6023

That's a clever idea!

 

A similar arrangement, all be it at a smaller scale, is in use at the Vale of Rheidol Railway for vac engines. Presumably the certification process will be a little more onerous for mainline use!

 

Plus said vehicle would perhaps always have to be at the loco end which means more complicated change rounds or the system at both ends of the train...?

 

T'would give photographic types something to keep them occupied .....

 

Even without that constraint it's rare for a support coach not to stay with the loco.

 

Now don't get me wrong, I LOVE the idea of seeing 6023 picking her way through the outback...but just be careful about what you describe as 'decent'...!

 

Maybe this is a stupid question, but I have only seen U-tube movies of heritage engines with diesels trailing. As far as I am aware the trailing diesel had a running engine, does that mean it can supply braking air?
Kind regards
Jos Koopmans

 

Complete laymans point of view, but I have a very vague recollection that wasn't it said once that all the equipment had to be on the locomotive??? I may be very wrong, its just a vague idea!

 

That is indeed the situation in the Netherlands, hence my question. However in an EMU/DMU the braking air is generated at different points, so what is the situation in a pull/push(??) situation.

 

="GWR4707, post: 2053934, member: 641"]Complete laymans point of view, but I have a very vague recollection that wasn't it said once that all the equipment had to be on the locomotive??? I may be very wrong, its just a vague idea![/QUOTE]

35028's compressor is on the tender so there is a precedent for not being mounted to the loco itself?

Chris

 

In my memory bank I have it that, although done on 35028, this was no longer acceptable for any new fitment of air pumps. Not sure how correct this is, though, but it will explain why no other loco has been done like this.

 

In my memory bank I have it that, although done on 35028, this was no longer acceptable for any new fitment of air pumps. Not sure how correct this is, though, but it will explain why no other loco has been done like this.[/QUOTE]

Seems a reasonable explanation, I seem to remember another loco being mentioned having it tucked between the tender frames too so e time ago, but can't remember which it was?

Chris

 

The news that 6023 is soon to be load tested on the SVR is very welcome. The signs are that the new blastpipe will prove a great success, very soon we will know for certain.

The analysis of the performance of the re-draughted 6023 is possibly the most fascinating steam locomotive development in the UK since the rebuilding of 71000.

 

Confirmed for the SSG: https://twitter.com/svrofficialsite/status/959497240405532672

 

If memory serves me right was this not a criticism of WCR for Wootton Bassett - having mixed braking systems in one train. In any case I think the objection is the other way round. DBC would not accept a VB loco but might accept an AB loco with VB train

 

That depends on just what they don't like about vacuum braking: whether it's the specific equipment on the loco, particularly the ejectors, or the performance of the whole braking system in controlling the train. I would suspect the latter, or possibly both, but does anyone here actually know?

 

I suspect it is more to do with their Drivers being unfamiliar or out of ticket with the Vacuum brake. Controlling a Vacuum brake is very different to the control of the air brake.

 

I agree probably more to do with experience. I would guess that other than steam specials there has not been vacuum working for at least 10 years

 

I suspect it's more to do with what happens when a vacuum-braked train sits down on the mainline and requires assistance (and the costs incurred when that assistance can't be provided by an air-braked locomotive).