Winter CCE with Scots Guardsman 28th January

Many thanks for the information, I'm really looking forward to travelling on Saturday!!

 

The reason why the Birmingham Cardiff train was not pure steam was the two long single bore tunnels on the Ledbury route and concern how the crew would deal with that
one tunnel is a mile long
With two steam locos working hard can you imagine? do you lot never feel for the crew?

 

Dual braking a single vehicle would seem to be one of the more affordable adaptations to make pure steam tolerable in winter.

 

Totally sensible and reasonable precaution for this previously unrealised concern.
Why do "you lot" omit such things from the main promotional blurb?

 

Yep, would prevent a lot of hot air floating around !

 

Further reassurance if 46115 gets a clean bill after a test run this week?

 

Or using air braked steam locos?

 

how many air braked steam locos are currently in ticket ?

 

Many thanks for your candour Ray,and for coming on here again. I,for one,have always appreciated your informative posts.

 

Thanks for coming on here with that info. Much appreciated.

 

I think it's time we had or resurrected a thread on vacuum/air capable locomotives to see what the situation is these days.

 

I would be wary of adding air-braking systems to steam locos as it seems to this linesider that many problems with steam locomotives on dual-brake coaching stock arises from such additions. I can see it causing problems with linesiders especially if the assisting loco at the rear is moved within the consist to be attached to the locomotive to act as a brake translator !!

 

Air braked locomotives for 2017 should be the Duchess; the LSL Fleet - currently 34046; soon 46100 and later 70000; possibly 5029; Ian Riley's 5s; 6201 when repaired; No. 9 when repaired; 35028 when out of overhaul, and Tornado. WCRC have access to all but Tornado when the locos are available. Not quite sure about 35028 when back. As for now, this minute as it were, probably only 34046 which is down south, and either/both of Ian's 5s if they aren't in for maintenance.

 

Tickets received today, out via Shap, return around the coast, 46115 as advertised

 

Good news ! Though just the one dreaded question that remains.

 

Could you expand on what is meant by "brake translator" please Fred?
Although there is no data to back this up, my impression is that generally air brake systems are no more troublesome than other aspects of the steam locomotive machinery if properly maintained. They are an additional complication, granted.
It would make a great deal of sense if 34016 is ahead of 34067 in the overhaul queue that the air system is transferred.

 

A "brake translator" as required on the ELR when Flying Scotsman's air brake equipment proved troublesome and 45407 and 31466 - as air-brake fitted locos - were called on to assist with the braking of trains; this use of another loco was described as a "brake translator" I seem to recall and presume that a failure of the air brake equipment of a steam locomotive on the main line would require a diesel locomotive immediately behind the steam locomotive to provide the same facility.

 

Thanks Fred. I am not sufficiently au fait to know whether that method of operation is permissible on the mainline when a steam loco is not fitted with the means of creating an air brake so another loco has to be coupled in. The steam loco would still need a proportional valve for braking application purposes if it was vac but the train air fitted. Might not be allowed as pilot either but the lead loco "has the brake" conventionally. Also seem to recall through piped vehicles ie not active train brake no longer permitted in passenger trains?