Isle of Wight Steam Railway

The gorgeous one is a C class - not only that, but the currently preserved one. Nice N1 on the left as well.

Is this the picture puzzle thread? Tonbridge?

Tom

 

That implies that you would need two 08 shunters to move the unit. Can't one 08 shunter move considerably more than two tube coaches?

 

Ah thought as much, and of it's THE C Class sole survivor, hard to think it in such a state seeing how it's treated nowadays.

A pity none of the N1s or U1s survived, quite unique to have the three cylinder arrangement for a design down south, even if maintenance wise perhaps more awkward to deal with then their two cylinder counterparts. Were said to be good performers though, especially the U1s.

 

Correct Tonbridge 1961

 

Well, power and TE aren't quite the same - an 08 could move lots of them -- slowly.

I guess the point I was trying, unsuccessfully, to make was that, in a fag packet sort of way, you are going to needs of the order of hundreds of horsepower, which in turn is a reasonably big motor-generator combination.

Tom

 

Strange that, because it is the one on left that has survived not the one on the right.

Peter

 

There is not a lot of spare space on a tube unit, so it would have to be many, many distributed cells in all sorts of books and crannies! Also, adding in a third car etc, isn't that getting a long way from what a 483 actually is?

 

BBC South Today ran a nice piece for the evening news, including confirmation by the IWSR that they'd like to find a way to run their unit whether with diesel or batteries:

https://www.bbc.co.uk/iplayer/episode/m000r1gl/south-today-evening-news-04012021

 

The U1s were tried on the Withered Arm but were not liked there, the Ns were preffered. I suspect that the cylinders used steam faster than the boiler could provide it if the engines were worked hard

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It is at 17 minutes for just over 3 minutes - available only until tomorrow (5th January - 7pm)

 

Impressed with the guy from South Westerns back yard, 50035 nameplate and crest

 

You can't beat a saturated six coupled tender engine....

 

We can look forward to another case of WIBN becoming reality then.

 

According to the gradient plan published on Nat Pres the maximum grade is 1 in 70. Wiki suggests an all up weight for the two car set of 54 tons. Lets say an additional 10 tons for a full load and a gen set. My basic mental arithmetic suggests that to climb this at 25 mph will require an installed horsepower of 64/70 x 5 x 36 = 165 hp. That's not a very big genset although I doubt you would pick op a 630v DC set off the shelf.
For those technically minded, 64 is the gross load in tons; 70 is the gradient, 36 is the speed in ft/s (25 mph) and 5 is handy figure for doing mental calculations which tends to err on the high side. I used to regularly get asked in meetings what size haulage engine would be required to haul so many tons at such a speed (nearly always in ft/s) and I could do this calc in my head and give an answer there and then which I knew wouldn't be too small. If you want to do a more detailed calculation including rolling resistance, curve resistance and other minor variables, it won't come out to be too much different.

 

That feels more real than the hp calculation from Tom - 670hp is the sort of level you’d find in a 2 car class 15x Sprinter unit. I’m not sure that 1938 stock on a preserved line compares (say) to what’s required to run a 158 up the Highland Main Line!


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Fair comment, though what is your generator efficiency? ie how much diesel power do you need to produce 165hp at the electric motors? (Genuine question; I don't know the answer).

I was just after an order of magnitude calculation, and I did note that that was the power for a higher speed that 25mph! So basically we are somewhere in the range 165 < power < 670; somewhere in that range it is still a relatively big lump.

Tom

 

Only a WIBNite would think of this as "looking forward"! WIBN tends to be a money pit

 

All this talk of batteries and generators... surely the IOW is the one place where there is actually a realistic chance of one of these ex-Tube trains going for a spin on the 'main line'? Wouldn't it be better to just do that a couple of times a year?

 

Depends if they remain compatible with the signalling and systems used on the new stock and upgraded line.

Also a physical connection between the IOWSR and Island line would be needed. Is that likely to happen I wonder?

Unfortunately I think a 483 returning to Island Line will remain in WIBN territory.

 

How about batteries that can be swapped in a few minutes, as quickly as running round with a steam loco? Then one can be on (fast) charge while the other is powering the train. The size of battery that you have in an electric car should have enough capacity for once down the line, or possibly even there and back.