RTC 2023

According to RTT it has just stopped at West Drayton. Looks like it didn't stop at Slough and stopped at Langley for 15 seconds!
All very confusing!

 

Yes. It was apparently said on board leaving Gloucester but I could be wrong. Just what I heard from a friend on the train.

 

Edited video still of Leander passing Frampton Mansell, this afternoon, giving Sapperton Bank a ruddy good hiding.

Stonkin'. What more can I say?

 

Here's my video of 45690 Leander demolishing and deafening Sapperton Bank in both directions on the Cotswold Venturer. I filmed her at Coates Foot Crossing on the outward leg and Frampton Mansell Foot Crossing on the return leg. I hope you enjoy the video.

 

A seriously noisy performance from the Jubilee all round. What a treat it was to have her down here taking on this route. Captured at Pangbourne, Sapperton (both west and eastbound climbs) and Goring:

 

The Cotswold Venturer, 45690 Leander, 26th August 2023.
Arriving and departing Reading:

 

My effort of the morning ascent of Sapperton

 

My coverage of Leander's visit to the South, this week. Wednesday's run to Bristol was filmed at Bourton and up Dauntsey Bank, while yesterday's Gloucester run was filmed both ways up to Sapperton Tunnel, in Hailey Wood and at Frampton Mansell, respectively.

I hope you enjoy it

 

Those noise-cancelling headphones must be quite effective- the would-be passenger staring at her phone at Hackney Wick doesn't seem to even glance up

Jon

 

Brilliant video. Good job she whistled on approach to the crossing, you could easily have missed it

 

Anyone PLS able to advise what her speed @ Frampton Mansell on the RETURN was??
TIA N

 

Morning. Been trying to do something more interesting than just a report on Saturday's Venturer. When it was posted the formatting failed. The tables are readable so it's OK. i'll put pdfs in later.

Cotswold Venturer 26th August 2023

Tour 943; 11th in 2023

We booked this when 45690 was listed as the allocated locomotive for a few reasons. We love Jubilees and we hadn't been out behind 45690 for over 4 years; and it would be the 3rd Jubilees we'd travelled behind over Sapperton Bank in both directions with the same load. Perhaps as things often happen to the Venturer. This year it had already had. ASLEF and RMT decided to strike on the same day. Worcester Shrub Hill was going to be closed so that scuppered the train we thought. Then we had an email telling us the train would run but to Gloucester. Not one of our favourite destinations and there went our planned visit to Brown's on the Quay in Worcester for what would have been an excellent meal. It was rapidly going from bad to worse as we had an email quoting 45596 as motive power. I emailed Kelly who confirmed it was definitely going to be 45690 so we held our booking.

The later 0819 start should have meant we could get the 0530 from Temple Meads that would get us to Paddington at 0715 so we could do a Paddington start for the first time since 2020. A check on RTT showed it wasn't running due to the strike. First off the Meads wasn't until 0730 if it ran at all. Such joy. Over a glass of wine on Thursday evening we rashly decided to do the whole trip another way. We'd leave the house the same time as we would have to catch the 0530. RTT was showing an almost full service on the Elizabeth Line and after a bit of research on Google Maps - other Navigation Systems are available - we decided Langley was the best option as the train picked up there if we got delayed. There were no planned roadworks on the M4 as it was a Bank Holiday weekend. Google Maps estimated the journey time at just over 2 hours.

As we'd had the Tipo Estate serviced on the 17th and had used it since, we decided to take it out for a change. Up just after 0300 and after breakfast at 0350, I went out and started it. It did start immediately but then there was a cascade of symbols and error messages on the display that included a Brake Fault. The car had been in the garage a few months ago for nearly three weeks to correct similar faults. Unusually only the Astra had enough fuel for the journey. It was fine and we left just before 0400. Really east drive down the A40/449 then across the M4 to Jn5 followed by a few miles up the A4; turned off for Langley and turned onto Station Road. Ample parking just before 0600. Only 33.50 a day. Off peak returns to Paddington were £7.65 each with Senior Railcards. Bit expensive for a 32 mile round trip.

We caught the 0625 Abbey Wood Service. We didn't realise the GWML relief lines were now the Elizabeth Line, stations complete with purple and white 'underground' style totems and signage. It was the first time we'd ventured onto a part of Crossrail, albeit only the bit from the tunnel at Royal Oak to Paddington. Fast train and we were there by 0653. Plenty of time for a big breakfast roll and a coffee.

