Differing Stanier 8F reversing rods.

I do love the minutia details between engines of a similar class reminding me that I used to need specific photographs when I used to do modelling in fine scale. For those who think all GWR classes of similar wheel arrangements look the same, I researched a particular locomotive 6367 of 84F shed and was amazed at the number of differences to be mindful of across the class.

 

The valve was still in place (with the steam leak) on January 2nd 1966.
https://www.flickr.com/photos/the-e...M-2hZj1fq-SgqavQ-2jj1QE5-EF8cv5-dx2bqr-dx2cKP

Steam is visible leaking from the tender to carriage join here:-
https://www.flickr.com/photos/bogbr...M-2hZj1fq-SgqavQ-2jj1QE5-EF8cv5-dx2bqr-dx2cKP

 

I could access the first photo with no problem. However, when I clicked on the link for the second one, all I got was it contained adult material and had to sign in to see it! Is this because it shows a tender behind?

OK, I've already got my coat on......

 

That was the day when a Merchant Navy (35011) ran on the S&D, albeit only the southern end, for the one and only time.

https://35011gsn.co.uk/archive-arti...011-somerset-and-dorset-tour-50-years-on.html

 

so we know that on the 2nd January 1966 a railtour ran over the S&D pulled by a 8F ---- the date should be a clue to if said 8F had a SH bag on the rear of the tender

 

Oh dear - looks like I'm wrong about 48309 retaining its CWA but I had always understood that the cab control had been removed. Interestingly the loco survived in use at Bath along with 48706 and 48760 until the final weekend of service. On Sat 5/3/66 48760 was rostered on the very chilly final 08.15 to Templecombe, 48706 was on the 10.45 GWS special to Bournemouth while 48309 was used on the final freight turn to Bristol which had no needof heating. Next day 48706 was on the SLS special to Bournemouth and back with 80043 coupled inside to heat the train. A CWA fitted 8F would have been quite handy that weekend.

Peter

 

I suspect the CWA was taken out of use about mid-1965, possibly the steam leak was reaching unacceptable proportions, which isn't to say that the equipment was removed. There are no photos of the rear of the tender for the last days on the S&DJR but photos of the front end show that the steam heat bag hadn't been fitted, and photos of the specials show no leaking steam down the length of the train. The engines were very close to the end by then so probably no incentive to remove the gear.

 

There are numerous photographs of 48309 taken during its stay on the S&D from August 64 to the end in March 66. During that time I have never seen it pictured in winter or summer with a bag fitted to the front steam heat valve, which is why I believed it was inoperative. Interestingly it is surprising how few pictures you see of steam heated trains with steam leaking from the coaches back then. It would appear that the coaches' heating system was far better maintained when in daily service than it is in preservation.

Peter

 

Steam has to 'leak' from the system or it wont work.

Perhaps people were hardier in those days and they just didnt get as much heat.

 

Shouldn't that be "water has to leak from the system or it won't work"? Steam leaks are usually indicative of a problem. Steam traps generally allow condensate water to drain from the system but retain the steam. There are various types of steam trap; for example, bucket traps, thermodynamic traps and bi-metallic traps (there are others.) If you want more information, Google Spirax Sarco (a major supplier) and search for steam traps or simply go to Wiki and search for steam traps. Other references are available.

 

First Ashford built 8F (1943) with a straight reach rod

 

Going back to the starred 8Fs I think this became rather meaningless as time went on when wheel changes at overhauls would have meant some rebalanced engines received one or two unbalanced wheels. For working fitted trains I would have thought whether they had a single or two cone ejector would be more important.

 

The right-hand drive 8Fs (built for use in Turkey) also used both reversing rod variants. Most had the curved version, but the last two engines had the straight version:

https://locoyard.files.wordpress.com/2014/05/8f.jpg

More info on these locos here:

https://en.wikipedia.org/wiki/TCDD_45151_Class