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Raymond Loewy was the designer of several industrial icons that have now become the accepted familiar shape of objects.
Early steam locomotive with support tender. Boiler rests on tender frame, and cannot be decoupled. Large spark arrestor because fired with wood. Original colours unknown, but dark blue looks just right.
This is 0-4-0 crane tank no. 34, an Andrew Barclay product built in 1937. Standing in front of it is one of the 16-ton mineral wagons that were once ubiquitous on Britain's railways.
A brief history of the ironworks, south of Ilkeston, in Derbyshire, can be found here: www.ilkestonhistory.org.uk/history/industry/stantonironwo...
Photo by Neil Smedley, taken sometime in the period 1965-8. More of Neil's photos can be found here: www.flickr.com/groups/14774027@N21/
Ivatt "Flying Pig", 43106 runs round at Keighley while a stunning rainbow illuminates the background. 12/10/2012.
Having been detained at Quorn for ten minutes or more, class A1 no. 60163 'Tornado' gets away (with the occasional slip). David the fireman looks back along the platform to ensure the train leaves safely.
The day was what Scots would call 'dreich'.
Great Central Railway.
St Albans Steam & Country show, so many classic vehicles there, was a great day out, hope to go again.
I spent a day out with my dad recently, paying another visit to the Summerlee Museum of Scottish Industrial Life, as they were having a steam day. There were several steam powered vehicles there, from gorgeous old traction engines to rather lovely miniauture lorries, all powered by stream.
The famous Adler Steam engine from BlueBrixx is a real great set. Motorized with 9V, running smoothly. But the weight is high, so the axles have been replaced by original Lego ones.
This is Acton Yard, in west London, and, early in the morning, no. 70013 'Oliver Cromwell' is trundling along the Up Relief line with the empty stock for a rail tour before swinging left to join the Up Poplar* and then the North London Line. The train is on a circuitous journey from Southall to Victoria via some sidings at Willesden.
I thought this was one of my pics... until I saw that it had been taken with a Canon. I'm guessing it was sent to me by one of the other support crew. If he recognises his pic I'll gladly credit it to him!
Come to think of it... I might have been on the loco at the time.
*Back in the 19th century and even a bit into the latter half of the 20th, if you'd carried on round the North London Railway's line you'd have ended up at Poplar, in the East End of London. Nowadays Poplar station is on the Docklands Light Railway but isn't the NLR's Poplar, which is now called All Saints and is also on the DLR. However, line names that were created in the 1850s/60s linger on today for the national network, over 150 years on, which I think is rather nice.
Gauge 1 Lego model of 1813 locomotive. The loco has been redesigned several times during its long work life from 1813 to 1862. The model shows the last form, which is on display in the London Science Museum, and of which there is a detailed, working replica from 1906 in the Deutsches Museum, Munich.
Nene Valley Railway - the shiny bits that go!! Thought I ought to re-dress the balance, it's not all rusty! www.nvr.org.uk/
(Isn't it amazing where grass will grow!)
Or maybe just 'Tangoed'.
The glow is from the fire which, since we had been dragged back from Leicester by a 'Peak' diesel, is just burning gently to provide steam heating. Previously, from Loughborough to Leicester with ten vehicles (nine bogies plus a four-wheel van plus 138 tones of diesel - total over 450 tons), the fire had been white hot - actually pale yellow in colour.
Our superb loco, BR Standard class 5 no. 73156, was of course quite up to the job, and so was Matt who managed the boiler to perfection, and is seen here pleased with his work well done. The other guy is Carl, a member of the loco's owning group who was riding with us.
Quorn & Woodhouse, Great Central Railway.
In the Steam Expo Parade of Canadian and U.S. steam locomotives at the 1986 World Exposition on Transportation and Communication (Expo 86), a World's Fair held in Vancouver, BC, Canada. This is one of 17 photos.
A Roger Puta Photograph
For the 4th time that day, preserved ex-SR 'King Arthur' class 4-6-0 No.777 (BR No.30777) 'Sir Lamiel' draws the weekly 'Scarborough Spa Express' special to a stand in York station, arriving from Leeds via Harrogate and Knaresborough in the fading evening light. Photo 7 of 7
I originally uploaded only 6 of this series of 7 photos taken on this special train, as this one is less sharp...but that's because the evening light was so weak under the station roof: I think the splendid roof lines plus reflections off the centre road lines (now lifted) make the photo worth including. See below for link to photo 6 and adjacent ones.
Pentax ME. Epson V500 scan of 35mm Kodachrome 25 slide.
No.221A is a 2-8-2 freight locomotive supplied to the Queensland Government Railways during World War 2 as one of 20 'AC16 class' locomotives. It was built in 1943 by the Baldwin Locomotive Works, Philadelphia, USA (builder's number 69456) to a standard US wartime design and made available under 'lend-lease' finance. These wartime locomotive were known as 'MacArthurs' and identical engines were supplied to metre and 1067mm-gauge lines in India, Greece, Malaya and Thailand as part of the war effort, where some remained at work until the late 1980's.
steamlocomotive.com says:
"The Southern Pacific Railroad only had one Camelback locomotive. It was number 2282 built by the Baldwin Locomotive Works in 1900 for is Sonora subsidiary in Mexico. This 4-6-0 was built specifically to burn inferior Arizona coal."
