avonside1563

I tried to source a new red aspect for a handlamp, found one but it wasn't the right thickness or height. There are so many different types of lamp it won't be easy. I will ask a friend who works with all sorts of lighting and knows all about colour temperatures if he has any ideas.

There is one railway in the UK where counter-pressure braking is used as the main means of retardation - Snowdon. I seem to recall that the locos also have a water injection system to keep the cylinders cool.

Good to see the headline got it the right way round for once. 

On 09/08/2020 at 10:05, DaveF said:

 

This morning's photos are only just over 41 years old, being taken in May 1979.

 

The location is Chappel and wakes Colne, at the East Anglian Railway Museum in the old goods yard there.

 

It is on the line from Marks Tey to Sudbury.

 

 

Chappel and Wakes Colne Barclay Belvoir May 79 J6467.jpg

 

 

Chappel and Wakes Colne Hunslet Penn Green May 79 J6456.jpg

 

 

Chappel and Wakes Colne Motorail 4wpm 2029 May 79 J6466.jpg

 

 

Chappel and Wakes Colne Peckett Jubilee and Barclay AMW144 May 79 C4489.jpg

 

 

Chappel and Wakes Colne RSH and Barclay AMW 144 May 79 J6463.jpg

 

 

Chappel and Wakes Colne RSH CEGB East Midlands Division 13 May 79 J6462.jpg

 

 

David

Excellent photos as always Dave, a couple of corrections to the captions in these though. J6456 Penn Green is a Robert Stephenson and Hawthorn and C4489 Jubilee is a WG Bagnall

Captures the top heavy look of the flat sided tank version well, once described to me as looking like an elephant on roller skates!

On 17/07/2020 at 15:47, doilum said:

How much of the pipework is to do with heritage passenger regulations?

The three pipes running down the right hand side of the boiler are to do with the combination brake and the smaller pressure gauge on the left is for steam heating. Other than that it's all natural.

On 17/07/2020 at 15:47, doilum said:

How much of the pipework is to do with heritage passenger regulations?

The three pipes running down the right hand side of the boiler are to do with the combination brake and the smaller pressure gauge on the left is for steam heating. Other than that it's all natural.

On 25/06/2020 at 15:25, Bon Accord said:

An interesting titbit from the latest issue of Steam Railway which dropped through the door this morning.

In light of the decision this month in England and subsequently Scotland to insist on facemasks being worn on public transport coupled with the prospect of several preserved lines re-opening, SR asked the DfT if preserved lines and mainline tours would be exempted from the requirement for all passengers to wear face masks.

The answer it seems was a firm no.

I certainly wouldn't visit a preserved railway/go on a main line tour if I was faced with the prospect of having to wear a face mask for hours (perhaps 8+ if on a mainline tour) especially on a warm sunny day, and I doubt many other people would find it much fun either. Not forgetting the impact this will have on the lucrative dining side of things on both preserved lines and the mainline.

In the long run I can't see how it would make Santa Specials particularly viable either.

Put your comment into perspective and think about the frontline NHS and healthcare staff who are wearing masks for a whole shift which is often over 8 hours. You have a choice... they don't!

Here’s some cab detail of Wimblebury  to start with
 

If you need any detailed shots I have access to both Wimblebury and Whiston at Foxfield. Both are fairly standard Hunslet machines, although Whiston is unusual in still carrying original single gusset plates behind the buffer beams where as most were either modified or built with two gussets.

34 minutes ago, doilum said:

Perhaps. The hatch was there from 1943. The stoker's were a 1960s development as part of an attempt to comply with the Clean Air Act. Hunslet bought a number of locos back from the MOD / WD and refurbished them before selling on to the NCB. These locos had an extra inspection plate on the smokebox door. The stoker's fell into disuse probably because they required a dedicated supply of carefully graded coal. Driver's tended to take whatever was nearest.

My own guess is that when the specification was being drawn up, someone on the committee from Swindon pointed out the usefulness of the hatch on the pannier tanks. They do not feature on any other Hunslet engines and are sometimes seen welded up so appear to be non essential for Colliery operations. I have seen it suggested that they were there to allow the removal of the regulator without dismantling the cab, but I don't have enough technical knowledge to confirm.

Ruston and Mike are referring to the horizontal sliding hatch at the bottom of the bunker and I think you are referring to the door in the middle of the cab back that is used to access the lamp iron (although it's pretty useless if you are using any lamp with a hint of a handle on it!).

5 hours ago, Simond said:

A light has dawned.  They’re not vents, they’re sandboxes...

