kzfaq.info/get/bejne/rZyCh6egs5vLlJs.html

He had a computer, it was called a brain. No artificial intelligence in those days, only the real thing.

He also said that what the LNWR called engineering tolerances he called worn out to scrapping...

I feel im abnormal on the matter of the paint. It feels to me as if its fake being so shiny. I like to see them faded with grease and coal dust and minor rust stains, y'now, like they would look in service. Not many share my opinion im sure. But i feel the same about ww2 aircraft, they always seem to paint them in an ultra gloss near mirror finish, no exhaust soot, no brake dust etc. Yet every picture you see of them in service they look to be a matt finish, with exhaust soot trails and some minor wrinkles from buffeting or mechanics walking on them, or high g maneuvers, i feel its a better representation of how the vehicle is "supposed" to look.

@@Colt45hatchback Is it really ‘fake’ for railway locomotives to be glossy? Locomotives being finished off after repainting at Crewe, Derby, Doncaster, etc., were given gloss coatings before returning to service. There are many photographs available to see this. After World War II, with the railways worn down through over-use, and with less maintenance having been provided, and with difficulty of getting new staff to clean engines, locomotives tended to be neglected. If you view video of the highly- regarded film ‘Night Mail’ (1936), you’ll see a large group of men cleaning the locomotive after it had reached Glasgow Central.

@@robertweissman4850 oh right, i was un aware of that

The finish is just immaculate. Talk about being able to see your face in it. Beautiful. I didn't know this loco was donated to the National Trust. Or did you mean the National Collection.

@@alistairkewish651 Alistair ~”Jago” did refer to the National Collection; British Railways drew up a list of certain locomotive types to be preserved. A lot of railwaymen and enthusiasts were disappointed that so many famous and much-admired locomotives were not included. One solution has been that a few have been constructed in recent years, perhaps the best-known being “Tornado,” in memory of the entire A1 class being scrapped; Beeching didn’t care about them at all.

Beeching wasn’t the butcher. He was the planner. Marples was the butcher, he owned a road building company.

Stick your add up yer geer

I'm sure i saw 4 in the cab you'd be lucky to find anything in that cab!!!!it's one of my pete hates on bigger preserved steam loco's but 3 or 4 in the cab of a coal tank!!!think the extra ones are just showing off to the public!

I suppose they got to be the world's largest plc (as we would now call it) by letting the accountants rather than the engineers call the shots.

As is often the case, the more one doth profess, the less true it likely is.

@@TalesOfWar as in "Democratic Republic of . . ."

They did claim that they had 'dustless tracks', owing to the use of granite, as opposed to limestone as ballast. When I worked for British Railways on the old LNW line, I must say that I was never asked to dust the tracks. So there you are!

They had the best track and ran at a steady and consistent speed, ie comfort. The west coast main line is twisty and has steep gradients. Don't forget LNWR Hardwicke helped win the race to the north (which wasn't beaten until the Princess Elizabeth was launched) so they could be fast when they wanted.

That would be where I got this footage, in fact.

@@JagoHazzard and now perhaps you should explain to the uninitiated that a Pug is not a small dog but a small locomotive.

@@roderickjoyce6716 He's already done that. kzfaq.info/get/bejne/map0jaSZv76wdYk.html

Well, it's because... or possibly that... umm. I hope that helps.

@@cncshrops weight, vision, standard size plate pressing , with bars as required

Also aesthetics. Observe the pleasing curve at the back of the coal tank's bunker sheet, for example.

@@cooperised I don't think Webb had much concern for aesthetics.

Until the gravy train ran out...

@@surreygoldprospector576 And the boats became leaky

It was Abergavenny - the shed was Abergavenny Brecon Road, and the old Breakneck & Murder Railway (Brecon & Merthyr, with it's fantastically steep gradients) also operated in the area before the grouping.

Aber is the Welsh word for the mouth of a river, so for ex ample, Aberystwyth is the town where that river flows into the sea. Or so Daffyd once pointed out to me.

