Why was it nicknamed 'Hippopotamus'? Exploring Stephenson's long boiler loco | Curator with a Camera
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- Опубліковано 25 лип 2024
- Join Bob Gwynne in the National Railway Museum's Great Hall for an in-depth tour of our 1001 Class locomotive from 1874, which introduced Robert Stephenson's 'long boiler' design.
These engines proved popular for hauling goods and minerals (such as coal) in the North East of England, which at the time was a hotbed of coal-mining activity. By repositioning the firebox, the tubes inside the boiler could be lengthened, increasing the engine's power output.
However, the short wheelbase of this model's design meant it had some rather undesirable characteristics when on the move.
To find out more about the National Railway Museum, visit our website: www.railwaymuseum.org.uk/
00:00-01:30 Intro
01:30-02:22 Smokebox, oil lamps and sandboxes
02:22-03:34 Benefits of the long boiler design
03:34-04:04 Six wheels, short wheelbase
04:04-04:57 Preservation, livery and original paint
04:57-05:42 Coupling and safety chains
05:42-07:53 Body design details
07:53-12:00 Inside the cab
12:00-12:20 Final thoughts
12:20-12.41 Like and subscribe!
#steam #coal #industry #freight #engineering - Авто та транспорт
![Lp. Последняя Реальность #107 РОДНОЙ ДОМ [Финал] • Майнкрафт](http://i.ytimg.com/vi/IK3QKzKUlHM/mqdefault.jpg)
1275s livery is a favourite of mine, and a far cry from the unlined black she wore from ~1917 until withdrawral in 1925.
The reverser arrangement is definitely worthy of note, technically it's both lever AND screw reverse, turning the screw essentially moves the notch that the lever is sitting in, allowing for precise on-the-move setting of the cutoff, but the lever can be moved on its own to enable a quick reversal during shunting.
Quite a few NER locos were so fitted, including many of the Class O (LNER G5) 0-4-4T's.
That makes complete sense. Thanks for the information.
1275 has been moved around a lot since this video came out. It’s been moved from the spot depicted in the video, to being covered in tarp with it’s funnel in the north shed, to being relocated next to the L&YR Class 5 at the opposite side of the turntable. It’s quite a nice little loco and it would definitely be worth keeping.
I love these Curator with a Camera uploads...🇬🇧 🚂
Regarding the "wood effect" on the walls of the cab: this, in combination with the polished copper and brass of the various elements, gives a somewhat cosy atmosphere and suggests to me that the designers took into account the aesthetics of crew's working environment. Full marks for that!
Ì have akquired a photo of Alfred Kitchens 1848 loko Woodlands #58 for stockton and darlington there are some similar details .This 1870 photo is so clear when enlarged 10 times its still as clear ,if you want a coppy let me know ttfn&ty
This loco used to operate on the Whitby & Pickering Railway (now the NYMR) when it was in service.
Amazing that the paint job has lasted so well since 1925.
Still shiny, and not faded or pealing!
I understand it was Malton allocated loco
i know it unlicky it would happen but i would love to see her restored to working condition so she could take part at Pickering to whitby railway 200th anniversary year pulling few mineral train up grosmont and goathland incline
In our Newcastle Museum, Australia we have an engine built in 1870 and was used carting coal to the docks for a 100 years.
We need a deep dive on the class 20
That's a beutiful workhorse of a locomotive.
The reverser is similar to those on the RHDR that is to say you could do fine adjustment with the hand wheel and quick reversing by disengaging the the screw and working the lever. Quite important on a goods engine. I noticed the water valves for the injectors but did not see the steam valves. Perhaps it just had pumps.
Speaking of/highlighting the "scumbling". I've seen that being applied to a Thompson TK carriage [1623] based on the NYMR. What's more it's quite an art to watch, as you start off with a light colour and gradually darken it down until yo get the shade you're after.....
The Barnard Castle to Tebay and Penrith line over Stainmore was part of the Stockton & Darlington before becoming part of the NER.
Yes, I did enjoy that, fascinating! Interesting to see an artifact actually in its original livery! Useful modelling info!