Photo from Ken Shattock.
LNER Class A1 Peppercorn 60163 Tornado
Tornado, 14 December 2008
Power type
Steam
Designer
Arthur Peppercorn (original designer)
Builder
A1 Steam Locomotive Trust
Build date
1994–2008
Configuration
4-6-2
Leading wheel
diameter
3 ft 2 in (0.97 m)
Driver diameter
6 ft 8 in (2.03 m)
Trailing wheel
diameter
3 ft 8 in (1.12 m)
Length
72 ft 11.75 in (22.24 m)
Width
9 ft 2.875 in (2.82 m)
Height
13 ft (3.96 m)
Axle load
22.1 long tons (22.5 t)
Weight on drivers
66.55 long tons (67.62 t)
Locomotive weight
105.2 long tons (106.9 t)[1]
Tender weight
60.9 long tons (61.9 t)
Locomotive & tender
combined weight
166.1 long tons (168.8 t)
Fuel type
Coal
Fuel capacity
7.5 long tons (7.6 t))
Water capacity
6,000 imp gal (27,000 L))
Boiler
Diagram 118
6 ft 5 in (1.96 m) diameter
29 ft 2 in (8.89 m) length
Boiler pressure
250 psi (1,700 kPa)
Firegrate area
50.0 sq ft (4.65 m2)
Heating surface:
Tubes
1,211.6 sq ft (112.56 m2)
Heating surface:
Flues
1,004.5 sq ft (93.32 m2)
Heating surface:
Firebox
245.3 sq ft (22.79 m2)
Heating surface:
Total
2,461.4 sq ft (228.67 m2)
Superheater area
697.7 sq ft (64.82 m2)
Cylinder size
19 in × 26 in (480 mm × 660 mm)
Top speed
100 mph (160 km/h) design[2]
75 mph (121 km/h) certified
Tractive effort
2,700 metric horsepower (2,000 kW)
Number
60163 (display)
98863 (TOPS)
Official name
Tornado
Axle load class
Route availability 9
First run
29 July 2008
Disposition
Operational. Approved for 75 mph (121 km/h) running on the Network Rail main line.
60163 Tornado is a main-line steam locomotive built in Darlington, England. Completed in 2008, Tornado was the first such locomotive built in the United Kingdom since Evening Star, the last steam locomotive built by British Railways, in 1960. Designed to meet modern safety and certification standards, Tornado runs on the UK rail network and on mainline-connected heritage railways. The locomotive is named after the Panavia Tornado military jet.
on the reverse:
Grand Trunk 559
Niagra Falls, Ontario 7/16/20
Raymond from Oldtimetrain website added this information:
"My research indicates it is S-1-f class 2-8-2 559 built MLW 53929 1913. Re#3464. Retired 1961."
Gauge 1 Lego model of 1813 locomotive. The loco has been redesigned several times during its long work life from 1813 to 1862. The model shows the last form, which is on display in the London Science Museum, and of which there is a detailed, working replica from 1906 in the Deutsches Museum, Munich.
There is no bigger story from local rail preservation this year than that of the resumption of work on Rio Grande 223 under the guidance of the C-16 Locomotive Society and the Colorado Railroad Museum. After six years of the locomotive sitting in a state of suspended animation, the resumption of work and its eventual return to Colorado is an exciting conclusion to a long restoration process.
It's also elicited a bit of reflection, I never was a member of the Golden Spike chapter of the R&LHS but my family offered some financial donations (okay my dad bought me the poster they were selling as a fundraiser when we first visited the 223 shops), and I was cheerleading the project from the comfort of my armchair. Occasionally a narrative still arises that that the R&LHS chapter failed the restoration effort, when what I have gathered it was a fairly steady restoration job; paying as they could go and putting quality if slow going work into the engine. Ultimately what doomed the Golden Spike R&LHS was difficulty navigating the mercurial world of city politics, and Ogden City's shut down of the project in 2019 was a slap in the face towards the volunteers working on the engine (que some "well you need to own the property" quote from online commentators, advice I'd argue while true always comes across as "well no shit Sherlock... hammocks! Why didn't I think of that?"). Understandably the Golden Spike chapter continued to fight for the engine's future and by extension the Utah State Railroad museum's future as a whole, creating a narrative as seen by some that they were an obstinate party, despite their effort leading to local news coverage of their efforts making it to the broader public raising awareness of the locomotive and the museum.
