Railways around Thirsk Prewar (1933-1939)

[Tom F]

Duly amended.

[PinzaC55]

Cheers that will see my little empire finished

[PinzaC55]

Based on this photo from David Hey's collection http://www.davidheyscollection.com/user ... irsk-1.jpg
a V2 and Class 40 stand at Thirsk.


trainz 2014-05-13 13-49-19-73 par PinzaC55, on ipernity
If James Brodie is reading this he referred in an earlier post to a "mini hump" in the Up yard? I think this may have been the headshunt at the north end - am I wrong or right?

[Platypus]

Hello All,

I have only just found this thread, but some of my comments under Thirsk, LNER may be relevant to readers here. My apologies,

Regards, Platypus.

[Platypus]

Hello All,

re David hey's photo of an EE Cl 40 and a V2 per PinzaC55 post above, the vans behind the EE Cl40 are those unfortunate BR Std 10 ft wb Pallet Vans that showed a propensity to derail at their intended speed.

As I understand it, a number of xGWR and xLMS vans were converted to a similar configuration of a one half width sliding door on each side of the van which enabled a forklift to place the loaded pallets into the van presumably, the conversions worked fine, yet the BR new builds did not, and the suspension system was deemed to be the problem.

Two solutions were arrived at, lower the maximum speed of the BR std Pallet Vans, and get BR Ashford Works to build new, Continental style, long wheelbase vans, which were some of the earliest "new" vans for BR. ( 1969 COV AB , later VAA, VAB, etc )

BR had the same problem that Australian railways faced, namely , convincing people to use or share LWB ( BR ) and bogie vehicles ( Australia ) in lieu of slow, short wb wagons,

Regards, Platypus

[thesignalman]

re David hey's photo of an EE Cl 40 and a V2 per PinzaC55 post above, the vans behind the EE Cl40 are those unfortunate BR Std 10 ft wb Pallet Vans that showed a propensity to derail at their intended speed.

If you are talking about the four-wheel van incidents that I am thinking of, in the 1970s, there were a combination of factors but the fault was not really with the suspension on those specific wagons.

The incidents generally only happened because oscillation built up on long-welded rail, jointed track seemed to counteract that in some way. Another factor was that in the diesel era, the maximum speed was upped from 55 mph to 60 mph for fully fitted freight of that type, on the basis that all locos had speedos and therefore a margin of error was no linger needed. In fact, most steam hauled freights of that type rarely reached 55 mph.

John

[52A]

4N28 derailed Tollerton Dn slow 26-10-65