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My next take on a practical, peumatic-driven Lego steam locomotive. The design is the "American" class 4-4-0 of the 1870ies.
The tender hides a capable pneumatic compressor that powers the 2 cylinder, long stroke 'steam' engine.
The "bopper" type caboose offers ample room for a battery box and rc receiver of choice. A Buwizz unit may be installed directly in the engine's cab, alternatively.
On of the pressing problems in rail vehicle design in the 19th century, next to the brake problem, was the coupling problem. I designed a new, brick-built coupler suitalbe for automatic coupling and decoupling, to circumvent the drawbacks and dangers of the contemporary link-and-pin coupling.
Then, in a blur, here's my train! Smokin'.
Good things come to those who wait.
In all the worst of ways, this train is solar powered. True! The chemical energy in the coal making that smoke is sunshine captured in the Permian geological period, hundreds of millions of years ago. The big deal is that all of that energy is going back into the atmosphere so much quicker than it was captured and stored. That's CO₂ we could really do without.
I want to challenge our politicians: make our trains truly solar powered. The first mechanised trains burnt coal. The one that made me wait was powered by oil. Take a trip to Europe. All the trains are electric. In Norway, the trains even use regenerative braking to push energy back into the grid. Come on! If you truly are bothered by anthropogenic climate change AND energy security to support your lauded economic credentials, get our trains running on sunshine. Don't babble about day and night: not interested. Wind, photovoltaic and pumped hydro are all sources of energy from the Sun. Use it.
No information on this photo from Ken Shattock.
Ed Gibson on Train Orders commented:
Those 1500 (later 1900) class 2-6-2T's are favorites of mine. I would estimate that this photo was recorded at about the turn of the 20th Century Portland vicinity, where the locos performed pre-electrification suburban duties. Others, like 1903 (still extant as #1903 at CA State RR Museum) performed like chores in Oakland before also being displaced by electrification. The 1501, like several of her siblings, was converted to an 0-6-2 (MW 577) and served as the Sparks Shops switcher until the mid-1930's. In 1947, sister 1502 (by then MW 571) retired from three decades at Ogden Shops as the last ex Central Pacific locomotive in service on SP Lines. The info comes from Diebert & Strapac's Compendium.
As part of a circus train exhibit, Exporail has decorated certain pieces with circus illustrations. In the foreground is CP 2850, the original Royal Hudson.
My next take on a practical, peumatic-driven Lego steam locomotive. The design is the "American" class 4-4-0 of the 1870ies.
The tender hides a capable pneumatic compressor that powers the 2 cylinder, long stroke 'steam' engine.
The "bopper" type caboose offers ample room for a battery box and rc receiver of choice. A Buwizz unit may be installed directly in the engine's cab, alternatively.
On of the pressing problems in rail vehicle design in the 19th century, next to the brake problem, was the coupling problem. I designed a new, brick-built coupler suitalbe for automatic coupling and decoupling, to circumvent the drawbacks and dangers of the contemporary link-and-pin coupling.
Taken today at Hadlow Down, for all our photographs follow this link www.ginoandsharonphotography.co.uk/Hadlow-Down-Traction-E...
... are the water vapour from burning wood in the firebox of GWR 'pannier' tank no. 6412 condensing in the cold air near the cab roof.
Illuminated by my head torch at 7.00 in the morning. As for the white spots...
Chinnor & Princes Risborough Railway.
I wish my swing set had been this close to a heavy duty branch line when I was a kid. Ronceverte to Cass, W. Va., fan trip in July 1971.
8 hours at Richards today, mainly testing. This is 1 of the mixed freight rakes which interestingly the new PF freight train didnt want to pull!....not enough weight on the motor. All 9v single motored engines pulled it all lovely which surprised me as its a very heavy rake!
North Eastern Railway Q6 Class - 0-8-0 No. 2238 was introduced by Wilson Worsdell the first T class 0-8-0 on the North Eastern Railway in 1901, but Vincent Raven carried on the development of the T1 when he designed the superheated outside cylinder class T2 0-8-0s for handling the heavy goods trains of the North Eastern Railway. A total of 120 engines were built at the NER’s Darlington Works between 1913 and 1918. An engine was produced that could be driven all out - full regulator and full forward gear – for indefinite periods at anything up to mineral train speeds. In 1915 examples of the class had undergone dynamometer trials on 700 ton trains between Newport and Shildon, putting up some impressive performances and comparing very favourably with the then newly introduced electric locomotives working that line.
The sun has already set as Ab 608 nears the end of the steep climb up the Whangarata Bank, North Island Main Trunk Line , NZ .
Following sps1955 comments below, almost certain to be Barnstaple Victoria Road after nationalization.
Also see Set - www.flickr.com/photos/rtw501/sets/72157626799933439/with/...
Thank you sps1955 for such detailed information - see below.
San Luis and Rio Grande.. The four loads of scoria rock are full tonnage for the 18 as it labors up the final quarter mile to the 9242 foot summit at Fir, enveloped in its own smoke. Just a of touch of Fall color remains. Visible in the picture is the connector track with its 8 percent grade that the DRGW used to turn both snow plows and 2-8-8-2 helpers.
