Bulleid Pacifics - Past or Present

The first day of the gala saw 34081 working the ‘Arrer. In reality the ELR’s premium dining train. The squadron badges had been fitted in the lower position to accommodate the Arrow. These were then moved back up into the normal position ready for the Devon Belle. That would have been a warm job for whoever had to climb up the inside of the casing.

 

Yes, as well as the cowling over the front of the smokebox, which helped direct air flow to create some lift around the chimney.

 

In addition to other answers, OVS Bulleid tried different front end shapes on the Merchants before settling on deflectors.

 

Southern superpower at Ramsbottom on Sunday and proof that malachite is best.

 

Sad to hear of the passing of Group Captain John 'Paddy' Hemmingway.
He was last known of The Few.
He flew with 253 Squadron.
Bulleid Pacific 34084.
RIP Sir

 

A mini Bulleid fest yesterday!

https://www.flickr.com/photos/duty_druid/54405064639/in/dateposted-public/

https://www.flickr.com/photos/duty_druid/54404888796/in/dateposted-public/

https://www.flickr.com/photos/duty_druid/54405064784/in/dateposted-public/

https://www.flickr.com/photos/duty_druid/54405066154/in/dateposted-public/

 

Latest issue of Trackside has a 2 page feature on the new Riley's Workshop and the end of it says work has restarted on 35009's restoration, along with the contract overhauls of 8572, 47445 and 34007.

 

I've just added this photo of 35012 on the down Royal Wessex at Southampton in September 1962 to go next to a log of the Wessex (with 35007) in 1967 in my SR 1960s steam loco memoirs book. And the Bulleid memories have come flooding back!

Driver Letchford, Nine Elms top link is waiting the right away on a very heavy 13 car/480 ton train. A good timekeeping run down from Waterloo, 77 mph max down Roundwood bank before the Winchester stop.

I'd joined the Wessex at Waterloo after a 72 minute net time run up from Salisbury on the ACE with Salisbury crew Saunders & Young and 35003. A sustained 90 mph through Woking, and an average of just under 85 mph from passing Basingstoke to passing Weybridge. After the Wessex I joined the up Club train, the 19.15 Southampton, with 35024 and the very friendly driver Roberts from Eastleigh. From a signal stop at Winchester we ran inside even time to Waterloo, 83 mph max.

Wonderful days! And this 35012 photo that I took in 1962 probably comes out as my favourite from the 1960s.

Bryan

 

Last night as planned Dorset Council's contractors burnt off and re-laid half of the road outside our house. Obviously to give the new surface a decent test, at lunchtime it suddenly went dark in the lounge as Eddystone passed by on a low loader. Now sports a red backed nameplate I see, which I think I had read was the plan.

 

On this day in 1965, Canadian Pacific No. 35005 set a record speed of 105mph on the descent to Winchester, and a 41-minute net time for the journey between Waterloo and Basingstoke.

 

At the time it was the highest authentically recorded speed behind a Merchant Navy pacific. I was one of the fortunate four invited to be on the train to time what was most certainly an unofficial speed attempt. Driver Gordon Hooper and Brian Smith from the Brighton steam loco testing section reckoned that without the Winchester stop CanPac was capable of another 5 - 10 mph that evening, ie up to 115 mph. I am sure Dave Wilson, the fireman, who I will be emailing shortly, would agree with that too!

35005 was scheduled to be working at the Mid-Hants today. But I've been working far too late at night on my SR 1960s steam locos memoirs recently, and was rather tired when I woke this morning.

What wonderful days they were as this run set off the incredible SR steam loco finale that I was so very fortunate to be around to record a great deal of what happened. Along with big brother @gricerdon who has documented that time so very well in his The Twilight of Southern Steam book.

Bryan B

 

Only just come across this Facebook page, which does not seem to kick you out after about 30 seconds if you do not have a Facebook account. Mainly buses it seems but some railway stuff and old images of Bulleid's and an M7
https://www.facebook.com/groups/200248556978782/posts/2398456987157917/

 

I'm just finalising a short table for is insertion in Chapter 7 after my last SR steam timing logs on 8 July 1967 - two days before the world came to an end.

I think of the 11 Merchant Navys and 20 Light Pacifics saved from scrapping the following have not yet been restored and operated in steam in the heritage era.

MNs 35009, 35010, 35011 , 35022, 35025 and 35029
WC & BB 34010, 34051, 34058 and 34073

I am correct with that list please?

Bryan

 

I believe you are correct Bryan although it's a sad reflection looking at 35027 now as you would never know that it has previously been returned from scrapyard condition.
Of the Light Pacifics, 34010's boiler is running on 34053 and 34073's boiler is running with 34067 so 34058 is the only boiler yet to be re-steamed given that 34051 is a museum piece.

 

Many thanks for that information, albeit sad about 35027.

Bryan

 

35022?

 

I don't follow? 35022 is dismantled but has not be steamed since withdrawal in May 1966 per Bryan's post above.

 

A good loco too in SR steam days.

Had a very nice run on the up ACE in September 1962. Net time around 73 minutes on the 80 minute schedule - including a very fast run in from Surbiton: 77 at Raynes Park and 76 at Wimbledon! Salisbury's Saunders/Young were the crew. Got through Woking (stop-all-junction) unchecked, so 90 mph at Byfleet. Basingstoke to Surbiton pass to pass average of 82.5 mph.

Photo below of the ACE arriving at Salisbury that day, would have had an Exmouth Junction crew, the Salisbury guys worked it from Salisbury.

It's a MN I've always wanted to see and travel behind again in the heritage era. No chance now I guess.

Bryan B

 

A technical question for the knowing collective on here. There has been an "interesting" chat about Bulleid Pacific casing fires. Many writers, over the years, have said it is due to oil leaking from the oil bath. Another theory is that it is due to oil from the cab backhead oil feeds to the axleboxes and hornguides, where the trimmings are not removed after the days running, and excess oil then goes on the back of the driving wheels.
Obviously the design of BFB wheels does mean that oil can pool in the "pockets" of the wheel and this can then drain as the wheel rotates and get flung up into the casing.
I do not know the details of the oil bath but suspect the situation is complex. One description is that the frames form the sides of the oil bath - if so, how do they seal when the axle boxes move up and down in the hornguides? There is oil sprayed at pressure onto the valve gear so an oil mist is likely present in the oil bath. There is some steam leakage from the piston rods and piston valve spindles (hence the need for water removal and expensive non emulsion oil) . So, is it possible that this oil mist is actually being blown out slightly onto the back of the wheels?
I know that in heritage use, the wheels are cleaned far more often and I don't believe there have been any casing fires.