35018 British India Line

The Bulleid Pacifics have a large steam volume between regulator and cylinders so it takes a long time to use up the steam once the regulator was closed after a slip. The trick is to start by pumpng the regulator open and closed until it has found its feet.

 

On the footplate rides I had back in the day I remember the driver opening the regulator about half way then slamming it shut open again about a quarter and let her find her own feet as Bert Hooker said. At first to the uninitiated it did seem a bit odd that when the regulator was opened nothing happened for a few seconds while the steam found its way round circuit to the cylinders.

 

I see that BIL is going on a visit in Yorkshire this weekend. A big thanks to WCRC for helping the Wensleydale line for their support with the event. I'm sure that the engine will be a massive draw for the line this weekend.

 

I suppose it's just a coincidence that, as mentioned on another thread, Aysgarth station has been bought by a Mr. Smith.

 

Although you still need Fighter Pilot reactions to shut the reg. before it climbs above the effort required.

 

Some notes I have from a doyen of Bulleid drivers says that immediately on starting, you watch the ground, not the gauge. In amongst a longer set of notes:

To achieve a clean start:

“Watch the ground or platform nearest the cab. Shut the regulator the moment the cab moves in relation to the ground [..]”

“Where the engine is fitted with a steam chest gauge you will find it a major aid in avoidance of slipping. Certainly where the Bulleid Pacifics are concerned the following rules are important. To make an initial movement ignore the gauge but follow the advice above. Having made the initial move away from rest and shut the regulator, wait for the gauge pressure to fall to 60 or 80 pounds then reopen and pump the regulator in such a way that the steam chest pressure hovered around 80 pounds. Once clear of the oily patch that always exists where engines stand or take water at the platform end, increase this pressure to 160pounds and hold that figure by pumping. When you start on reasonable rail 160 pounds is the first pressure you aim to maintain. Bulleid Pacifics can be quite sure-footed when driven like this”.

Tom

 

Which way will the engine face

 

Wensleydale say it should be facing west Henry.

 

Cheers Ian, that means tender first from York tomorrow

 

Tender first on mainline is not usually permitted. Think it is due to be dragged by WCRC 37, then collected by Wens R class 37 at Northallerton from what I can gather...

 

Not quite sure from where you got that idea. Whilst it's true that tender-first running should be avoided, if possible, where turning facilities exist (rather obviously) it is perfectly permissible, where there is no alternative, provided, as with all operations, the risk has been assessed; the primary mitigation is reduced speed, for signal sighting etc. Tender-first operations happen every day on 'The Jacobite' and also on loco moves between Carnforth and Hellifield for S&C ops.

Anyway, it's largely academic for this move, as the diesel is required as a consequence of fire-risk.

JS

 

Sorry, I should have been more exact about the way in which I phrased the wording. Mainline now covers a lot of track and lines that some might still refer to as branch, but any track on the main network is still known as mainline. I am aware of all the tender first running that you mention and on the runs from Helifield to Carnforth. As I understand it, the max speed for an engine running tender first is 45mph.

I was also under the impression that on the stretch between Darlington and York, (being mainline-mainline as it were) that there was a preference to always run smokebox first on this section, hence a lot of times engines run to Stockton to turn there and then face the right direction having been to places like Shildon. I'm not sure if there is a ban on tender first operation on this section and I know the track layout could make it interesting to access Wensleydale as there is no way to turn the engine once your on the branch there. As much as I enjoy the sight and spectacle of the steam engine at work, I also like noticing and seeing how the modern railway and its procedures are followed and the innoviative ways in which companies like WCRC use all the route knowledge and siding space to find efficient and safe ways around the network. I was curious if this might happen again, but expected that diesel assistance would still be needed and make this operation in the end a lot more straightforwards.

Thanks for taking the time to respond. Would be interesting to get clarification on the Darlington - York section though.

 

Might the issue on that stretch simply be speed and pathing. 45mph is pretty restrictive.


Sent from my iPad using Tapatalk

 

Our planners identified and provided a suitable path, for a 45mph movement, so we used it.

JS

 

Difficult when 37674 is OOS at Wensleydale.

 

Is 35018 still on paper the motive power for those two postponed tours on its old stomping ground either in October or most likily now next year? theres two engines I want to see out on the mainline next year and that's BIL back on its old metals, and the now Swanage based U class ideally on a Yeovil circular even if it means having the 33 coupled inside to enable assistance on the banks .

 

Martin I assume you are referring to the RTC Bournemouth Belle and End of Southern Steam Tours planned for last July, although not sure where the October reference comes from. The End of Southern Steam Tour is now down for Tuesday July 9 2019, shown on the RTC website booking page tour dropdown, but not on the UK Day Tours page at the moment. I am unaware what RTC may be planning to do about rescheduling the Belle as I have not seen anything from them mentioned anywhere.
The problem with the U as we have discussed before is who is going to promote a tour such as you suggest, not the Swanage Railway I would venture due to the financial risk, especially with year two of Wareham next year. You then have to look to someone like RTC or SD to take the risk. Question is is the catchment area big enough or can you convince enough enthusiasts to travel down to make it viable. Remember you would also need at least two (maybe 4) mainline drivers, plus a guard (or 2) depending on how long you make the trip. If you want to offer more than standard class then you need to bring stock down as well, the costs then just keep mounting.
Yes I agree Swanage-Weymouth-Yeovil-Salisbury-Eastleigh-Swanage would be a nice enthusiast day out, and it would be a day as it took 3 hours 25 minutes to get from Swanage to Yeovil Junction on the loaded test run.

 

I would hope that RTC, or SD would take the risk, as regards stock, yes I would imagine it would have to be worked down from Southall the evening before for a Swanage departure, now the fun begins, is there room to run round at Weymouth or do you run 33 leading and u trailing t&t to weymouth U leading to to Yeovil? then shunt 33 inside u leading, for the return via Salisbury , as regards catchment I would think the rarity value would sell it out, as steam haulage on the mainline is still very rare on SW metals.

 

There was talk of the U hauling the DCE back from Weymouth to Soton thus saving the need for a DL to hang on the back all the way from London. The WC crew would still be needed for the U though but at least it make the DCE more attractive as well as giving the U some main line mileage