The train with 45690 on the west end was dragged into Platform 8 by a WCR Class 33 right time, 0809. The diesel was uncoupled. Not many of the regular travellers around and not that many passengers. The load was the expected 9+POB and Standard Class was on the back. Liked that as we'd be middle of the third carriage for easier eastbound climb of Sapperton. Les, our Train Manager wandered through and referred to it as a Ghost Train!!

Again no other members of our 'tour party' were travelling so we had a table each in our 4+4 safe space, middle of Carriage G. I had the 'Timer's Table' to myself. I wasn't expecting much of the run to our water stop at Challow as our train had extra stops at Tilehurst and Cholsey. Reason was to allow passengers a choice of stations in case Reading Station was closed earlier than planned in the evening.

For this summer it was rare to see the bright ball in the sky lighting up the morning. Blasts on the Stanier Hooter - how wrong does that always sound at Paddington?... and we were off with Driver Bob Baines taking us as far as Didcot Parkway. Didn't recognise our fireman and Les didn't know who he was either. Nice start though the sound of a three cylinder locomotive leaving Paddington is still 'wrong' to we GWR devotees. We're beginning to wonder if we'll ever get another chance to experience a four cylinder ex-GWR locomotive leaving Brunel's Cathedral at the head of a proper steam hauled train. A two cylinder one would do!!

Despite it being a strike day 2 trains left in the 5 minutes before us so it was the expected trundle down Elizabeth Line rails for 16 miles to our first pickup at Langley. Remember that name from somewhere earlier in the day.

Bob worked the Jubilee well and not long past Old Oak, a sad sight these days, we passed 50 mph and Acton Mainline was passed at 54. The Jubilee was eased for a few miles but then there was a distinct acceleration with that unique Jubilee roar making itself present as we passed Southall at 60.2 and got to a decent max of 66.1 through Hayes and Harlington. Then we fell foul of a Heathrow Express and dropped to only 5.1 at the junction. Upside was a nice bit of sound from up front on the restart and up to 50 in 2 miles just after West Drayton before 45690 was eased for us to drift into Langley for our first pickup. The station seemed familiar. A number of passengers joined there. Nice sound at the restart but we were only 2 miles from Slough so we trundled there. Quite a few passengers joined but would have to detrain elsewhere on the return as the station would be closed.

We weren't close to a preceding train so expected a decent 18 mile run to Reading. Blast of the Stanier hooter and some 3 cylinder chatter drifted back as we got underway. We passed mp19 at 34.9 on the level, and came off the level at Burnham at 53. There's a gentle 1320r most of the way to Reading and the Jubilee got nice and noisy; not a loud roar but Bob achieved a decent 60 by Taplow, mp22 1/2 ish. As always we slowed on Maidenhead approach, 48, then sped up to run through the station at 54. Then we had a decent run. We got to 60 at mp25 3/4; passed through Twyford, mp31, at 61.6, and held around 60 to mp34 1/4 where Bob eased the Jubilee for the last 1 3/4m to Reading where we arrived just a minute late. Wasn't that a radio show back in the day?

Usually the 17 mile run to Didcot Parkway is quite rapid but this time we had stops at Tilehurst and Cholsey. They were put in just in case Network Rail closed Reading Station earlier than planned in the evening; but for some reason we were also booked to stop on the outward. A decent restart from Reading but only a max of 40. After Tilehurst, the run to Cholsey was a pleasant surprise. The GWML doesn't have much in the way of gradients and here it was only 1320r, but even that required some effort from a Jubilee with 10 on. Loud blast on the hooter and a mile out quite a noisy 40.8. Much better to come as we roared through Pangbourne at 55.9; then back on the level, noisy acceleration to Goring and Streatley, 65.8, our max. Bob kept the Jubilee around 60 onto the 1320r before we drifted into Cholsey.

Only about 5 miles more for Bob as he was being relieved by Bill Monteith at Didcot Parkway. All on 1508r, close to flat, but still required a bit of effort from the fireman. The Jubilee got to 52.4 after 2 3/4m, a decent bit of acceleration, before Bob eased 45690. We arrived at the Parkway a few minutes late. Bob doesn't have route knowledge to Swindon, Gloucester and Worcester. Bill Monteith has and in recent years had got the best out of all the locomotives we had over Sapperton and onward past Gloucester to Worcester. This time we'd turn off the mainline into Gloucester.

