This was a fascinating video and really good of South Devon to be so accommodating. One thing I find myself wondering is, how does the fireman know what to do with the reverser? Does he just know based on the regulator position etc? Or can the driver communicate that?
When I was very young there were push-pull trains on the Finsbury Park to Alexandra Palace branch in North London. I travelled on it a few times but was too young to appreciate the push-pulls. Very nice video.
A great insight into these operations. I hope that visitors were not disappointed not to have a DMU ride 😏 I love what was the Dart Valley Railway, happy memories of family holidays staying in our touring caravan in Buckfast and visiting the DVR in the '70s & '80s. Have also visited in recent years, if only it was on my doorstep and not 4 hours away.
On the North Eastern Railway, there were some locations where trains ran for short in reverse into and out of stations under the control of the guard. Trains from Scarborough to Whitby reversed out of Platform 1a at Scarborough and then from Whitby West Cliff to Whitby Town and in opposite direction. But these trains were limited to 2 coaches with a guard's compartmentcatvthe rear of the train. The limit of 2 coaches was due to the length of Platform 1a and the steepness of the line between the 2 stations in Whìtby. Longer trains could not be run in reverse. The other location I know of this is Guisborough, where longer trains could reverse into or out of the station, provided there was a guard's compartment at the rear. Some form of autotrain would have been useful.
Up trains into Dorchester South did the same, running past the station then propelling into the platform - and they were full length Weymouth to Waterloo expresses...
The railmotors also used the same system for theor trailers/autocoaches, it was intercompatible. The difference was a loco could have two coaches front and back each, and pull/push it without issue, the railmotor is two coaches and struggles
I remember a railway tour of Germany to see steam. In Saarbrucken a commuter train was operated by push-pull, a class 23 2-6-2 ws in the middle of a train with 4 or 5 coaches either side of it. It went in and out of the station a cople of times while we were there.
The GWR autotrains could do the same, but only 2 coaches each end on the locomotives. 2 coaches being the maximum limit for the mechanical control system.
The German system is interesting because it didn't even have direct control of the regulator (except in emergency). Instead, the driver had a device in the cab much like a ship's telegraph which could transmit a few set messages to the fireman on the loco ("start", "shut off steam" etc). The fireman would do as instructed and confirm he had done so on a similar device on the loco. The driver would handle braking; this would usually have no direct effect on the loco, but if he selected the "emergency" position on the brake controller, air would be fed into a cylinder fitted in the loco cab to slam the regulator shut, so he could still stop even if the fireman became incapacitated. The same thing would happen if he let go of the deadman's handle in the auto trailer cab.
I travelled on Southern Region trains from Bournemouth to Ringwood, sometimes on to Holmsley and Brockenhurst. Also from Brockenhurst to Lymington, and, my favourite Wareham to Swanage. Most of these trips were Push-Pull, but have seen Standard 4’s and both types of Bullieds at Ringwood. Very sad the authorities couldn’t see the value of keeping Lymington Junction to Hamworthy Junction/Holes Bay Junction. Would be very handy with the traffic available today, and a faster service from Weymouth to Waterloo than via Poole, Bournemouth and Southampton.
Strictly speaking, the LSWR system was a notoriously unreliable cable-worked one. The SR air-control system originated on the LBSCR, which used Westinghouse air brakes anyway. The Southern referred to it as "Pull-Push" too, which makes more sense as you'd usually pull first, then push back...
the production quality has been upped yet again!
Great work will + Team!
Great video. I've often wondered how the push pull trains worked so this was a fantastic insight and great to see South Devon Railway featured too.
Fantastic episode will! The SDR Sounds such a nice railway putting that push pull on for your filming! Great episode! Can't wait for the next one!
Another brilliant video.
0:44 mark Bit of an understatement there, Will. This was absolutely brilliant! Most educational for this Canadian driver...
Well done, excellent video, one of your best. Love seeing the detail of how it works. Real team work. All the best!!
This was a fascinating video and really good of South Devon to be so accommodating.
One thing I find myself wondering is, how does the fireman know what to do with the reverser? Does he just know based on the regulator position etc? Or can the driver communicate that?
