Gibbo675

Mr Goldfish, I had heard, from a dubious source, that electricity was actually known as clockwork back in the days when his hand tinted avatar photo was taken. How cheeky ?!?! Gibbo.

Hi Tim, That really does need to be on the "Ebay Madness" thread. Gibbo.

Hi Brit 15, Tha's frum jus' darn frum't cut ut Nuo Lawrne, 'tuther sarde o' Boscurgh frum't Wigin. The above vernacular explains why my Wiganese is not quite to the standard of ones own. I did however used to occasionally get to ride the 103 / 105 Hybrid back form Preston on the top line when attending college there in the late 1980's. Gibbo.

Hi Brit 15, What about a good old baby's 'ead ? Gibbo.

Hi Alan, The slide-bars make all the difference to the chassis and that is not to ignore the work on the superstructure ! Gibbo.

Hi Chaps, All this talk of great big 2-8-2's and such, along with what they may be able to haul and at what sort of elevated speeds they may be able to work at seems to somewhat miss the fact that most of the goods wagons were not fitted with continuous brakes, and also that most of those that were did not have D-A valves. It would seem that a lot of metal spaghetti would be created due to such a locomotive's inability to stop the trains that they would be able to not only start but also haul at elevated speeds. My experience of working vacuum brakes and how delayed the action of them is was on the footplate of 46229 while approaching Tebay on the up line. With the speedo needle just under 85 mph we sighted a double yellow, the brake was applied and with the vacuum gauge reading zero it took a good fifteen seconds to feel a full bite from the brakes and to observe the speedo needle to start to fall rather than rise. In that time we would have travelled about 3/8 of a mile. Granted, goods trains tended not to descend Shap Bank at 85 mph but I feel it illustrates the point. We need to look at locomotives that are provided with air brakes and fully fitted goods wagons to suit. I am of the firm knowledge that the most important control upon the footplate was the brake handle ! I am of course guilty of this sort of nonsense with my great big BR Non-Standard Mallet and Kitson-Meyer types that I have previously posted. Gibbo.

Hi Clive, What about a Wigan kebab ? Gibbo.

Hi Stubby, Despite not being from Wigan, I live in hope that the occluded face of the kiosk hoarding says, "PIES !!!!" Gibbo.

Hi Clive, I am highly amused b the word "sarnies" on the kiosk. Gibbo.

Hi Chaps, In reply to Alpha; Having driven various GWR locomotives I can say that they are very sure footed upon starting, I would attribute this to the fact that GWR locomotives have relatively small regulator valves compared with post Chapelon designed locomotive such as the larger pacific types especially of the LNER and the Bullieds, and also that GWR locomotives have much smaller steam circuits and should a driver sense a slip developing he may shut the rgulator before it starts and the slip will not take place. With post Chapelon types of pacifics, the driver may feel the slip developing and shut the regulator, but due to the considerably larger amount of steam within the steam circuit to locomotive may still slip even with the regulator shut, continuing to do so until all of the steam is used up. In reply to RLBH; The issue with GWR locomotives and the use of best Welsh coal is that the boilers were designed with that type of fuel and in mind and were proportioned and draughted accordingly. The coal that GWR locomotives were designed to burn is a semi anthracitic type of coal that is high in fixed carbons and low in free carbons, this requires a sharper blast as the chimney and a greater use of primary air over secondary air to get the coal to burn efficiently. This is why GWR locomotive run best with a relatively thick fire with the fire hole doors either only slightly open or shut. By comparison an LMS, LNER or BR Stds were designed to burn bituminous grades of coal that contained a lot of free carbons and therefore generally run a thinner fire having boilers that have fire hole doors arranged to admit more secondary air and are also draughted with less of a sharp blast at the chimney for any given cut off. Any questions just ask, Gibbo.

Dear Rodent, I am extremely sorry that you have deliberately chosen to become part of the growing faction of society that actually wishes to be offended by voluntarily placing themselves into a category that I did not in any way label you with. This is especially tragic for you have informed us all that you are fully conversant with both the imperial and the metric systems of linear measurement as you have you have actually indicated in the above post. Without prejudice, and may I suggest that the following is only for you should you choose it to be, I feel that anyone that deliberately searches out offence really ought to reconsider their own self esteem. May I also add as a general point, should I have actually wished to offend anyone directly and in person, which should any one wish to review the context of what I have written will plainly see I have not done so, we will all know for sure my intention, and that I would expect to be immediately and permanently banned fro RMWeb so fast that it is not even funny. Gibbo.

Hi Johnster, When dealing in scientific matters it is best to employ scientific method, as does the chap in the following video. I would shake hands upon his facts, all of which are mathematically proven. "Man is the measure of all things." Protagoras In an attempt to educate while remaining some what on topic here is another of my creations, a GWR one to keep Mr Johnster happy ! Gibbo.

Hi Martyn, If the print goes ahead you could have one or two of those instead of doing the cut and shut that I have done. The main reason for the cut and shut is as additional information along with the drawings for a chap that does the 3d print construction files. Progress, when made, will be posted for critical analysis. Gibbo.

Hi Clive, The image of the above video has reminded me of this by Mr O'Briain; I take it that it is the music that distracts you ? Gibbo.

