I love how you can see the difference of the hammer blow between the 3 cylinder A4 and the 2 cylinder B1. Such a sense of refined elegance and power of the A4 vs the go anywhere do anything ruggedness of the B1
Well caught. I wonder, how often after being moved by road, locomotive weight distribution is checked. All drive wheels should support the same load (say +/- 5%), even with full or near empty boiler. A full boiler should improve traction with the extra weight per wheel. In the times of the Garrett and now with tank locos, full water tanks where also a great aid to traction both for both front and back 'engines'. on the Garretts. Obviously not so for a loco that is not a tank engine.
I do wonder how out the weight distribution is, especially considering that its the reason why 2509 SILVER LINK so easily got to 112 mph with the regulator on a rather conservative setting, while every other attempt required the regulator to be full open and still those A4s took quite more persuasion to reach similar speeds, the double Klychap blastpipe's advantages not fully withstanding.
@@1471SirFrederickBanbury If you get the weight distribution very wrong you get the equal of a Stirling single. Not very good at low speed. Slightly better you get two loaded axles so you get an 4-4-# combo still not with full traction. Happened once on S&C in the 90's, express loco Ok at speed but 03 class acceleration and stalling. It had a single axle overloaded.
@@briancooper562 true, bad weight distribution does cause most problem at low speed and high loads, but it is also the main difference between 2509's record run and the others. She was given "special attention" to the weight distribution ad spring tuning, which is fascinating to me.
You must be *joking!* Pacifics by Gresley (and Bulleid!) could give Torvill and Dean a run for their money! But why so many steam drivers are so reluctant to use the sanders is utterly beyond me. What the hell do they think sanders were fitted for? Yes, I know that using sanders *when* the wheels are slipping could wreck the motion - but if you wait until the wheels stop slipping, there's no risk. Even when the engine's come to a complete stand, all you need do is to let the engine roll back a few yards with the sanders on, stop, open the regulator, and off you go. PS - in case you're wondering; yes, I *have* driven a steam train on gradients as stiff as those on the NYM, *and* on equally greasy rails.
@@jackx4311 indeed. they were going to have to use sand eventually, so why not start early? I dont see such an aversion to sand here in America, where the locomotives need sand less of the time anyways.
Awesome recovery. Never seen that before. Great capture on video. Well done cameraman.
I love how you can see the difference of the hammer blow between the 3 cylinder A4 and the 2 cylinder B1. Such a sense of refined elegance and power of the A4 vs the go anywhere do anything ruggedness of the B1
Who did not sand early enough?
Like all relationships 'Alannah and Richard' had a blip, but kept on going ;)
Lovely vid
Well caught. I wonder, how often after being moved by road, locomotive weight distribution is checked. All drive wheels should support the same load (say +/- 5%), even with full or near empty boiler. A full boiler should improve traction with the extra weight per wheel. In the times of the Garrett and now with tank locos, full water tanks where also a great aid to traction both for both front and back 'engines'. on the Garretts. Obviously not so for a loco that is not a tank engine.
I do wonder how out the weight distribution is, especially considering that its the reason why 2509 SILVER LINK so easily got to 112 mph with the regulator on a rather conservative setting, while every other attempt required the regulator to be full open and still those A4s took quite more persuasion to reach similar speeds, the double Klychap blastpipe's advantages not fully withstanding.
@@1471SirFrederickBanbury If you get the weight distribution very wrong you get the equal of a Stirling single. Not very good at low speed. Slightly better you get two loaded axles so you get an 4-4-# combo still not with full traction. Happened once on S&C in the 90's, express loco Ok at speed but 03 class acceleration and stalling. It had a single axle overloaded.
@@briancooper562 true, bad weight distribution does cause most problem at low speed and high loads, but it is also the main difference between 2509's record run and the others. She was given "special attention" to the weight distribution ad spring tuning, which is fascinating to me.
Brilliant, rare to see banker assisting an A4. 🎉
You must be *joking!* Pacifics by Gresley (and Bulleid!) could give Torvill and Dean a run for their money!
But why so many steam drivers are so reluctant to use the sanders is utterly beyond me. What the hell do they think sanders were fitted for? Yes, I know that using sanders *when* the wheels are slipping could wreck the motion - but if you wait until the wheels stop slipping, there's no risk. Even when the engine's come to a complete stand, all you need do is to let the engine roll back a few yards with the sanders on, stop, open the regulator, and off you go.
PS - in case you're wondering; yes, I *have* driven a steam train on gradients as stiff as those on the NYM, *and* on equally greasy rails.
@@jackx4311 indeed. they were going to have to use sand eventually, so why not start early? I dont see such an aversion to sand here in America, where the locomotives need sand less of the time anyways.