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alan_fincher

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Just now, Athy said:

Did the Leader fiasco prompt Bulleid's move from Southern region to his new post in Ireland?

Not sure, history is vague.

 

His final steam locomotive design for the SR was the unconventional Leader, appearing in 1949, after nationalisation. This had the boiler, coal and water supplies and everything else encased in a smooth double-ended body reminiscent of a diesel locomotive. The drive was through two six-wheel bogies, each with three cylinders. The axles on each bogie were connected by chains. The Leader was innovative but unsuccessful; after Bulleid had left British Railways, the project was cancelled.

Bulleid also had responsibility for coaching stock, an area in which he had an active interest. SR coaches, the newest designed by Richard Maunsell, were solid but old-fashioned. Bulleid designs built on the best of the existing designs, while making improvements, and his coaches were known for their comfort and spaciousness. They were popular with the travelling public, and many of the design features such as the size and layout were used by British Railways for their standard Mark I passenger coaches.[3]

Bulleid was briefly tne CME of British Railways Southern Region. During this period, his two prototype diesel electric locomotives appeared.

Córas Iompair Éireann[edit]

In February 1950, Bulleid was appointed CME of Córas Iompair Éireann (CIÉ), the nationalised transport authority of the Republic of Ireland, having been a consulting engineer to CIÉ since 1949. He led the first major dieselisation programme, which involved the procurement of diesel multiple units from AEC of Southall (the 2600 class), 94 Crossley-engined diesel locomotives (60 CIE 001 Class and 34 CIE 201 Class) from Metropolitan-Vickers and 12 Sulzer-engined diesel locomotives (CIE 101 Class) from the Birmingham Railway Carriage and Wagon Company. This began a transformation of railway traction in Ireland, although the locomotives proved unreliable until most were re-engined.

Bulleid developed two prototype peat-burning steam locomotives, one a converted coal-fired traditional steam locomotive of 2-6-0 wheel arrangement and the other, CC1, new and fully enclosed, along the lines of the Leader design. CIÉ did not adopt peat-fired traction for widespread use.

 

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4 minutes ago, Ray T said:

Not sure, history is vague.

 

His final steam locomotive design for the SR was the unconventional Leader, appearing in 1949, after nationalisation. This had the boiler, coal and water supplies and everything else encased in a smooth double-ended body reminiscent of a diesel locomotive. The drive was through two six-wheel bogies, each with three cylinders. The axles on each bogie were connected by chains. The Leader was innovative but unsuccessful; after Bulleid had left British Railways, the project was cancelled.

Bulleid also had responsibility for coaching stock, an area in which he had an active interest. SR coaches, the newest designed by Richard Maunsell, were solid but old-fashioned. Bulleid designs built on the best of the existing designs, while making improvements, and his coaches were known for their comfort and spaciousness. They were popular with the travelling public, and many of the design features such as the size and layout were used by British Railways for their standard Mark I passenger coaches.[3]

Bulleid was briefly tne CME of British Railways Southern Region. During this period, his two prototype diesel electric locomotives appeared.

Córas Iompair Éireann[edit]

In February 1950, Bulleid was appointed CME of Córas Iompair Éireann (CIÉ), the nationalised transport authority of the Republic of Ireland, having been a consulting engineer to CIÉ since 1949. He led the first major dieselisation programme, which involved the procurement of diesel multiple units from AEC of Southall (the 2600 class), 94 Crossley-engined diesel locomotives (60 CIE 001 Class and 34 CIE 201 Class) from Metropolitan-Vickers and 12 Sulzer-engined diesel locomotives (CIE 101 Class) from the Birmingham Railway Carriage and Wagon Company. This began a transformation of railway traction in Ireland, although the locomotives proved unreliable until most were re-engined.

Bulleid developed two prototype peat-burning steam locomotives, one a converted coal-fired traditional steam locomotive of 2-6-0 wheel arrangement and the other, CC1, new and fully enclosed, along the lines of the Leader design. CIÉ did not adopt peat-fired traction for widespread use.

 

I reckon you've lifted that from Wiki - because I've just read it myself!

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Now that's interesting. The L.M.S. "Station boats" are quite well known, but I'm not sure I even knew that the L.N.E.R. had a narrowboat fleet. Where did they operate? From the boat's name, I'm guessing that they were on the Scottish canals.

Edited by Athy
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14 minutes ago, Athy said:

Now that's interesting. The L.M.S. "Station boats" are quite well known, but I'm not sure I even knew that the L.N.E.R. had a narrowboat fleet. Where did they operate? From the boat's name, I'm guessing that they were on the Scottish canals.

I stand to be corrected, but I don't think the LNER had any carrying boats only maintenance boats.

 

One well known survivor is JOEL (crossed in post with Ray T)

 

George

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2 hours ago, Ray T said:

OVS Bullied was at one time an assistant to Gresley before he went to the Southern, finishing his career with Irish Railways.

He went to school in Accrington for a few years when his father was a dentist there. And a couple of my photos to go with this thread - at Nine Elms and York. I liked the smaller LNER locos.

