76077

Or No85 when it is overhauled.

 

As was the way in that era, the modification was carried out to enable comparative trials to be held between the conventional and modified (compound) locos, all else being equal. The fact that the modification wasn't subsequently widely adopted by Adams and the modified loco was converted back to simple form at its next overhaul probably tells you all you need to know about the efficacy of the modification.

I can't help thinking that a lot of experiments in compounding of railway locomotives in the nineteenth century were largely exercises in designers trying to see if it was thermodynamically possible to pull yourself up by your own bootstraps; and finding to their surprise that it wasn't.

Tom

 

In the nineteenth century compounds were very unsecure starters,but mr Golsdorf solved that around 1898 and the Wienna surburban railway made 13000000 unspectacular compound 2-6-2 starts per year.
In the tweentieeth century first half nobody measured and compared steam locomotives based on accurate tests and nobody cared in second half.
UK was a little special as neither Managements or CMEs had any interest in competitions.
The closest was Prof Nordman during WW2 comparing a Norwegian constructed (1936) four cylinder compound to the best and newest german simple two and threecylinders.
There was a 18% difference to three cylinder 03pacifics and 12 I think t0 two cylindered.
He admitted having backed the wrong horse for high power ,fast steam locomotives but his excuses sound quer.
The story had a crazy end.
After the war norwegians scrapped these wonder machines faster than the very basic german war locomotives baureihe 52 made with lousy materials,no feed water preheating etc.
Imported coal from England,Poland and Germany was cheaper afterWW2 and speeds slower.
A 10% more efficiency and/or lower mass (and price) asymetric compound with first order mass balance (Like Bulleids experimental School) only needed a single throw inside crank and could have made less harsh UK locomotives after 1954 but for the election.

 

It could also start with a wreck of a GWR fourcylinder,a threecylinder or a two cylinder stalled project.
It need a single inside cylinder and a suitable single throw crankshaft.
My dream is to finish and test an almost complete modified LNWR George V or Prince of Wales against a Midland Compound over Shap and S&C

 

Are you going to fund it then?

Railways and loco owning groups aren't exactly swimming in cash at the moment, so starting on an unproven flight of fancy is probably quite low on the priority list.

Witness the slowing progress on the P2......

 

If I had money I would not waste other peoples valuable time here.
But enjoy dreaming being CME somewhere with narrow loading gauge.

 

Getting back to 76077, the boiler was safely picked up yesterday and is now tucked away inside at leaky finders.
We also had our agm today and it was interesting to find out that the mogul boiler is basically the ivatt class 4 boiler as on 43106. Boiler no. 1052 was originally built at Doncaster in 1953 and fitted to 76007. In 1958 it was fitted to 76012 and finally in 1964 to 76077.
There were 122 boilers built for 115 locos, Crewe building the last 2 spare boilers in 1960 which is surprisingly late.
Going by the engine record cards we reckon the fact that it was an early boiler and then a jan 1968 withdrawal, it was probably one of the longest serving class 4 boilers, with some 520,000 miles - nearly double what 76077 managed (approx 250,000 in 11 years). Work starts next week with tube plate and front barrel section removal. Now the big bills start rolling in! We have nearly £80k in the boiler fund with pledges to add significantly to this but we still need to keep pushing. if we match this years funding next year, the boiler is projected for completion by the end of 2025.
Photo credits Ian crowder and leaky finders ltd.

 

In the tweentieeth century first half nobody measured and compared steam locomotives based on accurate tests and nobody cared in second half. Not quite the case of course.