Coppernob: The Basics
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- เผยแพร่เมื่อ 29 เม.ย. 2020
- Coppernob: a locomotive which defied the odds, even the Blitz!
'Locomotives of the Victorian Railway' can be purchased from Amberley Books:
www.amberley-books.com/locomo...
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Saw Coppernob as a small child in Clapham, absolutely loved it . So my Dad made a wooden model /toy.
That is wonderful. I've always wanted to visit the UK to see marvels of engineering such as Trevithick's locomotives and the York Railway Museum.
I fondly remember my introduction to Old Coppernob as a child at the NRM. I was in the station hall, and found my way to the back corner, where I found the old Furness loco lit by warm orange lighting. I compared it to the Titfield Thunderbolt (not knowing Lion’s real name at the time), and took a great fondness to it. I know it’s been well over a decade since Coppernob was last placed in the station hall, but I will always picture it sat in the cozy corner with the dim lighting.
Coppernob used to make annual visits back to Barrow in the '50s, I remember climbing all over it in the sidings next to the station. The birth of my interest in steam and in the railways.
My favorite early locomotives have to be the England locomotives running on the Ffestiniog railway. I absolutely love how they have been changed and altered through the years to meet the needs of the railway.
Excellent video, as always. A truly fascinating history for such a venerable, yet often unassuming locomotive.
If I may put forward a request, I'd love to hear The Basics behind Britain's first mass-produced express passenger locomotive: The LBSCR "Jenny Lind"
I recall seeing Old Coppernob many times in Horwich Works in the late 1950s during guided tours run each month by the Works.
It had to be a permanent move as the museum in Clapham closed in 1973. As did the old railway museum in York. Both were unremembered victims of the Beeching axe.
Until today I'd never heard of an 0 4 0 from the first decades of steam lasting over 50 years in service. This is a true mark of genuine craftsmanship when your product outlasts you. I loved the introspective review and I think I just found my new favorite railroading channel.
Thanks kyle! Coppernob is a real trooper!
@@AnthonyDawsonHistory so she would have been steamed with coke then steam coal later on in her working life
@@AnthonyDawsonHistory I understand that the engine surviving a German bombing raid did the towns people of Barrow the power of good.
I heard that they was really worried about old Copper Nob the morning after it.
You didn't mention Coppernob's return to Barrow for a few hours b in 1996 for the 150th anniversary of the Furness Railway. She spent some time at the Lakeside & Haverthwaite Railway where she was shunted along the rails into the station platforms one evening for an arranged photoshoit. Very splendid with stem from a smoke generator.
Presumably with FR20 with which she would have often worked with
@@dasy2k1 FR20 didn't reappear until two years later.
Pretty impressive getting these out regularly, very good job
It was nice to see the locomotive back in 2014 when I visited Dresden.
I can certainly recommend the book, well researched and well written.
Great video. Bury's locomotives were popular in the U.S. and widely copied by early American builders. The large steam space over the firebox was advantageous for two reasons in America, it wouldn't prime with bad quality/dirty water, and it allowed for a relatively large steam space even if the boiler itself was of a small diameter (which it often was in early American locomotives so thinner iron could be used to save money). As well the bar frames continued to be used by American builders right up until the end of steam.
As for faves, S&DR Derwent is definitely up there for faves. Hackworth went way down his own branch of locomotive design, and I find his later engines fascinating - as if he didn't want to admit that the Stephensons got it right in 1829, but was compelled to relent in at least a few areas of technological innovation to keep up, but never without giving up the basic tenets of his original school of thought on what a locomotive should be.
The large steam space was recognised in the UK and Europe too - contemporary Stephenson locomotives being often prone to priming due to a small steam space. They later adopted twin domes and other builders like Hawthorns or Sharp, Roberts & Co. went for ever larger domes on the boiler barrel. Robert Stephenson later adopted a version of the Bury dome with his 'Arc de Cloitre' or 'Gothic' firebox on eg. the Firefly class for the Broad Gauge.
An antecedent of hers, a 2-2-0 named 'Bury', altered by Mr. Boulton with smaller wheels, a bunker and a saddle tank was employed at Wisbech where, somehow she ran off the rails onto a 'foreshore' and sank in the mud. I only know of one Wisbech and if she is still there, I wonder just how far down?
Really on a roll now, excellent continuing work. We should all be slightly glad for the lockdown, this is a great series to be out there.
I am amazed that they haven't restored it to operational standards, but on the other hand I'm happy she has most of her original parts still on her
Another very enjoyable film. I look forward each Friday for a new one ! Can I suggest you look at coaching stock / wagons, trackwork and permanant way for future subjects. Thank you.
Love the fact that these pioneer locomotives are being described. Much overdue.
At 6:58 I didn't expect the Railway Series illustration. Quite comical, isn't it? Too bad they never adapted that story.
Large, powerful, simple added up to a very long- lived engine.
