Brilliant performance, despite the slip !!! I saw Clan Line on her first preservation vist to Statford on Avon. It took her twenty minutes to cross the canal bridge from the platform with nine on. A recording actually featured, edited, on one of Peter Hanfords steam records, published by Transaccord Argo records.
Great video, seen another video with the same run and footage but had a commentary talking over the top of the footage noise which I don't partially like that much, but with this one I can hear the engine working with no talking over the top of it, love this video.
Agreed. This converts to approx. one metric ton, which is really nothing when it comes to drawbar tension, so what is the big fuss about? Get your facts right, guys! Also, "archived" must read "achieved". However, you have presented an excellent clip which I have appreciated with much enthusiasm. Cheers from beautiful Cape Town, South Africa.
When I worked on her that was the way I fired her, keep the back and sides up, she would steam all day, along with good Welsh coal. Pleasure working on her
An excellent video and excellent teamwork with the footplate crew and inspector. My compliments on showing the efforts of each individual. Being on the footplate of a steam loco at speed is hard work but a lot of enjoyment, too! I suggest, however, that the title of this video should be changed as it is meaningless as it stands. Is it a drawbar pull of 2000 lb (the tension in the drawbar coupling) or is it 2000 drawbar hp (the power available to pull the train behind the loco)?
Lots of interest here - the amazing amount of time no-one on the footplate (and there were at least four people including the videographer) seemed to be watching the road ahead, the amount of trackside trespass that was going on (including I think by the videographer who took the lineside clip near the end) and, of course, the great performance by the loco. 1993 doesn't seem a huge time back, but so much has changed now - the train would have been halted in the face of so much trespass these days. Regarding the edhp of 2,000 - a good effort indeed, and only a few pacifics in the UK could normally produce more. That power from a 4-6-0 gave a very good tractive effort rating; equal to, or better than, some class 8 pacifics.
Them ol ancient western engines are hard work with that darn great shovel & having to defy gravity to get it to fire hole door! & they don’t slip @ least that is wot I was told 😂 Give me a good ol unconverted Bulleid pacific any day, far easier to work for the enginemen, footplate well laid out, ride like a coach & shovel plate level with fire hole. Ol Mr Bulleid certainly knew wot he was about!! 😃
You can use the draft to get rid of dust over the flap whilst the regulator is open too. Often the draft is so severe, it could suck the shovel out of your hands if you’re not careful
@@MrSteamywindows Just unimaginable for me! Working on small tram engines which of course do have a draft, but to have your shovel sucked in... What a power.
Sand lever. Some have a steam jet that you just turn on and it automatically keeps feeding. In this case it's mechanical so you've to open and close it to keep feeding, so he pushes and pulls the lever to do this
It means the amount of power the loco delivers to pull the train, at the rear of the tender (or the drawbar). For example, diesel locomotives are rated according to the engine or engines in the loco. But the engines output has to go through a shaft, driving a generator which makes electricity which drives a motor that drives the wheels Then it has to pull itself along (it may weigh 100 tonnes). So to deliver 2,000 horsepower at the drawbar, it would have diesel engines that are substantially more powerful than 2,000 horsepower. The steam engine would also lose power through the mechanical rods, bearings and sliding mechanisms, the wheels and the weight of the locomotive and tender. Drawbar horsepower is a good way of giving a level playing field to indicate the useful power that the loco delivers.
Some subtitles as to what the driver was doing would have been helpful to the uninitiated like myself. Also, I thought that drivers stood on the left of the footplate (in order to see the signals).
@@1258-Eckhart I drove Castle class 5080 on a driving experience course once and I was instructed to stand on the right.The regulator handle and brake controls were on the right side.
IGNORANT PROGRAMME TITLE ??? Get real: "2,000lbs Drawbar Horsepower" wouldn't take the skin off a rice pudding. The King Class with a 40,300lbf Tractive effort, could on occasion develop, with the front end improvements as applied by K.J. Cook at Swindon in the 1950's, achieve just over 2,000 Horsepower. (Not "lbs"). Indeed if compared to the (also 8P rated) Duke of Gloucester, as rebuilt & redesigned in the 1980's, which developed a registered 3,200idhp with the Dynamometer car included behind the loco, at 40mph going Up Shap, the King should get to 2,000idhp !
The 'GWR' crew seem to be making hard work in getting train away!!! Driver constantly 'wrestling' with the controls, even when under way, whilst the fireman seems to empty the tender, plus the fact the latter has a '3rd' man assisting with the firehole doors, snd attending to the injectors!!! Just for the 'film crew' or what???