Long blast on the hooter returned by something Great Western from the GWS and we were away. As we had to take on water in Challow Loop, we expected and got an un-Bill like trundle for the 7 miles to the entrance of the long loop. Only a max of 47.8 at Steventon before Bill eased 45690. The loop has a 60 mph entry point but that's rarely the case with Steam Hauled trains and we drifted across the points at 35 and came to rest where the Water Tanker was waiting for us. Its motor filled the tender well before our booked departure time.

Once we leave the loop we should have an uninterrupted run to Gloucester, 52+ miles away, with the climb to Sapperton Tunnel in between. We'll have to slow through Swindon Station but after that it should be a full bloodied run for 16 miles to Sapperton Short Tunnel. The interesting section is from mp88 where the gradient rises to 300r. It steepens to 100r and 94r for the final 1 3/4 mile climb into the Short Tunnel.

We departed on the 754r for the remaining 2 miles+ of the long loop and rejoined the mainline at 34.3. None too rapid acceleration to Challow, mp64, 40.7. Then the gradient eased to 880r at mp64 1/2, passed at 43.3. More sound drifted back but speed didn't increase rapidly. We passed Uffington, mp66 1/2 at 52.1; mp67 at 52.3 where it goes back to 754r to mp68, passed at 55. Mostly 754r to mp70, 59.9; then level for 2 miles, left at 61. Mostly lesser 834r to Swindon then but only a max of 62.4 before the Jubilee was easing for our Swindon pass, always below 20 mph. This time it was 16.5 through the station. Not a lot before Rodbourne Jn, 260f, 45.9, then down the 308f speed rose to 52.5 at mp79.

It got noisier over the level mile to mp80 1/2, 60.6. We roared across Purton Crossing on the 404f at 64.4, and accelerated to 67.7 along the mile+ on the level. We love the roar that drifts back from a Jubilee being worked hard. The 2 miles of 330r was noisier and speed only dropped to 65.1 at mp84 1/4 before it rose to 68.6 on the short 406f to mp85. 45690 was obviously in fine fettle and being well fed by our fireman. After 3/4m on the level and 1/4m 528f, 45690 crossed Minety LX, mp87 ish at 71.2. Over the 1 1/4m on the level Bill held 45690 at 70/1 and we took 71 past mp88 onto the 3 miles of 330r to Kemble. Excellent stuff. At mp89 speed was still 68.1; couldn't find mp90 but at mp90 1/4 it was 66.7 and we blasted into Kemble Tunnel at 66.4.

Bit of level through Kemble, 65.8 to 67.1 that took us onto the lower approaches of Sapperton Bank. 45690 gave little to the mile of 400r/200r to take 65.7 onto the real bank from mp93, 100r, 64.8. The mile of 100r to mp94 took its toll, passed at 58.3, with close to 3/4m of 94r to get up before Sapperton Short Tunnel. Even in the middle of carriage 9 we heard the loud Jubilee roar as it echoed off the sides of the cutting. We passed mp94 1/4 at 56.5; mp94 1/2, close to the overbridge at 55.4. Then quite spectacularly 45690 entered Sapperton Short Tunnel at 54.8. Back out into the air still at 54.6 - hmmm. Possibly; then into Sapperton Long Tunnel where the summit is. The GPS showed a solid 54.6 but I doubt that was true. It was a fantastic climb for a single chimney Class 6 locomotive.

The elapsed time from Swindon Pass to the entrance of Sapperton Long Tunnel was 17m 38.6s.

In case readers don't know, the 3 Jubilees are 45690 Leander, single chimney; 45699 Galatea, single chimney, and 45596 Bahamas, the unique surviving double chimney version. Network Rail's Industry guidelines for steam train lengths and loads has all 3 listed as Class 6, their classification under British Rail and what is on the cab sides.. Records show they were actually classified as 6P5F, one rating lower for freight, no doubt due to their 6' 9" driving wheels. Mile by mile comparisons from mp79 for this eastbound climb of Sapperton were:

