yes it’s with new owner and it’s under overhaul and it’s expected to return this year and i can sent the link

​@@xjxnebxg It's back on the mainline!

no

it’ll be back in steam later this year

@@xjxnebxgyes and I’m hoping that it will not have a wheelslip incident like it happened 29 years ago

@@thebrummierailenthusiasts5329 I HOPE NOT plus they’ll have the experienced crews this time 💀 it took about over a year to fix the damage after that wheelslip and plus Blue Peter reached 140 mph by wheelslip but that never counts anyways

@@xjxnebxgyeah

@@xjxnebxgindeed

Do you know how badly the poor old boy driving her was hurt?

@@theq4602 broken arms supposedly

Blue Peter from building in the late '40s. The loco was never renamed.

@@paulcaswell2813 Misunderstood. So where did the engine originate?

As with so many of the LNER Pacifics, 532 was named after a racehorse. Blue Peter, owned by Lord Rosebery, won the 1939 Derby and 2000 Guineas. The locomotive (Doncaster works 2023) entered service in March 1948 and carried the name 'Blue Peter' from new.

@@paulcaswell2813 Thank you Paul for the info. My dad may or may not have had any dealings with Blue Peter. He was part of the team, but did not come back from WW2 until 1946, so I suspect he may not be involved with it. Interesting.

The BBC children's magazine, Blue Peter, 'adopted' the loco in the 1970s. Maybe that's what you were thinking about...

No it wasn't. That book was published 7 years before this happened.

so this was 2nd?

And remember that the A2 was a mixed traffic loco - not even an express design.

I'm going to assume the covers blew off during the video when the train became engulfed in a cloud of steam, correct?

@@thomashambly3718 bingo, you can even hear it tear apart

Yes apparently it could be heard all over the town. My dad remembers being at his school and hearing it.

Gives a new meaning to the phrase Durham Dash , long before Dominic Cummings did his !

​@@Danny-lm9xk It was a Saturday that day.

It wasn't intentional. The regulator stuck because the boiler was over full and the driver tried to put her in neutral but there was so much pressure that the reverser span into full forward gear. Nothing the crew could do about it once at that stage.

This isn't this guy's video. He said in the description, that it is not his video. He doesn't know who shot the footage, but he does give credit for the person that took the video.

Yes, a turbo encabulator 😁

(sleeming88) The crew can't affect the action of the safety valves in any way. The steam flow during the slip must have been colossal and this would have given the fire a tremendous boost and the loco must have maintained boiler pressure. As soon as the steam flow ceased the still-hot fire would have temporarily raised the pressure very quickly so off go the safety valves. This was a normal occurrence during steam days if the pressure was well up but under rather less insane conditions of course. I wonder how much of the fire was left. I also wonder how much water was left in the boiler after that horror show. BTW you can't empty the boiler without first dropping the fire which is always a priority.

My understanding is the boiler was overfull, which was the root cause of the events that followed. At least with the modern rocker grates that Peppercorn put in they could dump the fire quickly.

@@markturner4219 not that dumping the fire would have achieved anything

The massive loss of steam looks to me as although the 'lead plugs' dropped. These are a 'last resort', put in a boiler should pressure rise even more than the normal safety valves can cope with.

@@paulcaswell2813 that's not what they're for. The plugs are a warning device to alert you that the water level in the boiler has dropped below the crown of the firebox. Something that did not happen in this case.

Ever heard of a Camcorder?

UK had cell phones (mobiles) in 1983/4. OK engineering sets. By 86 they were common. 1994 everyone and his dog had one.

It stayed on the rails the entire time. Wheelslip and resultant jammed regulator is what you're seeing here.

Nothing as dramatic - they just mean as it came off the end of the viaduct, still on the rails.

Sparks don't imply that the bulk of the wheel itself is red hot. A spark is basically a small fragment of extremely hot or burning metal. The tiny fragments (potentially just dust) are extremely hot, but the wheel itself isn't _that_ hot.

camjkerman unfortunately the loco picked up the water and the regulator couldn't be closed. Applying the brakes at this point would be ineffective and only have the potential to cause more damage.

