City Of Wells with a bit of brake trouble on the Keighley and Worth Valley Railway leaving Keighley
HTML-код
- Опубликовано: 12 июл 2018
- City Of Wells with a bit of brake trouble on the Keighley and Worth Valley Railway leaving Keighley. City Of Wells in trouble on the Keighley and Worth Valley Railway
Развлечения
![Jordan Adetunji - KEHLANI REMIX (feat. Kehlani) [Official Video]](http://i.ytimg.com/vi/EeJ8n5PxFGE/mqdefault.jpg)
It all makes for a great day out :) Thanks for your video ! :)
It was indeed! Thanks for your comment.
This shows that the difficult exit from Keighley isn't the environment for a light Pacific.
City of Wells can handle 7 coach trains on the NYMR or the East Lancs with ruling 1:70 banks, but this incline with that tight curve is of a different magnitude.
That it took so much time to arrange for the double header is all due to the rulebook, as special orders must be issued for all movements which are not part of the running time table or regular practises used within station limits, such as demeanded by the light railway act where all preserved railways have to comply with.
Cheers for the info!
Odd that, as the ELR ski jump is at 1:40 or so off a very sharp curve out of Bury (sharpest incline on any preserved standard gauge line I think?) and it manages fine there with six or seven on!
@@gloriousradio The ski jump is 1:37 and is indeed the steepest and sharpest incline but it's very short, also there is a short straight inbetween that curve and the start of the incline, so there is never the whole of a seven coach train either in the curve or the incline, in wet weather however trains have stalled on the ski jump.
The incline from Keighley on the other hand starts from the end of the platform and lasts for several 100 yards, a loco has to slog up a train from standstill there.
I was at a pedestrian crossing on a dual carriageway In Bradford when City of Wells (I think) came past on a low loader. It was heading in the right direction for Keighley. I can't say I've ever seen a steam engine on a dual carriageway. I guess they get transported around fairly often. Still a bit of a shock though!
Network Rail won't allow steam engines on their tracks without a "main line certificate"even hauled "dead", so low loader heavy haulage is the usual way to transport them now. I believe that a problem with a road bridge at Ingrow was the reason for 34092's transfer to the East Lancs Railway,as she couldn't be returned to the KVWR.
She was too heavy to cross the bridge wasn't she? Someone told me that was the reason she returned to ELR but I'm not 100% sure what happened.
Keighley Station, City of wells struggling with the up hill curve, BR 75078 runs round and hooks up to the font of City of wells and double heads out of the station
ive got city of wells coming to the seven valley railway for this years autumn steam gala
What a fun day cheers Steve ..
It really was! Thanks.
Time frame 16:31, BR 34092 "City of Wells" escorted by BR 75078, a standard class four locomotive
Oh the shame! Beautiful Bullied having to be helped out by a humble class 4. They were never well endowed in the traction department, especially the Light Pacifics. As someone else said, not meant for this kind of environment. Should be speeding down to Dover with the Golden Arrow - brings back many childhood memories.
Not so sure about that. They were used on the Ilfracombe branch which is 1 in 36 from the platform end and took 5 coaches up no trouble, possibly 6. I have details of a run with 11 coaches, no less, with a Bullied banked by an N Class 2-6-0. 15 mph sustained on the gradient. No slipping. They could be called a "disorderly locomotive" but they do it if they were in the mood.
What would Churchward have thought of this fiasco??!!
@@Rosie6857 having been on the footplate of a bullied loco I can agree with that and they are a very capable loco but they are a bit light footed and slip quite easy. But this gradient is hard for any loco
@@keiths7494 He would have probably muttered that they should have a 4-6-0, a big one. They are a lot less prone to slipping than a 4-6-2, probably due to weight transfer with a Pacific.
Judging by some of the odd noises when they first try to leave the problem sounds like the brakes not coming off. Probably a problem with the vacuum creation (ejector?) a 2nd loco piped through would make the vacuum which is what they have done.
