The Bluebell Explorer 02/11/2013

I cannot be certain of the outward journey but for the return the 47 was crewed by WCR as was the guard. SVR conductor driver and conductor guard joined the train at Kedderminster NR. Similar arrangements applied when the ECS was moved to Kidderminster SVR

 

I would guess a similar scenario happened when it reached the EG connection on the Bluebell (this happened during the previous 2 railtours).

 

Just looked at a video on Bluebell site and a conductor driver joins the crew of Ollie whilst the conductor guard can be seen chasing after the brake which was the second coach in. As the train stopped at EG NR why did the conductors not get on there. The poor guard had to walk the length of the train on the ballast and he was not in control of the train till it was well on Bluebell metals.

 

Don't know for certain, but I wonder if it is to do with the presence of the third rail? If they got on while the train was in the EG(NR) siding, then the Bluebell crews would presumably need training on being around the third rail, which would, at the very least, reduce the number of drivers / guards who could act as conductors. Whereas if they wait until it is on Bluebell rails, then any Bluebell driver / guard could perform the role(s).

As for why the guard didn't get on straight away - maybe he was assuming the brake was at the back? In any case, the train can't run straight onto Bluebell rails and keep going, because it has to wait for the token, which can't be released until the ground frame controlling access to / from NR is returned to normal. So it will always be a bit of a slow process getting a train onto Bluebell metals - even more so in cases where there is only an engine at the front of the train, since the token, after release, would have to be walked up the train to the loco. At least with an engine on the rear, that is one walk that doesn't have to be made since the token will travel with the rear engine!

Tom

 

Tom - undrestand the thired rail issue - I was not referring to the siding but the station. On all the videos I have so far seen trains first stop in the platform, then move to the siding to stop at the boundary. Then there comes the mutual release of the gates and token release of the ground frame. If all incomming trains stop first in the platform the two conductors can join the train as invited guests in perfect safety and take up their duties as the train moves onto the Bluebell.

As to the location of the brake I watched the video of the ECS arriving at Birmingham International on another thread in this forum so saturday night I knew where to stand. I dont have NR PTS either but did not need it as I was in a public area.

The suggestions made above are simply meant as one volunteer helping another to make the job easier. I should also point out they are my personal views and do nor represent SVR in any official capacity

 

Hi Dave

No offence taken. Not being a guard or driver, being a conductor is not something I've ever had to perform, so haven't really thought deeply about the logistics. Though I guess there is now a core of people at the Bluebell who are getting quite practised in moving trains between NR and Bluebell - Saturday's charter was not the only move between the two last week!

Tom (also not representing the Bluebell in an official capacity...)

 

Are there any SVR crews passed for a class 47?

 

Strange you should ask but in fact it turned out the WCR driver for the return working is also a SVR driver so the answer is yes. We still provided a conductor driver I assume in case there was a driver change. For interest we regularly use classes 20 50 52 and Warships on service trains