I was just talking about these the other day! drivers half an inch bigger than NYC 999 and larger cylinders despite being inside motion. One rumoured to have been clocked doing 118 too, must have been a sight!
According to the Locomotives of the Lancashire & Yorkshire Railway book (Barry C. Lane), a High Flyer was briefly considered for preservation at Manchester (most likely the last one, ex-L&Y 711); yet ultimately this was never carried out.
In this period, there wasn't really a British loading gauge as such. We just had the individual company loading gauges, which were similar but different, meaning that some vehicles could not traverse the lines of other companies. The GWR 1908 Drawings book used a max width of 9ft 8in, whilst the LSWR used 9ft 3in and the LNWR went for 9ft. And before anyone brings up the GCR's London Extension being built to the Berne Gauge, it wasn't.the London Extension opened about a decade before the Berne Gauge was adopted. The GCR had a width of 9ft 3in, whilst the Berne Gauge is 10ft 2in wide.
@@Cinesound01 that's why I said some vehicles. The 1923 version of the RCH's standards gives the standard freight wagon width as 8ft 6in, but also gives 2 narrower wagon widths for specific circumstances. Coaches an NPCCS would be wider than freight wagons.
I really like the Highflyer, and they’re very underrated. They looked very unique, and reportedly one might’ve gone 100mph (though this never comes up in the Truro/Scotsman debate). I wish one was preserved, but they unfortunately withdrawn too soon.
L&YR mentioned, best video on youtube by default.
I agree
I was just talking about these the other day! drivers half an inch bigger than NYC 999 and larger cylinders despite being inside motion. One rumoured to have been clocked doing 118 too, must have been a sight!
According to the Locomotives of the Lancashire & Yorkshire Railway book (Barry C. Lane), a High Flyer was briefly considered for preservation at Manchester (most likely the last one, ex-L&Y 711); yet ultimately this was never carried out.
A true shame. What a sight one would’ve been today, especially since we have no preserved L&YR express locos.
In this period, there wasn't really a British loading gauge as such. We just had the individual company loading gauges, which were similar but different, meaning that some vehicles could not traverse the lines of other companies. The GWR 1908 Drawings book used a max width of 9ft 8in, whilst the LSWR used 9ft 3in and the LNWR went for 9ft. And before anyone brings up the GCR's London Extension being built to the Berne Gauge, it wasn't.the London Extension opened about a decade before the Berne Gauge was adopted. The GCR had a width of 9ft 3in, whilst the Berne Gauge is 10ft 2in wide.
Railway Clearing House set the loading gauge standard post 1892, but was up to representative companies to determine what met their requirements.
@@Cinesound01 that's why I said some vehicles. The 1923 version of the RCH's standards gives the standard freight wagon width as 8ft 6in, but also gives 2 narrower wagon widths for specific circumstances. Coaches an NPCCS would be wider than freight wagons.
I really like the Highflyer, and they’re very underrated. They looked very unique, and reportedly one might’ve gone 100mph (though this never comes up in the Truro/Scotsman debate). I wish one was preserved, but they unfortunately withdrawn too soon.
You ever heard of the German Breitspurbahn?