Very odd, Wells has a full head of steam so it suggests that either the train's brakes were dragging, or the loco couldn't create sufficient vacuum. The departure from Keighley can be tricky if the rails are wet or slippery, but they are clearly dry on this fine and warm day although the train was the maximum load of 6 bogies. Powered banking was not allowed by the Worth Valley rule book (though the visits of 60103 and 46100 seem to have been an exception), hence the need to double head.
Has anyone even thought that some "enthusiasts" are actually nutters who turn on hand brakes to hear an engine struggle with a load.I have seen this on more than one occasion, even caught some doing it and their excuse?? "We wanted to record the engine sounds" Idiots should be banned from all railways. I'm not suggesting this is the case here, but the people who do this can be very cunning, and can quickly release the handbrakes before anyone checks carriages.
@@125sloth I work as a volunteer in the loco department and can assure you that our current footplate crews are very unlikely to do such thing.....though it might have happened in the past and might happen on other railways. I have watched the video again and really have no idea why Wells couldn't make it unless the track was contaminated or another loco which produced a higher vacuum had previously worked the stock, though I'm sure that they would know to pull the cords. Wells has got around that curve plenty of times in the past under worse conditions....it is a mystery.
@@profatkwvr Sorry I should have explained myself a little better. No implication of footplate crews or volunteers whatsoever doing anything untoward. I was speaking of a certain group of passengers who turn hand brake wheels that are accessible to anyone on many rolling stock, inside the carriages. The carriages in this case may not have those, or they may have been removed due to unauthorised use in the past. by so called "enthusiasts" travelling on the train. Like you, I would doubt very much anyone on the footplate or a genuine volunteer would do such a thing.
BR Bullied class 34092 "city of wells" double heading with good old BR standard, class 4, 75078
Surely they have a load limit for this engine/route. Was it exceeded if so why, if not why the problem?
I was told the problem lay with the sanding mechanism.
Fair enough!
No engine can help slipping to a standstill, when it befalls them. Light Bullied Pacific engines weren't really suited to getting up hills out of station areas. Maybe City of Wells' crew realised they'd bitten off more than they could chew. It's a good job the engine had help from the Standard 4 Tender Engine, who ran round to create an unusual double-header. Otherwise, the passengers might have wound up riding the rails at night. However, night-time running is just as magical.
Wells has made the start from Keighley and the climb with 6 on many occasions and in varying conditions, so something different is occurring here.
City of Wells is cause problem with failure to help out.
What rubbish you talk. It didn't move.
Lovely station.
Used for the location for many films over the years.
In spite of the "Golden Arrow", a proper Somerset and Dorset combination: Standard Class 4 piloting a Bulleid Pacific!.
Hugh Rainbird thanks for your comments, all interesting info! Much appreciated!
To add to the Somerset and dorset theme being pulled backwards into templecombe!
I wanted to know why don’t dig a tunnel and do an extension for the main line Train so they extend the new abandoned underground stations.
Why couldn’t they use the part D78 Stock train doors on the sides and also restructure the front face of the A60 and A62 stock that includes the class 313, class 314 and class 315 remix and make them all together and also redesign them an overhead line and also make them into six cars per units and also having three Accessible Toilets on that six cars per units A60 and A62 stock trains and also convert the A60 and A62 stock trains into a Scania N112, Volvo TD102KF, Volvo B10M, Gardner 6LXC, Gardner 6LXB and Gardner 8LXB Diesel Engines and also put the Loud 7-Speed Voith Gearboxes even Loud 8-Speed Leyland Hydra cyclic Gearboxes in the A60 and A62 stock, class 313, class 314, and class 315 and also modernise the A60 and A62 stock and make it into an 11 car per unit so it could have fewer doors, more tables, computers and mobile phone chargers?
A Stock Train and also having 8 DisaAccessiblelets on those A stock trains. why couldn’t we refurbish and modernise the waterloo and city line Triple-Track train tunnel and make it bigger and extend it to bank station, making it into a Triple-Track Railway Line so those 4 European countries such as Germany, Italy, Poland And Sweden to convert the waterloo and city line Triple-Track Train tunnel into a High-Speed train?