It was such a loss when G J Churchward had 'Lord of the Isles' cut up, allegedly for want of space; I, however, love 'City of Truro', not that it is an 'early' locomotive, nor because of its claim to doing 104mph, but because it has been restored to working order so many times since (1959?) and put to work on the mainline. Apparently she is still 'a goer'-a fast engine.
It was Mr Stanier who cleared out the works at Swindon
@@AnthonyDawsonHistory I guess the GWR found the two broad gauge engines a bit of a handful by that point when they tried moving them. being board gauge probably didn't help matters either after converting to standard gauge in 1892
Very balanced looking engine.
I like these types of engines and I like American and the British steam engine only and this engine with the lion steam engine I think it's about my America I like these types of steam engines
Who’s Got The Power, The Power To Be A Old Coppernob
My missus calls me Copper Knob - Prehaps she thinks I have the power...
Or maybe it's because I'm ginger... 🤣🤣
Called to the "bar" frame. Great engineer though, mainstay of the early LNWR.
6:45 - an interesting photo of early carriages - maybe a video sometime on early passenger rolling stock until about 1860 (developments)? Carriages tend to get neglected infavour of locos - even Wikipedia has no separate article on British/European passenger vehicles of this time. Briefly this: No brakes, no heating, no interior lighting!
Videos on carriages and the travel experience are in the pipeline :-)
@@AnthonyDawsonHistory Sorry to be so academic, but I've researched the matter fairly exhaustively (in a Hamilton-Ellis sort of way ;-)), but without result: The earliest carriages had fold down steps to ground level: When did station platforms arise?; according to my chronicled sources, in 1862 (Midland Railway/LNWR), there was no interior lighting in the carriages: When did this become standard?; in 1850, there were no brakes on the carriages: When did this change and with what degree of uptake amongst other railway companies? On the continent, brakesman's cabins on every third carriage became the norm. Other matters are heating and number of compartments per carriage (fourwheel/sixwheel), but these are i.m.h.o. not so pressing. Ta my friend.
@@1258-Eckhart I'm currently working on a book on Railway Carriages 1830-1855. The steps on the earliest carriages such as those on the Liverpool & Manchester (1830) and Leeds & Selby (1834) were fixed and didn't fold. Passengers had to physically climb up into the carriages just as they had with a stagecoach. We know the Liverpool & Manchester initially had paved waiting areas at its two First Class stations (Liverpool Road and Crown Street) but the intermediate Second Class 'stopping places' didn't. The L&M adopted raised platforms, but only a few inches high, say about a foot by the middle of the 1830s with the opening of Lime Street and the New Edge Hill in 1836. Their second class 'stopping places' didn't get raised platforms until the 1840s! Francis Whishaw in his tour of British and Irish Railways complained that lines like the Leeds & Selby still had very lot platforms, rather like those in Europe to this day where you have to climb into the carriage. Lines like the Liverpool & Manchester, Leeds & Selby, Grand Junction had brakes fitted to every single goods waggon and to passenger carriages in a ratio of two in five, so that out of a train of five carriages, the first and last would have brakes, each manned by a Guard sitting on the roof. In the 1840s this number was increased to 50% of carriages on the Liverpool & Manchester and Grand Junction, whilst the Manchester & Leeds had every carriage fitted with a brake worked by a breaksman on the roof. There were, of course, no continuous automatic brakes. Carriage lighting was provided via lamps on the outside of the carriage, just as on stagecoaches. The Liverpool & Manchester experimented with gas lighting in the early 1830s but it was not taken up due to the danger of fire. So oil lamps hung outside remained the norm. The L&M and other lines banned, but ineffectually, passengers using portable reading lamps, basically a candle with a tin reflector and hook to attach it to the interior upholstert due to the damage caused and the fire risk they presented. Early carriages on the Standard Guage had three compartments, and were carried on four wheels. There was not heating. Hope this helps
@@AnthonyDawsonHistory Thanks for this, as an Eastmidlander, my interest is GNR/MR/LNWR: there seemed to have been a (maybe local) practice of folding steps down from the carriage sides at stops. I have seen no evidence here of the raised brakesman's booth practice used on the continent and would be very interested in photographic material of such a practice on our railways. Maybe my oversight. There were unfitted freights here into the 1950's, very difficult to believe that 1850's freights were already - if intermittently - fitted. I have documentary (journalistic) evidence from 1862 that there were no carriage lights at all on MR/LNWR express services (accident reports).
@@1258-Eckhart We never used brakesmen's booths in the UK, other than those adopted by the likes of GWR who used a metal sentry box on the back of the tender wherein sat the 'Travelling Porter'. The Guards in the 1830s and early 1840s literally sat on the roof like their stage coach counterparts. The brakes on goods trainers in the 1830s were manned by a number of brakesmen who rode on the wagons. There were no brake vans as we understand them until the middle 1840s. I have seen no evidence of folding steps in use on any like in the 1830s or early 1840s. Certainly none of the lines I have studied in depth used them.
Leipzig is pronounced Leyepzig, not Leepzig!
This is my girlfriend's nickname for me...
BTW I'm ginger... 🤣🤣
FURness please, not furNESS
Coppernob The Snob Engine