71000

71000 is due to move from Bristol to the WSR tomorrow 20 July for testing and running-in. It will probably be used on WSR services in due course.

David

 

Do we have any idea what the problem was? The last I heard was that they were looking at the timing of the middle engine. Whatever the cause, I sincerely hope it is fixed and we can once again see this great machine in action.

Foxy

 

According the the 71000 website they hadn't found a problem with the valve gear around the 27th of June.

Link:-

http://www.71000trust.com/update270611.html

 

For it to be up and running so quickly suggests its either still a mystery or it was a simple fix. Fingers crossed it was the latter. Long Live the K..., er - Duke!

 

Answers my question then! Drove past Barton Hill this morning and thought I saw smoke/steam drifting from 71000 but wasn't sure if Tornado or 6024 was tucked in behind. On the basis that 71000 is on the move tommorow it looks like its going at least in light steam.

 

Pix here just after 71000 arrived at the West Somerset Rly today.
Found it on the WSR unofficial website.
http://www.wsr.org.uk/cgi-bin/gallery.cgi?h=Latest pictures&t=newspix

 

71000 Duke of Gloucester will now haul WSR service trains from 23rd - 29th July before heading back onto the main line.

Thanks to wsr.org for the update. <BJ>

 

Great to hear. I guess we are seeing 'prototype' teething troubles on what is after all a unique loco only recently modified to what was originally intended. Had a whole batch been built, I guess the design would have been sufficiently ironed out back in BR days.

 

On the 27th July, 71000 Duke of Gloucester will be in service alongside Braunton and 3850.
Thanks to wsr.org for the update. <BJ>

 

Good to hear DoG is running on the WSR again. I remember the time DoG was sent there in the 1990's when the Paignton and Dartmouth refused to allow 71000 on their line after a railtour. Had some good runs behind DoG through the Quantocks.
Hopefully it won't be too long before we see 71000 doing this again:http://www.youtube.com/watch?v=ZV26dfNHwoQ

 

On Wednesday 20th July, 71000 Duke of Gloucester and POB were towed in light steam with a DBS class 66 diesel from Bristol Barton Hill depot (via Westbury) to Bishops Lydeard on the West Somerset Railway. During the move 71000 was tested under load and no problems found. Further testing was carried out with light engine running between Bishops Lydeard and Norton Fitzwarren and the locomotive found to be in sound working order.

On Saturday 23rd July the Duke entered service on the West Somerset Railway and will haul trains daily up to and including Friday 29th July. Early indications confirm the locomotive to be in good working order. Depending on outcomes from this running-in period, the length of stay at WSR will be reviewed. It is hoped that 71000 will return in August to complete main line commitments with Torbay Express Limited and Pathfinder Tours. The cause of 71000’s failure on 12th June whilst hauling the Torbay Express remains under investigation.

David Briggs
Chairman, Phoenix Heritage Rail Ltd

 

71000 Duke of Gloucester has now completed 560 miles of running in on the West Somerset Railway. Tests carried out at Bristol Barton Hill and WSR running have shown there to be no mechanical defects with the locomotive.

71000 will return to Torbay Express duties as stand by locomotive for King Edward 1 on Sunday 7th August. Should the Duke not be called upon for Torbay duties, it will attend West Somerset Railway Association’s Vintage Rally, in light steam, at Norton Fitzwarren on Saturday 6th and Sunday 7th August.

From Thursday 4th August, 71000 will be based at Bishops Lydeard and the locomotive’s next scheduled WSR steaming will be a footplate experience course on Saturday 13th August. On Sunday 21st August, 71000 will resume as scheduled locomotive for the Torbay Express.

David Briggs
Chairman, Phoenix Heritage Rail Ltd.

 

Thank you for the update David and good hear that all is now ok with 71000.

Neil.

 

71000 Update: 23rd August 2011

After a period of running on the West Somerset Railway, 71000 Duke of Gloucester returned to Bristol Barton Hill depot on Thursday 18th August and resumed Torbay Express duties on Sunday 21st August. This was the Duke’s first main line run since a reportable incident on 12th June 2011.

The load for 71000’s “Torbay Express” run on 21st August comprised 12 coaches + POB + Class 47 diesel. 71000 performed exceptionally well throughout with no mechanical defects reported and arrived ahead of booked time at several points en route. Diesel assistance was required on the climb at Churston but for the remainder of both outward and return legs the diesel was shut down.