The Third Euro tunnel Triple-Track Train line to make it 11 times better for passengers so they could go from A to B. then put the modernised 11 car per unit A Stock and put them on a bigger modernised waterloo and city line Triple-Track train tunnel so it could go to bank station to those 4 European countries such as Germany, Italy, Poland And Sweden. The modernised refurbished 11 cars per unit A stock could be a High Speed The Third Triple-Track Euro Tunnel Train So it is promising and 37 times a lot more possible to do this kind of project that is OK for London Germany, Italy, Poland And Sweden. Oh by the way, could they also tunnel the Triple-Track Railway Line so it will stop from Buckinghamshire, Hertfordshire and Essex so that the Passengers will go to Germany, Italy, Poland and Sweden and also extend the Triple-Track Railway Line from Bank to Buckinghamshire, Hertfordshire and Essex Stations so that more people from there could go to Germany, Italy, Poland And Sweden Easily.
Why couldn't they extend the Piccadilly line and also build a brand-new underground train station so it could go even further right up to Clapton, Wood Street and also make another brand new tunnel train station in Chingford and could they extend the DLR?
All of the classes 150, 155, 154, 117, 114, 105, and 106, will be replaced by all of the Scania N112, Volvo TD102KF, Volvo B10M, Gardner 6LXB, Gardner 6LXC and Gardner 8LXB Diesel Six carriages three disabled toilets are air conditioning trains including Highams Park for extended roots which is the Piccadilly line and the DLR trains.
Could you also convert all of the 1973 stock trains into an air-conditioned maximum speed 78 km/hours (48 MPH) re-refurbished and make it into a 8 cars per unit if that will be alright, and also extend all of the Piccadilly train stations to make more space for all of the extended 8 car per unit 1973 stock air condition trains and can you also build another Mayflower and Tornado Steam Locomotive Companies and they can order Every 17 Octagon and Hexagon shape LNER diagram unique minor no.13 and unique small no.11 Boilers from those Countries such as Greece, Italy, Poland, and Sweden, can they make Mayflower and Tornado Steam Locomotive speeds by up to 117MPH so you can try and test it on the Original Mainline so it will be much more safer for the Passengers to enjoy the 117MPH speed Limit only for HS2 and Channel Tunnel mainline services, if they needed 16 Carriages Per units can they use those class 55’s, class 44’s, class 40’s and class 43HST Diesel Locomotive’s right at the Back of those 16 Carriages Per Units so they can take over at the Back to let those Mayflower and Tornado Steam Locomotive’s have a rest for those interesting Journeys Please!!!, oh can you make all of those Coal Boxes’s 16 Tonnes for all of the 117MPH Mayflower and Tornado Steam Locomotive’s so the Companies will Understand us PASSENGER’S!! so please make sure that the Builders can do as they are Told!! And please do something about these very important Professional ideas Please Prime Minister of England, Prime Minister of Sweden, Prime Minister of Germany, Prime Minister of Italy, Prime Minister of Poland and that Includes the Mayor of London.
Once read in a book by Peter Smith, footplate over the mendips, a bullied Pacific came to grief with 9 bogies on, a stanier black 5 with 12 bogies on, came up to the rear, and started pushing the bullied pacific up the bank, on the Somerset and Dorset railway, think it was at branksome
Peter wasn't a fan of the Bulleids! In the BBC film about the S&D, using much of Ivo Peters' cine film of the line, his driver, Donald Beale is more enthusiastic, but S&D men were resentful of the loss of their "Black Fives" and their "usurpation" by the Southern Light Pacifics after BR regional boundary changes soon after Nationalisation. They welcomed the alllocation of the BR "Standard Fives" to the line a few years later.
Not the first loco to struggle leaving Keighley station and wont be the last.
A shot of the locomotive would have neen nice.
Quite why they took so long to do what they did in the end is the real frustration.or why not use the banker as in the old days.great footage though.👍👍
Thanks. No idea why they did like they did, great fun though!
