The LNER Encyclopedia

Yep that's right, a video of Silver Link and Sir Nigel Gresley top and tailing a rake of teaks on the ECML in 1951!
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Well, on my railway that is : http://www.youtube.com/watch?v=e8NxvvFU ... plpp_video

The first feature length video of 2012 and a 'surprise' video coming soon

I like the idea of an HST style train but in the steam age. I wonder how the rear train crew would feel whizzing along at 100mph+ in reverse.

I'd think they'd be very scared. There would have to have been a dual control system in each loco, so that both locos could be controlled from either end, if that was even possible back in '51

Easy.
Just knock up an extended set of Push / Pull gear.

When there was a steam locomotive at each end of a train, such as during a banking operation, obviously there was an engine crew on both locomotives. Communications from the crew of the front locomotive to the crew of the rear locomotive, the banker, such as instructions to start pushing, etc., were achieved by whistle codes. This was the practice in my day at Bromsgrove, which is the station at the bottom of the Lickey Incline. The banker was not coupled to the train and simply dropped back at the top of the hill, leaving the train to continue on to Birmingham. The banker subsequently returned to Bromsgrove light engine to wait for the next train to be banked. The banker might be one large tender locomotive or two small tank engines.

These days, diesel-powered trains climb the Lickey Incline easily without assistance. The railway of today is so very different from the railway of fifty years ago. Conditions for engine crew in those days could be harsh and decidedly unpleasant at times. As a young engineer, I was always welcomed on board a steam locomotive. The many engine crews that I met seemed to enjoy showing their ability and competence in operating their locomotives.

Sir Brian

sirbrian wrote:When there was a steam locomotive at each end of a train, such as during a banking operation, obviously there was an engine crew on both locomotives. Communications from the crew of the front locomotive to the crew of the rear locomotive, the banker, such as instructions to start pushing, etc., were achieved by whistle codes. This was the practice in my day at Bromsgrove, which is the station at the bottom of the Lickey Incline. The banker was not coupled to the train and simply dropped back at the top of the hill, leaving the train to continue on to Birmingham. The banker subsequently returned to Bromsgrove light engine to wait for the next train to be banked. The banker might be one large tender locomotive or two small tank engines.

These days, diesel-powered trains climb the Lickey Incline easily without assistance. The railway of today is so very different from the railway of fifty years ago. Conditions for engine crew in those days could be harsh and decidedly unpleasant at times. As a young engineer, I was always welcomed on board a steam locomotive. The many engine crews that I met seemed to enjoy showing their ability and competence in operating their locomotives.

Sir Brian

nice'ly put Brian, most of this lot on here think a banker is some one that lends you money

mr B

No surprise video, because I missed 70013 at Crowle

mr B wrote:
most of this lot on here think a banker is some one that lends you money

mr B

Given the current state of affairs, I think a banker is one that doesn't lend you money, but keeps it all for themselves.

I never saw a banking operation in the flesh, so to speak, and I've always wondered just how the banker's crew gauged how much "push" should be applied.

Logically, to me anyway, it would seem that too much "push" from the back could cause a derailment, a sort of concertina effect on the train, if you will. Did any incidents of this nature ever occur? It must have been quite an art to work this arrangement. Can you fill us in on some of the finer points, sirbrian?