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Someone added this text to the page. Can someone confirm/rewrite this info? Goose 07:38, 16 August 2006 (UTC)
There Also A Small Plan Of Giving Each Replica Of A Co-Bo A Name Which They Were Never Given Or Christened To, At All,
I remember seeing these engines at Ravenglass railway station in the 1960s and the exhaust was remarkably clean. When idling, it was completely transparent and there was just a heat haze over the exhaust pipes. When starting off, there was thin brown smoke but nothing dense. It seems the exhaust problem had been solved by this time. Biscuittin ( talk) 16:19, 11 September 2008 (UTC)
Quote: "This (the Co-Bo wheel arrangement) affected their route availability, due to the different axle loading at each end of the loco, and made maintenance more complicated". I think we need more information here. Why should it make maintenance more complicated? What are the axle loadings? Are they all the same (5 x 19.4 tons) or are they unequal (e.g. 3 x 19 tons on the long bogie and 2 x 20 tons on the short one)? Biscuittin ( talk) 10:10, 12 May 2012 (UTC)
{{
cite book}}
: Unknown parameter |month=
ignored (
help)No. 1 end (Co) | No. 2 end (Bo) | Total | ||||
---|---|---|---|---|---|---|
In working order | 18-17-0 | 19-14-2 | 19-13-1 | 19-4-0 | 19-14-2 | 97-3-1 |
Empty | 18-0-2 | 18-4-0 | 18-2-3 | 18-0-0 | 18-4-0 | 90-11-1 |
Unsprung | 3-13-1 | 3-13-1 | 3-13-1 | 3-15-2 | 3-15-2 | 18-10-3 |
In working order | 19 tons | 19+1⁄2 tons | 19+1⁄2 tons | 19 tons | 19+1⁄2 tons | 97 tons |
"After overhaul, the locomotives were not returned to Derby as expected, but were dispatched en-masse to Furness and West Cumberland where they spent the rest of their service lives pottering about the Cumbrian Coast and Lake District branch lines. The first examples trickled through in early 1962 and the remainder followed by the end of the year. Although all allocated to Barrow-in-Furness shed, a few were sub-shedded at Workington, the train crews and fitters seeming to know how to get the best out of them. Indeed, one Barrow driver was known to claim that the refurbished class were just as reliable as any other diesel type on the London Midland Region, opining that the Midland men just didn't know how to handle them". [3] This was also my impression when I saw them on the Cumbrian Coast line around 1962. The tickover was like clockwork, there was no misfiring and very little smoke. I think the problems had been largely solved and the decision to withdraw them was made simply because they were a small and non-standard class. Biscuittin ( talk) 14:18, 12 May 2012 (UTC)
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Someone added this text to the page. Can someone confirm/rewrite this info? Goose 07:38, 16 August 2006 (UTC)
There Also A Small Plan Of Giving Each Replica Of A Co-Bo A Name Which They Were Never Given Or Christened To, At All,
I remember seeing these engines at Ravenglass railway station in the 1960s and the exhaust was remarkably clean. When idling, it was completely transparent and there was just a heat haze over the exhaust pipes. When starting off, there was thin brown smoke but nothing dense. It seems the exhaust problem had been solved by this time. Biscuittin ( talk) 16:19, 11 September 2008 (UTC)
Quote: "This (the Co-Bo wheel arrangement) affected their route availability, due to the different axle loading at each end of the loco, and made maintenance more complicated". I think we need more information here. Why should it make maintenance more complicated? What are the axle loadings? Are they all the same (5 x 19.4 tons) or are they unequal (e.g. 3 x 19 tons on the long bogie and 2 x 20 tons on the short one)? Biscuittin ( talk) 10:10, 12 May 2012 (UTC)
{{
cite book}}
: Unknown parameter |month=
ignored (
help)No. 1 end (Co) | No. 2 end (Bo) | Total | ||||
---|---|---|---|---|---|---|
In working order | 18-17-0 | 19-14-2 | 19-13-1 | 19-4-0 | 19-14-2 | 97-3-1 |
Empty | 18-0-2 | 18-4-0 | 18-2-3 | 18-0-0 | 18-4-0 | 90-11-1 |
Unsprung | 3-13-1 | 3-13-1 | 3-13-1 | 3-15-2 | 3-15-2 | 18-10-3 |
In working order | 19 tons | 19+1⁄2 tons | 19+1⁄2 tons | 19 tons | 19+1⁄2 tons | 97 tons |
"After overhaul, the locomotives were not returned to Derby as expected, but were dispatched en-masse to Furness and West Cumberland where they spent the rest of their service lives pottering about the Cumbrian Coast and Lake District branch lines. The first examples trickled through in early 1962 and the remainder followed by the end of the year. Although all allocated to Barrow-in-Furness shed, a few were sub-shedded at Workington, the train crews and fitters seeming to know how to get the best out of them. Indeed, one Barrow driver was known to claim that the refurbished class were just as reliable as any other diesel type on the London Midland Region, opining that the Midland men just didn't know how to handle them". [3] This was also my impression when I saw them on the Cumbrian Coast line around 1962. The tickover was like clockwork, there was no misfiring and very little smoke. I think the problems had been largely solved and the decision to withdraw them was made simply because they were a small and non-standard class. Biscuittin ( talk) 14:18, 12 May 2012 (UTC)
Hello fellow Wikipedians,
I have just modified one external link on British Rail Class 28. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
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Cheers.— InternetArchiveBot ( Report bug) 22:39, 8 November 2016 (UTC)