mp79, 308f, 45690 52.5; 45699 48; 45596 51.7
mp80, level, 45690 58.8; 45699 55.8; 45596 59
Purton LX, 404f, 45690 64.4; 45699 60.5; 45596 64.5
Mp82, level, 45690 66.9; 45699 64.1; 45596 67
Mp83 300r, 45690 66.4; 45699 62.7; 45596 67.9
Mp84 330r, 45690 64.9; 45699 60.5; 45596 66.5
Mp85 406f, 45690 68.6; 45699 64.8; 45596 70.9
Mp86 level, 45690 69; 45699 64.4; 45596 72.2
Minety LX level, 45690 71.2; 45699 65.4; 45596 73.5
Mp88 330r, 45690 70.6; 45699 63.2; 45596 71.5
Mp89 330r, 45690 68.1; 45699 59.8; 45596 69.5
Kemble Tunnel, 330r, 45690 66.4; 45699 57.7; 45596 68.2
Mp92 143r/lev. 45690 66.7; 45699 57.6; 45596 67.7
Mp93 100r, 45690 64.8; 45699 53.6; 45596 64.4
Mp94 94r, 45690 58.3; 45699 45.5; 45596 57.4
Short Tunnel In 94r, 45690 54.8; 45699 44.9; 45596 54


Elapsed times from Swindon to Short Tunnel rounded were: 45690 17m 39s; 45699 19m 58s; 45596 17m 39s

From mp79, a fairer comparison; 45690 14m 21s; 45699 16m 11s; 45596 14m 31s.

I'll put the full timings from Swindon on this thread as a pdf later.

Back to our train. Not much to say after Sapperton Tunnel. All downgrade to Standish Jn. We crossed Frampton Viaduct at 50.7; passed through Stroud at 46.3; Stonehouse at 52.4; and Standish Jn at 42. Down then on what is the old Midland Line to Gloucester Station Jn. Down to Haresfield Footpath, 54.8; mp98, 489f, 61.8; down the 104f to a max of 68.9 at mp96 3/4. We picked up the first GWR post, 113 1/4, 152r, 11.2 and arrived in Gloucester at 1147, 4 early. Shame no Gloucester Yard to Abbotswood today, always a bit of a racetrack. Still, a good outward journey with a quite spectacular climb to Sapperton Tunnel.

We were told by a local there were vintage cars in many of the streets today but we needed something to eat. We don't know much of Gloucester and it was crowded so we settled on the 'spoons, the old cinema, that we did know quite well. We found a table in the 'daylight' section. I enjoyed a pint of Theakston's Old Peculiar and had Bangers and Mash while Di tackled the suet encased Steak and Ale Pudding. The latter was a bit small but tasty. The bangers were a decent size and excellent. I had a pint of Old Ton's Blonde with. A nice light ale. We had some really nice lightweight American Pancakes with maple flavoured syrup and ice cream. Excellent.

Just after we left the pub the heaven's literally opened with stair rod rain that created deep running water and puddles everywhere. No chance to go looking for the Vintage Cars. We were lucky we found a building with some cover from sort of balconies.

We got back to the station just after 1430. Bill, our driver was looking in the old yard for a hydrant. After taking some photos on the Mobile I wandered across for a chat. The tanker hadn't got there yet. A local told me it was on its way from Droitwich. Les told ne that for some reason the office at Carnforth had arranged it to be there for 1440. We were due to leave at 1503. Tight to say the least. It rolled in just after 1450. Hosepipes were connected and the tender filled in 10 minutes. We were ready to leave close to booked time and did at 1508, only 5 late.

Nothing else around so we joined the mainline at 22.4 and charged off to Standish Jn. Bit slower than we expected. We passed Brookethorpe Crossing at 50.9 and only had a max of 51.6. Nice and noisy as we were now in the middle of the third carriage. We still seemed to have to pass over the crossovers slowly, 27, before a noisy bit of 299r to Standish Jn, 36.8. Then the Jubilee began to roar as Bill set off up the mile of 720r to pass mp 106 at 45.6. Next was 2 miles of 347r/300r that took us through Stonehouse at 48.9. Proper Jubilee roar now and it looked good for the assault on Sapperton. Bill used the 302f/533f to get to 52.8 before we felt a firm brake application and we slowed to 20 by mp102 3/4. Just what we didn't need; and worse was to follow as we came to a stand just as our carriage was outside Stroud station. The guard came through but neither he nor Les really knew why we were held. Locals do tend to be close to the line here as there are a few foot crossings.