My guess is it was faster to double head the train instead of having wells run round to the back
Looks like a vacum issue. Std 4 obvs fixed it
I've never rated Sothern Class locomotives, all noise and no go, the gradient out of Keighley Station is a bit of a challenge but I was on a black five a few years ago that romped it, I was even on a little Stanier tank engine that made short work of it. What a balls up this turned out to be why didn't they just use the Class 4 as a banker to get the train up the hill, it's pretty flat once out of the station.
The likely reason they didn't bank all the way up the hill maybe because the regulators don't like trains being assisted from the rear unless the rear loco is in multi and controlled by the driver on the lead locomotive and KWVRs rules need to be based on the rulebook for the mainline and they have to satisfy the ORR. So it's possible their rules only allowed for the class 4 to propel for a very short time, with the hope that the train will be able to keep its momentum up and out of Keithley, which had it worked would have been quicker and less bother than running round and double-heading up to the next station.
Very true. I remember being "Loco Inspector" one "Santa Special" weekend back in the 1980's when we couldn't run to Keighley because of a Civil restriction (I think it was when the River Worth bridge outside the station was being repaired).
We had the 8F at the top end and D5209 at the bottom. My job was to ride on the footplate of the "trailing" loco and with 48431, padlock the regulator shut, and on D5209, be prepared to physically restrain the driver if he attempted to touch the controller, as we were not allowed to "propel" the stock with passengers aboard.
@@tgm9991 sorry I'm a modeller and enthusiast but do they connect the vacumm brakes to the propelling loco here? During the return to station etc
So in all, it took about 20 mins to get out of Keighley? That’s almost a full line run!
I remember it happening on the evening of an Enthusiasts' Weekend in 1981-ish. 34092 had a full load on for the last "down" trip "up the hill" when one of those freakish Worth Valley rain squalls hit the town, and she slipped and slipped in spite of the crew's best efforts, nearly all the way up to Ingrow.
But on this occasion on dry rail, I really don't know what went wrong. Someone's suggested " brake not releasing", but that surely would have been fixed without the need for 75078's intervention, first as "banker", then as "pilot". If 34092 hadn't enough steam pressure to make the vacuum, than a few minutes' "blow up" should have solved that without the need for another engine, and she doesn't appear short of steam
Nice excuse for a "Somerset & Dorset" combination though.
Is it not permitted to bank trains out of Keighley?..surely this would have been a quicker option, and then detach the banker at a suitable location, or even top and tail the train all the way to Oxenhope..looking at the clock, almost 75 mins to sort the problem is a bit ridiculous, especially when the Standard 4 loco was in the station, at the rear. I am an ex-signalman, and have volunteered on steam locos..so do have an understanding on how to resolve problems, but I do not have any knowledge of the rules on the KWVR, regarding the working of trains, so my comments is not meant to criticise the KWVR, but are from a railwyaman`s point of view..of 32 yrs on BR..There is also the fact that City of Wells were not really designed for this sort of terrain on a railway, but built for speed on a railway in the South, where gradients such as this do not really exist, especially from a standing start..
THAT WOULD OF MADE A GREAT PHOTO TWO STEAM ENGINES TOGETHER
city of wellsd now lives at ELR i think
That is right City of Wells lives at ELR
At least footplate crews are more sensible with City of Wells. If volunteers can manage to give her Tender Loving Care, why can't they do the same with poor old Tangmere? All these Spam Can Engines are delicate in their own way. Small blame to you, City of Wells. Never mind, the Standard 4 Tender Engine helped you out. I do feel for you, but I'm more concerned for your not-so-volcanic sister Tangmere at the moment. Tangmere has been pushed mercilessly to the limit lately, and it's wearing her out. It's not the Proper Thing, as Gordon from Thomas & Friends would say.
I THINK I CAN, I THINK I CAN - S**t i can't.
Why did it slip so much on dry rails?
Craig Z List Dunno! Great fun though!