Thank you very much for talking about the NER 1275 from 1874. The Museum does a great job in preserving the knowledge of this technology. I would like a similar review of the NER Tennant 1463 which was built 10 years later. It too had the integrally cast valve chest under the cylinders. I have a live steam model of this engine.
Quite noticeable on the backhead is that the water gauges have been moved
I love these videos so much! Its one of my favourite series along with the Tank Chats by the Bovington tank museum! Keep them comin! (Im aussie so i cant go to these museums irl so i love these videos)
Great video and a wonderful old engine
Why assume that oiling was done while moving? The wear on the iron plates would be the same whether moving or not.
It was common practice to oil round while on the move in those days. The oil was gravity fed unlike in later locomotives where mechanical lubricators were used. The oil needed topping up often and was the cause of at least one accident when a driver missed seeing signals and ran into a train infront. The railway inspectorate took a dim view of drivers leaving the footplate and after a time the railway companies banned it.
I have been to the York railway museum several times over the years , it’s great ...on a side note my uncle was one of few employees who was licensed to drive a steam engine ( for moving them )
When I first heard that number it sounded familiar. Eventually I realized that this steam locomotive has almost the same number as Gettysburg railroad 1278. For those who don’t know I’ll give a very abridged version. Basically 1278 was a steam locomotive that exploded as late as the 90’s. There are tons of videos about it on UA-cam.
Several people have commented on the injectors, or pumps, or lack thereof. I notice that there are 3 clack valves on the boiler. Did it have a combination of feed pump and injectors?
Amazing is always, is there any possibility that we can get a video of the stirling single?
That really bizarre that they didnt really think of crew comforts until much later on. This happened not just of steam engines, another example that springs to mind are ww1 era destroyers. Alot of them had completely exposed bridges. No sheiding from the elements. Sounds like a very unplesant time to be working these kind of engines.
I suspect it’s intentional for this loco. Working in industrial yards, around pits, places where the rail is in a “shared space”, you’d really need the added visibility and ease of access afforded by having no proper cab. Definitely no fun to work with on a rainy day, but I reckon it was considered and decided to forgo a dry crew for the sake of visibility.
I think the exposed working spaces on these engines is simply a throw back to the workspaces on horse-drawn carriages or carts (drill down to horse-back). There was no requirement for any different consideration.
Well we started with no cab at on all the first engines so I think they thought that was Crew comfort, it's quite iterative in a way. The longer you go on the more cab till now where you are fully enclosed with a heater and air con. Also keep in mind the further you go back in history the thicker and more layers of clothes people wore and they actually used more of the energy from the food they ate on warming their bodies up than modern people
They really didn't give a toss about the crew then. Imagine having to stoop to floor level to shovel coal! Crippling. 😮
Some of the old Belgium steam locomotives in the museum in train world have a very similar reverser ( mostly on the passenger locomotives) but they definitely don't have such a unique screw!
Oiling the loco while it's on the move. Sounds like something out of a silent film.
If they bothered to film it it would be a silent film
Is there any chance the photo used at 0:36 is from the Victorian Railways (VR) in Australia.
Three wagon types in the photo look near identical to standard VR wagon types that I have never seen on any other railways,
1. The wagon with vertical cage like bars and a peaked roof looks like an early VR L class double deck sheep wagon.
2. The side louvered Vans with a peaked roof look like early VR U Louvre vans.
3. Some of the open wagons look to be the same proportions and design of the VR I wagon. VR being an early adopter of the widespread use of all steel open wagons whereas the UK railways and especially the NER built quite different wooden designs for coal transport for a much longer period.
4. The cattle wagon while not as distinctively VR looks similar to early VR M class cattle wagons.
A search for Victorian Railways L wagon , for example, should show the similarities I am talking about.
One VR wagon type that does look like an early GNR or NER design is the VR Z class brake guards van so there could be a transfer of some other VR designs from the UK that I am less aware of.
The building also look to be wooden weatherboard types with a front sloping verandah. These look to be more Australian economy designs than anything I have seen in photographs of UK railways.
Maybe the photo got classified under Victorian Railways era photgraphs rather than the location and railway name. These often turn up noticed by me having the VR as my home railway of special interest to me.