Still no wiser. Then after 3 minutes a long blast of the Stanier Hooter echoed around and we left for our attack on Sapperton. We would normally have roared through Stroud at 50, line speed, to climb into the tunnel at 30+. Last time we were held was with No9 and we struggled and slipped into the tunnel with 11 on. The Jubilee has big driving wheels too but is a 4-6-0 not a Pacific so slipping shouldn't be a problem on dry rails. We were on the 250r and saw mp205 lying flat on the ground. We passed it at 3 mph! A real challenge met our crew now. A mile further on we passed mp101 at a creditable 34.1 and the sound level rose by the minute. Proper loud roar by mp100, the end of the 100r, passed at 38.8. there was an odd bit of 100f then 185r to mp99 1/2, passed at 45.1. I think it's fair to say that the Jubilee exceeded expectation for the rest of the climb.

At the end of the mile of 185f/lev/310r/103r, we hit 49.2 at St Mary's Level Crossing. 30 at the tunnel wasn't impossible but improbable. At mp98 1/2, we hit the 1/2m of 75r at 48; left it at 45.8 onto the 1/2m of 70r, left at 40.7. The gradient eased for a mile at 74r to mp97, passed at 38.5. Great stuff. Around Frampton Viaduct, 75r, speed fell to 40 and we passed mp96 1/2, 75r to 60r, at 37.4. Still close to 3/4m of 60r to go the tunnel. The sound was seriously loud as we passed mp96 1/4 at 34.1; mp96 at 31.5 and then entered the tunnel at an extraordinary 30.3. The Jubilee slipped just inside the tunnel and speed fell to 28.9 before the GPS cut out. It didn't come back on until we came out of the Short Tunnel at 43.8. That was truly a mighty climb from the Jubilee. Kudos to our fireman who must have really worked hard to have kept the boiler on the mark all the way up the climb.

Unlike the eastbound runs, things happened on both ours and 45699's run but I've put together what speeds were from Stonehouse. We had the stop and on the run in February with 45699, Bill accidently threw the brake in around Chalford, just after mp98. The normal Venturer didn't leave Worcester Shrub Hill until 1635. By the time 45699 got to Standish Jn the light was failing fast. By Stroud it was really poor. We saw some mps and the others were taken from the GPS's Odometer. 45596's run was in June last and the evening was light enough to milepost properly.

These were the speeds where it was possible to compare them.

Stonehouse, 104 74c,300r 45690 48.9; 45699 40.2; 45596 38.2
mp104, 533f/lev 45690 51; 45699 48.7; 45596 45.9
mp103, 620r 45690 29; 45699 51.4; 45596 48.5
Stroud, mp102 13c, level, 45690 9.2; 45699 55; 45596 51.1
mp101 1/2, 250r, 45690 28.1; 45699 56.9; 45596 52.7
mp100 1/2, 250r, 45690 37.1; 45699 56; 45596 50.8
mp100, 250r, 45690 41.4; 45699 56.8; 45596 52.1
mp99 1/2, 185r/lev, 45690 45.1; 45699 56.9; 45596 52.3
St Mary's Crossing, 103r, 45690 49.2; 45699 55.6; 45596 51.3
mp98, 70r, 45690 44.3; 45699 41.4 Braked 45596 40.6
mp97 1/2, 74r, 45690 39.4; 45699 22.6; 45596 37
Frampton Viaduct, 75r, 45690 40; 45699 23.1; 45596 36.6
mp96 1/4, 60r, 45690 34.1; 45699 15.1; 45596 30.8
mp96, 60r, 45690 31.5; 45699 14.2; 45596 28.1
Tunnel In, 60r, 45690 30.3; 45699 13.3; 45596 28
GPS low in tunnel before cut out, 45690 28.6; 45699 12.8; 45596 26.3
Short Tunnel Exit, 94f, 45690 43; 45699 28; 45596 41.5

I'll put a pdf on this thread later of all the timings from Standish Jn.

Unlike previous Venturers, we had no need to stop at Kemble for water as we'd only travelled 23 miles from Gloucester. Bill let 45690 run down the 94r to mp 93 1/2, 61.5; then we roared through Kemble at 65.3. Down the 3 miles of 330f, mp88 passed at 73.9 and over Minety Crossing on the level, near mp87, 75.4. mostly downgrade/level to Purton Level Crossing, mp81 ish, 71.4 on a bit of 404r. Bill let the Jubilee run and speed fell back to 69. Then we ran down to Rodbourne Jn, 35.5 before we slowed to run around the back of Swindon Station. We had a green signal but were 15 late after the issue near Stroud. Not a problem tonight as so few services running. It's all downgrade to our water stop in Milton Loop and we expected speeds in the mid 70s most of the way.