Bullieds are notorious for slipping under any load. It happens a lot with them. Some would even say its normal for a Bullied to slip on departure. That bank is very steep so some engines with 'heavy' loads need a banker/pilot engine which is what happened.
Craig Z List due to it being a Pacific on the a steep climb from stationary
They aren't meant for hills on the Midland,more for the flat southern.... fast! Great video.
Pulling a train away on a curve is tricky especially combined with a gradient, with the Bullied Pacific's reputation for poor traction this situation probably could have been anticipated!
Must Moved On Straight Way
When in doubt send for a BR standard class 4! Lol
75078, or the "mobile laundry" as some of her detractors, hard and fast "Midland" men, called her in my days as a KVWR volunteer., she could develop the most amazing steam leaks!
My first footplate day was on board her in 1982,cleaning her from wheels to boiler top before we went "off shed", and beginning to learn the rudiments of footplate work, so I've a real "soft spot" for this engine. In their double chimneyed guise with BR1B tender, one of the handsomest of the BR Standard designs, and according to many, able to efficiently deputise for their 5MT 76000 sisters when required.
@@hughrainbird43 oh yes I do like the standard 4 and they do look good and nice to look at but very capable locos too!
Not all that unusual for a Bullied pacific. We watched them slipping light engine leaving Eastfield on more than one occasion. Unbeatable once running, but getting there has been known to leave more than one driver gnashing his teeth!
Well the original spam can possibly. This is why BR re-built many of them and dispensed with the chain valve gear splashing in an oil bath lubricating the drivers. I thought modern seals had overcome this but it must be a nightmare to maintain. How Bulleid got away with building this radical 'mixed traffic' locomotive in the midst of a war is difficult to fathom. Impressive looking locomotive though. Pacifics were always a problem in themselves with slipping and more so than a 4-6-0 where the drawbar pulls down on a driving wheel as opposed to a trailing truck.
@@michaeld5888 In both forms actually. It wasn't by any means a rare sight to see rebuilt Bullied pacific's 'spin up' on leaving with a service. In fact, it was expected. I must admit it made for a fine sight, especially in winter, with the blast from the chimney as the driver tried to get to grips (no pun intended) with his charge!
@@Mythocentric I will bow to your experience. :-)
10:10 *Problem is with **_Spam_** best served Cold and then popped in a Microwave for **1:10** Minutes along with Frozen Peas boiled for 45 Seconds on a hot Plate.!*
Graham Moizer enjoyed that Pete.
This is not the space or time to enter into the "Bulleid Controversy" which is dealt with in numerous books and recurs regularly in the steam enthusiast press, but suffice it to say that in designing this class of locomotive, Oliver Bulleid was handed an almost impossible brief from the Southern Railway:
To build a "light" version of his "Merchant Navy" class of express locomotive that was both powerful enough to handle the heavier passenger trains but had an axle loading light enough to allow it to operate on the more lightly engineered sections of the Southern network from which the "Channel Packets" were banned.
This resulted in the "adhesion factor" of this class being jeopardised to some extent.
They were never designed to run on 1 in 50 gradients in the West Riding, or over the Mendips on the Somerset & Dorset for that matter, yet they achieved both in the hands of competent crews.
That said, I can recall riding behind a "spamcan" on an "up" Kent Coast Express between London Bridge and Charing Cross in the 1950's and the loco having a struggle to maintain adhesion on the tightly curved rise up onto the viaduct over Borough High Street on departure from London Bridge, an operating bottleneck that's only recently been eased, over half a century later, for electric traction.
Ooo, a man who knows! All good info, thanks!
I have unforgettable memories of being "on tour" with 34092 "City of Wells" during her "main line certificate" days while I was a volunteer on the KVWR in the 1980's, thanks to Richard Greenwood, and the 'Bullied crew":
I was at Hellifield when she first came from Carnforth after her refit on a "Cumbrian Mountain" working, and later helped to dispose the loco in the shed yard at Haworth.
