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Auld Reekie 3/03/19

Discussion in 'What's Going On' started by Victor, Feb 25, 2019.

  1. twr12

    twr12 Member

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    Someone said somewhere that DPS had a set of overhauled traction motors in stock for future use in 55015. It was decided to use these in D9009 rather than the set that came out of D9009.
     
  2. Steam gets in your eyes

    Steam gets in your eyes New Member

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    Just curious. How long is it since a Steam hauled train has run from Hare Park Junction to Wakefield Westgate via Sandal Station?
     
  3. 70000

    70000 New Member

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    46115 on June 26th 2010?
    http://www.uksteam.info/tours/t10/t0626b.htm
     
  4. Steam gets in your eyes

    Steam gets in your eyes New Member

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  5. gricerdon

    gricerdon Member

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    Just a reminder of the Deltics in their prime. On 2nd November 1964 I was on the 1600 Edinburgh to KX behind D9020 on 11 for 430 tons. Edinburgh to Newcastle in 113m 54 secs, booked 115 mins incl a 20 mph tsr at Chathill. It was dark so not a full log but 100 mph at Beal. They were fine machines in their day.
     
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  6. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    Had a few things on today so a little late with the homework.


    The Auld Reekie 03 March 2019 – 60163 Tornado hauling POB + Gen + 9

    Well she’s back! After a long absence Mrs W made her long awaited return to the mainline. Mrs W likes Edinburgh, she has read all the Rebus novels.

    This trip was scheduled for October last year but postponed after Tornado’s much delayed return to the main line. After many false dawns this was Tornado’s first main line revenue earning trip since her high profile failure last year; almost a year has passed. I had the dubious pleasure of being on the Ebor Flyer and was now looking forward to travelling on the Auld Reekie, sort of “book ending” 60163’s period of inactivity.

    We made our way to Leeds with fingers very firmly crossed. After the clearest of drives we arrived in plenty of time and enjoyed an early morning cuppa on the station concourse. The early summer weather of the previous week had been replaced with bright, dry but cooler conditions.

    RTT showed Tornado 10L off Doncaster then she lost some time before making a recovery; we departed 3L. We were in coach G (10th). A generator car was coupled immediately behind the POB and the ETH was on full power, it was so hot; the table was curling up at the edges – not really!. Tornado made mincemeat of the climb out of Leeds, around 4 miles of mainly 150/160r, with 52 at Cross Gates and 56 on the level before Garforth. The climb was too good as we caught up with the Bradford-York and were slowed. Back up to 62 beyond Micklefield, Church Fenton (54), 60 through Ulleskelf (1L) and onto the ECML with 69 just beyond Copmanthorpe. We arrived in York 2L and left a little over 2L. We were joined at our table by a couple; the lady immediately complained how cold it was on the train and decided to keep her coat on – any thoughts of opening the window “went out of the window.”

    Progress was seemingly effortless; Beningbrough (70), down to 60 at Tollerton then gently cruising in the mid 60s before we were slowed approaching Thirsk (6E) and held for 5 mins just beyond awaiting our swap to the FL. Away again we cruised up to 66 at Northallerton (2½L) with a max of 70 about 1½ miles further north. We slowed approaching Darlington (32 & 3L) we reached 64 before Newton Aycliffe, this increased to 73 on the level before the 1/203r through Bradbury with 67 at the summit. There was a 74 in the dip at Croxdale before climbing to our water stop in platform 2 at Durham (4L). 11 minutes had been allowed but we were away in 10. Durham, the most picturesque of cities, lay below to the east.

    On helpful gradients we reached 62 before slowing to 36 through Chester-le-street (4L) then accelerating to 73 at Birtley Jn before gradually reducing speed for the tight curves and the iconic view of Newcastle as we crossed the Tyne. We passed slowly through the station (2L) then built speed as we left the city behind; Manors (35 & 2½L), Benton (55), Cramlington (70) and 74 as we crossed the R Blyth a couple of miles beyond. We slowed as we passed through Morpeth 49 (½L), Pegswood (65) and half a mile further we reached 70 (1/208f). Speed remained in the low 70s/high 60s, except for the climb from Alnmouth to Little Mill (approx 4 miles of 1/170r) which was topped at 66. Speed continued in the low 70s and did not drop below 70 until part way up the 1/190r near Scremerston Farm, 3 miles from Berwick. From the outskirts of Pegswood Tornado had covered 43 miles at an average of 71.9mph. Along the way the sun had shone, we’d seen the sea, seen Bamburgh Castle and Lindisfarne and now the Royal Border Bridge. Soon we stopped in the loop at Berwick upon Tweed (4E). We had a booked stop of 28 mins, Mrs W and I had some lunch, chicken and salad and Tornado took water from the tanker parked next to the road bridge.

