In setting about the cab design and manufacture we had to consider:-
- Keeping as true to the LNWR profile as possible
- Crew safety, including impact protection, precautions under overhead wires, access between cab and running plate
- Weather protection
- Handling & storage
- Cost and weight
Keeping the LNWR Profile
LNWR cabs had a relatively easy curve to the main part of the roof, which became more pronounced as boilers became larger in the late 19th and early 20th centuries. Reverse curvature on the outer part of the roof enable the attachment to the cab side to utilise a standard angle section. After the grouping, the LMS required wider route availability and rather crudely modified the outer part of the cab roof to a convex curve, bringing the cab roof/cab side joint lower down. This completely changed the appearance of the LNWR Cabs. More recently the gauge has been further reduced, causing problems for many locomotives already licensed to run on Network Rail. Our first attempt was to design the cab to fit within the Network Rail Locomotive gauge. While we were satisfied with the aesthetic appearance, consideration of the complexity of the gauging process, particularly in an area little used by other vehicles, led to a rethink. By demonstrating that our loco fits within the profile of a locomotive already cleared, the risks are greatly reduced. Fortunately, thanks to the Bahamas Locomotive Society, we were able to design a new cab profile inside the measured profile of Jubilee 5596. While of reduced corner height and width compared to the original, the general appearance of the LNWR cab is preserved.
Impact protection for traincrew is very important for modern locomotive designers. Although new builds have been allowed some derogation by alternative risk mitigation measures, the continued use of thin sheet cab structures is not always necessary. Our front, side and roof sheets are 8mm as against 3.2mm of the LNWR. While this doesn’t give the same degree of protection as a modern cab, it is a great deal less vulnerable than the original. Of course it helps that we are happy with every little bit more axleload on the coupled wheels!
Under overhead wires it will be necessary to physically prevent crew (and their shovels or fire irons) from getting too close to live wires. We haven’t got as far as designing anything specific, but we have made provision for attaching fittings to the rear cab roof stiffener.
One undesirable feature of the design is that the width of the footplating allowed for crew to pass outside the cab whilst cling on precariously to the rail on the lower cab side panel. After a fireman suffered serious injury, the LNWR fitted a proper handrail on the upper cab side. This would merely serve to encourage dangerous behaviour, which persisted to the end of steam. One ex—fireman told me of an occasion when, after building up the fire of a Duchess for the southbound ascent of Shap, he turned round to find himself alone on the footplate. His driver had taken it into his head to check the correct lamps were displayed, also perhaps thinking to wind up his fireman. Eliminating this hazard would mean altering the locomotive and our only option is to forbid access outside the cab. Perhaps we can employ spikes on the footplating as well.
The original LNWR cab roof overhung the sides by 2½”, so rainwater was slightly away from the cab side. The LMS modification eliminated the overhang, and although a rain strip was provided it was very shallow. Drivers had to expect cold rainwater on their heads! Roof overhang is limited by the gauge requirements, so we have fitted a rain strip to the edge of the cab roof and the rear handrail is a tube, serving as a drain. We are under no illusions as to protection at speed or in windy weather, but it will help at low speeds and in light wind conditions.
Handling & Storage
Until relatively recently, workshop staff had to work out for themselves how to lift, store and transport components. We have provided lifting points and designed a simple handling frame so that the cab top mounted on a large pallet can be safely handled without risk of being unbalanced despite the limited length of cab side panels relative to the roof.
Cost & Weight
The LNWR cab was flush rivetted, with angled joint pieces. The number of parts required, holes to be drilled through and countersunk, and the actual riveting would have made for an expensive assembly. Welding, using tab and slot assembly like a child’s toy, is both stronger (and safer) and more economical with the same smooth external faces as the original. Views on methods of construction vary, quite legitimately; our view is we want to replicate the essentials of a George, but with modern techniques where appropriate. As already mentioned, the weight of the cab (just under 500kg or half a ton) is a small but useful addition to the adhesive weight.
Sometime this year we hope to be able to show the completed cab mounted on the existing fully painted lower cab and splasher assembly. Visitors can then judge for themselves whether we have successfully preserved the essence of the LNWR design.
More photos above!!
Cab Tack Welded! More details to follow.
Cab beading now exists! Further exciting news and pictures to follow soon.
Some further news re the new George:
Please see below image of upper parts of the cab and the roof. The order for this was placed on Friday May 15. This is a substantial metal fabrication weighing over half a ton and I think it is pretty plain to see that we have retained far more of the LNWR ethos than the LMS did when it crudely cut the cabs down to fit on the rest of their network! Next step we expect to be the rear frames from Tata Steel (hopefully quite soon). We also hope to give small groups of supporters the opportunity to come and see the front part of the locomotive (smokebox, chimney,
front buffer beam etc. once lock-down is lifted -would people who are interested please contact me at email@example.com .
