Flatrols

[2562]

Does anyone have any idea what this arragement of flatrols would have been used for?
The comment on the right hand end (that I've managed to miss off of the scan) reads

Balance wieght 22.77 T
Load relief obtained 22.63T

There are no date indications on the drawing, just some very feint mass calculations.
If the counterweights were providing about 45 tons of relief (And I assume that Flatrol EAA was supporting at least some weight) what on earth was being moved?



the only hint is a reference to GC and GN load gauge, which at least narrows down the area.

Andy

[52D]

Surely this is the wagon mentioned in another posting regarding the garret i will post link when i find it. Link here garratt-2395-film-t2879.html

[Bill Bedford]

Does anyone have any idea what this arragement of flatrols would have been used for?

It was used when the load exceeded the permitted load of the principle wagon, a bit like the relieving bogies on a the 75T brake down cranes.
There are photos of such an arrangement in one of the Great Central Magazines, but I can't now remember the date of the issue.

[2562]

Surely this is the wagon mentioned in another posting regarding the garret i will post link when i find it. Link here garratt-2395-film-t2879.html

yes that's it. thanks.
Now that would be an iteresting model.

Andy

[L&Y Man]

This wagon formed part of the LNER demonstration train, featured in The Railway Magazine of June 1930 thus :


"L.N.E.R. Demontration Freight Train."

This was prepared in connection with a meeting of the Sheffield Rotary Club, on March 31 [1930], when Mr. W. M. Gracie, Assistant Goods Manager, L.N.E.R. (Southern Area), gave an address on "The Railway and the Trader". The train was hauled through Sheffield passenger station and then temporarily halted at the up main platform for examination by the visitors. It comprised 20 units, and was headed by the Garratt engine, weighing 178 tons, temporarily detached from its banking duties on the heavily graded Worsborough Branch. The leading feature of the train was the 150-ton cantilever set. Described on the programme as "the leviathan of the line", this 150-ton set is the most powerful in the country. There are five vehicles in the set, the centre vehicle having an individual carying capacity of 110 tons, but it requires the addition of the cantilever wagons for the handling of weights amounting to 150 tons. Among other high-capacity vehicles were a 70-ton transformer girder set, which comprises two flat trucks connected by two detachable girders from which the load is suspended; a 55-ton well-trolley wagon; a 40-ton bolster wagon; and a 30-ton trestle trolley designed for the coveyance of heavy traffic with awkward dimensions. The remaining units, all of different types, included wagons used on the train-ferry, a 40-ton brick wagon, a banana wagon and various types of container, the last [unit] being a standard 20-ton brake van.

The 20 units had a tare weight of 456 tons, and comprised a total length of 909 ft., this being the maximum length of train it was possible to "lock in" the up main platform line at Sheffield. The different classes of vehicles on the train were well selected, and the whole probably represented a train formation unique in the annals of British railroading, and it was fitting that it should have been provided by one of the great freight-carrying lines in the country."

This wagon was also pictured in The Railway Magazine of January 1930, with the caption, "100-TON TROLLEY WAGON (ADAPTED FOR 150 TON LOADS). L.N.E.R."

The text says, "Supplementing the details given previously, we now reproduce a photograph of Nr H. N. Gresley's 110-ton trolley wagon for the L.N.E.R., which, in combination with the wagons and cantilevers shown, is capable of carrying stators up to 150 tons weight. The full set for carrying a load of 150 tons runs on 28 axles, and comprises one 110-ton well trolley wagon, two 60-ton flat wagons as pivots for the cantilevers, and two 20-ton well trolley wagons, as under-runners for the balance weights. The large trolley wagon has been used several times recently by itself for carrying ingots betwen Sheffield and Manchester, and on one occasion the ingot carried weightd no less than 120 tons."


I understand that stators were used in electricity generation, and stayed still whilst the rotors moved round them, but am open to correction.

"The Story of British Railways" by Barrington Tatford (1945) also shows the same photo, saying that such wagons are used for carrying such loads as gun barrels, boilers, bridge girders and heavy machinery.

L&Y Man

[52D]

Basically speaking although there are many variations, the stator is the outside part of a motor or generator and usually has coils of wire round its internal circumference. The rotor as the name suggests is the internal part that rotates.
In a generator an outside force turns the rotor such as a steam turbine or water wheel and electricity is produced by a rotating magnetic field interacting with the coils of wire.
In a motor the reverse happens by putting electricity into the coils the rotor is encouraged to move by a rotating magnetic field.