35017.jpg

65846 York 594.jpg

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50 minutes ago, Athy said:

Now that's interesting. The L.M.S. "Station boats" are quite well known, but I'm not sure I even knew that the L.N.E.R. had a narrowboat fleet. Where did they operate? From the boat's name, I'm guessing that they were on the Scottish canals.

This MS&LR rain record for 1874 - I found it in the Rochdale Canal records - gives an idea of the area they served.

MSLR water 1874.jpg

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4 hours ago, alan_fincher said:

coal consumption was higher than on other locos of similar power class.

I don't think Bulleid was much worried about that, he just designed an engine that was never short of steam.

 

5 hours ago, Athy said:

Not often seen on the L.N.E.R., though.

What, Joshers?

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48 minutes ago, RLWP said:

It's becoming a buyers market in unconverted motors

 

Richard

Not sure if you are including Dodona in that, but its a bit specialist, being (I'm guessing) only 45 to 50 feet.  More  a tug really, though of course originally a butty.

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8 hours ago, Athy said:

Yes, but which canal? I did not know that the L.N.E.R. owned any.

The LNER inherited 8 canals along with many docks and harbours:

https://en.m.wikipedia.org/wiki/London_and_North_Eastern_Railway

Scroll down to 'anciliary activities'.

 

Edited to add:

https://www.lner.info/forums/viewtopic.php?t=11181

Edited by Derek R.
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15 hours ago, Ray T said:

Not done a great deal of research on the LNER boats, but ones I know of: No15 Flora, No5, name? No 8 Maria, NoA1 Scotia and No 9 Joel which is preserved.

 

 

joel%20marple%201.jpg

I remember that well. Nottingham on a Sunday morning. Having accepted Mr. Pailins' kind offer of a tug of war, mum and dads tug made short shrift of Sharpness and dragged her towards the offside bank on the first pull. Joel came next when she got a bladeful. I went in to clear their prop in true sportsmanship fashion and promptly pulled a BW vinyl banner off their blade. I think in the end it took both Aquarius and Joel to hold Wyrd still and eventually we 'let' them win....or something like that! Joel is a lovely boat and well worth looking at, not one of your common Woolwich or Josher thingymabobs!

 

Kind regards

 

Dan

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7 minutes ago, Derek R. said:

The LNER inherited 8 canals along with many docks and harbours:

https://en.m.wikipedia.org/wiki/London_and_North_Eastern_Railway

Scroll down to 'anciliary activities'.

 

Edited to add:

https://www.lner.info/forums/viewtopic.php?t=11181

Thank you for that information. Ripon and Pocklington I might have guessed, but I would never have suspected that the company also owned canals in the North-West, such as the Ashton and the Macclesfield - though since its empire stretched up and over to Manchester via the former Great Central Railwsy, I suppose it makes some sense.

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1 hour ago, Athy said:

Thank you for that information. Ripon and Pocklington I might have guessed, but I would never have suspected that the company also owned canals in the North-West, such as the Ashton and the Macclesfield - though since its empire stretched up and over to Manchester via the former Great Central Railwsy, I suppose it makes some sense.

The Great Central empire went much further west than Manchester, try Wales with the Wrexham, Mold & Connah's Quay Railway as well as various oddities around Liverpool & south Lancashire.

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A few weeks ago this thread had a discussion about boats built for the Thames Conservancy and I commented about one moored at Ratcliffe Marina on the Soar. Well at Easter I went by it and took these photos. Its not for sale as far as I'm aware so they are posted for interest. Is this a Thames Conservancy boat or not. It is called Clarice A11 - I can't find it on the boat index -it is moored offline so presumambly its not licenced

IMG_7811.JPG

IMG_7812.JPG

IMG_7813.JPG

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On 11/05/2019 at 16:04, Ray T said:

Drifting back on topic of boats.......

gallery_5000_522_121290.jpg

The LNER "Western Canals", Ashton,Peak Forest and Macclesfield had around 22 boats on maintenance work,  also 7 ice breakers during its 25 year  existence. The canal department were required to annually submit a list of boat assets to the District Engineer at Guide Bridge station. The ice boats were of iron construction built in the workshops of the MS&L railway in the 1860's. All other boats were wooden and maintained at either  the Gorton canal workshops or under a contract with Jinks' boat yard at Marple top. Not all the boats were serviceable at any one time , some reported as "sunk" at various places. 

Contrary to popular opinion, the LNER maintained their canals reasonably well, considering there was little traffic, the steam dredger "Joseph" was a powerful machine and was kept at work most of the time. Just after nationalisation, Joseph was  scrapped and replaced with a tiny bucket chain  dredger of the chocolate fireguard type and dredging virtually finished.

Scotia shown  above  at Fairfield Top had a picture of  the LNER's pacific  Flying Scotsman painted on the front bulkhead. Engine was a National diesel made in Ashton under Lyne . There were  only two motors in LNER times, this and Joel, a weed-cutter( petrol-engine powered?) boat appeared around 1944.

Bill

 

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Steaming right off track again.....metaphorically that is....

Non can beat the mighty LMS................

Watching a Scots express drifting down the hill through Lancaster or thundering through Carnforth is a sight I'll never forget.

image.jpeg.0367a30901a57480053d5a20608448c0.jpeg

Edited by Graham_Robinson
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