The loco had picked the water up causing the regulator to jam, meaning steam can't be shut off. Applying the brake with the wheels slipping that fast can cause the wheels to stop at different times causing the axle to twist or snap, causing more dammage, and with that much force on the motion, winding it back to mid-gear is fraught with danger

HA HA HA. Try learning about steam first (and not kids' theoretical 'this is how a steam loco works' books)...

Motion wheels and axle boxes damaged. Drivers' finger broken. although soem reports say his arm was broken because it was caught up in the rapidly spinning screw reversing lever which he unlocked when he realized he couldn't close the regulator.

Try building locomotives that aren't disasters waiting to happen with shitty "regulators" and a tendency to "prime" along with being lightweight slipping pieces of shit that are either damn near slipping or damn near stalling at all times.

In inexperienced hands, any locomotive is a disaster waiting to happen.

A your proof please?

@@deeremeyer1749 Sounds like fun!

@@deeremeyer1749 *cries in Bulleid*

They all got trained.

@@TomFromKZbin on the wrong type of engine

@@zrspangle its was not their fault, it was common for the A1 locomotives for the water on the boiler to serge forwards, and if This happends the throtle and reverser cant be closed, it more of a flaw on design than a flaw on the driver side

@@Sebdamememan I never said it was the crew's fault, they weren't made aware of the flaw, so they were just doing their jobs.

@@zrspangle you didnt but the other guy did

A UP BB doing this? Fucking hell

I watched the video again today. It is in the Pentrex video Last Of The Giants Volume 3: Sherman Hill. In the video they interview engineers and firemen that worked on the Big Boys and one told of the throttle of a Big Boy getting stuck and couldn't be shut off, and that it cut through the rail. The only other specific detail given was that it occurred at Borie, Wyoming. No engine number or year was given.