That really is the simplest way of explaining it but there are many varieties of motor/generator so if you are not to sure about how they work just imagine the simple explanation.

[Bryan]

Would this be something similar to that in the diagram?
This was taken last month at Locomotion Shildon. And very awkwardly placed.

[L&Y Man]

This wagon formed part of the LNER demonstration train, featured in The Railway Magazine of June 1930 thus :


"L.N.E.R. Demontration Freight Train."

This was prepared in connection with a meeting of the Sheffield Rotary Club, on March 31 [1930], when Mr. W. M. Gracie, Assistant Goods Manager, L.N.E.R. (Southern Area), gave an address on "The Railway and the Trader". The train was hauled through Sheffield passenger station and then temporarily halted at the up main platform for examination by the visitors. It comprised 20 units, and was headed by the Garratt engine, weighing 178 tons, temporarily detached from its banking duties on the heavily graded Worsborough Branch. The leading feature of the train was the 150-ton cantilever set. Described on the programme as "the leviathan of the line", this 150-ton set is the most powerful in the country. There are five vehicles in the set, the centre vehicle having an individual carying capacity of 110 tons, but it requires the addition of the cantilever wagons for the handling of weights amounting to 150 tons. Among other high-capacity vehicles were a 70-ton transformer girder set, which comprises two flat trucks connected by two detachable girders from which the load is suspended; a 55-ton well-trolley wagon; a 40-ton bolster wagon; and a 30-ton trestle trolley designed for the coveyance of heavy traffic with awkward dimensions. The remaining units, all of different types, included wagons used on the train-ferry, a 40-ton brick wagon, a banana wagon and various types of container, the last [unit] being a standard 20-ton brake van.

The 20 units had a tare weight of 456 tons, and comprised a total length of 909 ft., this being the maximum length of train it was possible to "lock in" the up main platform line at Sheffield. The different classes of vehicles on the train were well selected, and the whole probably represented a train formation unique in the annals of British railroading, and it was fitting that it should have been provided by one of the great freight-carrying lines in the country."

This wagon was also pictured in The Railway Magazine of January 1930, with the caption, "100-TON TROLLEY WAGON (ADAPTED FOR 150 TON LOADS). L.N.E.R."

The text says, "Supplementing the details given previously, we now reproduce a photograph of Nr H. N. Gresley's 110-ton trolley wagon for the L.N.E.R., which, in combination with the wagons and cantilevers shown, is capable of carrying stators up to 150 tons weight. The full set for carrying a load of 150 tons runs on 28 axles, and comprises one 110-ton well trolley wagon, two 60-ton flat wagons as pivots for the cantilevers, and two 20-ton well trolley wagons, as under-runners for the balance weights. The large trolley wagon has been used several times recently by itself for carrying ingots betwen Sheffield and Manchester, and on one occasion the ingot carried weightd no less than 120 tons."


I understand that stators were used in electricity generation, and stayed still whilst the rotors moved round them, but am open to correction.

"The Story of British Railways" by Barrington Tatford (1945) also shows the same photo, saying that such wagons are used for carrying such loads as gun barrels, boilers, bridge girders and heavy machinery.

L&Y Man

Further to earlier answers, Brian Grant's and Bill Taylor's book, "British Railways Wagons Their Loads and Loading" (ISBN 1 85794 205 1, Silver Link Publishing) contains a photo of this wagon loaded with a stator.

No, it is not entitled, "Stator - the Art" (!), but as the LNER Stator Set.

L&Y Man

[61070]

Browsing the NRM online photo archive I came across the following photo and recalled this thread:

http://www.nrm.org.uk/ourcollection/pho ... 7-7486_363

The location appears to be Heaton, Newcastle upon Tyne with the Heaton Works of C.A. Parsons, manufacturers of steam turbine generators for power stations, forming the background.

[52D]

This (Parsons)was a common starting point for many out of gauge loads especially when the Trent Valley coal fired power stations were being built.

[52A]

The wagon 61070 refers to was known as the "Cantilever Set" and was publicised as the largest railway wagon in the world. It was still (or what was left of it) outside Parsons at Heaton right up to the early 60s.