Helping to coal her (5 tons by hand - BR's mechanical coal conveyor had broken down!)- at Marylebone on the eve of a "South Yorkshireman" run to Sheffield, and the next day having the privilege of meeting "Dick" Hardy, BR Board member, and 34092's shed master at Stewart's Lane, Battersea, when she was a regular on the "Golden Arrow".
Watching that train pass through Petts Wood Junction was the highlight of my childhood days of "linesiding", and working on the footplate of a Bulleid Pacific the realisation of a boyhood dream
Later that trip I was on the footplate Leeds-Keighley as the engine returned "light" to Haworth.
Also at Marylebone, helping to replace the piston rings in the middle cylinder after they'd been shattered when 34092 took water into the cylinders from an overfilled boiler when leaving Sheffield on a later "South Yorkshireman". Two long weekends' hard graft in the DMU servicing sheds at Rossmore Road, now pulled down and replaced by flats.
No heavy tackle, we had to remove the piston by hand, lowering it out of the bottom of the cylinder once the valve gear had been disengaged. All our tools and equipment were covered by a slimy black mixture of hydraulic fluid and diesel oil each time we laid them down on the soiled surfaces of the depot.
We were visited by the late Harry Frith, the Erecting Shop foreman at Eastleigh Works at the end of steam, who was the "last word" in experience for all those involved in the preservation of Bulleid Pacifics. Like all ex- steam railwaymen I met while with 34092, an absolute gentleman.
Due to this we arrived a week late for the "Blackmore Vale" programme of excursions based at Salisbury, a fact bemoaned by the presenter of the BBC's "Train Now Departing" programme on the "Holiday Line" covering the first week of excursions... he'd have been quite welcome to come and give us a hand at Marylebone!
"Preservation Enthusiasts" frequently express disappointment at the unavailability of, or a problem with a steam loco without having much idea about the hard graft put in by those who spend much of their time keeping these machines in working order, rather than static in a museum. We're lucky to have steam locomotives still running at all, and it's mostly through the efforts of these unsung volunteers.
Some people do, though. While we sat in the bay at Salisbury waiting for our train, more than one driver off the Class 50 diesels that were then operating the Waterloo-Exeter services and crew-changed at Salisbury, asked if they could come up onto the footplate and re-live their young days at the end of steam as firemen on the Bulleids. One distinguished tweedy country gent politely asked if he could step up, and recalled how one winter night he'd been unofficially allowed onto the footplate of a "spamcan" between Salisbury and Templecombe. "One of the experiences of his lifetime" he called it and was touchingly grateful to be able to recall it.
One of my great footplate experiences was to ride from Yeovil Junction through to Salisbury when we exceeded 85 mph before having to ease for Wilton Junction on the approach to Salisbury.
Amazing times, and I'll be forever grateful to my colleagues on the KVWR of those days for the experiences.
@@transportinterests5371 It's not good info - it is utter balderdash. There was clearly a problem here, usual culprits are train brakes not releasing fully for one reason or another or a problem with the steam sanders. I think the latter less likely as even when double headed and on the move CoW still occasionally slips. Bullied light pacifics were often used for similar loads on the much more heavily graded Ilfracombe Branch. A six coach train would normally be no problem for them even with a curve and gradient.
Mark Turner ooo! Utter Balderdash! Love that! Very Terry Thomas! Hard Cheese! You Boundah!!!
Seriously, keep the comments coming! I for one have no clue as to what went wrong, does go wrong, or went wrong in the distant past!
I just film them!!!
Great fun chaps!
Mark Turner You've obviously had a lot more experience with these locos than I have...?
At Ilfracombe, I believe that Maunsell "Moguls" were usually used as bankers with passenger trains on the the climb up to Mortehoe, as 75078 was first used on this occasion..
If it was a simple case of a "brake not releasing" then one would simply destroy the vacuum, and then re-create it to try and release it. If it still failed to release, source the problem and sort it.
Hardly necessary to attach a second engine, which wouldn't solve that problem anyway. All you' would end up by doing would be creating "flats" on the wheelset that wasn't releasing as the train moved off !
