West Somerset Railway General Discussion

Any idea about the weight and Axle load for the UP Big Boy?

 

According to Union Pacific, adhesive weight is 540,000lbs across 8 driving axles, which I make to be about 30 tons (UK tons). Laden weight including tender is about 531 tons; not dissimilar to two Manors + 12 coaches ...

https://www.up.com/cs/groups/public...f_nativedocs/pdf_up_media_4014_fact_sheet.pdf

Tom

 

Making it what in BR terms? Ahout a 36P30F ?

 

Anyone else having trouble viewing the web cams? All I get is a grey screen.

Or have I missed them going private or something?

 

All six looking ok to me

 

For the Union Pacific 4-8-8-4 Bruce gives 543,000 lbs on drivers, which I suspect is the ALCO’
figure as built in 1941 i.e in Imperial tons an average of 30.4 tons per axle.

There were locos with higher figures.
Some examples may interest.
Pennsylvania 6-4-4-6 RR Shops 1939 281,400lbs i.e. 31.4 tons
Milwaukee Road, 4-4-4 ALCO 1935 142,000 lbs i.e. 31.7 tons
Delaware & Hudson 4-8-0 ALCO 1933 313,000 i.e. 34.9 tons.

The 4884 ‘Big Boy’ however was I think the heaviest USA tender built loco i.e. engine weight 772,000 lbs.
Also Tractive Effort. 135,400, 68inch drivers, so perhaps 25MT

I would also add ( not wishing to teach how to suck eggs ) that whilst maximum weight on a
coupled axle is invariably the figure we all concentrate on there are other criteria which should
be taken into consideration eg. cylinder(s) geometry, overall weight and distribution, design speed,
hammer blow etc.

Michael Rowe

 

Many thanks for the reply . I know it’s gone too the nymr for two years . Most think it’s staying there longer which is no bad thing earning money for the depg and hopefully a return to main line duties if required . So any loco of that axle weight would be unable to run unless there is a track upgrade.

 

Another to add to your super-size list, from the Chesapeake & Ohio:

https://en.wikipedia.org/wiki/Chesapeake_and_Ohio_class_H-8

Said to have the highest axle-load of any steam loco - 39.3 tonnes (or 38.7 Imperial long tons).

 

That's basically because it didn't work when it arrived and still doesn't. Hopefully the work to sort this out is coming to a conclusion, though.

 

There’s a reason why Class 47’s are known as ‘Duffs’

 

Given that it was late arriving and still isn't in service, I'd imagine the loan will probably be extended - otherwise at this rate NYMR will do well to even get 18 months' work out of it before it's due to go back.

 

Interesting map in my newspaper today, showing all the Network rail lines expected to be running a [reduced] service during the forthcoming strike, in blue, and all 'closed' lines in red. So the main lines to Taunton and then on to Plymouth are shown in blue but all the branches in red. Which includes the Minehead branch! I presume this is because the rail replacement bus service 28 is still operated by rail union members? If this is so, I wonder if the locals know there won't be any buses??
Or is it just an aberration?

 

I think you may be on to something there. If you're so minded, do please keep us informed.

 

The bus can have a replacement train service.

 

There is precedent. The Isle of Man, Manx Electric and he Leadhills and Wanlockhead Railways have all provided just such services within the past decade. The L&W was to mitigate the effects of a road closure, but the Manx lines were operated to cover a bus drivers' strike.

 

Haven't heard of that one. I do seem to recall the Ffestiniog providing Red Star parcels services to cover for either CCL or Conwy Valley line (can't recall which) being shut

 

I wonder where they "lifted" the map from as it is not like that on the GWR strike page of the website.

 

I think at the time (1980's) the Ffestiniog was a regular part of the Red Star network - not to cover the other lines, but to join them up. There is a reference to it in this entry in Festipedia, also with a picture of the coach carrying the Red Star logo - https://www.festipedia.org.uk/wiki/Carriage_100_(1964)

Steve B