    We set off 1½L, and were faced with 4½ miles of 1/190r, before the gradient eases to 1/400r for the last half mile to Burnmouth (57). After another 4 miles of falling gradients we hit the foot of the 7 mile climb towards Grantshouse at 68, on the 1/200r speed fell back to 58 at Reston with 54 at Grantshouse and 54 at the summit. Our booked 6 min stop in the loop at Grantshouse was not required (service cancelled). We sped along with 75 through Dunbar (10½E); we were too early and were held approaching Drem for a service train off the branch. Away again Drem was passed at 37 and still 4E, but now behind the service train our gain was eroded and we finally stopped in Edinburgh pl20 (1L).

    We walked to the front where Tornado and POB were being detached from the train. Her performance had been faultless, just what the A1SLT would have wanted. Thank you Tornado and all the gang. Thank you also to Big Al who later supplied me with crew details. Driver, Steve Hanczar; Fireman to Durham, Steve Matthews; Fireman from Durham, Tony Jones. From Berwick: Driver, Tony Jones; Fireman, Steve Hanczar. TI Bob Hart throughout.

    Mrs W and I decided to walk to Holyrood Palace and the Scottish Parliament, on our way back we were coming down Abbeyhill, which is crossed by a bridge carrying the ECML, as we neared the bridge D9009 Alycidon appeared hauling the ECS back out of the station – talk about lucky! I did notice on RTT that D9009 was also making the journey north and, running late, was not too far behind us, she must barely have arrived in time to shunt the empty stock. Back into the city centre and just enough time for a cup of tea and a scone and then back to the station where there had been a minor platform change; booked departure from 8, actual departure from 9.

    D9009 appeared at the head of 9 coaches + Gen, we were now in the second coach; window open or closed the “howl” would be heard. We left 15 seconds early, it was subsequently discovered that we had left 3 passengers behind (lucky them!?) On falling gradients, Alycidon set about her work; after a mile 53 mph, 2 miles 69 mph, 3 miles 76, 4¾miles 80, 6½ miles 87 (max). Things were looking, sounding and smelling so good but then power was eased. We went through Prestonpans at 69 & RT, a check on RTT showed problems. We continued to run at ever slower speeds until we stopped on the Up line at Drem alongside a service train that was stopped on the UPL; “a race”, someone suggested. What was going on?, tannoy information was notably absent.

    Eventually the service train headed off; a succession of late running service trains followed through the UPL. The passage of a North Berwick branch train meant we had to draw forward as the rear of our train was fouling the access to and from the branch. We then had to set back as the front of our train fouled the exit from the UPL. During all this “excitement” there was an announcement that there had been an issue with the overhead wires causing disruption to the service schedule and also a “technical issue”. We had a green signal but did not move off, D9009 had previously stopped its engines, then one(?) was restarted; it seemed obvious where the technical issue lay. Another announcement stated that the technical issue had been resolved. Eventually and now 64L we moved slowly away. On the easy gradients progress was ok (just). We stopped in the platform at Dunbar (72L), a service train passed and we moved slowly away, not helped by wet rails, now 77L. The climb up to Penmanshiel (1/96r) was a laboured 47. We eventually reached Berwick and stopped in pl1 at just before 19.30 (86L). Up and Down service trains were routed through platform 2.

    It took far too long for passengers to be appraised of the situation. At around 20.00 an announcement was made (barely audible in coach G) that a rescue loco was on its way from Newcastle and some other inaudible stuff. Shortly after, the steward came through the coach; “our loco had failed, a rescue loco had set off and would take about an hour after our loco was declared a failure then around another 15 minutes and we would be underway (no estimated time given). It had been agreed that LNER would accept our tickets on the 20.47 to Leeds”. Following questions, it became clear that the rescued train would not be calling at Leeds or Wakefield; those wanting Leeds HAD to use the LNER service train. Some Wakefield passengers were told that it was hoped to get back to Doncaster in time for them to catch a service from there (in whose dreams?), they left with us to take the Leeds train and sort themselves out from there. A few minutes later some York bound passengers joined us after being told that the rescued service would not stop at York but was to go directly to Doncaster. This was a fiasco and fell well short of what should reasonably be expected.

    We got back to a cold and very windy Leeds at 23.35. The situation was not helped by the £20 I had to fork out for the station car park (calm down Victor). The journey back across the Pennines was challenging but safely accomplished, very strong cross-winds and sleet, storm Freya was upon us. We arrived home at 1.00 am.

    So a day of two halves; Tornado did exactly what Tornado does – good to have her back, lovely weather and fantastic scenery. The second half promised much and delivered little. Nobody can predict failure, but after heavy maintenance is a LE test run to Sheffield and back a couple of days before a major outing really appropriate? It was good to see Big Al and 30567 again although some of the mystique has been blown as they’ve now seen Mrs W.

    Thanks to all concerned in planning and operating the trip especially DBC for coming to the rescue (again) and LNER for getting us home. The contingency/rescue planning and communication to passengers needs some work, a lot of work, they are light years behind RTC. So two East Coast locomotives, on the day both looked like thoroughbreds, one performed like a thoroughbred whilst the other was a “lame mare”, I stress, on the day. A day that started with a Tornado and finished with a storm.

    Mrs W says that she is not going on any more trips; I told her that she is already booked on the Mad Hatter in May – no reply!
     
