35018 British India Line

I think Galatea took 13 from Carnforth to Crewe on the return leg of the Scottish Lowlander IIRC substituting for 6233?

 

Where does the wick come into it? The oil reservoir on the inside big end of a rebuilt MN is fitted with a restrictor, no sign of a wick.

 

All the photos I can find of that run are load 12, with a diesel on the back for some of it. I haven't found any shots of the leg 45699 did though, just 46233 and 60009.

 

NO!!!!!

 

Sorry yes your right, its been a long time since i dropped an middle end , i got confused as too what the arrangement was but at least we are not descussing the livery lol
and on that note, when i saw a video on 60103 being lined out the numbers were bordered with black is that a common thing? i cant tell if the numbers on 35018 are plain or not.

 

So do I & probably a few others do as well.

 

Twelve on this video Ian with the Legend Gordon Hodgson driving .

 

35018 coming to a Heron(or Kingfisher) railtour near you soon....

 

I initially thought it was Neil Geekfindergeneral!!!!

 

Whoever it is he seems to be a knowledgeable fella...........he has experience.

Experience of what? we don't know..............more waiting is required.

 

That shouldn't be the case as both journal and bearing will expand keeping clearances essentially the same. Too little clearance might make the bearing tight when everything is tightened up but it wouldn't have got far if that was the case.

 

I don't know that I'd want to bet on that from my experience in the motor trade. I would anticipate a differential in the expansion rates. But I'm happy to be corrected.

 

If you have differential expansion, yes; as found in drum brakes, for example. However, a 'brass' bearing is going to expand slightly more than a steel journal.

 

its already been said what the cause was, a lubrication issue, i'm sure the fitters doing the job will soon have it sorted out, as long as the oil film is maintained the bearing should not get hot, as the oil dissipates heat as well as lubricates, so how do you adjust the oil flow in a resister system i'm assuming you would fit a larger or smaller unit ?

 

Whilst not on a hilly route, 45699 had 13 on between York and Scarborough (and return) on the SSE on 24/8/17.

 

I suspect the MN has a felt pad which is the actual restrictor - it is possible to regulate the oil flow by changing the size of the pad and thus changing the compression of the felt. The tri pointed fluted bolt screwed into the top of the oil feed hole down to the pad is ostensibly intended to prevent the cork being screwed down so far that it blocks the oil feed to the pad. I suspect it also catches oil being flung around in the oil reservoir and directs it into the oil feel hole.
There isn't sufficient oil flow to carry away heat - unlike an ic engine with a pressurised oil system. If there's sufficient oil there won't be much heat generated.
I do recall Lord Nelson has pin trimmings - allowing regulation of oil flow by changing the size of the wire.

 

It's all down to coefficient of expansion, the white metal (Babbitt) is held within a brass (Bronze) bearing, which in turn is held within the 'big end' of the steel connecting rod, as the journal warms, the white metal expands by area, at roughly twice the rate as the Bronze bearing it is adhered to, effectively filling the clearance space between it and the crank journal, which then cuts off any lubricant, accelerating the temperature rise until such point that the white metal melts out, then it starts to knock !

 

Yes, seems my memory was playing tricks with me!

 

Welcome to my world Alan ..... I have whole months like that!