In a way the Golden Spike chapter's stubbornness paid off in drawing attention to redevelopment plans at Union Station. One of the biggest controversies my social media and photography pages have ever stumbled into was a report my friends and I published while I was in college over planned changes to Ogden's Union Station (written some years before the 223 lock-out), having seen early draft renovation plans for the site that would have removed the rail displays in favor of an ice rink. We got a lot of push back on that subject (in part because of our panicked, overeager and screaming from the rooftops tone that I can best attribute to "I was younger then"), and I understandably dropped it and shrank away from discussions of it; only to see the discussions on the museum's future flare up after the 223 lock-out occurred. In looking back on the matter recently, I got a chuckle that I threw out barbs out at the time rooted in a "poor, poor, pitiful me" attitude on local rail preservation; it's something that can still stick with me to some regard but has been tempered a lot by a) reminding myself of my armchair enthusiast position in almost all of this and that it isn't so fair to throw darts from the comfort of home and b) the realization that my own dissatisfaction with local steam lacking in action pushed me to take visits to some of my now favorite railroads in Nevada, Oregon, Colorado, Ohio and as far as Britain last year (and also with it a greater appreciation for the National Park Service ran Golden Spike site as my one local exception to the norm, I love my time visiting there) in the last few years leading to some of my most favorite adventures and memories that I could never have achieved as a railfan had I just stayed home waiting stubbornly for 223 or some other local project to suddenly roll out in steam here in Utah without any effort from my part! There is also some vindication too with time, since I also believe what has helped shaped Union Station's direction recently for the better has been consistent public feedback and even outcry from the community showing how much we love our railroad museum.
What has happened since, in the whims of city politics Ogden still is marching ahead with considering plans to renovate the Union Station site but public feedback has helped them keep the rail history as part of their future plans. The former Golden Spike members became one of the most vocal voices on this and groups such as "Save Union Station" on social media proved the public desire to see rail history remain on site as renovation plans continued to involve On the museum's end, this has included a growth in the diesel locomotive displays (and an eagle eye looking at my photo can spot the Western Pacific engine down the track, fulfilling a long vacant need to represent Utah's smallest Class One at the museum); and Ogden's work recently shows a continued interest in moving forward with the museum and site redevelopment in step. It is a reminder that for all the foibles of governance, that local voices can matter; and I hope the former 223 restoration crew continues to publicly voice their approval or disapproval of changes at the museum as the place continues to evolve; and that victories such as the Western Pacific finally being fully represented at the museum continue to benefit the local community and preservation interests. Maybe with the right voices in the room as the station's future redevelopment is considered, we can have our cake and eat it too; getting both a better rail museum and a downtown commercial/tourist anchor in the process; but that cannot be achieved if the rail preservation parties were to roll over silently and not raise their voices since without that open public dialogue we could always end right back up at those days of "ice rink" site plans again.
If anything while 2019's 223 shut down could have been read as a local government callous to its rail history, the 2025 donation of the engine seems a more calculated decision to deaccession the piece from the collection to its proper home in Colorado while turning the focus to Utah related subjects (although trust me, I wish something at least could stand in at the museum for Utah's often forgotten narrow gauge history! Anyone got a spare Utah Northern engine lying around?) This last week a former DRGW SW1200 made its way into Utah, en-route to Ogden; the latest addition to a collection of Utah rail history to come to the museum, it's shared time here with 223 before the narrow gauge engine leaves for its new home will likely be short but it is a neat changing of the guard as the collection in Ogden both expands in scope yet with a more narrow focus on Utah railroading.
It is unfortunate though that in a change of stewardship, that the R&LHS chapter won't have much of a hand on the wheel for 223's future; but I suspect once the engine arrives in Colorado the completed cab, appliances and tender worked on by the Golden Spike chapter will be a blessing for the new restoration crew; and attention can be focused on the boiler and running gear instead. The work the R&LHS put in will hopefully prove invaluable to bringing the rest of the project to a close. I think many of us will be excited for the day 223 once again steps out on the rails under steam, the conclusion of a long, sometimes painful, yet what shall be an ultimately victorious restoration effort born from starry eyed and dedicated volunteer work in the full Titfield Thunderbolt-ian vein. Every piece worked on from the Golden Spike R&LHS' contributions to the eventual conclusion in Colorado will represent one of the most storied restoration efforts in American rail preservation history; and I hope that when the day comes 223's whistle is heard in the Rockies again that everyone who has ever worked on the project can smile knowing it proved the naysayers who looked at a pitiful wreck of a locomotive dragged from a Salt Lake City park saying "it can't be done!" wrong once and for all! When we're standing trackside watching 223 roll by someday we'll all owe our gratitude to the dreamers who said it was possible and started the project. I hope to be there in Golden, or Durango or Chama or wherever it is that day when it finally happens to see it myself.
JS 8173 backs down to the loading point with empties. Maybe one of the injector water valves has been left open or the fireman is about to put the injector on. Note the icicles on the tender. And the 'disordered' pipework on the loco's boiler. :-)
Sandaoling open-cast coal mine, Xinjiang province, China.