    Last edited: Mar 5, 2019
  7. Don Steedy

    Don Steedy New Member

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    And I wonder how many years they’d been sat around gathering dust and getting damp, and to how high a standard they’d been overhauled to in the first place.? I think it’s funny that the keyboard warriors even without knowing the cause of the flashover are already trying to blame Nemesis Rail or Sheaf Engineering; neither of which carried out the overhaul of the traction motors.
     
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  8. guycarr360

    guycarr360 Member

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    From what was the FB group a while back, although promised input from LSL towards getting 22 back on 2 engine operation, they heard nothing, and as such left a bad taste.

    Obviously LSL's prerogative, but ditching that experience seems a bit strange, Martin etc.., have heard nothing from them since loco's were despatched to them.

    16 was due to donate an engine, then go to Margate on display.
     
  9. guycarr360

    guycarr360 Member

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    Do you think they would be certified for use by Nemesis, if a decent paper trail for their overhaul was not available, do you think the DPS used possibly faulty TM's deliberately???
    Those TM's have been in a clean dry depot, since 15 arrived back at Barrow Hill, the problem is lack of time, and no loaded test run to expose the fault.
    As for the jibe aimed at some about being keyboard warriors, grow up, their is a difference between reporting facts, and coming to conclusions.
     
  10. Big Al

    Big Al Resident of Nat Pres Staff Member Moderator

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    You are right. Trying to apportion blame is pointless and I am certain that the DPS will be devastated that the Deltic failed, not to mention the cost of the repairs. However, there is an important point that I am sure will not be missed in the aftermath of what actually was a successful day for Tornado with its welcome return.

    All the circumstantial evidence leading up to the Auld Reekie suggests that the A1ST may well have found themselves 'under the cosh' from their TOC in ensuring that Tornado was repaired to a high standard for the main line. This meant ensuring it could run with a significant load at up to its maximum permitted speed and without incident, hence the loaded test run(s). All very appropriate and necessary, I think, irrespective of any separate reassurances that Trust engineers and inspectors may have given. So the DBC crew was presented with a locomotive that was 'match fit', as was demonstrated on the day.

    The question, of course, is whether the same level of rigour had been applied to the Deltic. My understanding is that it had undergone significant repairs including a test run with a Class 31 in tow. Not a significant load but maybe that didn't matter. Even something more rigorous may not have been enough to prevent an unexpected failure but it might have helped. Either way, any TOC would expect that when they are presented with a locomotive to drive then it is fit for the job.

    This post is not really about Tornado or Alycidon; it's more about 'future proofing' heritage charters on the main line and doing all that is possible to secure that. Sunday's incident makes us all realise how difficult that can be.
     
  11. Victor

    Victor Part of the furniture Friend

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    The DPS devastated ??.................I'm devastated, and I'm not paying for repairs. Before The Auld Reekie set off I said I HOPE they all have a trouble free day. Sadly a problem arose and that now is 'water under the bridge' I hope The DPS get their loco back fighting fit very soon.
    And just who is blaming anybody? all I said was I'd like to have been privy to the phone calls on Monday morning. An innocent remark gets blown up out of all proportion and the poster is labelled a 'keyboard warrior'.
     
  12. 60017

    60017 Part of the furniture Friend

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    Situation normal on Nat Pres. Surely you are not surprised @Victor!
     
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  13. gricerdon

    gricerdon Member

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    Brilliant and entertaining as usual. JB gave up on railtours many years ago but does do the occasional Gala
     
  14. Victor

    Victor Part of the furniture Friend

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    Love the bit about Mr & Mrs Whistle on a chicken salad lunch. There are men grafting up front looking to the loco and these two are on a light lunch.:Happy:
     
  15. Victor

    Victor Part of the furniture Friend

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    Nah, onward and upward.;)
    If I can get my knee right yon A4 is looking very attractive, you know who has the bit between her teeth and she's wanting another day out (although I'd best not suggest Morecambe on a Pacer)
     
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  16. Cambrian55

    Cambrian55 Member Friend

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    Wow that's a post of two halves.
    First you question how long the TMs have been sitting around gathering dust and getting damp, then cast aspersions on the standard of their overhaul, the sure signs of a keyboard warrior, then you change hats and berate keyboard warriors who, without any evidence, are blaming Nemesis or Sheaf Eng. o_O
     
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  17. MikeParkin65

    MikeParkin65 Member Friend

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    Although the Deltic had not previously sufferred two significant failures and had of course run half the length of the ECML (albeit light engine) immediately prior to the tour.
     
  18. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    Thanks Don
     
  19. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    The men who grafted earned a substantial meal, those who sat and jotted down a few numbers have to settle for something less or they may become too tubby and, as always, you should always leave room just in case you chance on a tempting cake or ice cream shop.
     
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  20. MellishR

    MellishR Well-Known Member Friend

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    After the Ebor Flyer failure the Trust were quickly forthcoming about what had happened, as far as was then known, and what compensation would be offered to the passengers. On the Trust's very next public run things have gone badly wrong again, notably in the provision of information about how people were to get home. Let's see what the Trust have to say.
     

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