A steady start and we passed mp75, at 55. Despite the 834f, it only rose to 62.8 at mp74.3. Things improved then and we roared a bit past mp73 at 66.3; then at mp72, we got to 70. Through Shrivenham at 71.3 and then Bill did get more serious. After a mile+ of level, 73.4, speed rose to 75 by mp68. We passed Uffington, mp66 3/4 at 76.7; Challow, mp64ish, 754f, at 76.6; mp63, 754f, 76.6; and we were still at 76.6 at mp61, still on the 754f. We passed mp60, 660f, at 72.4 after which Bill began to let our speed fall for the Water Stop in Milton Loop, just over 4 miles away. We arrived there at 1627, 11 late. The old Bell and Two Tones Red Tanker was there and we were ready to leave before time. We were let out at 1652, 1 late, for the trundle to Didcot Parkway where we arrived for a set down at 1649, 3 late.

We left at 1652, still 3 late, and ran on the relief. Cholsey was our next stop, only 5 miles away. We trundled along with a max of 50.6. We left still 3 down and don't think anyone left the train there. 10 miles to Tilehurst where we'd probably stop again. Enough distance for a bit of high 60s running we hoped. Nice start and a bit noisy but no real roar despite our max of 65.6 through Pangbourne, 1320f, mp41 1/2ish. We did stop at Tilehurst but again don't think anyone alighted from the train. Only 3 miles to Reading so a real trundle. We got there at 1723, 2 early. There was an Elizabeth Line train alongside due to leave 2 minutes before us; and a Newbury-Paddington Service that left the same time as us on the main line. We were amazed that even on a day with such limited services running they pathed us in that way.

Once past mp33 it's 1320f for 12 miles and could be a decent stretch for speed. Not tonight. We ran through Twyford at 60.7 and from mp31 to mp27 ran at 60/1. Eased for Maidenhead, 40; then Taplow, 34.5 and on the level through Slough, 39, before being eased for our final set down at Langley. What, there again? We were right time but it was only a few miles to a possible pathing stop at West Drayton. From the muted start we guessed we were going to stop there and did. They kept us until we were away 1 late. As we were booked into Platform 1 at Paddington, we were due to cross onto the mainline at Southall. Fingers crossed...

Bill worked the Jubilee a bit harder and we passed Hayes and Harlington, on the 1640f, at 45. From mp10 it's 1320f for 2 miles. We passed Southall at 55 and did cross to the main line. Bit of fun then and we passed Hanwell and Elthorne, 1209f, at 62.5 and to a max at Acton Mainline, mp4 1/4, 65.8 before the brakes came in and we trundled up the main and arrived in Platform 1 at 1842, 1 early. Dashed across to get a picture or two as the train was under the famous clock.

Thanked Bill, his fireman and the support crew for their efforts all day and then went off to get an Elizabeth Line train back to Langley. Jonathan, who had his car there too, told us there was one at 1901. All the trains on Crossrail were very well loaded. We found seats on the 1901 and were there before 1930.

We took a wrong turning on the way out of Langley but in doing passed a petrol station with unleaded at 149.9. we filled the Astra and after taking the right exit off the roundabout got onto the M4. Not very good lane discipline on the 'Managed' sections with more lanes from the 'I own this lane' brigade. We got home before 2200 after a very enjoyable day with 45690.

Every time we 'do' a trip on the GWR we rue the lack of ex-GWR locomotives. There's no sign of one becoming mainline certified and available for hire in the pipeline and we thank the Beet Family, the Bahamas Locomotive Society and West Coast Railway for letting us have use of the Jubilees. We treat them as if they were Halls, Bahamas a modified one. Oh for the chance to travel behind real ones.

Thanks to Kelly and her team for running the Venturer on a strike day. Shame about the destination but we only did it really for the westbound and eastbound climbs of Sapperton.

Thanks to the Beet Family for allowing the immaculate and excellent 45690 to haul the train. The performance was almost on a par with the double chimney 45596.

Thanks to WCR for providing the much travelled stock; the guard; the footplate and support crews. We've racked up thousands of miles in Carriage 5032 this year.