Any NER experts with thoughts on this out there?
Living in Melbourne, Victoria, Australia, I am not going to disagree with any of the above. If we were able to identify part of the station name, again on a typical VR name board it could give us a location, but it is probably out of focus and too far away.
The image is of Moe on the Gippsland line, and appears to have been taken from Wikipedia. This station was significant for being the terminus of the 2'6" gauge Walhalla line, with some narrow gauge stock visible just behind the darker shed in the background. Since the Walhalla line opened in 1910 and bogie E wagons were introduced in 1925, we can date the image to somewhere in the 1910s or 20s.
Very interesting, indeed! How were those sanders operated...? There doesn't seem to be a lever for it in the cab...
I suspect it was the usual practice of the fireman crouching on the running board and pushing the sand down the pipe by hand. An extremely uncomfortable mode of travelling, with certain intimate parts of one's anatomy very close to the hot smokebox!
See people, even the curators call the ornate embellishments in the livery twirly bits! I'm not stupid!
Oiling Stephenson's gear from the running board WHILE the loco is IN MOTION?? No thanks!! That's a terrifying prospect!
So glad to hear those noises in the background. Glad to hear work is progressing with your renovations. Wishing you the best from the states! Maybe one day I'll be able to travel abroad and see your wonderful collection!
I don’t believe that was ever done anywhere at any time.
Surely it'd be frowned upon to say the least for the driver to leave his post while a loco was in motion 🤷🏻♂️
@@pvtimberfaller6:14 a comment is made alluding to this. This is long before modern safety practices, mind you
@@jibbseyThis is a fair point. Though it was usually the driver's job to lubricate everything, a good fireman could have done it just the same if need be.
If this oiling was ever actually done it would make sense that the right side was more worn, a right handed person would hang on with is left hand and reach under the boiler with his right arm to do the oiling.
Not related to this video but has the railway museum considered getting a class 313. There an important part of history
I notice there's no vacuum brake pipe. What sort of braking arrangement did this loco have?
Am I right in thinking that there isn't a brake other than the handbrake? Was that a common setup on locos in the 19th century?
Indeed, I'm not sure when 1275 was fitted with a loco steam brake, but it and its contemporaries were definitely built with just the tender handbrake.
This also was a low speed mineral locomotive design , so extra braking performance was thought less necessary then.
@@johnd8892 True, on steep descents (such as on the Stainmore line) the train would be stopped before the gradient fell away, and wagon handbrakes would be applied.
In the early days it was considered inadvisable to have brakes pushing on just one side of the coupled wheels so tender locos relied on just the handbrake on the tender.
Do the class 20
The driving wheels look oddly spaced and a very unusual buffer beam.
Spacing for better weight distribution. Buffer beam to to match up when pushing the early low wooden plank like buffers of the Chaldron wagons common in the North East early railways.
Vid on Chaldron wagons :
ua-cam.com/video/SyE94CqbeQo/v-deo.html
Is it just me, or do marker lights on steam locos always make them look like they have eyes?
One article by Cyril J. Freezer notes a particular company (Furness, perhaps?) that tried to put big American cabs on their engines to shelter their crew, and the crew hated them. He couldn't understand why anyone would rather be working out in the open in the snow and rain and wind.
By the 1930s, many North American engines had all-weather cabs that were completely enclosed. Not even an LNER A4 Gresley Pacific had an enclosed cab; I can't imagine anyone volunteering to work an engine at speeds of 100 MPH under those conditions. It might have been necessary due to the lack of oil-firing and mechanical stokers on British engines.
I recall that anti cab reaction being reported. Thought it was 1860s Stockton and Darlington.
The Queen said the " Hippo train can not swim under Water, and steam always rises to the top ", I asked if waddle is spelled with a o as wOddle and prayed for peach cobbler and world peace ☀️#Disney 1964? #Princewilliam
When you said she “waddled”, I immediate thought of Duck (from Thomas the Tank Engine) a she is green, I wonder if Wilbert Awdry used her as the basis for the character.
No injectors?
Injectors were a recent invention in that era.
Many in engineering at the time could not understand how an injector could possibly work, so being conservative, avoided injectors until they were more proven in use.