Very professional crew if you ask me…. The driver isn’t ’wrestling’ as you say, he’s making effective use of the sanding gear by pumping it. This was and still is a common practice method of working mechanical sanding gears when getting away and especially on damp rail. This footage was shot of the train leaving Stratford Upon Avon and proceeding the arduous climb of wilmcote bank. This was a particularly heavy train on what was a very damp day; 12 BR MK 1’s for 470 Tons at the lightest…. The fireman is appropriately maintaining his firebed for optimum steam demand at all time throughout the assault on the bank. A king has a 12 1/2 ft firebox which I can assure you is no picnic to maintain when steam demand is high and the fire is at its hottest. The ‘3rd man’ is in fact traction inspector Vic Weight, an ex BR steam man. Whilst the fireman was tending to the fire to ensure the best possible chance of reaching the summit the inspector worked the exhaust injector and the door to reduce the amount of secondary air from being pulled into what is otherwise a well combusting fire. Common GWR practice was for the fireman to work the flap but why make it harder if someone is offering the help? All part of a very efficient team who didn’t mutter a word yet spoke volumes to each other. I’m not sure what your experience is but I don’t quite understand your statement?
@theotherakelis921 My sincere thanks for your lengthy statement - well received with thanks.👍 My only comment in reply and in defence is that I had a short spell on BR and had first-hand experience in firing locos, based in the Manchester area. I saw steam 'out' in 1968 from Newton Heath MPD, and don't ever recollect any experiences to that extent, even though our 'steeds' were 'run down'.
@theotherakelis921 My thanks, good friend, and I appreciate your comments. Yes, I guess I was fortunate in fulfilling my 'dream' so early on in life! Biggest regret was being born too late - I missed out on all 'the big stuff'. There's not much that I could do in that respect, eh?😉
6024 first class footage thanks Tony Simpson
Brilliant performance, despite the slip !!! I saw Clan Line on her first preservation vist to Statford on Avon. It took her twenty minutes to cross the canal bridge from the platform with nine on. A recording actually featured, edited, on one of Peter Hanfords steam records, published by Transaccord Argo records.
I never tire of watching this video it's absolutely brilliant.
Great video, seen another video with the same run and footage but had a commentary talking over the top of the footage noise which I don't partially like that much, but with this one I can hear the engine working with no talking over the top of it, love this video.
It simply means 2,000hp - the "lb" is an error.
Agreed. This converts to approx. one metric ton, which is really nothing when it comes to drawbar tension, so what is the big fuss about? Get your facts right, guys! Also, "archived" must read "achieved". However, you have presented an excellent clip which I have appreciated with much enthusiasm. Cheers from beautiful Cape Town, South Africa.
FANTASTIC
When I worked on her that was the way I fired her, keep the back and sides up, she would steam all day, along with good Welsh coal. Pleasure working on her
Where was you shedded?
A great video.
Good fast catch of the wheelslip
An excellent video and excellent teamwork with the footplate crew and inspector. My compliments on showing the efforts of each individual. Being on the footplate of a steam loco at speed is hard work but a lot of enjoyment, too!
I suggest, however, that the title of this video should be changed as it is meaningless as it stands. Is it a drawbar pull of 2000 lb (the tension in the drawbar coupling) or is it 2000 drawbar hp (the power available to pull the train behind the loco)?
Lots of interest here - the amazing amount of time no-one on the footplate (and there were at least four people including the videographer) seemed to be watching the road ahead, the amount of trackside trespass that was going on (including I think by the videographer who took the lineside clip near the end) and, of course, the great performance by the loco. 1993 doesn't seem a huge time back, but so much has changed now - the train would have been halted in the face of so much trespass these days. Regarding the edhp of 2,000 - a good effort indeed, and only a few pacifics in the UK could normally produce more. That power from a 4-6-0 gave a very good tractive effort rating; equal to, or better than, some class 8 pacifics.
Loco and crew both working for a living and (I suspect) lolving it. Possibly the fireman not so much!
Them ol ancient western engines are hard work with that darn great shovel & having to defy gravity to get it to fire hole door!
& they don’t slip @ least that is wot I was told 😂
Give me a good ol unconverted Bulleid pacific any day, far easier to work for the enginemen, footplate well laid out, ride like a coach & shovel plate level with fire hole.
Ol Mr Bulleid certainly knew wot he was about!! 😃
❤if you show the top speed at 2000 drawbar in this then this video will become very interesting 🤔❤
What does the title mean?
Excellent
The fireman would open and close doors as well as putting coal on. A hard job now when not doing it day in day out
Steam is measured in nominal horse power anyway.
That fire is virtually sucking the coal off the shovel,good burn going on there
You can use the draft to get rid of dust over the flap whilst the regulator is open too. Often the draft is so severe, it could suck the shovel out of your hands if you’re not careful
@@MrSteamywindows Just unimaginable for me! Working on small tram engines which of course do have a draft, but to have your shovel sucked in... What a power.