Hi Folks, Not much modelling work but plenty of drawing has been done despite being inconvenienced by a full week of work disrupting my life ! I have been developing a drawing of the CSV / CSA Fly Ash Presflo Tank for a feasibility into whether a print is a worth while project. The dimensions have been worked out using the Dapol C040 Presflo kit and the known wheel base of the CSV / CSA wagon types. The photographs upon Paul Bartlett's site have also been useful for working out details by scaling various details as seen in various images and taking averages. The drawing may not therefore be absolutely accurate but it does so far look right on paper, also that my cut and shut test model looks right despite being 2.5mm too long I have so far drawn a general arrangement, a detail of a "W" iron and axle-box, along with a pipe and rod drawing. Certain details have been left off the GA so that it does not become too complicated, for instance the brake gear and filler cap clamping and neck ring compensator details. The ladder and walk ways have not been drawn for they will be brass etchings as with the Cartic-4 should I ever pull my finger out and find a supplier to produce them . Not the best photographs, but here are the drawings: General Arrangement drawing. "W" Iron and Axle Box drawing. Pipe and Rod drawing, Gibbo.

Hi Jeff, May I bolster what you say; To find out about the truth of the matter it is always best to look toward the philosophers in this life, especially when certain philosophers were also great scientists, actually say upon the matter. Rather unfortunately the cult that is scientific materialism has destroyed the bond between philosophy and science that existed before the time of Newton and Liebnitz t the point Tesla was ridiculed for some of what he said. Sexagesimal number systems are in tune with the harmonics of the Earth and as such work properly as number systems, as Jeff points out ten does not dive easily for it is not a harmonic number. Tesla was aware of this and developed a base 12 harmonic mathematical system which if applied to the periodic table of elements (the Earth) shews some very interesting results. As I have previously stated, the metric system is designed for thickies that cannot count. "There is no memory or retentive faculty based upon lasting impression. What we designate as memory is but increased responsiveness to repeated stimuli." Nikola Tesla. "I hold that the mark of a genuine idea is that is possibility can be proved either by a priori by conceiving its cause or reason, or by posteriori when experience tells us that it is in fact in nature." Gottfried Liebnitz. "A man may imagine things that are false but he can only understand things that are true, for if the things be false, the apprehension of them is not understanding." Isaac Newton. "It is not for me to prove what I know to be true but for you to shew what I have said to be false." Gibbo.

Hi Clive, Not so much driving the track as yourself crackers ? Gibbo.

Hi Mark, Because dependant upon the type of regulator fitted, opening the regulator may cause it to not seat correctly upon closing after the steam had been blown down and then the boiler would not be able to hold a vacuum for sufficiently long to allow the plug tho be exchanged. Not forgetting that should a locomotive be under the attention of fitters it would already be screwed down and scotched in both directions, and carrying either red flags or not to be moved boards. Gibbo.

Interesting info there, I was once involved with the re-machining of the valves and seats of Seventy One Million, Duke of Gloucester and most of the problem was due to cavitation corrosion because of water between the faces when stored out of steam between jobs. It is also the same reason that Malesco poppet valve regulators must be left in the open position when stored out of steam, these have stainless valve spindles set into cast iron faces. See below photo for a return to subject to those that don't like things to go too far off topic ! Gibbo.

Hi Compound, Here is what you do with leaking fusible plugs; Draw or drop the fire. Check size of plug that is leaking, the sizing number is stamped into head of plug. Open injector steam valves to allow steam pressure to fall to zero. Shut injector steam valves and make all other valves are firmly shut. Connect cold water hose to injector overflow and start to fill boiler, this causes the steam to condense and create a vacuum above the hot water. When the pressure gauge needle is suitably below zero make a secondary check by opening a gauge glass blow-down cock to see if the bubbles travel up the glass instead of the more usual downward direction. This shows that air is being drawn into the boiler rather than water either being draining or being forced out by pressure. With the replacement fusible plug at the ready, undo the fusible plug with the box key and quickly remove with a gloved hand and put the new plug in as fast as you are able. Tighten up the fusible plug with the box key. Job done. If you drop the plug or cross thread it, get out of the fire box as fast as you can ideally before the vacuum is destroyed and the hot water starts to boil for other wise water will be forced out of the plug hole and flash off to steam. This job is best done by two men although should you drop the new plug it is even more fun trying to escape the firebox ! Gibbo.

Hi 62613, You are correct in what you say, the increase in heat energy does indeed remove the suspended water droplets, as small as they are, but the lubrication problems generally arise form the dryness of the steam. Saturate steam does to some extent lubricate but at the elevated temperatures involved with high super-heat it does not and so the oils used must not fry off and carburise upon the metallic surfaces. Carburised oil deposits cause trouble with valve rings sticking in their grooves often causing them to break as they are not free to expand and contract as the should. Erosion of valve faces due to cavitation corrosion is generally due to lack of oil upon metallic surfaces when the locomotive is either cooling or warming up. This is usually due to some sort of lubrication failure, the two most common being lack of oil supplied or incorrect grade of oil for the specified duty. Gibbo.

Hi Corbs, If you put a bell on It would it be a Dingly-Dell ? Perhaps best that I am ignored with this particular post. Gibbo.

The plug is to removed and replaced, think of your PVT graphs, cold water and the injector overflow pipe. I've done it upon two occasions. Gibbo.

Why do railway modelers take such a pedantic view of life, did none of you spot that what I wrote was a mickey take ? Why is science taken as the "new religion" that may not be questioned by heretics such as myself ? Now here is a question for you all to see if you can answer; How, when a locomotive comes into light steam, 5 psi or less, would you go about changing a leaking fusible plug, bearing in mind that the water level is and will remain above the top of the crown sheet without letting any of the water out of the boiler ? All in good sport, Gibbo.

What is wrong with British Thermal Units ??? Base ten metric units are for thickies that can't count !!!