GWR Ore train has two brake vans. Why?

[Keegs]

Can anyone provide a reason (beyond speculation) why this Iron Ore train has got two brake vans? (one each end)

 

https://www.rail-online.co.uk/p935128670/hf56bda1b#hf56bda1b

 

Initial thought was to run around it however this is a tender loco so not sure that would have been the norm?

 

Thanks,

Kegan

[LMS2968]

It would most likely be that the train reverses en route and it saves the time of having to move the van from one end to the other. It wasn't uncommon for the engine to work one leg tender first. It would be headed to give the best direction chimney first depending on distance, gradients and possibly wind direction.

[Wickham Green too]

Could be there's a reversal, as discussed, then a fresh loco might come on - smokebox first - for the second leg.

[Nearholmer]

Any possibility that the train needs two vans for braking purposes? Some trains, on some routes did, but if that is the reason then I would expect to see both at the back, to control the possibility of a runaway, so more likely reversal en-route, or maybe simply an excess of brake vans at one place, so bringing back a ‘spare’ one.

[Wickham Green too]

The location's Southam Road ( Harbury ), facing north west - so the ironstone has probably come from Edgehill ( maybe loco tender first from Kineton ? ) and reversed at Fenny Compton.

[Stoke West]

24 minutes ago, Wickham Green too said:

The location's Southam Road ( Harbury ), facing north west - so the ironstone has probably come from Edgehill ( maybe loco tender first from Kineton ? ) and reversed at Fenny Compton.

Originated Banbury Ironstone Branch the junction of the sidings and exstensive system of the Oxfordshire Ironstone Company were located , most likely going to Lloyds at Bilston West via reversal at Priestfield / Stow Heath

[Ken.W]

I'd agree with previous posts it's most likely due to a reversal en route to save having to run the van round the train.

When l started as a secondman, late '70s, it was still practice to do this when possible on the NE local mineral (ie coal) trip workings when a trip was going involve an en route reversal. There more often wasn't a spare van available though.

Tender first workings on such trips wouldn't have been an issue in steam days, collieries, power stations, etc would have lacked turning facilities for main line engines, so they'd have been spending one leg of each trip tender first anyway.

 

Unlikely to have been for braking purposes, the usual procedure with unfitted trains when extra braking was required was simply to stop and pin down some wagon brakes.

[Reorte]

I've a few doubts about whether that is iron ore (and the question captions it). Iron ore is heavy stuff, piled that high feels a little doubtful. It also looks a little light, which would also fit in with "or more likely limestone."

[John Isherwood]

10 minutes ago, Reorte said:

I've a few doubts about whether that is iron ore (and the question captions it). Iron ore is heavy stuff, piled that high feels a little doubtful. It also looks a little light, which would also fit in with "or more likely limestone."

 

The load may well be calcined iron ore - ie. it had been burned with coal in a calcining bank.

 

The purpose of this practice - which was used in the Oxfordshire iron ore quarries - was to reduce the moisture content of the ore, and thereby its density and the cost of its transport.

 

See 'Ironstone Railways and Tramways of the Midlands' (Tonks).

 

CJI.

Edited January 10 by cctransuk