Right everyone. As I posted on another thread sometime before, I do have some GA drawings of the E2. What is interesting is the side and top view is dated 7/11/14 (7th August) and the front and rear are dated 25/11/14. Now I will leave it to you all to have a think and see why those dates are a little strange..... (PM me if you think you know) Just some snippets of information that I can see straight away and then I will get a few pictures. By the way, I apologise now that the pictures will not be great as they will be off my phone but hopefully you will see some of the detail. LBSCR E2 Class 0-6-0T Overall length: 33 3 (10.1346 metres) Overall height: 12 8 (3.8606m)* Wheelbase length: 16 (4.8768m) Diameter of Wheels: 4 6 (1.3716m) Boiler Diameter: 4 6 (1.3716m) Boiler diameter including outer casing: 5 (1.524m) Boiler length: 10 4 1/4 (3.15595m) Firebox length: 5 1/8 (1.527175m)** Boiler had 200 tubes and was a saturated boiler Tube diameter: 1 3/4 (44.45mm) Diameter of cylinder bore: 17 1/2 (444.5mm) Stroke of piston: 26 (660.4mm) Water capacity: 1256 gallons*** Coal capacity: 2 1/2 tons of coal**** * This the height to the chimney. The whistle did stick out of the cab roof and made the height higher though it is not recorded ** My copy is not large (A3 size) and therefore due to the print and the hand writing it is hard to distinguish a copy of dimensions. It is 5 foot something in length though *** This is the extended tank version. If I remember rightly without checking in books the first batch had a water capacity of 1090 gallons. These are also imperial gallons and not US gallons. **** Imperial tons. If I remember rightly the weight is calculated using the space up to the top of the coal rails. Crews would top the bunker right up and trim it properly to reduce the chance of it falling off the loco and therefore the actual coal carried would be several hundred weight more at best. You wouldnt carry 3 ton though that wouldnt be a worry on a preserved line as a bunker would do for a days work. Originally they were Westinghouse air brakes for the train and a steam brake for the loco when running light engine. Later on, due to dealing with wagons from other railway companies, vacuum brake equipment was fitted to them. Valve gear was Stephenson valve gear with slide valves, a common set up used by inside cylinder tank engines throughout the country with everything being connected to the middle axle. It was mentioned on another post about maybe looking at making the firebox bigger.....Well you couldnt shorten the boiler length as the ashpan and firebox front would be hit by the big ends and eccentrics and going the other way would make for a very cramped cab. Also, it is hard to see on General Arrangement drawings, the rear ashpan is very close to the back axle.The rear axle is actually behind the firebox and therefore ashing out looks as if it might have been interesting to say the least! Another interesting feature, at least to me, is that many locomotives and tank engines especially, were right hand drive. The E2 was left hand drive from the beginning so that the driver was on the correct side to sight signals. Sanders provided for the front and rear wheels for forward and reverse running. Another interesting feature is the regulator handle itself. I would imagine it is drawn in the shut off position and therefore is a regulator that you pull towards you to admit steam to the cylinders, very much like Andrew Barclay locos, or at least the ones I have driven. Many locos you push the regulator away to admit steam and towards to shut off. Another nice feature is the screw reverser instead of a common pole reverser that is usually seen in tank engines due to pole reversers taking up little space. Now I just mentioned a bit further up about the rear damper door. Looking at the rear view I think it sits below the height of the axle making disposal a more easier proposition. So now I will stop rambling and start getting a few pictures for you all.
Posted on: Mon, 15 Sep 2014 20:39:45 +0000
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