STEAM LOCOMOTIVE GETS STUCK ON HEMERDON INCLINE - 6233 DUCHESS OF SUTHERLAND
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- čas přidán 12. 04. 2020
- Steam Locomotive gets stuck on Hemerdon Incline! LMS Pacific 6233 Duchess of Sutherland gets stuck and slips and stalls on Hemerdon Incline with the 'Great Britain XII' railtour on 28th April 2019.
'#traingetsstuck #steamlocomotivegetsstuck #steamengines
Looked like a very skilled piece of driving just teasing her over the summit with minimal slippage. No doubt a nerve-wracking moment!
If I was there I’d be like ‘ come on everyone get behind and push’ lol 😂
All credit to the driver and his fireman, kept the train moving and minimised excessive slip, sander working. Perhaps a 47 tied on the rear would have been more helpful!!
They never had diesels stuck on the back during their heyday !
And this is the reason why bankers exist
Rubbish, driver Error.
Agreed ..bad firing also.
Bad firing?, full head of steam with safety valve blowing@@geoffreyking4515
Everyone forgets that when you sand the rails u’ve gotta drag the train over it afterwards & it’s not that simples!
This is an illustration of why the GWR stuck to 4-6-0 power. We had some Princess Coronation class locos on the line in the early 50s when the Kings had front bogie issues and they suffered with weight transfer to the trailing truck then.
When Laira got Britannias allocated they very quickly did a swap with Canton for Castles. Pacifics are not good on steep gradients where the larger boiler doesn't help.
Strange then, that one of the fastest runs up Hemerdon has been 34067 - a Southern Railway Pacific!
Great work, Classic Traction! Can I use a portion of your video on my channel? I'll mention your name and link to your video in the description!
Gordon: First time? 😼
At least she made it without a diesel stuck on the back !
Some really skilful driving. Amazed that there was no diesel on the back to assist
no need for a diesel when you have steam
Looks like the duchess is struggling to get grip mate
She made it in the end; I don't call that being stuck.
Great
Aerodynamically compromised due to 'Neds' Window Hanging!
They always overload these trips ,they need bankers for gradients like this and even with a diesel on the end,steam always sound better when the engine is doing it more comfortably
Nothing to do with overload! Possibly it's the way that the incline was approached! Lack of Knowledge
Nothing to do with the load.
@@loco42041So with the wrong driver it would climb Hemerdon light engine? But with a good driver 30 coaches could be taken? What rot!
Magic
So she zipps up with 8 cars, almost stalls with 10. I'd say 9 cars is her limit for this trip
Coaches
NEARLY gets stuck...
I've always felt these large wheeled locomotives were not designed for routes with severe gradients.
They were on the LMS. These locos had to take the principal expresses over Shap and Beattock summits.on the West Coast main line.
but they are only 1:75, not the same league.@@nigelduckworth4419
How did it manage to run a service in the days of steam if the curve is so bad
Maybe GWR engines and their drivers were better on this route.
Castles and Kings were designed to be able to take on the Devon banks, Coronations weren't; the worst they had to cope with was Shap at 1:75
In those days there'd be a banker assigned to each steep hill, a loco who's sole job was to help by pushing the trains up the hill from the rear.
@@HattonbankIt's simple, the WR expresses were double headed from Plymouth to Newton Abbot.
Can someone explain the constant blowing off? Can't it be prevented?
The rapid chimney blast caused by the wheel slip has pulled lots of air through the fire, making it white hot. This has raised the pressure in the boiler to the point where the safety valves lift. Normally, this would be stopped by putting more cold water in the boiler to cool it down and drop the pressure. In this instance, however, doing this runs the risk of water being drawn (or 'carried over') from the boiler into the cylinders when the engine slips, which would damage it severely. So the safety valves are left to blow.
Still love steam engines after a lifetime of riding and watching as a boy but a diesel would eat that incline. Sad but true. Anyone know what is the most severe incline on a main line in UK?
A "severe incline" in the UK? With its maximum elevation being
It would be rattery bank I think at 1 in 36
@@deeremeyer1749 Still would be a fair old climb for a big fat American.
Lickey Incline
I think you'll find that the longest sustained incline on BR is the Lickey Incline (Bromsgrove) at 1:37 although in places Dainton Bank (Newton Abbott) is 1:36 but is nowhere near as continuous.
hi . should have kept grandma Big Bertha !
WEIGHT TRANSFER ON LOCOS WITH TRAILING PONIES OR RADIAL TRUCKS !!!
