SLS Special 14 Nov 2009 (9600 & 9466)

We're wandering a little way from the topic now, but... Isn't Steam Dreams planning something of the sort next June? London - Penzance on Saturday 26th, back on Monday 28th, with 5029 and 6024, and Sunday 27th's programme still "tba" but perhaps visiting a few of the branches. IIRC, some of them do not have a Sunday service...

 

The options on the steam Dreams for Sunday are not Steam, and are as follows:

1. The Scilly Isles.
2. Eden Project
3. Land's End and Minack Theatre.

They originally mentioned the possbility of a Steam option.

When Past Time ran the Devon and Cornish Branch week, the service train departure after our trip to St Ives had to be delayed to enable to traverse the branch, and that was on a Sunday.IIRC the Newquay branch does not have a Sunday service all year.

 

Where there's a will there's a way". We should be looking at what can be done and how to overcome difficulties that may prevail rather than simply tossing away good ideas without first working on them. Earlier this year there was a plan to use the Cannock Chase Line for one of the Panniers, accessed via the Sutton Park line, which never happened. Why not try this again as part of a Midlands tour.

Then, take Bristol as an example, there are stabling facilities at Stoke Gifford, with branches such as Tytherington, Portbury, which have run round facilities at their far ends plus the Avonmouth circle. All three itineraries could be easily achieved in a day either as three separate tours or as one combined tour and may be repeated a second day if demand is there. To me something like this would seem ideal as part of the GWR 175 celebrations. The Panniers could move LE overnight when there should be paths to stop for water [or go by road which ever was the more economical] with the train being diesel / steam [Castle] hauled to and from Bristol morning and evening. Fares would of course have to reflect the cost of the loco movements but I remain convinced there is both an enthusiast and general public market for Panniers on the main line wherever such operations are practical. Surely support crew members would be willing to stay with their engines if given sufficient notice.

 

All there is at Stoke Gifford is a few sidings. Not exactly ideal for steam loco preparation. The only place nearby with stabling facilities is Barton Hill which is a much better place in my opinion.

Anyway... Shall we try and get back on topic?!

 

Even though I made clear in my earlier post on what basis the derogation for 9466 was obtained and that no specific mechanical work was done for this derogation you have come back with a reply that includes the above.

It would be nice if you could just accept that what I have said is correct, without having to say that your recollection is different. Surely those involved with the locomotive would know what work has been done to it.

I only post this response because we aim to ensure that no misinformation about 9466 is allowed to go uncorrected.

Again, I trust this sets the record straight.

Regards to all,

Bruce Murray

 

Many a steam loco being used on WCRC operations have been stabled and serviced overnight in recent years at Stoke Gifford. WCRC who are the train operators for Vintage Trains cannot normally use Barton Hill as that is a DBS depot.

 

May I correct you here? WCR is quite entitled to use Barton Hill, should we so wish (as with most other LMDs), it is simply the cost which makes us reticent to do so.

James S

 

Thanks for clearing that one up James.

 

Many thanks from me as well for clarifying this situation. Much appreciated.

 

Refering back to the speeds allowable for these engines, what speeds did 94xx's do in normal operation? I recently came accross a photo (in Western Change by Paul Chancellor) with a photo of 9471 running in to Cheltenham with a Gloucester-Paddington train. The caption states that these engines were regular performers on the Paddington expresses from Gloucester to Cheltenham where larger loco's took the train on. Suggests they were capable of a fair turn of speed.

 

It would most likely have been bringing the ECS from Gloucester to Cheltenham. Gloucester is south of Cheltenham, therefore the route was Chelt - Glos - Padd. But then again I'm possibly wrong, I probably wasn't even born then!

 

Edit: 1472's explanation was better!.

 

This was not an ECS working; the Cheltenham - Paddington passenger trains train started at Chelt St James station, was steam hauled Chelt - Glos (about 11 miles with a 41xx/45xx/57xx/94xx as available) & then reversed at Gloucester with onward haulage by 50xx or later a Western diesel with the reverse occuring in the opposite direction.

Load recollected at 9 Mk 1 coaches so the tank loco portion required a bit of hard work - on an express working!

This went on until 1964/5 time when St James closed and the train started as now at Chelt Lansdown.

 

just to let you know, it will be 5764 + 9466 on the train from kidderminster to bridgnorth

 

Is that a different 9466 to the one which is scheduled to come off the train at Kidderminster along with 9600 so that they can be turned ready for the return to Tyseley?

 

what else is running on the valley that day ?

 

Sadly, I can't get out to see 9600's test runs today - too much work to do. I hope they go well, and I look forward to seeing a picture or two later in the day.

 

9600 LE on time at Henley. Stopped for brief exam, then on to Stratford.

 

9466 + 9600

deleted

 

Would expect them to be chimney 1st up the line out of Ironbridge due to the gradient - this would mean bunker 1st outward & then probably turned at Kiddeminster SVR for similar reasons re Old Hill on the return leg.