I was on the verge of pointing out the error... but you've already had the lightbulb moment

Unlikely to be anywhere near Foxfield Bank until the infrastructure issues that prevent passenger working into the coliery are addressed. It will also require a whole new safety case writing and plenty of testing before it will be allowed to operate services. Its operation is also dependent on it being able negotiate the line successfully as we have numerous tight curves that already test Mk1 stock and there has, in the past, been restrictions on the use of long rigid wheelbase vehicles for this reason.

Most of the heritage lines using steam worked propelling workings can't really be classed as having true driving trailers as the equipment in the vehicle is usually limited to a brake valve and possibly a means of communication with the locomotive, but no means to close the regulator. I would suggest that only vehicles that have a means of controlling the power as well as the brake can be classed as driving trailers.

Looks lovely, I’m plucking up courage to get out some brass kits that have been in storage for many years and relearn the skills for them. Threads like this are a good incentive. 

On 01/05/2020 at 22:00, sir douglas said:

the little circle on the smokebox door is a patch over of were a vent slot was and is only on locos used in the Porta experiments

https://www.martynbane.co.uk/modernsteam/ldp/austerity/portaausterity.htm

 

it perhaps could be Hunslet 2414

https://preservedbritishsteamlocomotives.com/hunslet-works-no-2414-70066-s112-spitfire-revenge-0-6-0st/

 

ive got no idea though for the Hudswell behind

The austerity in the photo is not S112 as she is a 50550 class 18", the precursor of the 18" austerity. Unfortunately I cannot identify what it is.

There's a few questions there, some of which there will be more qualified people on here to answer. However one often misunderstood fact is repeated in the first paragraph of the OP. A boiler certificate does not last 10 years, or even 7 years, it runs for 14 months consequtively  from the date of the initial hydraulic inspection when a boiler is being returned to service. The maximum length of time a boiler can operate without being stripped is 10 years (with the option of a short extension, usually no more than 6 months, dependent on a detailed inspection and other factors). However a boiler can be stopped at any point during its life span for repairs or a complete overhaul should it be necessary.

The lifespan of a boiler depends on a number of factors including the type of water and any treatment of the water, the cycling of the boiler from cold to hot and back, how often and well the boiler is washed out, How the boiler is managed when in steam, etc. Other factors also include the design of the boiler and the materials used in construction, some boilers built with copper fireboxes and brass tubes were known to last for well past 10 years before requiring overhaul in years gone by.

On 17/02/2020 at 09:58, BernardTPM said:

Have any since been restored to original form? I would say they were worthy of it.

37518 is still in its original condition having not been converrted to anything else since arrival at Foxfield, it is currently used as storage but is in need of some remedial works and repainting. A distinct lack of manpower (in common with most heritage lines) means this is highly unlikely to get carrried out and the vehicle will undoubtedly suffer as a consequence.

38268 was converted to a kitchen car in the late 80s for Wine and Dine trains and is currently stored.

37519 has masqueraded as 'The Bass Belle' following conversion to a bar car also for the Wine and Dine trains and is also currently stored although there are ongoing discussions regarding the future of this vehicle.

On 04/02/2020 at 12:48, burgundy said:

I am not sure that even the Kiwis will be able to get these ones back on their wheels again! Like the previous posts, this loco (locos?) were used as part of an erosion protection scheme, in this case at Oamaru. The website describes one loco as Uc366, a 4-6-0 of 1901 built by Sharp Stewart.

Best wishes 

Eric 

I saw the Oamaru remains and came to the same conclusion, but the V class is far more complete and in a condition similar to the Rogers K class that were retreived and subsequently restored.

Apparently the Lumsden group are not intending to restore the loco, I have been told they are just going to paint it up and leave it on a plinth which is a shame as I am informed it still has some of its orginal paint on the cab. Perhaps a more sympathetic conservation scheme would be a better way forward if that's what they intend

It's not the first locomotive to be recovered from a muddy grave, and some of those previously extracted have actaully been returned to steam (see link below) so nothing is impossible and the Kiwis certainly have plenty of previous in this area.

https://en.wikipedia.org/wiki/NZR_K_class_(1877)

The boiler from Florence No.2 has recently gone to Israel Newton's works for some attention and it is entirely possible she will be back in traffic at Foxfield by 2021.

When I visited NZ in 2015 I was pleasantly surprised by the amount of railway preservation in evidence on the South Island. I had done some research but realised I had mised more than half of what was there. It was nice to be driving along and suddenly find things like a little Andrew Barclay on a plinth in Havelock and discover the railway at Founder Park in Nelson. Everyone in NZ is very friendly and it was so pleasant to find such a relaxed and open atmosphere, such a refreshing change from how the UK has become.

Foxfield... December 1969 or 2019? You decide.

I was on the 13.25 off Bewdley with 6960 on the 5th Jan and sampled a blistering climb of Erdington bank. I'd forgotten how loud a Hall can shout when given her head.