Wow had no idea any of these locos, units, funky steps etc existed! Great collaboration from all. Also, nailing those one take moments!
Another great little railway featured, good video thanks guys 👍🚂
Excellent video. While I travel this way and watched the autocoach and loco running.
I've never seen it on board up close.
Wow,that was very insightful,great video,thank you
Nice job, Will and the team. Most informative.
Very informative, thank you. 😁
That was really interesting! Well done!
Greetings from Padua, Italy.
When I was very young there were push-pull trains on the Finsbury Park to Alexandra Palace branch in North London. I travelled on it a few times but was too young to appreciate the push-pulls. Very nice video.
Appreciate how you film everything without greenscreen. I feel it makes it more engaging.
Nice scenes, good tutorial. Saying thanks to the SDR....
Thanks very interesting to see how auto coaches are operated. I would have liked to seen the inside and workings of the steam rail motor coach.
best explanation on steam auto working yet. Also the LMS did use steam push-pull with auto working.
A great insight into these operations. I hope that visitors were not disappointed not to have a DMU ride 😏
I love what was the Dart Valley Railway, happy memories of family holidays staying in our touring caravan in Buckfast and visiting the DVR in the '70s & '80s. Have also visited in recent years, if only it was on my doorstep and not 4 hours away.
On the North Eastern Railway, there were some locations where trains ran for short in reverse into and out of stations under the control of the guard. Trains from Scarborough to Whitby reversed out of Platform 1a at Scarborough and then from Whitby West Cliff to Whitby Town and in opposite direction. But these trains were limited to 2 coaches with a guard's compartmentcatvthe rear of the train. The limit of 2 coaches was due to the length of Platform 1a and the steepness of the line between the 2 stations in Whìtby. Longer trains could not be run in reverse. The other location I know of this is Guisborough, where longer trains could reverse into or out of the station, provided there was a guard's compartment at the rear. Some form of autotrain would have been useful.
Up trains into Dorchester South did the same, running past the station then propelling into the platform - and they were full length Weymouth to Waterloo expresses...
really good, interesting, and well presented
Fantastic video!
The railmotors also used the same system for theor trailers/autocoaches, it was intercompatible. The difference was a loco could have two coaches front and back each, and pull/push it without issue, the railmotor is two coaches and struggles
Great video will
I remember a railway tour of Germany to see steam. In Saarbrucken a commuter train was operated by push-pull, a class 23 2-6-2 ws in the middle of a train with 4 or 5 coaches either side of it. It went in and out of the station a cople of times while we were there.
The GWR autotrains could do the same, but only 2 coaches each end on the locomotives. 2 coaches being the maximum limit for the mechanical control system.
The German system is interesting because it didn't even have direct control of the regulator (except in emergency). Instead, the driver had a device in the cab much like a ship's telegraph which could transmit a few set messages to the fireman on the loco ("start", "shut off steam" etc). The fireman would do as instructed and confirm he had done so on a similar device on the loco. The driver would handle braking; this would usually have no direct effect on the loco, but if he selected the "emergency" position on the brake controller, air would be fed into a cylinder fitted in the loco cab to slam the regulator shut, so he could still stop even if the fireman became incapacitated. The same thing would happen if he let go of the deadman's handle in the auto trailer cab.
I travelled on Southern Region trains from Bournemouth to Ringwood, sometimes on to Holmsley and Brockenhurst. Also from Brockenhurst to Lymington, and, my favourite Wareham to Swanage. Most of these trips were Push-Pull, but have seen Standard 4’s and both types of Bullieds at Ringwood.
Very sad the authorities couldn’t see the value of keeping Lymington Junction to Hamworthy Junction/Holes Bay Junction. Would be very handy with the traffic available today, and a faster service from Weymouth to Waterloo than via Poole, Bournemouth and Southampton.
Strictly speaking, the LSWR system was a notoriously unreliable cable-worked one. The SR air-control system originated on the LBSCR, which used Westinghouse air brakes anyway. The Southern referred to it as "Pull-Push" too, which makes more sense as you'd usually pull first, then push back...
6412 was also the star of BBC's The flockton flyer
It’s a pity that somebody hasn’t recreated a Southern style push-pull with the compressed air system.
the whistle in the first shot was a paid actor