Discussion in 'Steam Traction' started by GSN, May 15, 2015.
I don't know, I pass this request onto the chap who's idea it was in the first place. Thanks
This weekend has seen another progress stage reached with the removal of the final tube from the boiler that contained 40 large diameter tube and aprrox 100 small diameter tubes.
A fantastic effort by our working weekend volunteers, especially with the current Covid restrictions.
The project is really building up momentum at the moment. If your able to please consider donation to our appeal to get our trailing truck and bogie axles profiled. Thank you
The latest news from the General Steam Navigation project featuring an engineering update on our boiler, trailing truck and another finished component. This month also saw the first winners from the Twenty Twenty club, EasyFundraising payment and the launch of our appeal to overhaul the trailing truck and bogie axles.
Why are they making this engine go backwards as my friend has said that they are really difficult to look after which is why they got rebuild and in modern times it’s against health and safety to make things more difficult and un safer. Little things like apparently they will bang their heads more all make it a strange idea. What is the reason is it because how they look nicer? (In my option)
You are correct, if something was changed for safety reasons it wouldnt be allowed back on the mainline. The Merchant Navys and Light Pacifics were rebuilt for reliability and maintance reasons. If the design was unsafe you wouldnt have original condition Light Pacifics in action till the end of steam and on the mainline in the present era. Design features such as the original style cab and early casing styles which were modified for safety reasons cant be brought back. A good comparison is the P2 which is being built by the A1 trust, that particular design was also rebuilt due to reliability problems and like us those problems can be ironed out using modern technology and materials.
This is interesting. Thanks for your information
It's about uniqueness. I used to know the previous owner of 21C11, and it was always the intention to return GSN to as near as-built condition as possible. The day to day maintenance issues under austerity conditions which caused the MN class to be rebuilt in the first place, would not be a problem today, with both the high standard of materials to be used, Plus intensive TLC that this locomotive would receive from its owning group.
I, for one, can't wait to see it running in its original guise. It's been a long time coming.
I must say that I admire the ambition and progress of this group. To have an original MN really does fill a preservation gap. I had thought that putting a Spam Can casing over a rebuilt MN would have satisfied 90% of the public (- few would have noticed the valve gear just below the casing?) but this team are doing the job properly and all credit to them!
It is also very good that they are providing regular updates on progress.
I also like this locomotive because I saw it in action (I believe at Oxford Station?) in 1965/6 ish
I know the design of the cabs and tenders were changed, but why was this done ? For example with the original cabs, what was wrong with them ?
One thing that is good to see is the group writing an occasional article in the Swindon and Cricklades own magazine. You should keep that up so that you are seen as part of the railway and might also help recruit further volunteers. Include some pictures too.
A lot of smoke drifting experiments were carried out, particularly regarding the cowling in front of, and around the chimney. I suspect the cab profile was modified due to visibility restrictions involving smoke, as well as general operational visibility.
A question I have, and this applies to the various Groups maintaining all original Bulleids, is what do you do regarding the chain-driven valvegear?
I believe Morse silent chains are no longer available, so what alternative is used? I guess this will mean having new drive sprockets made up with different teeth, so not a small job... Or is there an alternative equivalent to the Morse chain?
I seem to recall that alternative chains were sourced with replacement sprockets. @Spamcan81 may be able to elaborate
Funny you should mention that, I have literally just started a piece to hopefully appear in the January issue of the Tiddly Dyke. At the moment the way the deadlines fall for that magazine and our own inhouse magazine means we tend do a piece every other issue in the Tiddly Dyke. This does lead to a small problem as our pieces do tend to take up a whole double page just of text which means sometimes photographs cant be fitted in.
The mystery railtour again, I've seen several photos over the years of 11 at Oxford but can never find any information about why shes there. No records as far as I can find of a railtour or anything. Dont suppose you have any notes about it.
Better visibility and to reduce glare. From Bradley:
"Despite the better visibility offered by the front end modifications [i.e. changes to the smokebox area to help lift the exhaust and stop it drifting round the cab - TJ] many drivers considered the view ahead of the track and signals was dangerously restricted, and on numerous occasions in 1946-7 expressed themselves forcibly on the subject. As a result, in August 1947 No. 21C8 Orient Line was equipped with a wedge-shaped cab front similar to that appearing on the Battle of Britain light pacific. No change was made to the side sheets and the two side windows were retained. The lookout ahead was considerably improved, but what was more important was the reduction in glare by day and the absence of false reflections at night. Approval was universal and the modification was applied to the other nineteen locomotives in 1948-53, although in their case new cab panels and three side windows were fitted. No. 35008 Orient Line had its cab sides similarly modified in July 1949."
Subsequently, the last ten locomotives built by BR, 35021-30, were built with wedge-shaped cabs from new. Interestingly, some old drawings from 1943 or earlier were found at Eastleigh in the mid 1960s that showed the V-shaped cab, so it is perhaps interesting as to why it wasn't fitted from new. There were also drawings showing "the class with front ends approximating in profile to the LNER A4s and Cock o' the North as originally built".
18th April 1964. GSN went from Bournemouth to Stratford upon Avon via Oxford as part of a 400th Shakespeare (Birthday) Anniversary Event. There were excursions from all over the country for the event; this was just one of them.
So no mystery about the rail tour.
See Six Bells. Three from Bournemouth (lots of Shakespeare fans there), one from Wrexham, two from Manchester recorded on there. Quite a tight squeeze at Stratford?
Would the loco and stock continue on to Tyseley for servicing etc?
Here is another picture of 35011 arriving and the headcode says 399 so would that be a "Special"?
Unfortunately they are on Ilford slides with no date stamp.....It also may have been an engine change there as the last slide seems to be 35011 going off light engine...
I have been looking in an old diary and it shows that I went to Oxford via Birmingham on Sat June 5th 1965. The other slides show Flying Scotsman at Leicester on May 29th 1965 so the date is correct.
Interesting, but not surprising since Bulleid was Gresley's principle assistant, and also travelled with 2001 to Vitry. It would be nice to see the drawings.
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