Thanks to Les and the stewards. Again it was a well stewarded train.

Thanks to Network Rail for letting us run on the GWML and over the Golden Valley line to Gloucester despite the problems caused by ASLEF and RMT.

We're out next on the West Somerset Steam Express on the 16th September. After that we're booked on the final Royal Duchy on the 24th September and the CME on the 7th October. Then the leaf fall season kicks in with dreaded diesel on the back being added to assist the trains. A real deal breaker for us which is a shame as we used to do unassisted steam hauled trains in November and up to Christmas in the good old days.

 

The classification 5XP was abolished after nationalisation and the Pacifics became 8P rather than 7P with Scots and the taper boiler Patriots going up from a class 6 to a 7. The 5X was a classification unique to the Jubilees as they were presumably seen as being halfway between a 5 and a 6

 

My 1960 Combined Volume, with 45562, 45627 and 45699 all underlined, says they were 6P5F.

 

Thanks for the comments on the power classifications. Edited the report. Should have looked it up.

 

Thanks for your usual excellent report. Don’t be despondent about the lack of GWR locos, after all the Jubilees were designed by a “son of Swindon” and despite being 3-cylinder machines contain many features that are pure GWR.

GWR boiler proportions suited 2- and 4-cylinder locos and gave excellent steaming rates when using Welsh coal. Adherence to GWR principles proved less than satisfactory when used on the boilers of 3-cylinder engines and with harder coals; the Jubilees were never considered as reliable steamers. In 1956 Jubilee 45722 was sent for testing at Rugby to see if the steaming could be improved.

As a result of these tests (using Blidworth coal), a modified single blastpipe and chimney design was developed using parameters formulated at Swindon by Sam Ell (ex-GWR). Leander is currently fitted with a “Swindon blastpipe and chimney”.

On test the Jubilee, when fitted with the original chimney design, had a maximum steaming rate less than that of a Stanier black 5. With the modified single chimney, the steaming rate increased from 20,760 to 25,000 lbs/hr. The fireman’s task became harder with the firing rate increasing from 3,300 to 4,400 lbs/hr. A double chimneyed Jubilee also had the same maximum steaming rate of 25,000 lbs/hr. However, the test report stated that the double chimney had “better steaming potential with lower grade coals”. The steaming rates obtained on test were sustainable for at least an hour. With good coal even higher outputs, for shorter periods, might be obtainable.

However, the currently available coal has a lower calorific value than Blidworth coal (as used on the tests) and as a consequence boiler outputs might be expected to be lower. Except as @Johnb has reported elsewhere that the current coal burns at a faster rate than the previous Russian coal (and perhaps similarly Blidworth?). So, if the fireman can shovel coal in quickly enough then the overall steaming rate might be relatively unaffected. The 3 Jubilees all have identical cylinders, valves, wheels, and boiler pressure; any difference in power output can only come from the ability to sustain higher steam rates (when required).

Leander is fitted with the modified single chimney arrangement; Bahamas has a double chimney whilst Galatea has an original single chimney (albeit with a sharpened blast as a result of narrowing of the blastpipe orifice caused by carbon build up). The comparisons are interesting, if only we had 5 or more runs with each locomotive. We would expect 45690 and 45596 to be similar and show a small improvement over 45699. Outbound it certainly looks that way.

What about the volume of the roar? From the test results, if blastpipe pressure correlates with sound levels, then at moderate to high outputs expect 45699 to be loudest, then 45690 and quietest 45596 (but by no means quiet). When the locos are extended even further 45690 “pumps up the volume” and moves into first place, followed by 45699 and finally 45596. I wouldn’t argue, and I do know that higher blastpipe pressure is wasted energy, but what a superb sound they all make.

 

Do you know what boilers they have .Are they the ones with 29 .5 sq ft grate area or 31sq ft. I remember old favorites in the early 1950s ,from the Midland lines ,with 31 grates being swopped with rare Scottish loco's with 29.5 sq grates .So St Rollox works Glasgow could have all the same type of boilers . The Scottish ones all seemed to come down on the up Waverley ,much to the enjoyment of local spotters. Cops ,or catches as we used to say, all round.

 

45690/45699 have the larger slopping throatplate boiler, 45596 the smaller vertical throatplate type.

 

Thanks ,I thought someone would know.