West Somerset Railway General Discussion

What path dep from BL will the class 59 railtour use on sat 14th? Wil there be any changes to timetable.

 

The beer tent is of course particularly good and supplied with most excellent ales. I'm told that the Wenches have designed new outfits for this year! I will be pulling pints on the Sunday, as per usual, but wearing something less eye catching.

Barrie

 

Well, yes, but the previous discussion was all about water resources, not 'priorities'.

 

Drivers have had to judge when their trains are clear of turnouts/signals since railways started. It's part of route knowledge, especially when it is a routine movement. Life can be made much easier if train lengths are marked on sleeper ends, though. It aint rocket science, even in deepest Somerset. Radios are pretty damn useful for shunting, as well.

 

deleted

 

We will know later in the week when Network Rail publishes its schedule and the WSR issues its Operating Notice.

 

Why delete, was WSR related.

 

We have similar problems at the Valley in the winter, with the smaller tank engines, like the 45, or the Jinty, but, even with a 51XX, I have long been in the habit of "loose coupling" to the stock first thing, ie. shackle just dropped on, but not tightened, steam heat bags connected and heat on, bank up back end, fill boiler, breakfast.

Back to engine, heat off, hook off, to nearest column, (engine release road at KR, platform 2 or shed at BH) fill boiler/tanks, back to train, hook on, steam heat on, vac. on. Sorted. Full engine, warm train. Rightaway.

As discussed, water is critical, and, with regard to Robin White's comments a number of posts back, regarding crews taking water outside a station and watching the timetable slipping away, I offer the following:

Three years ago, I ran into Bewdley from Kidderminster, with 4566, steam - heating stock, when my fireman pointed out that we were down to 600 gallons and he thought that would be really tight for getting to Bridgnorth. Neither us, nor our guest, another very experienced steam driver, knew how that had happened, but we were unanimous. We must take water. I went to brief the signalman and guard, whilst my mate hooked off. We shot out to the Up Inner Home Bracket signal, then back down through Platform 2 to the parachute tank there, injector on the while. We filled the tanks, shunted back out to the IHB signal and were hooked back on the train in 8 minutes flat. We pulled that back without effort before we arrived at Bridgnorth.

It never occurred to any of us to "risk it." That way lies potential disaster. That's not to diss anything Robin said; I don't know the circumstances, or the crews to whom she was referring: it's just to say, you know your Railway, there's ways and means round most things, a lot of which hinges on turning up early. A leisurely breakfast figures large in my plans!

I have always treated guards and signalmen as an integral part of the team and consulted, where necessary, to sort the job. As a result, I normally have complete and amicable co-operation, and, so do they! If everyone knows what the problem, (if any) is, it is quickly sorted. If, on discussion, someone says, "what if we do it this way?" and their way is better, we run with it: I don't have a monopoly on ideas.

I don't know if any of this works for you, but, you get the picture.

Regards,

John

 

A great post, John.

Teamwork - so very important.

As it certainly was during the WSR Spring S&D Gala when a pair of crews fouled up and a loco left Minehead with s box full of fire, a full boiler but not a drop in the tender...

Everyone worked together to bring the loco back from Blue Anchor on the back of the down train and get a relief loco out there, run wrong road through BA (without dropping off at he sprung catches) and then getting on with the day. Everyone kept informed and not a complaint, AFAIK. Great teamwork from loco crews, signalmen, guards station staff and all.

Better, of course, if it hadn't happened

Robin

 

Yes, we use radios now, at the termini, which, I have to say, the enthusiast in me, finds mildly offensive. I have shunted with lamps for thirty - five years, and my predecessors for 130 more, but, it's "progress," and, of course, "safer," and, once you've said that, you're lost. I don't know about you, but I have learned many "stopping marks," and I am braking to a stand before the radio says, "Stop."

Shunting at night, with lamps, is brilliant.

Regards,

John

 

As regards the problem: Ouch!

As regards the solution: Brilliant!

Don't you just love it when a plan comes together?

