Discussion in 'Steam Traction' started by aron33, Aug 15, 2017.
Would cold rivetting without the use of an hydraulic rivetter be a no no, then?
Once the cold rivet has been hammered in place, the end to be turned over could be heated up and conventional riveting tools used, but?
Hot riveting seems to be seen a somewhat of a lost black art.
It's actually not that difficult to do. And since you are wondering, yes, I have done a fair bit on boilers and locos. I was a second line choice as there were better and younger people than me. My colleagues were about 15 years younger . I mostly did the heating and running, I also have to look after my right wrist because I broke it in five places many years ago, I am right handed BTW.
That did not stop me from riveting over hundreds and hundreds of copper stays, patch screws and lap seams.
I'm sure the engineers have chosen their methods after proper consideration, riveting being too difficult need not be a show stopper.
Some hot rivetting going on at Herston in 2015.
Environment: Fear for future of north Wales steam trains if coal banned
Fairly pointless if Boris bans steam ?
From the article
"A committee was told heritage vehicles were not included in the legislation.
Baroness Bloomfield of Hinton Waldrist said the UK government was "not doing anything that would impact on heritage vehicles, nor would they plan to do anything that would""
And Paul Lewis was specifically concerned that the absence of a specific exemption would leave heritage exposed.
Sent from my iPhone using Tapatalk
I'm wondering if new-build locomotives would be classified as "heritage vehicles".
I would just like to strongly ask does this affect the heritage railways in England besides Wales on running heritage steam locos on trains and furthermore could the decision be protested against in parliament against the goverment minster trying to enforce this new rule by well known members of parliament and the H.R.A. surely 50+ plus years of hard work on preserved railway societies cant just be forgotten about when there is railways such as the Bluebell line who have good historical LBSCR carriages and rare fleet of loco and tank engine exhibits and the severn valley Railway and Didcot with nearly every example of G.W.R. engines the N.Y.M.R. and N.E.L.P.G. with 1 off examples of some N.E. locos and tanky engines. I could go on further about this topic, and thus the heavy engineering and joinery courses it gives enthusiasts and students studying historical transport if this is so for our heritage railway sector why cant a 100,000 petrol and diesel cars be crushed and melted down when nowadays it is motor vehicles that are the 80% cause of climate change globally and P.S. I'm not targeting private car commuters or vintage car vehicle owners I'm just making a statement that if coal fired vehicles or locos steel works or power stations so does gas central heated homes and oil powered vehicles around the world cause climate change although the gas off them is less visible, and globally if the goverments of the 5 continents want a fully carbon neutral planet and just not picking at us rail and vintage car enthusiasts all the time.
The goverments of the world want to get their facts correct what really is causing global warming.
SECR Wainwright E class query:
Does anyone please know what prompted Wainwright's departure from the usual SECR standard 6'-8" dia drivers (used on both the earlier D class and later L class 4-4-0s), in favour of the 6'-6", which seem to have been unique to the E class? With Wainwright's penchant for standardisation, it seems odd to go down a route which would've been remarkable on the GS&WR, where 'standard' was a term with little currency beyond indicating the 63" of the Irish gauge!
(Asked here, as the Bluebell's Atlantic Group have a new build in their sights)
I don't have an answer, except to note that the E class wheel sizes (6'6" drivers / 3'6" bogie wheels) were shared with the LCDR 4-4-0s. So I suspect the answer might be in there somewhere - or at least note it was a reversion to an existing size.
Oddly enough, as first drawn L class had the same size wheels as well (6'6" / 3'6"); a change back to 6'8" / 3'7" was made in the interregnum between the retirement of Wainwright and the arrival of Maunsell. (As well as other detail changes).
Once again, many thanks Tom. Aside from a very few photos in the odd book, here and there, I've very little on pre-Management Committee SER or LCDR designs, or Craven's on the Brighton.
As we are now moving out of the Covid stasis we are getting updates on several "New Build" projects which is great but I wondered which is likely to be the next "In Steam"? There are 4 or 5 likely contenders I think, but what do others think who may be closer to the project?
At a guess, Beachy Head or Betton Grange seem to be contenders
The Grange people have predicted that they will be in steam this autumn, so it looks as though they'll be next, provided you class this as a new build and not a kit-bash!
Betton Grange first to announce. It will turn out that Beachy Head has been running for three months and they have been too busy finishing off the E...
My serious prediction is Betton Grange, but I'd have a cheeky flutter on the NER 0-4-4 as it could be a bit of a dark horse (boiler already made, motion in, er, motion, and no tender to worry about)
I think there's a very good chance you'd lose your money, as the g5 still needs tanks, bunker, cab, most of the motion, brake gear, lubrication runs, cab fittings etc etc. Maybe one for 2023...
As this would not have happened without the dismantling of an existing loco, In My view it is not a New Build.
LMS 5910 would have been a Claughton?
Separate names with a comma.