Yes, returned to the GE factory at Erie PA. I guess GE bought it back as an insurance write-off. Was straightened out (the frame was bent), repaired and used by GE in-house.
Don't think a 4-2-4T (although it sounds unlikely nowadays) was some lunatic arrangement, the Broad Gauge had plenty of these. On the Bristol & Exeter Railway they were the main express type. Here's one in 1876:
Good point! It's strange that the B&E locos, with flangeless driving wheels, did the job, but Dean's 4-2-4T derailed repeatedly. Something in the bogie design perhaps?Don't think a 4-2-4T (although it sounds unlikely nowadays) was some lunatic arrangement, the Broad Gauge had plenty of these. On the Bristol & Exeter Railway they were the main express type. Here's one in 1876:
Bristol and Exeter Railway 4-2-4T locomotives - Wikipedia
en.wikipedia.org
The B&E locos were well photographed on glass negs by Loco and General and they were certainly impressive, particularly if there was someone standing alongside. The driving wheels were not only flangeless but also had very wide treads and my guess is this. The bogies had central pivots with no side play, so in effect the loco was like a bogie coach. On curves, the driving wheels followed a position as would the middle of a bogie coach, but because of the wide tread remained on the rails. They did 80 down the banks, would have loved to have seen that (with my hands over my eyes, just looking through a slit between the fingers
). But they would ride as well as a bogie coach, probably better than the 6 wheel or 8 wheel passenger coaches with radial axles.Certainly must have been quite a ride! I fancy the footplate crews must have been made of stern stuff indeed! The photo of no 44 (the earlier variety) shows the novel suspension system for the gigantic driving wheels with some sort of damper (made of rubber IIRC) which is fixed to the top of the boiler barrel. That too must have added to the excitement. They just don't make 'em like they used to!The B&E locos were well photographed on glass negs by Loco and General and they were certainly impressive, particularly if there was someone standing alongside. The driving wheels were not only flangeless but also had very wide treads and my guess is this. The bogies had central pivots with no side play, so in effect the loco was like a bogie coach. On curves, the driving wheels followed a position as would the middle of a bogie coach, but because of the wide tread remained on the rails. They did 80 down the banks, would have loved to have seen that (with my hands over my eyes, just looking through a slit between the fingers
73118 is the one that lives at Barry Railway Centre. The other Eurostar 73 (73130) still exists too IIRC.
These proved to be the shortest-lived of all the EMUs built specifically for Strathclyde/Central Belt services by quite the margin (23 years), with the 320s surpassing that figure in 2013 (they passed 33 years of service last month).
Most of the unrebuilt 21s and the 28 Co-Bos lasted a mere 10 years (1958-68), some of both were withdrawn after only 9 years (1967). The rebuilt 29s didn't last too much longer, the last examples being withdrawn in 1971.
The Mark 2 stock had guards panels as well as cab panels. The former were necessary when working on the Northern Line, (short platforms meant that the frear cab was sometimes in the tunnel at some stations) but were removed when transferred to the Bakerloo. Some of these panels were recovered from scrapped 1949 stock