Flying Scotsman

As somebody with no technical knowledge of the feasibility of such a thing...

Thinking along the same lines as using a diesel locomotive as a brake translator so vaccum locos can haul air stock.
Could you not fit translator equiptment to the support coach that almost all rail tours take along as the first coach in the rake?
Saves individually fitting who knows how many vaccum steam locos if you can just have a fleet of one or two support coaches fitted as a brake translator.

It seems like such a simple solution that somebody must have though of it and discounted it on technical grounds.

 

Not if the diesel is dual braked...........

 

The holy grail FUFU valve where variations in Vacuum Train Pipe vacuum proportionally control an Air Brake Pipe; does not exist.

It could be done with a hotch potch of existing brake valves designed for other purposes.

But I cannot see any mainline TOC accepting such a system.

British Railway Board document
MT/31 “Specification of Brake Equipment for Air Braked & Dual Braked Main Line Locomotives” July 1970

Is still current.

 

The simplest option is to simply fit a brake control handle to a steam loco and use the diesel on the back as a giant air compressor. That's how LUL did it with Steam on the Met all those years ago. Different rules on the Underground though. Such a system wouldn't be allowed on NR as the loco and stock would have completely separate braking systems - if a TPWS/AWS emergency brake application occurred, only the loco's brakes would be activated, not the rest of the train. You'd be relying on the driver to activate the train brakes, a big no-no.

Fitting a loco with air braking isn't trivial, but it's also not that difficult. Southern Locos Ltd are fitting 34028 with air braking equipment at the moment, and are hoping for it to be ready for mainline trials in a couple of months. They're using volunteers to do a lot of the work, so I would imagine fitting air braking equipment can be done relatively quickly using paid full-time staff.

If WCRC are insistent on keeping their locos vacuum only then they need to fit CDL to their Mk1s. If Vintage Trains and SRPS can do it and have shown it is possible to fit CDL to vacuum braked stock, there is no reason not to fit it to the Carnforth fleet - except sheer bloody mindedness!

Anyway, back to 60103. Rail Advent saying DB will be going the mainline operations, but heritage line visits will be the order of the day for 2025. Is that because DB only have a couple of steam drivers based in the south? I understand LSL have ruled themselves out of anything to do with the loco, they have enough of their own work to be getting on with.

https://www.railadvent.co.uk/2025/0...team-locomotive-no-60103-flying-scotsman.html

 

Seems appropriate to post this here as well

Friday 28th February sees the famous LNER A3 Class locomotive 60103 'Flying Scotsman' hauling freight for the first time in over 30 years on the 'Scotch Goods' photo charter. This will be split in to two events - daytime and evening photo charters with the BR ERA demonstration freight rake. The daytime charter will be across the full length of the NVR line and the evening charter will be based around Wansford Station with run throughs and static shots.

Information and booking: https://nvr.org.uk/product.php/569/flying-scotsman-scotch-goods

Detailed information: https://nvrwagons.co.uk/courses-and-experiences/

 

Looks like off to Didcot in May and June for some steam and display days.

https://didcotrailwaycentre.org.uk/...d-pendennis-castle-flying-scotsman-steam-days

https://didcotrailwaycentre.org.uk/...pendennis-castle-flying-scotsman-display-days

 

The article on Scotsman in Trackside makes for interesting reading.

It mentions that the contract with NSOL still hadn't been signed in late January, despite it previously being reported it had and the previous announcement was more an acknowledgement of understanding for future arrangements and how they and the NRM work together.

There's other bits in there too relating to NSLO getting accredited and that could still take some time.

 

Accredited as what?

 

As I read it accredited by DB Cargo, to prove NSOL are suitable to look after a main line locomotive, but the process can take some time because of certification and compliance.

 

DB cargo are the only potential mainline operator at the moment according to the article, West Coast not interested in working with a different custodian, LSL not interested in the third party arrangement proposed, Vintage Trains haven’t been approached but said whilst ’never say never’ they’ve enough on with their own trains and locos. Subject to accreditation DB might move it light engine to the NVR but plan B is to tow it in light steam

 

Long live ETHEL

 

The ETHELs were train heaters though. See also the former Class 15s at Stratford (and FP, I believe).

https://www.derbysulzers.com/97250.html



(Image from Derbysulzers.com)

 

I know but paint a WCRC 47 in InterCity colours and job done. Recreate another time from preservation (that everyone wants to forget).
A 33 would be more representative by no ETH I believe.

 

Class 33s were dual-braked and ETH right from the start.

 

What stock could it run with under DB other than the pullmans

 

These maybe?


Sent from my SM-A125F using Tapatalk

 

Just a minor technicality, the class 33's work at 750v for their eth where most rolling stock works at 1000v.


Cheers, Neil

 

Doesn't look like Flying Scotsman appearing at the rail 200 bash at Derby, dates on NRM say
NRM 5th-20th April
Shildon 24th July -25th August

 

Probably more than enough custom without FS, so having that there as well would be too much.

 

Friday and Saturday sold out anyway!