Didn't some trains purposely come to a stop with the loco just past the alreday-cleared platform starter (the twin-headed 3-aspect KC221)? - That would have allowed a slightly better chance of no slipping back when starting (and if there was, you would've been that little bit further away from the 'jack-catch' just by the tunnel mouth).Micky wrote:On the MOORGATE to WELWYN GARDEN CITY or HERTFORD NORTH workings in the early 1970s.Blink Bonny wrote:Ay up!
I've seen Evening Star plus 5 stopped on the Worth Valley on a rising gradient using just the graduable steam brake valve.
Climbing up from KINGS CROSS L.T. JUNCTION up the 'stiff rising' gradient of the 'Hotel curve' on a Brush type-2 with a rake of 6 or 7 Inner suburban non-corridor stock (block enders to some?) the driver would have the locos controller 'wide open' until just before the south end of no.16 platform and daylight then just 'shut off' power and let her roll through the platform to a stand at the north end, as she stopped apply the engine brake
manna will probably remember that trick
I guess it was pretty much the same in steam days
Actually, makes me think, anyone get yellows* rather than greens before emerging from Hotel Curve tunnel into the platform (indicating that KC221 was still red)?
* - (First, No.222 distant [the only yellow lever in the box], then 221R just inside the tunnel's exit mouth.)
If not, I wonder if there was a signal box instruction not to accept a train on the Down Met. from KX 'C' (LT) box unless 221 could be cleared immediately (that section was still worked by Absolute Block until the old box was de-commissioned in '71 and all signalling control moved over to the switch panel in the present box building, temporarily [about 5.5 years! ] until the remodelling/resignalling reached 'the Cross').