My next take on a practical, peumatic-driven Lego steam locomotive. The design is the "American" class 4-4-0 of the 1870ies.
The tender hides a capable pneumatic compressor that powers the 2 cylinder, long stroke 'steam' engine.
The "bopper" type caboose offers ample room for a battery box and rc receiver of choice. A Buwizz unit may be installed directly in the engine's cab, alternatively.
On of the pressing problems in rail vehicle design in the 19th century, next to the brake problem, was the coupling problem. I designed a new, brick-built coupler suitalbe for automatic coupling and decoupling, to circumvent the drawbacks and dangers of the contemporary link-and-pin coupling.
Soo Line 1003 passes Red Ceder Road near Burnett, WI. Trip was sponsered by the Soo Line 1003 and Historic Transport Preservation
... with Andrew, our cleaner/third man, while we put some steam heat through the stock in readiness for the evening. When he's not firing, he's biking - on a Honda CBR650.
Those overalls are genuine BR from the 1960s BTW.
No.48305, Great Central Railway.
1923 Fowler Traction Engine.
Taking part in the parade around the village streets before joining the Wanborough Show.
Chasing this fan trip from Ronceverte to Cass, W. Va., there were many locations like this one with homes RIGHT next to the tracks and how about a whistle post in your side yard.
July 1971
Steam Loco WP 7161 was utilized for hauling of Steam Special from Delhi Cant. to Alwar. The information of the Engine is given below:
Easily recognized by the cone shaped bulging nose with (usually) a silver star painted on it, this locomotive became the standard passenger locomotive on Indian Railways post 1947. Experiencing a severe shortage of locomotive on the system in the mid 1940s coupled with unhappy past experiences with the IRS class of locomotives looming large, the order for 100 prototype WP was restricted to a mere 16 engines (on scale of two for each major broad gauge route). Baldwin Locomotive Works (BLW), Philadelphia was awarded the task of building the first sixteen prototype WP class locomotives. These were numbered from 7200 to 7215 and went to GIPR, BB&CIR and EIR. The initial locos were called WP/P, the extra P indicating prototype. These engines soon earned the reputation for free steaming, fuel economy and good riding characteristics, also there was none of the ‘tail wag’ experience with these engines that was so characteristic of the XC class. On establishing their success further orders for WP locomotives went to Baldwin Canadian Locomotive Company (CLC) and Montreal Locomotive Works (MLW) who shared the manufacturing the next 300 WP engines. These engines were numbered from 7216 to 7515 in order of the Railway to which they were allotted. A further 120 engines were ordered from Canadian Locomotive Company in 1955-56 and 60 more engines came from Poland and Austria between 1957-59, this loco was in production for 20 years from 1947 to 1967 from 53 locos in 1953, it reached a peak holding of 167 locos on Northern Railways in 1967. This Pacific class of broad gauge loco marked the change the coding from ‘X’ to ‘W’ for broad gauge locomotives. It was capable of doing up to 110 Km/h and remained Indian Railways crack locomotives for many years and hauled prestigious express trains. WP’s were designed specifically for low-calorie, high-ash Indian coal and its ease of handling made it a hot favourite amongst Loco drivers. Several WP’s remained in service until the late 80’s. Early prototypes from Baldwin were labelled WP/P, CLW versions after 1965 were labelled WP/1.
Rewari shed homes the WP 7200 and WP 7161, the former is from the first lot of prototypes that were handed over to Indian Railways by the United States in 1947. The locomotive was a part of Central Railway System (GIPR) but was transferred to Northern Railway later. Homed at Moradabad shed this locomotive was later shifted to Saharanpur shed, before it retired from active service. It is believed that WP 7200 was the first WP class of engine that was handed over to Indian Railways in USA on 15th August 1947, India’s Independent Day, though the engine physically arrived on the Indian shores in Oct’47. This adds to the historic importance of this locomotive, with this in mind, this locomotive previously called Shahjahan, after the great Mughal emperor who build the Taj Mahal, has been re-christened “AZAD”, meaning free in hindi.
WP 7161 is the Chittranjan Locomotive Works built engine, inducted into active service in 1965, this locomotive was also there was none of the ‘tail wag’ experience with these engines that was so characteristic of the XC class.
On establishing their success further orders for WP locomotives went to Baldwin Canadian Locomotive Company (CLC) and Montreal Locomotive Works (MLW) who shared the manufacturing the next 300 WP engines. These engines were numbered from 7216 to 7515 in order of the Railway to which they were allotted. A further 120 engines were ordered from Canadian Locomotive Company in 1955-56 and 60 more engines came from Poland and Austria between 1957-59, this loco was in production for 20 years from 1947 to 1967 from 53 locos in 1953, it reached a peak holding of 167 locos on Northern Railways in 1967.
This Pacific class of broad gauge loco marked the change the coding from ‘X’ to ‘W’ for broad gauge locomotives. It was capable of doing up to 110 Km/h and remained Indian Railways crack locomotives for many years Source IRCTC