71000 engineers have now conducted extensive testing of the locomotive’s valve gear and associated components but have been unable to identify any fault which may have contributed to the incident on 12th June. Controlled tests and running at the West Somerset Railway also confirmed the locomotive to be in sound mechanical condition. Unfortunately, to date, all of the tests conducted by 71000 Trust engineers have failed to identify an assignable cause for the problems experienced on 12th June.

71000’s next main line operation will be a Pathfinder Tours run Bristol-Carmarthen-Bristol on Monday 29th August.

Following 71000’s last Torbay operation on Sunday 4th September, the locomotive will move by rail to Nene Valley Railway at Wansford to appear at a steam gala on Saturday 10th and Sunday 11th September.

71000 is expected to remain at NVR with workings until end of September/early October.

After what has been a difficult summer for 71000 support crew, Phoenix Heritage Rail Ltd wishes to thank Paul Conibeare, Andrew Forster and their staff for assistance and use of facilities at the West Somerset Railway. Also sincere thanks to all who have sent messages of support wishing a speedy return to main line duties for 71000 Duke of Gloucester.

Further information regarding future movements will be found on the 71000 Trust website.

David Briggs Chairman, Phoenix Heritage Rail Ltd.

 

Re: 71000 Update: 23rd August 2011

It's always comforting to see someone say thank you for their help.......a thing that is increasingly missing these days......................

 

Re: 71000 Update: 23rd August 2011

I think those of us involved with main line running are all aware of the debt we owe to railways such as the WSR, MHR, Swanage, Didcot, P&DR and others for the facilities provided from time to time for servicing or engineering.

Foxy

 

Hi All,

I have a question to ask relating to 71000 and other engines too! Looking at this video, taken from youtube (not mine) http://www.youtube.com/watch?v=axxhkQBCw3I we can hear the sound of just the air pump operating and then at around 0.19 a noise starts which it always makes until coming to a stop at a station for a while (I noticed this from a recent Torbay behind the engine), what is this noise and why does it make it? I have noticed that the A4's make the noise too, and 60163 makes it but only when operating on preserved railways. I did think it was due to not being air braked stock but the Torbay is air braked and the noise is still made along with the DCE at the moment 4492 is not making the noise. Can anyone explain what it is?!!

 

That sounds like the vacuum ejector. As far as I am aware the Torbays normal locos and stock are not air braked, they are still vacuum as are most preserved railways.

 

Sounds a bit like the blower's been opened to me

 

Hi, a good and interesting question.

That is the sound of the small ejector being opened. Torbay express/Pathfinder/Riviera stock is all air braked not vacuum and indeed the duke is equipped with air brakes.

However the system installed is not split i.e vacuum brakes and air brakes can not be operated independently of one another. One system piggybacks the other if you like, which I will try to explain.

The Duke has two brake controls on the foot plate. Excluding the hand brake, these are engine brake and drivers main brake valve or train brake. The locomotive itself is equipped with an automatic steam brake which when running as light engine can be applied directly by the driver using the handle or indirectly - when coupled to a train a Westinghouse M8 valve (train brake) is used to control all brake events, the steam brake also being controlled by the M8 when configured this way using a proportional air to vacuum relay valve (DV2 valve) This is why you will always hear the ejector, because you need to create a vac to work the loco brakes in conjunction with the train brakes. There is no dedicated vacuum brake control lever in the cab, this was replaced by the M8 when air brake equipment was fitted.

When working on a heritage railway (where pretty much all stock is vacuum braked) the ejector is obviously then not only used to create the vac to allow the DV2 to work the steam brake but also to operate the brakes on the stock. You will also always hear the compressor as the air system still has to be in operation as air from the M8 valve controls the vacuum via the DV2 which then applies the steam brake as well as operate the vacuum brakes for the train, yes confusing and complicated at first.

When hauling air braked stock such as on the mainline the train itself is of course braked by the drop in air pressure in the train pipe causing the distributor valves on each coach to send air from the reservoirs to the brake actuators. Rather then destroying a vacuum allowing atmospheric pressure to apply the brakes. In this instance the only vac required is for the DV2 valve to operate the locomotive brakes.

Now in the case of Tornado and Flying Scotsman, which are primarily air braked. The locomotive has a straight air brake rather then a steam brake as well as an M8, so no need for vacuum, hence no noise like you describe. Both engines are however fitted with ejectors to allow them to work vacuum braked stock so again in that case you will hear the ejector as well as the compressor as its the M8 that controls the vacuum via a DV2. An engine such as 44871 which is also air brake fitted is different as its a split system, so when hauling vacuum braked trains the compressor need not be in operation and is isolated as the vacuum brake control is independent of the M8 when running vac only mode.

I hope this helps explain.