat of paint by 1945."

From photos, so not complete, he suggests the following were in plain, i.e. unlined, black: 5572, 5600?, 5603, 5613?, 5623, 5637?, 5664?, 5685, 5697, 5702, 5735?, 5742.

Only in preservation. They are a requirement for today's main line running.

7 hours ago, Steve Hewitt said:

The old carriage drive entrance to the station with the main platforms beyond.

 

 

 

Gloucester Street, which used to run a long way east until someone dropped a great big station on top of it!

You need to remember the rather strange, but logical in its way, Midland operating ethos: any engine of a given power class could work any train within that power class, whether it was nicely run in after overhaul or struggling along just prior to entering Derby works. This meant that for most of their operating lives, engines were working well within their capabilities and this gave rise to the theory that the Midland was also the Royal Society for the Prevention of Cruelty to Small Engines! Realistically, and unless 993 was on its last legs, a 13 ton overload was neither here nor there.

19 hours ago, Compound2632 said:

This all goes to show that the scientific measurement of locomotive behaviour was well-established in the latter part of the 19th century. I wonder when and where indicator diagrams were first taken?

 

D.K. Clark, an eminent loco engineer of the time, writes about the action of steam in the cylinders and describes indicator diagrams and their operation. He mentions his experimental investigations from 1849 and 1850, the results being published in the Proceedings of the Mechanical Engineers in 1852. Dempsey G.D. and Clark D. Kinnear The Victorian Steam Locomotive (Reprint 2015) Pen & Sword Transport ISBN 978 1 47382 323 5

Directions are usually given in travelling direction of the TRAIN rather than the engine, so which way it's pointing doesn't come into it. If the engine is stationary in a yard, though, you would refer to left and right when looking towards the chimney.

9 hours ago, Morello Cherry said:

 

The report says he got out on the 'near side to oil the left auxiliary box' working his way round to the off-side. p.6 of the report.

 

I guess it all boils down to how big the running place is. I don't know what form 446 was in in 1913. In the images of the class 2's I've seen there really doesn't look to be much room around the cab side plates or the splashers. 

Offside and nearside have nothing to do with the driver's position: nearside is the left and adjacent to (most) platform faces; offside is to the right, both as viewed in the direction of running.

There is sufficient room on the running plate for the driver to pass, as happened thousands of times and related on this thread by several contributors, although modern H&S people might quibble. I can't see how Einstein's Theory of Relativity works either but don't doubt that it does.

In those days the running plate was quite a bit wider than the cab and splashers and getting around them from the cab gangway would not have been difficult. I imaging he took the gauge lamp with him to see the way and the oil levels in the oil boxes. By the way, on the Midland the driver stood on the right hand side, not the left. The 'lubtricators' here would have been drip-feed through a syphon and not mechanical; these really arrived only with superheating and not at this date with these engines.  The reverser and regulator would have been set to allow the best performance, in this case with the low steam pressure in mind, and would have been left at that. Injectors could be fussy things and the Midland's were poor; the shame is that they were carried on into LMS days. What driver Caudle did was common practice in those days, and not just on the Midland.

Actually, communication probably was necessary as the actual indication had to be made under known conditions: speed, regulator opening (or steam chest pressure), cut-off, and these as well as the cylinder performance all had to be recorded simultaneously.

1 hour ago, russ p said:

 

Never mind those locos look at the cars! Love the Tara green princess with Dunlop denovo wheels 😍 

I suppose someone had to!

Probably renewed by new litter.

20 minutes ago, Wickham Green too said:

...or could you assume that the diagram for each outside ( or inside ) cylinder would be as close as dammit to its opposite number ??!? 

No. Uneven steam distribution wasn't uncommon. Even if the valves were evenly set for both ends of the cylinder, which they rarely were, especially for a tender engine expected to normally work chimney first, there were other factors such as the reduced piston area of the back of the cylinder caused by the presence of the piston rod and angularity due to the slight forward position of the piston when the connecting rods and crank were at a true ninety degrees.

Yes, there was one set of instruments per cylinder. The rollers at Rugby (and Swindon) measured performance at the wheel rim, not in the cylinders, so if you wanted to know what you were getting out of those, the indicator was the only way.

The measuring process wasn't continuous and triggered only when the people inside the shelters pushed the appropriate buttons.

2 minutes ago, DaveF said:

One day I will get a whole post done with no self made errors - usually they are typos and I find them and correct them before preesing Submit but not always...

You aren't alone. David. I do a lot of writing for various society magazines. I proof read them four or five times and send them when I'm confident all the errors have been eliminated. Then the magazine arrives in print, and there's always at least one!

According to an F.J. Roche drawing, 7'3"+8'3"+5'9".That's all I have.

Not an answer to the question but thought this looked interesting.

2 hours ago, Wickham Green too said:

... and just behind those trees is a dirty great viaduct !

Ah, that'll be down to excessive weathering!

Flooding ahead expected?