Obviously the train was moving if the throttle was open and if the train was moving and the throttle was open on a Big Boy, it's going to keep whatever was moving moving and not "cut through the rail". DP units in the mountains can get "stuck" in notch 5 or 6 if the "trailer" loses communication with the leader going over a hump and especially with tunnels/turns and if the engineer sees the lost communication and goes "by the book" to see what's going on like the book says but the FRA book instead of the smart train handling book and he just goes into dynamics and stops quick while the front end is still pulling pretty hard dragging the back end over and doesn't go into emergency because if he DOES get comms back someone still has to go reset the emergency in the trailer, he can end up with a trailer back there in notch 5 or 6 pushing like a sumbitch until the melting rail gets hot enough to get "sticky" and one or more traction motors start slowing down and throwing speed difference/locked axle faults and the unit shuts down 2 traction motors on one truck or one on each truck and safety's out. Especially if he just makes minimum reduction that the rear locomotive might not even "see" in its brake pipe pressure setting because being at the other end of the train that minimum reduction at the front end might only be half as much at the rear and when it's still in a throttle notch and its brake handle is still in handle off and its main reservoir is still good and such and last it knew for SURE its leader was still in Notch 6 and maybe it just saw Notch 5 "flash" for just a second before comm loss, it's back there pushing. Don't take long for 216 tons of GE AC power to spin down through the rail but they only go so far and then they kick out or possibly before sending the conductor for a walk they shut down the lead units. You can hear a GE in Notch 6 maybe 110 cars behind you but only 75 or so as the crow flies because of a curve and maybe a hill pretty easy. And if you hear it powered, the damage is done. Pull the emergency brake handle and it'll keep running at least half-throttle for 15-30 seconds because that's built-in breakaway protection but then it should go to idle. It usually doesn't do anything to locomotive wheels. Those bastards are so hard it takes carbide cutters on the wheel true machine to profile them and you can take a few tenths of an inch per revolution max. Rail is really soft by comparison, lol. Especially once it starts glowing. It doesn't happen much but it does happen and to guys doing it "by the book". That's one situation where you break the FRA rules and if you lose comms you slowly notch down but keep some power on and make a full service application. That'll definitely drop the brake pipe at the back end enough for it to know the brakes came on and notch down or go to idle and to make sure you notch down all the way, ease into dynamics and then go to release. When you go to release that trailer will drop main reservoir pressure as it starts helping pump the brake pipe back up and GEs have electric air compressors and they take a couple hundred horsepower to start and then drop off to 50 or so when they're pumping. That combination of events will kick it into idle or at least pull enough power out of it that it's not going to spin the wheels and if it sits there with released brakes and rising main reservoir and some throttle on but no traction motor is turning, it'll safety out and set a locked axle fault on the motor that's getting the most juice and has the smallest wheel diameter programmed in (most torque output) and if cutting that motor out doesn't free up enough power to turn something it'll cut the next one in line and if they're both on the same truck or one is on each truck it'll go offline all by itself. Or you keep creeping along slowly and keep your hands off the brake and dynamic handles and just let it crawl and "think" and eventually it's going to bounce a signal off the right rocks or a weak one will get through enough for it to see a "mismatch" and the trailer will go to idle then, too. But you've still got your connection. The leaders road number is programmed into the trailer and vice versa and they're both set on one of the half-dozen or so DP frequencies and they'll ignore everything else and as long as you're rolling you're not digging holes. It might be back there spinning but it won't do that for long either. It knows how many motors are online and how much HP it's making by the amperage and voltage and it knows how many traction motor rpm that should equal at a given throttle notch and if it's too high, it'll throw faults and if its too low and isn't increasing, it'll add power to the max for the notch and something will spin or speed up or stay the same and if things stay the same then it "thinks" its just working hard and it'll keep working hard. That's a change they had to make in the DP software because when UP started paying fuel savings bonuses to engineers some of the guys who knew a little about the DP systems would throttle up and get up to whatever speed they were going to run uphill empty heading west across Nebraska and especially from North Platte to Cheyenne or Morrill and then they'd kill the DP radio and leave the trailer back there pushing like a sumbitch and notch back the leader and MU units a notch or two and save ALL KINDS OF FUEL. Because they only kept track of how much fuel they put in the leaders to do their fuel consumption checks. Kinda hard on those old 7FDLs trying to push a whole train in Notch 7 or 8 while the leader is in 6 or 7, lol. And in the Rockys where the comms losses could end up with a spinning locomotive sitting there digging holes they started putting two units on the head and a pair of DP units mid-train so if THOSE somehow ended up "stuck in gear" in a comm loss situation they were going to move something, lol. And having them that much closer made a hell of a difference. Kept the BP pressures much closer together and helped make sure the trailers got the "message" even with a minimum reduction. Of course that only left the train crew with one spare "outhouse" instead of two and they started checking fuel in the leader and the front DP unit too. Of course good train handlers save fuel the way good truck drivers and anybody who knows how to get good fuel economy with any vehicle does. Don't speed up just to slow down just to speed up. A steady 50 mph will get you someplace exactly as fast and with less fuel than "averaging" 50 mph over the same distance spending half your time at 60 and half at 40.

I think with two sets of motion working independently, the risk is actually quite great that this could happen. I don't know if the BiGBoys had any safeguards to prevent that.

@@deeremeyer1749 you write a lot but this can happen when pulling off, any locomotive is capable of this (modern locos with "traction control" excepted). A big boy stuck with the regulator wide open would eat through a rail with little effort due to the weight on the drivers.

If the driver had been able to shut the regulator or get the engine into mid gear it would of almost completely stopped the flow of steam which would of stopped the slip but the regulator was jammed open by the water and the engine refused to forward gear.

You can if you know what the hell to do and when to do it. Shut off the air. They stop.

@@deeremeyer1749 shut off the air?? Its a steam locomotove, it had water locking the regulator open, there have been reports of when this happens that it takes the strength of two to shut it again.

