SVR General Discussion

Definitely 1501, I had a ride on the footplate between Arley and Bewdley courtesy of the Charitable Trust. Big thanks to the crew and all those who organised the event.

 

The 1501's were known as ugly ducklings when compared to the usual more sleek looking pannier fleet.

 

Er, I think you will find that this is probably true for shunting when the steam brake cylinder is kept hot by constant application but not for main line engines when a steam brake cylinder will take time for the steam to heat it up enough to become a positive pressure and apply the brake. There was, I cannot recall the reference, when an accident occurred with a steam brake only locomotive failing to stop quickly enough due to this effect. So the GWR ensured that all mainline engines were vac braked. Vac brakes come into effect on a locomotive instantaneously giving a shorter stopping distance. However vac brakes do take longer to "come off" after a full application due the time taken for the ejector to create the vacuum, a steam brake on the other hand will come off as soon as the steam is released from the cylinder.

Best regards

Julian

 

If you think loco vac brakes are quick acting to apply the only conclusion I can draw is that you have no practical experience of them.

 

You will note that I did say in "general" I was always taught to warm the steam brake before coming off shed to aid its initial applications. (my 20yrs plus on the footplate were at the SVR) I would agree with Steve that vacuum brakes are not exactly quick acting, the only one to rival steam brakes is a fully air braked loco.

 

Sounds like the Slough accident of 1900, when the sluggishness of the engine's steam brake during an emergency application was indeed cited as one of the causes. However a far bigger cause - notwithstanding the fact that the driver committed a major SPAD - was the slow action of the vacuum brake on the entire train behind it, which led to the introduction of DA valves on GWR coaching stock.

 

75069's repairs does mean the home fleet's 'large' locos available for traffic are at two - 2857 and 34027 - plus 4144 of the hired in locos and the two panniers. Hopefully the steam gods will be kind and there are no out of turn issues.

Patrick

 

No - it was 1501 and 80969 - I was hosting guests on it both morning and afternoon.

 

FYI 1450 is green and 1501 is black

 

Thanks for your support Robin

 

6960?

 

I think you would find that on a GW tender loco with the brakes in good order were you to make a full application light engine you would stop as least as quickly as any steam braked loco. I would agree though on some other types (A4s for example) the vac brake light engine is certainly not as effective as a steam braked loco. (said having had very regular crewing experience over 40 years now).

 

43106?

 

Washout

Valve and piston

https://www.svr.co.uk/MeetTheLoco.aspx?id=20

Cheers

Patrick

 

Yes but generally now available with 43106 back in or about to be.

 

Both should be available for the start of next week.

 

That I like, glad that the SVR have remembered that the Southern Region wasn't all Bullied!

 

According to the latest edition of Heritage Railway 75069 was derailed (presumably just the bogie) and has suffered damage to the bogie, drain cocks and front footplate.

 

Yep. Struck a fallen tree and derailed the bogie. The loco is back at Bridgnorth awaiting inspection. We ran an amended service on Monday and Tuesday last week with full line being service from Wednesday onwards.