The problem of weight transfer on locos with a rear trailing pony or radial truck, can be a slight problem when starting, exacerbating wheel slip. The idea that locos with trailing ponies/ radial trucks (such as Pacifics or 2-6-2's) becomes an issue on hills is pure ignorant train spotter nonsense. As this does not occur when trains are already moving at speed. Or Collett wouldn't have modified a batch of 2-6-2 Prairie tanks for use as "bankers" up steep grades !!!
The loan of LMR Pacifics to cover the temporary issue with the Kings, was a short term event. The problem therefore of giving LMR Pacifics to GWR men, was purely one of total unfamiliarity with these radically different locos, with their wide fireboxes, & left hand drive. GWR locos had (narrow) Belpaire fireboxes, & were right hand drive to aid sighting of the many right hand side lower quadrant signals on ex GWR routes. The mechanical issues with Pacific's on the ex GWR routes was their longer frames, which as had been discovered in the 1925 loco exchanges (Castles vs LNER A1's) resulted in high flange wear of Pacifics leading drivers due to the numerous sharper bends on the "Plymouth road", when compared to either the GNR/NER mainline or the LMS route to Scotland.
The Brits appearing at Laira, was shortlived for the same reason the SR's 3 Brits also didn't stay long. It started as a BRB public relations exercise in 1951. i.e Show the public BR's first passenger express design by spreading them thinly here, there, & nearly everywhere. But whatever classes you allocate to Depots you also have to provide these Depots with all the necessary spare parts. So spares for GWR types were distributed from Swindon Works to the GWR Depots. Whilst spares for BR types had to come from the relevant BR production plant for that type & still get to GWR depots. This made the logistics more complex, more expensive & less efficient. Further the Brits with their longer chassis were quickly found to be less suited to the problematic curvature of the ex GWR line beyond Taunton (as per LNER A1's & LMS Pacific types). So all the WR Brit's were concentrated on the Paddington - Cardiff route. Once the Cardiff & Old Oak men got used to these new Pacifics they settled in to do a lot of very good fast work & would certainly give any Castle or even a King a "run for its money" on their premier train of the day "The Red Dragon" !!!
A 4-6-0 can therefore be more reliable in starting, than a Pacific, but there any advantage really ends. The whole reason of building expensive multi-cylinder express passenger type Pacific's, was to provide more power, more efficiently than the maximum possible in the limited size of a 4-6-0 !!! Don't forget the GWR under Hawksworth were planning a 4-cylinder Pacific but Nationalisation in 1948 put an end to that plan.
how did drivers manage in the "golden age"?
The fact they weren't always severely overloaded helped... That plus the routine use of bankers (additional engine who's sole purpose was to help push a train up the hill from the rear)
@@killakanzgamingot absolutely sure, but I think historically it was pilots rather than bankers in this area....
I wondered if the brakes were all off and none dragging ?
This is why the GW didn't like Pacifics!
He neds a banker
I think maybe 'back in the day' they didn't need traction control because they would just make sure they carried enough momentum into the incline.
I believe your right
no one wants to washer the tender
Hy
Why did,mt it have a class 47 at the back ?
Just silly to overload the engine. Is this how they used to run the railways in the days of steam?
You can solve this problem easily. you get a Great Western engine, Preferably a king and breeze up the hill
Back before the 60s, there would be a banking engine to help the mainline trains up sloped sections. Usually a 57xx, large prairie or something similar
In the US you can see over 100 cars behind a single locomotive 🚂
@@christopherflynn4094 and yet 6233 seems to hold al the records on the gwr banks outperforming all attempts by kings and castles in preservation.
omn the other hand the king came to grief on shap in the late 1990s barely reaching the top. 6233 holds all the records on shap, beattock and the western banks...
@@briank10101 I'd like to see that done on such a steep grade. Even with electric traction you need helpers (bankers) at the rear with these gradients!
安全弁が吹きっぱなしで空転ばかりする。給気率を上げたらどうなんだろうか？
some muppet pouring oil on the tracks?
Would have been fine if it wasn't overloaded. Sadly these railtours are always packed and they always try to add one too many coaches...
There was never problem like this with regular drivers of old British railways you can read it in books but I have to know your engine inside and out I’ve heard slot of engines of late just haven’t got pressures right and it looks so unprofessional
Top quality coal would help a lot.
As would special Evian high-performance water. Makes stronger steam.
Get a diesel on it!
Bahamas made it better than that!!