Hello and welcome to a slightly surreal edition of our newsletter! We hope that you enjoy our update which we hope provides some relief and light fun in the way of a Quiz!
Given the strange circumstances of the majority of us being isolated, we have developed a quiz for to give everyone a break from the obvious. We welcome all to take part with the winner receiving a free mug and pen. Please send completed copies back to the email address at the bottom of the quiz or alternatively print and post them to the address given. The deadline for entry is 17:00 on the 1st May 2020. We hope you enjoy it!
Despite the ‘pause’ we are all experiencing in our daily lives. The build is continuing apace; the boiler is out for consultation to evaluate the design, several parts have been ordered and are in the process of being fabricated, whilst the calculations to satisfy ‘authorities’ for the bogie wheels are almost complete. Our CME Terry will go in to more detail on all of this in the CME’s Office. The Trust is providing Chali Chaligha, an engineering undergraduate from De Montfort University with a practical grounding in railway engineering. Chali has the makings of a first class engineer and the Trust are really happy with his approach and attitude, the Trust is also assist Chali by providing professional training to bolster his growing skill set.
We must also sadly report the passing of Crewe Works No.9 and No.10 shop where the Georges were built. The Trust had been in contact with site owners several times over the years and had been proactively working with them to stage a photo of the built section of the Locomotive in front of the Shops before they were finally torn down. Discussion progressed well with the site owner who then prevaricated preventing the photo to occur before it was all torn down. We were naturally very dissapointed by this but are aware of the value and importance of the houses on such a site.
The Trust is now a recognised beneficiary where Amazon (the online retailer) donates 0.5% of net sales between the various beneficiaries, which is a really exciting prospect for the Trust. We have applied to also be a beneficiary of Vintage Giving’s scheme, this is where people who spring clean donate items which can then be sold to raise funds. Items are welcomed and certainly well received with the Trust please click here for more information on donating items.
Financially, at the present cash is king. The Trust is in a strong position thanks to your generosity and feels in a strong position to weather the impact of the current situation. It may affect suppliers ability to fulfil orders to time but we continue to liaise with them and work with them to make sure we all get through this situation in as fit and healthy state as possible. As always this is only possible by the kind and generous backing we receive from all of you; our supporters and friends. Your good work is going along way in many different ways; education, supporting small UK businesses and building a lovely Locomotive to boot! We hope you continue to enjoy watching and supporting us along the way.
Ed. If any supporters know the location or own a crystal ball to foresee where we will be as an economy in 8 to 12 months the Trust would gladly like to take a peak!
CME’s Office- Engineering Update
The boiler design is progressing well, we are now looking for assistance from experts who can review the design and assist with certification under the EU Pressure Equipment Directive. This is a big milestone in heading towards the construction phase of the boiler, where once we have reached a consensus we can move towards the cutting of metal. Needless to say given the criticality of getting a boiler ‘right’ this will naturally take some time (especially in the current circumstances). We will update you on boiler progress as soon as we have news from our discussions.
An important milestone was reached with the completion of the intermediary running plate, see picture below. Fabrication was complex as the drawings show a very complex construction of angles, bars and plate with hundreds of countersunk rivets. We have made best use of funds by changing to welded fabrication, using “tab and slot” assembly identical in appearance to the original, it was not a simple piece to fabricate in order to seamlessly join smokebox to splasher via the frames and be strong enough to stand up to your editor’s weight on top of it!
With the running plate complete we now have a sizeable collection parts and we need to start erecting them. Therefore the main frame plates’ design is being calculated in preparation for fabrication. As has been mentioned previously during their later years the frames on Georges cracked, we must prove to the VAB that we have designed out and mitigated any such known flaws, which we are currently doing. The main frame plates are critical in that they allow us to splice the two frames together and start erecting the locomotive properly. We hope to bring you positive news on this in the summer.
As we write this the cab roof is going through its final cross referencing and it should be ordered and being fabricated in the summer, please enjoy the computerised drawings and hopefully the real thing soon!
Analysis of the bogie wheel has been completed by Chali, who is now writing up his findings which enables us to review the design against a ‘known’ design, in this case a LMS standard bogie wheel and its BR successors; which is accepted by the modern railway. Once the assessment is complete we can go out to tender and get the castings of all 4 wheels made. In the meantime in enjoy the picture showing Chali’s excellent work.
A generous donation has been made to the Trust in the form of the money to purchase a complete set of brand new LNWR Locomotive Lamps. The Trust has therefore engaged one of the leading lamp makers in the country to fabricate these lamps. The order is placed and work should commence in June. The Georges generally carried a 1912 pattern lamp, no originals appear to exist (we would be grateful if one could appear in order to copy, if anyone has one or knows the whereabouts of one) without it we have a drawing and have received assistance from numerous groups and people; including the Bahamas Locomotive Society and the London and North Western Railway Society, to name but two sources. Our thanks are placed to both of these organisations for their support, wealth of information and knowledge they have imparted to us.