What it the black lever on the right the driver keeps opening/closing when starting away
Sand lever. Some have a steam jet that you just turn on and it automatically keeps feeding. In this case it's mechanical so you've to open and close it to keep feeding, so he pushes and pulls the lever to do this
Thanks
What on earth does 2000lb drawbar horsepower mean!
It means the engine is really strong is about all you need to know
Horse-power is expressed in ft-lbs/minute. 1hp is 33,000ft-lbs/min.
@@Coltnz1 exactly, the description given in the thumbnail is meaningless.
About 1500 kW. It's a bit less than a class 67, probably.
It means the amount of power the loco delivers to pull the train, at the rear of the tender (or the drawbar).
For example, diesel locomotives are rated according to the engine or engines in the loco.
But the engines output has to go through a shaft, driving a generator which makes electricity which drives a motor that drives the wheels
Then it has to pull itself along (it may weigh 100 tonnes).
So to deliver 2,000 horsepower at the drawbar, it would have diesel engines that are substantially more powerful than 2,000 horsepower.
The steam engine would also lose power through the mechanical rods, bearings and sliding mechanisms, the wheels and the weight of the locomotive and tender.
Drawbar horsepower is a good way of giving a level playing field to indicate the useful power that the loco delivers.
They had proper steaming coal in those days!
The GWR used Welsh steam coal, as did the admiralty, it had the highest calorific value.
How this 2000 lbs actually measured.
Some subtitles as to what the driver was doing would have been helpful to the uninitiated like myself. Also, I thought that drivers stood on the left of the footplate (in order to see the signals).
I think GWR engines are R.H. drive?
@@georgeewart52 That means all the signals must be on the offside, which they aren't.
@@1258-Eckhart I drove Castle class 5080 on a driving experience course once and I was instructed to stand on the right.The regulator handle and brake controls were on the right side.
Pass!
If you cared about accuracy you would change the description.
Not impressed when errors just left to fester.
IGNORANT PROGRAMME TITLE ???
Get real: "2,000lbs Drawbar Horsepower" wouldn't take the skin off a rice pudding. The King Class with a 40,300lbf Tractive effort, could on occasion develop, with the front end improvements as applied by K.J. Cook at Swindon in the 1950's, achieve just over 2,000 Horsepower. (Not "lbs"). Indeed if compared to the (also 8P rated) Duke of Gloucester, as rebuilt & redesigned in the 1980's, which developed a registered 3,200idhp with the Dynamometer car included behind the loco, at 40mph going Up Shap, the King should get to 2,000idhp !
Whats he got a shirt and tie on for-is he going out for dinner after!??!
Standards mate, back in those days, it mattered.
The 'GWR' crew seem to be making hard work in getting train away!!! Driver constantly 'wrestling' with the controls, even when under way, whilst the fireman seems to empty the tender, plus the fact the latter has a '3rd' man assisting with the firehole doors, snd attending to the injectors!!!
Just for the 'film crew' or what???
Very professional crew if you ask me….
The driver isn’t ’wrestling’ as you say, he’s making effective use of the sanding gear by pumping it. This was and still is a common practice method of working mechanical sanding gears when getting away and especially on damp rail.
This footage was shot of the train leaving Stratford Upon Avon and proceeding the arduous climb of wilmcote bank. This was a particularly heavy train on what was a very damp day; 12 BR MK 1’s for 470 Tons at the lightest….
The fireman is appropriately maintaining his firebed for optimum steam demand at all time throughout the assault on the bank. A king has a 12 1/2 ft firebox which I can assure you is no picnic to maintain when steam demand is high and the fire is at its hottest.
The ‘3rd man’ is in fact traction inspector Vic Weight, an ex BR steam man. Whilst the fireman was tending to the fire to ensure the best possible chance of reaching the summit the inspector worked the exhaust injector and the door to reduce the amount of secondary air from being pulled into what is otherwise a well combusting fire. Common GWR practice was for the fireman to work the flap but why make it harder if someone is offering the help?
All part of a very efficient team who didn’t mutter a word yet spoke volumes to each other. I’m not sure what your experience is but I don’t quite understand your statement?
@theotherakelis921
My sincere thanks for your lengthy statement - well received with thanks.👍
My only comment in reply and in defence is that I had a short spell on BR and had first-hand experience in firing locos, based in the Manchester area.
I saw steam 'out' in 1968 from Newton Heath MPD, and don't ever recollect any experiences to that extent, even though our 'steeds' were 'run down'.
@theotherakelis921
My thanks, good friend, and I appreciate your comments.
Yes, I guess I was fortunate in fulfilling my 'dream' so early on in life! Biggest regret was being born too late - I missed out on all 'the big stuff'. There's not much that I could do in that respect, eh?😉
I think it's leavng Stratford on Avon. It's definitely not Leamington Spa.😉@@theotherakelis921
@@theotherakelis921The Cambrian Coast Express, on which I travelled a few times, didn't go through Stratford; it went up Hatton Bank.