The Great Britain VIII

We've not seen any evidence of their involvement so far, though, have we? And even if they do take it over, they don't have steam in their SMS - do they?

 

Poor coal can mean any number of things. Firstly calorific value - if its low it womt provide the heat. Ash content - creates a dirty fire through which air is restricted. Ash fusion temperature - if too low the ask will melt and form lumps - clinker - this will cause poor drafting and bad combustion leading to low steam.

These are three common faults which can only be assessed in laboratory conditions. I used to work for CEGB and each power station had a lab where coal was tested regularly and evem then they had issues. Coal quality is a complex issue

 

DBS took a pilotman (Scotrail?) to Kyle in 2012 when they drove The Cathedrals Explorer. The driver that day (Brian Grierson) has since retired,I think?

 

Nigel Harris' piece in Rail is under a title called 'Comment', it is very clearly his opinion and does not try to be anything else - you either agree or disagree with it. I have read Rail for a number of years and indeed Nigel Harris has the respect of a huge number of industry contacts. He would not put this at risk by publishing anything he shouldn't. Rail is also read by a large number of these industry professionals (you only have to see who writes into the magazine to see that), so what is published tends to be pretty accurate. I don't feel anything written by him is trying to be sensationalist - to be honest given the seriousness of the situation I think it would be very difficult to sensationalise - which I think is the point Harris is trying to make about Smith not grasping how much trouble West Coast is in.

Wolmar's column is likewise also his opinion, likewise he is also a hugely respected transport journalist. There is a long running joke between Harris and Wolmar on how they tend to disagree on a lot of topics within the magazine. I don't necessarily always agree with what Wolmar says, but he makes a very interesting point about West Coast's long track record of lack of communication with the public, media and disagreements with journalists now extending to Network Rail and other bodies. This lack or communication and ultimately co-operation with requests has landed them in hot water without many friends. I think that is the conclusion to be drawn from the magazine - West Coast have been isolating themselves for a long time, have not taken on board advice or heeded warnings and now they are in a whole lot of trouble. The ORR is seeking feedback from other interested bodies about revoking the licence - this is just the time for some allies which West Coast appear not to have many of.

I urge everyone to read this issue of Rail and draw your own conclusions, it is very interesting reading.

 

I suspect the noisy effort was for the sound recording guys and the passengers. Newton Abbot is a very easy, level start. The run in is also very easy - downhill from Dainton and pretty flat from Aller Junction.

 

The 15th May is a kind of close of play date and one has always been hopeful that an earlier resolution could be found. Clearly the suspension remains and with it uncertainty not only for the Great Britain but for other up and coming WCR crewed tours.

 

No, they don't - but that is the depressing direction I think events may be taking.

 

Isn't coal mainly supplied through one of David Smiths businesses for mainline use?

 

As predicted, DBS 66 has stayed on the front all the way today. A friend just saw the train near Worle, running about 10 mins early

 

On that occasion it is likely the route conductor was a DBS driver from Inverness. When the Caledonian Sleeper changed operator the DB drivers at Inverness tuped over to GBRf.

 

Yes, DBS bow out on Thursday at Carnforth. It must be distict possiblity that the tour may end much sooner than planned due to the prospect of zero steam in effect from today until the end of the tour.

Surely under those circumstances, the RTC would cut and run and put passengers on public services back to London with when they reach Edinburgh.

 

Errrr........ok
1) despite having been de tuned in this respect Brits achieve a superheat temperature that is amongst the highest for aUK 1st gen steam loco
2) if the coal is poor surely giving over more heating area to superheat will further reduce the overall ability of the boiler to make steam with it ? making the higher efficencies associated with higher superheat ...somewhat irrelevant ?

Meanwhile, back on GBvIII

 

UKSteam update today regarding Friday:

THE GREAT BRITAIN VIII (Day 4 of 9) (29/04)
Grange over Sands-Edinburgh(WCRC) Diesel/TBC: Grange Over Sands-Whitehaven-Carstairs-Edinburgh
[Revised due to WCRC operational restrictions]

 

It was typed with tongue firmly in cheek. Comparing it with the low superheat GWR engines and their problems with poorer coal.

 

Maybe going to reprise its Dinting years by giving brake van rides at 10A instead

 

Not much space:

http://andrewstransport.smugmug.com...-2015/46702470_RDt8xq#!i=4023879903&k=gqQHTG8

Cheers

Andrew N

 

A linear scrapyard from the pictures in RAIL. Wonder what impression it creates for inspecting authorities.

 

Thank You, that's very interesting, and shows that coal quality can be measured. Why aren't these measurements applied in some kind of QA system so there's a level of consistency that can be assured. Once again we have an issue that needs an umbrella organisation to take on board. Of course, we all know where that discussion leads !

 

Are they? Are you sure?

 

all taken care of, we have a British Standards for coal

BS ISO 1928:2009
Solid mineral fuels. Determination of gross calorific value by the bomb calorimetric method and calculation of net calorific value

BS ISO 540:2008
Hard coal and coke. Determination of ash fusibility

BS ISO 18283:2006
Hard coal and coke. Manual sampling

BS 1016-106.6.1:1997, ISO 587:1997
Methods for analysis and testing of coal and coke. Ultimate analysis of coal and coke. Determination of chlorine content. Eschka method