@@KrisDouglas he meant the diesel engines as referred in the comment, you stop a diesel running away by shutting off the air

@@vinniecross1092 Would you want to get close enough to do that?

broke both of the drivers arms

No broke a finger.

@@SirFloofy001 “The driver suffered a major injury to his arms, as a result of the screw reversing lever whipping around when he released it.” Broke both his arms.

+SonicDashie759 basically the engine lost grip on the track, probably because the rails were wet. As the wheels began to slip, water from the boiler got the wrong side of the regulator valve so it wouldn't close, meaning the slip got more violent until the engine's motion (The rods on the side) thrashed it's self to pieces. Hope this is a straight forward enough explanation.

+SonicDashie759 The driver opened the regulator too far and the wheels lost their grip, like a car on an icy road. Well, you just take your foot off the pedal. But regulator handles are not like car pedals - they don't just spring back - they need to be heaved shut just as they need to be heaved open. The regulator is a long handle that is often quite stiff. In this case the regulator could not be closed once the slip had started because of the tremendous flow of steam which dragged loads of water with it. But that's not all. The crucial point is that the water got into the cylinders where there is only a very small clearance (less than half an inch) at the end of each stroke and water is incompressible. The pistons in effect were slamming into a brick wall at each stroke with the result that all the rods got bent and the ends of all three cylinders were cracked, which explains the huge clouds of steam roaring out of the front of the engine. The slip only stopped because the valve gear had got so badly bent that the timing was lost. The driver had no more than a second or two to react and slam the regulator shut before the slip really got going and but it seems he wasn't quick enough, poor fellow.

+mighty Kirby That may have been tried but the regulator was probably full open or nearly so anyway. I suspect the regulator could'n't be moved at all against the huge steam and water flow once the slip had got going and that all that could be done was to try and wind the reverser into mid-gear by which time the slip had done its damage. In steam days on BR this never happened, as far as I know, the crew always managing to shut the regulator before the loco was damaged though there was sometimes damage to rails.

+Rosie6857 No, he reacted accordingly- but the boiler had primed and jammed the regulator wide open. He then tried to stop the engine by moving its timing to neutral instead of forward- but by then the engine was pounding so furiously that it lashed the mechanism backwards and broke his arm, coming to rest wide open. From there only two things could have stopped it- the engine flying apart from running as flat out as steam can possibly get, or the boiler running out of steam. In this case, the engine literally flew apart. Blue Peter was laid up for months while it was rebuilt.

+SonicDashie759 I'm assuming you are familiar with a car doing a burnout- intentionally making its wheels spin on the road by hitting the gas really hard. What happened here was the driver gave the engine a little too much steam and the engine spun its wheels, accidentally though. They recovered, but then opened it up again far too soon. The valve controlling the steam to the engine got stuck wide open, and the engine again lost its grip on the rails. Then in an effort to stop it, the driver tried to put the engine in neutral. On a car this would only let the engine run faster- but steam engines don't have gears, they change direction by changing the timing of the engine. Instead the runaway engine yanked the controls the way it wanted to go, breaking his arm in the process. It ended up flat out in both pressure and timing, with no grip on the rails and going as fast as it could possibly go until it broke apart.

Is that ass still around?

"Blah blah blah, cut up steam! blah blah blah" - Cockroach2008....any steam video. He probably turned himself into a quadriplegic with a cutting torch.

@@madrabidfireman i think so

She goes in for overhaul this year

2020 well that won’t be happening

2020 here. Uh, good luck with that XD

Will be back this year.

2022 don’t see it

right you are if they want to drive steamengines on the mainline they need to have done 2,000 hours on a steam engine

What I think is maybe the railway didn’t have any experienced crews and had to put them into the footplate and didn’t tell them about her being sensitive

They were relatively experienced, just had never driven that specific loco

If you have an uncontrolled and unstoppable slip, cant really do much to prevent it

kieran evans The driver broke a finger and not his arms. I learn't this recently but it is from one of the other drivers apparently.

No more runs for 18 months means the loss of income was likely FAR more than the cost of the repair.