Bulleid Pacifics - Past or Present

Brighton Works closed around 1962.

Ashford Works closed around 1967.

 

That's what I thought. So what steam work did Ashford do in its final years? I remember visiting around 1963 and seeing rows of withdrawn Schools, but I can't remember what was in the workshops.

 

sixty locomotives were rebuilt by British Railways during the late 1950s at Eastleigh works, due to the chain driven valve gear, and the oil bath leaking. which was causing more coal and water being used. The other fifty were kept as original, for work in the west country.

 

I think we established that in this thread and beyond already......the question was what steam work was done at Ashford in the 60's?

 

Ashford Works still remained quite active, however, and right up until 1967 a pair of ex-Southampton Docks USA Tanks could be found at work. These had been allocated to the South Eastern Division in 1963. Part of the original SER works complex ceased to be used when these engines were withdrawn, but the vacant buildings were rented out by British Rail to become part of the ‘’South Eastern Steam Centre’’. Unfortunately, by 1978 this attraction had gone belly-up as a result of non-payment of rent. Subsequently, BR took possession of the stock as compensation, with a view to selling it off for scrap.

http://www.kentrail.co.uk/Ashford%20(3).htm

In all probabilities, light overhauls for Ns, Q1s classes, as Hither Green Depot was still steam until early 60s. But I definitely know that all our Locos went from Nine Elms to Eastleigh Works for overhaul. I havent a clue what the USA tanks were doing at Ashford up until 1967.

But having said that I did take a West Country from Nine Elms to Bricklayers Arms for overhaul, long after B. Arms shut to steam!

 

Myth. The plan was to rebuild ALL the Pacifics.

 

Wasn't it the modernisation programme that put to bed the plans to rebuild all 110 light pacifics?

I am also pretty certain I once read in a book somewhere that the rebuilding of the Bulleid's would mean they, in theory, could work the southern mainline into the 1980s.

 

Until they found out that the Modifieds weighed more. And they wouldnt be able to run them in N. Devon(Axle Load)

 

That is true - although they never got that far because they they decided some unrebuilts would be more beneficial down the West Country because of the weight compared to the Rebuilts.

 

Good grief 1980s, they were falling to bits in mid 60s, lack of maintenance I know.

 

Lack of Maintenance? Thats because of the Miles they had done and the amount of locomotives covering not just certain stretch of lines to the sheds they covered. Some Bulleids switched between sheds a number of times. So you can't go by allocations..

 

If anyone is interested in Bulleids a good book to read (Which i've got) is "West Country and Battle of Britain Pacifics" by Richard Derry and its British Railway Illustrated Special...... They do one on all if not most Locos....It's a good read!!

 

Well of course the circumstances would have been very different for that to happen, and maintenance would have been much greater than it was in the 60s. I am pretty sure I read it in a book, unfortunately I'm nowhere near my railway book collection to look it up so can't verify whether I did read it or if it is just wishful thinking!

 

Well of course the circumstances would have been very different for that to happen, and maintenance would have been much greater than it was in the 60s. I am pretty sure I read it in a book, unfortunately I'm nowhere near my railway book collection to look it up so can't verify whether I did read it or if it is just wishful thinking![/quote:qrtq35ip]


Do not believe ALL you read in books, believe me. I was there at Nine Elms. The Warships were hurriedly brought into use for the West of England service, because of Loco failures. When a Warship failed, there wasnt a replacement, so Nine Elms were summoned for an engine. Sometimes that meant one loco in, requirements; doing a bit to the fire, oiling up; coal and water and LE back to Waterloo.

When the 47s took over some of the Bomo turns, and they failed in 1966 it was worse.

So you see some Locos missed their exams, and Boiler washouts, but we kept running; but on a shoestring?

 

No! That is the myth! ](*,)

 

Rebuilts were not permitted over the bridge between Barnstaple Jnct, and Barnstaple Town

 

...but plenty of other classes were, so why keep half a fleet of overcomplicated, unreliable, coal- and oil-hungry Pacifics to do a job perfectly within the capabilities of the various Maunsell and Standard classes, especially over a line earmarked for closure in the Beeching Report? :-k

 

Hope this answers your question James.

Usually the train was hauled by a Merchant Navy class 'Bulleid Pacific' locomotive between Waterloo and Exeter Central, with Light Pacific locomotives handling the train west of that point. The normal formation was for four carriages to form the Plymouth portion, and eight to form the Ilfracombe portion, although longer trains were sometimes needed. The use of powerful locomotives was essential on the Ilfracombe Branch, due to the very steep gradients and sharp curves on that section of line. For the eastbound departure from Ilfracombe, it was usually necessary for assistance to be provided by a bank engine for the 1 in 36 climb from the terminus to Mortehoe & Woolacombe station.

http://en.wikipedia.org/wiki/Devon_Belle

And of course the ACE was an express train, and I personally have seen it with a double - header WC leaving Ilfracombe on a Summer Saturday in 1958. Its quite a gradient (or was) to the first tunnel.

They did use N Class, but on stoppers, but they were needed for freight!

 

Well, not really, as WR hydraulics were being used on the Ilfracombe portion of the ACE. Indeed the last weekday* ACE to Ilfracombe was hauled by a Hymek.


* Friday 4th September 1964

 

James we are talking prior to 1963, when majority of Exmouth Jnct WCs/B.O.Bs went for scrap. And in 1964, the Warships were on the 11.00am from Waterloo?