34046 Braunton

Braunton on test on the ELR 27 April 2013

The long-awaited return of rebuilt Bulleid West Country 4-6-2 No 34046 Braunton to the main line came a step nearer this week when it was announced that she would fill the steam diagram on the East Lancashire Railway on April 27 and 28. She has been in the Riley works since the turn of the year for attention to various issues, whilst her planned main line work has been repeatedly reassigned. She ran with the Mk 2 air-braked set, presumably to test her air braking.

It seemed like a good day for a round trip behind her, and she ran powerfully and apparently faultlessly throughout. Let's hope she is soon on the Big Railway.

24 photos are at http://pjhtransportpix.zenfolio.com/p720556904

Peter at the end of another bright Spring day in Manchester
http://pjhtransportpix.zenfolio.com

 

Loco was regrettably failed on shed last night and was unable to do the service trains tonight. I am sure confirmation as to the reason for failure will be made by the people in the know.

 

The news page on the 34046 website has been updated with this:


[19-May-13] Further testing at the East Lancs Railway revealed the need for additional work on the locomotive and tender brake system which is expected to be completed very shortly. It is now planned to undertake main line testing in June 2013.

James at SVN

 

Air breaking seems to be a trouble on some locomotives at the moment...really want to see 34046 out and about soon

 

It sometimes makes one wonder how the LB&SCR coped with their air brakes... Hopefully, it'll get sorted soon so another Bulleid will be available to rescue the mainline tour programme when needed.

 

Because they didn't need the additional array of 'non steam-proof' valves and gubbings that comes with other modern mainline equipment. Besides, I don't read anything on the website stating that its a problem with the air brakes, just the braking system in general, could be many things!

 

I think its a fair surmisation when considering the fact that its all new equipment, and the vac and steam brakes have already seen some service in preservation without too many advertised problems. Anyway, return is scheduled for June, and that's all that really matters.

 

How long does 34046 have left on its main line boiler ticket before it expires?

 

Off the top of my head four years, as it first steamed in 2007. I don't see why it can't run for the full four years before withdrawal, as I wouldn't have thought it has gained full mainline certification yet. I'm sure someone else can clarify the situation further.

 

Mainline certificates normally run for 7 years from when the boiler was originally inspected and tested (ie around 2007 in Braunton's case). But it should be possible to extend this up to 10 years provided the boiler has an intermediate inspection and retest. This would entail at least a partial detube, but may not require the boiler to be lifted from the frames provided it is fully accessible.

 

Air braking Bulleids seems to be a difficult thing to do, I recall 34067 had recurrent air brake issues when it came back to the mainline ?
How was Clan Line and Taw Valley with air brakes when first fitted ?

One would hope they remembered the boiler whilst it sat at Bury for the last 12 months, though it did seem fitting some of the mainline gubbins got forgotten according to the press.

It does remind me of the story of the vintage car owner who spends all his hard earned on the mechanic who always finds something extra to do.
I wonder how Britania and Port Line are doing ?

 

Interesting point. Tangmere was fitted with air brakes during the overhaul at Bury.
You could also add Scotsman to the list of locos with never ending problems found in East Lancashire. Riley's are manifestly very diligent in their assessment of necessary work. Their locos also have 100% reliability. Coincidence?

 

Are you suggesting Riley's are doing work not required? Their maintainence schedule has provided arguably the two most reliable main line performers, even Tornado cannot match. Have a look at their forum and see the pictures of the work that gets done on the fives. They must be doing something very right.

 

Rule No.1 in the world of contracting is to find or suggest 'extras', and I'm not simply talking about the heritage railway movement. Once you have the initial contract, such things are very rarely subject to competitive tender and, to quote Arthur Daley, can be a nice little earner. The hard bit for the customer is saying 'no', or rather, knowing when to say no. One of the reasons boiler overhauls are virtually always over budget.

 

Update today on the other forum says work on 34046 is complete and they are just waiting for a Brake valve from a contractor.

 

A pretty accurate generalisation. Why compromise when someone else is footing the bill and nobody can gainsay the advice?

 

'*sharp intake of breath* - cor blimey mate, your in trouble here! Thing is with these bullieds you just don't know what your going to find when you get em' apart! Can't even get the bits for em' any more!'

 

'I before E, except in BULLEID.' Haven't had to wheel that out in a long while...

 

I would agree with you but I think if a person knows a bit about his machine and has some idea of what he wants, the practice is not as widespread as you suggest. If a customer suspected he was being ripped of the contractor would soon get a "reputation" and wouldn't get business, especially repeat business. Car garages are big offenders in such matters, somebody who walks in and doesn't know an exhaust pipe from a radiator, the garages see him as an open cheque book.

 

The reason repairs are contracted out is usually a lack of capability and competence on the part of the owner to carry the work out themselves. Once the contract is let they largely have to trust the contractor to be truthful as to what is necessary to achieve whatever standard the owner has set. Contractors may also be relied upon to interpret standards and specifications for an owner because the contractor is the technical expert.
As far as getting a bad reputation for gilding jobs it's a very subjective area and often simply a difference of professional opinion as to how a job needs to be done, not necessarily a right or wrong way. It may be possible to get away with a less extensive repair in the short term and some contractors will probably offer choices for the owner to decide. Others contractors may not be prepared to do work to anything but the gold standard.