Drift from USATC S160

Of interest ... Was there any maximum speed limit for unfitted freight trains?

 

Yes, but I can't remember if it was 30 or 40 mph. Those with a 'fitted head' ie 5? vac. fitted vehicles behind the loco were allowed a higher speed - maybe 50. I'd have to look it up.
Ray.

 

Can someone explain clearly what turning work was required to the tyre profile for the locos to operate on arrival in Britain, thanks?

I think I have seen reference to 3/8" being turned off "inside the wheels". Would this be from the rear face of the flange? North American flanges seem to be somewhat wider, but marginally shallower in height than UK standards.

-Brian

 

Or even before that with the GWR Dean 4-6-0 no 36.

 

Not sure that's actually the case. The Churchward 4700 2-8-0s were limited to 60mph, and it would be surprising if there were no others.

 

Was there not just a general line speed limit in the past? Not that many steam loco's were fitted with Speedo's so it was all about passing points using a watch and timetable?

 

It was 40mph on Midland lines with Toton =Brent coal trains. Drivers weren't issued with watches, I know every one has a watch these days ,but they were a expensive item in the early fifties and before.A fireman recently promoted to a driver, after being on what someone described to me as labours wages ,for 15 years or more ,wouldn't be able to afford one.

 

Pre grouping?? I can only think of five.

Being facetious I know what you meant

 

The Ravens I asume and thank You for kind correction.

 

I remember as a smallish child (Circa early 70's) wondering what had happened to the Second Hand (it had a separate 'seconds' dial) on my fathers watch.

He explained that he had lost it on the Parade Ground at Aldershot in 1940, so as it it was still going 30 years later, I assume it would be rather expensive to replace

 

This might have been the case generally, I couldn't say but it certainly was not so universally. A watch issued by the Lynton and Barnstaple to Driver Northcombe was auctioned relatively recently. The L.B.S.C.R. specialised in nice quality American Waltham watches with solid silver cases, attached to massive 16 inch long chains with each link hallmarked. Somehow I don't think something like this would find itself onto the footplate!

PH

 

Plus 2 GNR

 

Sorry using me fone . Great bear GWR , the 2 NER Cities and 2 Gresleys

 

Can it have been gifts given after many years service?

 

I have no means of knowing about the Lynton and Barnstaple watch. However the L.B.S.C.R. silver cased watches were general issue. I am aware of one such, dated 1889 (silver hallmarks are useful) which ended up in the Isle of Wight and was issued for further service during World War II.

Paul H

 

Not counting the two that fully fledged (if smaller than most) public railway La'al Ratty had in regular timetabled service pre-1923, i.e. Colossus (ex-John Anthony of 1916) and Sir Aubrey Brocklebank (1919).

 

Catalogue entry is here.
https://www.gwra.co.uk/auctions/lynton-barnstaple-railway-pocket-watch-manufacture-2010nov-0186.html

 

Three of which were hardly available in 1948, which was the original comment!

 

The arrangement with the radius rod in the upper part of the link for forward travel can give better valve events. Don Ashton explained this in the "Model Engineer" in the 1970s when a series on constructing a U class was being serialised; it is related to the circle that the return crank makes. I have a valve gear drawing for the later N and U clsss locos and the fore gear valve events are much more even than the back gear events. There is more information on valve gears on Don Ashton's web site www.donashton.co.uk. There are simulation programmes on this site which allow modelling of valve events for Walschaert's and Stephenson's.

 

I'm a bit intrigued. I'd have thought die block slip in the top of the expansion link would have created poor valve events when supported by a lifting link, as in the U class.