35018 British India Line

Is there ever anything other than a cracking run when an eight coupled freight locomotive is involved!

 

Desirable but not essential perhaps, particularly for ex scrapyard locos that have been thoroughly renewed running for the first time in 50+ years. Would suggest that in the vast majority of cases ex Woodhams locos that have returned to the mainline do so after a spell on a heritage line. Tyseley is very much an exception, granted.
Most if not all returning WC locos have suffered mechanical complaints at the beginning, to varying extents, perfectly understandable and expected perhaps. Does anyone think a lengthy period of gentle running in would have provided no benefit though?
To quantify, 35018 has perhaps completed 200 miles at heritage line speeds. Maybe that will be sufficient for faultless performance hereafter. I am not expert enough to determine whether that means it's proven but maybe I am over cautious as a consequence.

 

That's probably more true now than is was, say 20 or 30 years ago. There used to be a lot more heritage line based locos which went out on the main line occasionally than happens now, and this would only happen once they'd proved themselves and got some mileage "under the belt". I can think of a number of SVR based locos which have done main line trips (7819 and 46443 ran a summer season on the Cambrian Cost line in the late 80's, for example), but it doesn't happen these days. There seems to be a more definite divide between heritage line and main line locos these days.

Having said that, 4472's (sorry, 60103!!) first runs back were on the ELR, and I would expect 44871 to run up some mileage there after her current overhaul before Ian Riley lets her back out onto the main line.

 

I must admit I was thinking of the current rather than past scene. Tornado did quite a few miles on the GCR before heading off to do its main line test. Then there was the S15 841, run in - if you can call it that - at Chappel. Did it ever complete a booked run on the main line without failing?

 

You seem to be reading what I am saying as implied criticism of WC. Not so, my opinion, which counts for nought, is simply that access to a decent length running line would be an advantage over what they have. Simple as that, and the same goes for Tyseley, so please will you cease trying to infer there is more to it? TIA

 

Had to read this twice before I realised you weren't quoting from WNXX.

 

but didn't 60103 run hot on the move to York?

 

But you could also argue that DBS don't actually own the locos. The preservation groups also generate some income/goodwill by using heritage tracks. So whilst DBC may not, the owners often do.

 

Deleted - no idea why it posted twice as I definitely didn't click post twice, forum is doing some funny old stuff today....

Edit again as the duplicate post has now vanished.....

Adds some credence to the rumour that 46115 has jumped to the top of the pile, however do WCRC as tour company actually operate any 'big trains', in the case of other operations where they act as Toc not promoter its not up to them to source the motive power is it?

 

The ones that have not are probably only Tyseley and WC. The IoS model seems to include some heritage running (46100, 34046), 6023 is scheduled for WSR as well as past stints elsewhere and most recently 76084 accumulated a lot of miles first.
It must be a risk based decision taken by each responsible engineer ultimately.

 

Point taken but did 46100 do heritage line running before or after its main line debut?

 

46100 was diesel hauled to SVR IIRC and stayed a month in Autumn 2015 for running in. Loaded test run took place December 2015?

 

Doncaster Works* didn't bother running in its locos on some speed restricted branch line so 10A is following precedent.
*Other railway works are available.

 

Didn't Flying Scotsman do about a thousand miles on the East Lancs before venturing onto the mainline after its most recent overhaul?

I suspect in part it depends on what is operationally convenient for whoever is responsible for the overhaul and operation, given their location - hard to give a definite answer. So for a loco overhauled at Bury, the ELR is right on the doorstep and running in can take place with workshop facilities nearby if required. Whereas for a loco overhauled at Carnforth, a trip on the mainline is more operationally convenient than having to transport to a heritage line somewhere else in the country, which is not only costly in itself, but also means you are away from base to sort out the inevitable niggles.

Tom

 

Swindon Works just sent 'em straight out at 120mph down to Badminton and back

Tom

 

Only 120? A BB could do that with 10 on.

 

Was erring on the side of caution- might have been 135 ...

Tom