I noticed that - a slip of the tongue by Jago, I think. The LNWR was most definitely a vacuum brake railway. Mostly because vacuum brake equipment was cheaper, but also because when George Westinghouse came to Britain in 1871 to sell his air brake he headed straight for Crewe (the works of the biggest railway company in the UK) and met Francis Webb, newly appointed as Locomotive Superintendent. By all accounts Westinghouse's pitch went well until he proposed that Webb would personally receive a portion of all the royalties paid to Westinghouse by the LNWR if they adopted the air brake. This was an entirely normal way of doing business in America, but Webb took it to be an attempt at bribery and a slight against his personal morals, so had Westinghouse vigorously removed from LNWR property. The LNWR was never going to adopt the air brake, which made many other railways reluctant to do so either. The LNWR's 'careful' approach to spending also meant that it adopted the cheaper non-automatic form of vacuum brake (the vacuum is used to apply the brake) and only switched to the safer but more expensive automatic form (where the vacuum keeps the brake off) very slowly and by continual pestering by the Board of Trade. For a while the company used both systems and there was a nasty accident in 1890 where a train ran out of control descending from Shap summit, ran into Carlisle station at high speed and collided with another train because the driver got confused and operated the brake in the wrong mode.

Anyway, I enjoyed this video very much! Interesting story behind this particular and unusual locomotive type! If you want to add a few more locomotives to your waiting list: there are the GWR Panniers that were bought by London Transport for engineering and ballast duties. You will have to get use to their red livery.

This footage was shot long before that.

I hear there's one left still at Merthyr Tydfil.

@@MrDavil43 no, that's Idris the dragon all the way down from blaenau-ffestyniog via Llanfairpwllgwyngyllgogeryllchwerndrobwllllantyssiliogogogoch.

I'm a great fan of those, although I consider them the 'A' class, as they were designated originally. Good, sturdy, gets knocked about a bit but keeps going. Perfect little engines. Terribly neglected by the end, and yet still serviceable. Apparently quite powerful for their size, too.

@@ajaxengineco The very first trans-continental freight train from Sydney to Perth was hauled over the Blue mountains from Alexandria Goods Yard by electric 46 Class locos. But guess what hauled the wagons to Alexandria from the Everleigh Paint Shop (where they got a shiny lick of paint for the occasion)? It was a 19 Class!

Forgot to add the year: 1970.

If the connecting rods were at 180° to each other, it would be possible for them to stop on a dead centre, in which case the locomotive could not be set in motion. That is why connecting rods are set with one at 90° to the other. Or did you mean coupling rods, rather than connecting rods?

@@jerribee1 Agreed. (Glad I clicked on 'refresh' before writing essentially the same comment.)

@@jerribee1 I meant whichever ones connect the sets of driving wheels together. That makes sense. I guess the reciprocating mass isn't much compared to the overall weight of the wheels then.

This footage was shot long before that.

@@JagoHazzard interesting! Perhaps in memory of a volunteer who had recently passed then?

Yes, I think I agree on Bachmann taking the plunge and producing several pre Grouping designs to try to make up for not venturing quite that far back in time. As the pre 1900 era goes, the mine is rich and varied with many eccentricities in terms of design lurking about all over the then extensive rail system. The L & Y are or is getting some highlight which is good, maybe to be followed by some North Stafford and even some Glasgow and South Western loco designs. There is much to consider, the list is a very long one. It could even include the Midland and Great Northern.

The finance people meet the design team round a table and as always , ask the same question. Will it sell in sufficient numbers for it to be viable? Thank the Lord the answer was . Yes.

Between the frames, driving onto a crank axle on one of the driving wheels

​@@secondvalveservices9856 Just like the majority of Victorian steam locomotives. Visible moving parts below the waistline (whether mechanical or female) were frowned upon.

Inside cylinders (under the boiler).