 

I think most of us 'put the hose' in at both BL and MD whilst stood on the stock with a tank engine; it's generally not convenient to hook off and drop under the tower before departure time at either end. Water usage, as you say, is dependent upon many variables and it's usually not a problem at WSR with tank engines unless things go wrong! However, tank engines at WSR are often working more towards their limits (I've lost count of the number of times I've fired 4160 on 9 bogies and with steam heat that's closer to 10) and therefore a greater demand. The normal service timetable is quite tightly timed particularly on the WN-MD section which has more station stops/starts. However the water issues generally occur on gala events with extended station dwell times and, particularly, when there is substantial late running. I was fortunate at this year's SSG when firing 48624 that we were told before leaving BL that there were problems and we would likely be delayed at Crowcombe and so I was able to manage the boiler accordingly rather that struggle to keep her quiet! However it's not always possible to let crews know in time.

The gala when 9466 ran out of water has already been mentioned and we were a section behind her with 6695. Whilst we made it to BL with the water we had left MD with, it was a close run thing. The 66xx water capacity, as with the 5101 class, is 1,900 gallons and not 2000. OK that's only 100 gallons but every little drop counts! With that in mind, it helps if the fireman notes the optimum position of the water feed handle and only opens it as far as is needed rather than always opening it wide and wasting water whilst adjusting the flow. Similarly I've seen some forget to close it after shutting off the steam feed!

Having said all this, I am all for proper watering facilities at WN. It's worth it even if it were to only get occasional use; in fact their use on gala days would probably (as Jeff has already said) save us time at each end AND be a good insurance policy to prevent further unfortunate events. Oh, and I'm with you Jeff as regards panniers; 57xx's will move mountains just a shame about those darned coil springs in the cab but you can't have everything I suppose. Ah now didn't someone run out of coal...........!!!!

 

We were asked:

(1) had we put this on for the amusement of passengers, and....

(2) was it a recreaction of an incident on the S&D?

Robin

 

This link suggests that changes to the provision of water at BL has higher priority than at WT.

http://www.fowsr.org.uk/projects/water-water-everywhere

To a layman like myself, given what tank crews have said on here, the provision of a supply at WN would seem more important that improving the operational convenience at BL. Should I retire to the bunker?

 

WillitoN, WN - not WatcheT, WT

Watchet did indeed have ample water provision (& an engine shed), but that was before my time!

 

Thank you for correcting me.

 

On the water situation: has any thought been given to an interim solution at intermediate stations - pending development of permanent facilities - such as using a tank wagon in a convenient siding and electric pump? (We use just such a setup at Kingscote, and it has been very reliable over many years). It has the advantage of likely being lower cost than a full installation of cranes and water tower, which is a major infrastructure requirement. Not ideal for regular day-in, day-out use, but it would provide a degree of reassurance to loco crews, particularly of smaller engines, that water was available at the mid point if required.

(http://www.bluebell-railway.co.uk/bluebell/pic2/wn/2013a/e4_kc_cameronsmith0464_6jan13h.jpg for a photo - since this was taken some years ago, the hose has been threaded under the rails to emerge on the up platform, as that is the more likely place for a small loco to need to take water - when this photo was taken, Kingscote was still the terminus and most small tank engines took water here on their run round, as shown in the photo. A more in-keeping era of wagon would be a nice bonus...).

Tom

 

Mr Coleby's excellent book on the line (priced £24.99, available in all good bookshops, proceeds to the WSSRT et. etc.) shows water cranes at Williton. They were obviously put there for operational reasons so reinstatement would not only be good operating sense but would improve historical accuracy. There are a number of scenarios where replenishment at Williton gives operational flexibility such as a tight turnaround at either end.

 

Thanks Nigel, happy to crew a 57XX with you.

The super pannier 9466 has more room in the cab as it has"proper"springs

The recent coal incident was on a tender engine!!!!

Jeff

 

Williton already has a water supply adjacent to the Swindon shed for emergency use, although it has rarely been needed. The last occasion I can recall was when the GWS Steam Rail Motor visited. This was topped up at Williton in both directions, using a pump to speed up the process. Before that a 45xx ran short of water during a gala due to injector problems (or was it hot water in the tanks ?) and it needed topping up.

David