Steam sanding pipes can get blocked. When preparing 34092 for the road, we used to check them by inserting a a flexible copper rod and then when the sandboxes were filled, and we had steam, made sure they were all "delivering", ensuring we cleaned off the railhead in front of the wheel afterwards, as even a small pile of sand can act as a "scotch" when trying to start away.
The physical reason for the slipping when starting away, which is encountered with most classes of "Pacific" locos, is that the rear 'pony truck, there to support the weight of the "wide" firebox and cab assembly, inhibits the rear driving axle from fully "sitting down" and gripping the rail as it does on a 4-6-0 or 2-8-0 wheel arrangement.
In a fascinating discussion with the late Harry Frith, (like most ex-steam railwaymen, an absolute gentleman), who was Erecting Shop Foreman at Eastleigh at the end of Southern Region steam, and the "fount of knowledge" for those involved in the preservation of Bulleid Pacifics, he told us that they carried out a lot of experimentation with the springing on the driving wheels of the Bulleids to avert the slipping as far as possible, making the front and rear set of driving wheels "sit" more heavily on the rail, But with the modest adhesion factor of the "light" Pacifics, it wasn't totally successful.
One technique which some drivers used on 34092, was to advance the "cut-off" up to 20% from full forward gear, thus reducing the delivery of steam to the steam chest and cylinders for a more "torque free" start
Filling the sand boxes of an "unrebuilt" Bulleid at some height from ground level is a laborious job. Working on "City of Wells" we used a window-cleaner's ladder well padded at the top to avoid damage to the paintwork, to reach the sliding cover to the sand filler in the "air-smoothed"casing , remove the cap from the end of the filler pipe, and let it hang by its securing chain, then with the sand bucket, like a large watering can with an oversized spout (which was extremely heavy when full) onto our shoulders, gently tip the "sand" or grit carefully into the filler , as any overspill would fall down inside the casing onto the motion parts below, which was not recommended. A number of bucketfuls were usually required, and the copper rod was again used as a dipstick to gauge the fullness of the sand box.
Incidentally "on tour" we used a grit made from fine-ground blast furnace slag, as applied to stair treads and the decks of ships to give grip, rather than sand: Sand is porous and needs to be dried out and kept dry, otherwise it clogs the delivery pipes. Not easy when you don't have access to a sand oven.. This was not the case with the grit.
Bullieds are quite light footed and can slip at a drop of a hat so that might explain why she struggled and is a steep climb too so not helping matters
*Don't mention Will Young*
job worths are out.
Why didn't the driver City of Wells use the sanders. Why didn't the driver knowing she was stuck on the wrong leg do a roll back. Now you have a double header on a six car train. Pathetic on the driver or he didn't fully release the brakes. And no I am not blaming the museum or railway.
How can you know for certain that the engineer didn't use the sanders? also how do you know it was stuck inbetween piston beats? if i remember correctly Keighley is a curved uphill out of the station which is a terrible start for pretty much all but the most surefooted loco.
You seem far too quick to blame the engineer
Do a proper brake release and the train will roll, if the driver does not know how to do a proper brake release what the hell is he doing there? He's not climbing the licktey incline?
Comments on here from the armchair experts! 🙄
What an operating shambles!
The endless waiting for things to happen..... finally leaving 70 minutes late.... a common British rail experience ?
What a weakling 😂 all show no go
Not so, see my explanation for their low adhesion factor above. I've been on her footplate at 85 mph on the main line, and it was as smooth as being in the train - All go and no show!
It's called a standing start on a bend on a 1:50 gradient with sanding equipment failure
20 minutes to Ingrow with eight on in a Worth Valley rain squall at the end of an Enthusiast's Weekend in the 1980's - I'll never forget that!
They are a very capable loco and having being on the footplate of a bullied they have some power but with the steap gradient and that curve plus there tenancy to be light footed didn't help. She did well considering
What a useless pile of scrap metal Bulleid designed. He should have learned his trade in Swindon