Stanier 8F to Plymouth July 2nd

10 coaches from London, minus 3 for WSR comes to 7 with my maths for Plymouth...

 

I think the original point "most of train (10 coaches) going to Plymouth" needs clarification - is it that most of the 10 coach train is going to Plymouth, or that 10 coaches of a 13 coach train are going to Plymouth?

 

Steam Dreams trains are usually 11 -13 coaches( the recent day trips have been 12 or 13) so I read it as 10 of the 13 coaches are going to Plymouth.

 

That is correct - and I got the information from the Chairman of Steam Dreams who ought to know! I assume the 10 includes a support coach.

 

So a diesel will be coupled inside then? (I am genuinely interested although I feel I may have just lit a match in a gunpowder store :rolleyes1

 

He never said anything about diesels, just that they thought that 10 coaches was the maximum that the 8F could handle over the Devon banks. It's people on this board who are jumping to conclusions about diesels - I wouldn't be surprised to see one though.

 

I wouldn't have thought an 8F would go up on its own with 10. Don't forget they have to consider a restart as well if the communication cord is pulled or something. On a dry day (with no fire risk!) an 8F could probably restart but it might take some time!

 

In steam days, a BR 9F 2-10-0 was limited to 315 tons (about 9 coaches) unassisted over the Devon banks (same as for a Castle or Britannia), and a 47xx 2-8-0 was allowed 300 tons. There was no load defined for an 8F which were not allowed on passenger trains. So it seems to me that 10 coaches for an 8F is rather unlikely.

David

 

There is a photo of an 8F (48475) passing Dawlish Warren in 'real steam' days in a book 'Losing Track' on page 38, published by Channel 4 in 1985. Train going round a curve, but the train seemed to be 8 coaches long; presumably called into service on a summer Saturday.

I saw an 8F (probably 48773) work a special to Plymouth some years ago, and also to Newquay in 1998, returning later from Penzance, so this won't be quite the first time that an 8F has come this far west.

 

Well certain 8P have taken 10 over the banks, 71000 almost took 10 plus a class 67!! (almost). I think an 8F would have a better chance of restarting a train on the banks rather thank a 4-6-2 (71000 / 6233). Also 'the green train' often has quite a few Mk2 which are lighter than Mk1 so I don't think 10 is impossible.

 

I have a (not very good) video of 48773 on the southbound The Stanier Hind on 16th May 1998 at the top of Hemerdon with 9 coaches on.

 

Yes I was on that one and had it not been for the flange lubricator just short of the tunnel I think we would have made it with a little to spare.

 

Didn't 71000's driver 'whistle-up' for assistance as he knew there was no chance of making it over the top? Then the box's computer shut down!, and as you say they came about the flange lubricator (2.06 in the vid)! http://www.youtube.com/watch?v=ZLH7mpEknkk

 

That is correct. Not sure about your link but see:

http://www.youtube.com/watch?v=Aju3_fFk1sU

I really can not believe that was 2008!

 

And my video from the field at Dainton Tunnel - http://www.youtube.com/watch?v=XUVwVy0NeSk

 

I think this shows unproffesionalism. The driver IMHO should have realised the train was too heavy for 71000 over the banks and got the 67 to at least take its own weight. It shouldn't have resorted to 'whistling-up'.

 

We were told on the train that the 67 would push when requested to do so by a whistle. DoG's driver whistled more than once to request help but, when asked for power, the 67 would not respond. It was at this point the flange lubricator was encountered and the train quickly came to a stand. The 67 had to be completely shut down and the computer systems re-booted before it would provide power. Having said that we were close to the tunnel and, in my opinion, we would have made it without the grease. The 67 was included in the train because of a fault with DoG's braking system discovered at Bristol before we left.

 

There was discussion amongst photographers waiting at Upton Scudamore for Ollie yesterday about how to put the two portions back together at Taunton in the evening. Apparently, this is proving rather difficult for the NR planners. Some were saying it couldn't be done (you know what pessimists photographers are), at least in the time available between regular service trains. Various suggestions were put forward, including:
- Send both portions to Westbury separately, where there's more room for shunting and/or less pressure from conflicting service trains;
- Use the bay platform at Taunton: WSR portion waits there for Plymouth portion to arrive then shunts onto rest of train once 8F has run clear;
- Scrap one portion or the other altogether.
This was reported to me by friends who were there, and I can't vouch for all the participants in the discussion, but one or two of them are usually well-informed, so I think there is at least some substance behind it. I hope the difficulties can be overcome, but I have a feeling the timings won't appear on UKsteam until the last minute.

 

Yes, it can be done. For instance first portion into Taunton platform 2 where passengers may have to alight temporarily. Second portion stands on the down/up relief by Fairwater Yard, loco off and into the yard. First portion then sets back onto the second. Then the full train would draw forward into the platform where passengers rejoin. There are other options.

David

 

Whatever you say about NR its pretty nice of them to let us mess about like this!