B1 dead

Matt · Post by **Matt** » Mon Jun 12, 2006 11:40 pm

45407 is the thunderbird and is on it's way up now to keep the service going...

Post by **richard** » Tue Jun 13, 2006 12:03 am

1264 being the B1 in question.

Any news as to what broke?

Richard

Matt · Post by **Matt** » Tue Jun 13, 2006 12:25 am

Not sure for definate, but I have heard leaking tubes mentioned. Hopefully it shouldn't be out for too long.

Post by **richard** » Tue Jun 13, 2006 2:22 pm

Sounds like it could be relatively simple to fix - but the devil might be in the details...

Richard

Tom Quayle · Post by **Tom Quayle** » Tue Jun 13, 2006 3:01 pm

Ah this may affect the double header on shap a week on saturday booked for Rileys pair. Any idea what will pair with 76079, how fast con 34067 get north agian. Or even 48151 from carnforth????

Matt · Post by **Matt** » Tue Jun 13, 2006 3:25 pm

I believe 45407 will come back down for this, by then either the B1 may have been fixed or a replacement loco will have got up to the Fort.

Tom Quayle · Post by **Tom Quayle** » Wed Jun 14, 2006 9:18 am

How far is 62005 from a return then? I supose if worst come to worst WCRC could bail themselfs out and send 48151 North, its within the axle loading its done Jacobites before.

Matt · Post by **Matt** » Wed Jun 14, 2006 1:20 pm

The boilers back on, still a bit to do though.

Yes the 8F is within the axel loading but I believe it wasn't overly keen of the curves and it's tyres took a lot of punishment.

I've heard the B1 should be done in a few weeks..

Post by **richard** » Wed Jun 14, 2006 1:31 pm

Yes I would think an 8F would be pretty tight - although it would also have a good reserve of power and traction.

It is a punishing line, and even the LNER found that ex-NBR 4-4-0s had advantages over the LNER's own six-coupled engines (K2, K4, and B1) when it came to maintenance requirements.

Richard

Tom Quayle · Post by **Tom Quayle** » Wed Jun 14, 2006 2:47 pm

The reason I say 8f is because it seams easiest and isn't booked on anything, its worked there before and its WCRC owned. As long as Olton Hall doesn't go. It was outside carnforth shed on Sunday

Matt · Post by **Matt** » Wed Jun 14, 2006 2:52 pm

Olton Hall is booked to go up for a special on the 4th July anyway, returning a week later, I wonder if it will go up sooner, as 45407 has mainline commitments this side of the border...

Matt · Post by **Matt** » Thu Jul 06, 2006 11:33 pm

B1, sets off from shed, wheels slip, cylinder goes boom!
Dead again, 18 month job...

Post by **richard** » Fri Jul 07, 2006 3:53 am

Oh dear!
Wasn't there talk of having the two B1s together for something in the near future?

What was the cause: water leaking into the cylinders with the draincocks closed?

Richard

Colombo · Post by **Colombo** » Fri Jul 07, 2006 10:44 am

Richard,

In the preservation sphere they do seem to have forgotten some of the rules. The one about always opening the cylinder drain cocks on starting is very important, and missing it is a bad mistake to make. I love to see a steam train setting off on a cold misty morning with steam pouring out of the cylinder drain cocks, just as it should be.

When we get digital sound on our steam locos, we must remember to whistle every time before we move off, even when shunting, and also before we enter tunnels or at a whistle board before a path or level crossing.

Recently I watched the Ivatt 2MT try to set off from Bridgnorth. The regulator was opened and nothing happened, zilch. They had forgotten to release the loco brakes and it just sat there leaving the crew scratching there heads for a while. I waited for them to sort out the problem as I had no idea what was wrong myself.

At Loughborough I watched a drivers experience train attempt to set off with the 9F in charge facing the right way. There were four in the cab all looking intently at the road ahead, which you would think would be enough to get it right. The driver set the controls and opened the regulator and the 9F set off in the wrong direction, pushing back into the train. There was much consternation, the regular driver closed the regulator and the engine was then set in forward gear and everything went according to plan.

I wonder if the B1 had a stiff regulator, like Blue Peter had once, did it stick open?

Colombo

Matt · Post by **Matt** » Fri Jul 07, 2006 12:53 pm

Before you all get carried away about priming, drain cocks and stiff regulators etc, lets just wait for some facts shall we?

BTW, it wasn't a stiff regulator on Blue Peter. Just that the driver hadn't locked the reverser, so when it primed it wound itself into full forward gear with such force it broke his finger! This is why the slip was so severe...