Where Do Brake Vans Go When Not Marshalled?

[M.I.B]

When they are not marshalled onto the end of a train, where do the brake vans go? Are they taken away by the yard shunter before the newly arrived train gets broken up and remarshalled or unloaded? Where do they go, and how are they re attached when a train is formed up? Are they the first thing into a siding and the train is shunted piece by piece onto them?

 

I have seen photos of sand vans which seem to be near static, used for refilling of sand boxes, so that suggests that there is some sort of brake van yard.

 

Thanks

[EddieB]

Most yards of any would have had a brake van siding where such vehicles were parked.

[Fat Controller]

Most yards of any would have had a brake van siding where such vehicles were parked.

Often known as the 'Van Kip', in hump yards it would be adjacent to the hump summit to allow the yard pilot easy access.

[M.I.B]

Many thanks.

 

Now onto the next question.........

[hmrspaul]

Often known as the 'Van Kip', in hump yards it would be adjacent to the hump summit to allow the yard pilot easy access.

... and also to allow the fire raiser easy access to all the vans in a yard needing to have their fires set.

 

Paul Bartlett

[Rivercider]

As already mentioned most large yards would have a road for brake vans ready to be attached to a made up train.

But with a single ended yard a prepared brake van (or 2) would probably be pushed down 'on the blocks' of each road ready for a train

to be built up on top of it, as it is easier for the shunter than to have to shunt a made up train onto the van afterwards.

[Mark Saunders]

The bigger yard including the network yards (such as Tyne Yard) tended to keep a supply of vans for departing trains; at other locations such as Cambois TMD the vans were kept at the depot and taken out by the loco for the job.

 

It was only the advent of fitted trains that led to vans being left at yards when traincrew diagrams involved both fitted and unfitted trains.

 

It was not unknown for Brake Vans to be propelled between yards as per appendix instructions, hence why there was a lot of Engine and Van movements on and off depots.

 

The difference in load between empty and loaded coal wagons produced an inbalance between loaded and empty coal trains between colliery and destination for staihes and power stations. Generally the load for a Cl 37 was 24x20t hoppers loaded and return would be 30.

 

If there was a reversal en route then if sufficient vans available the there would be a van at each end of the train.

 

Marshalling of brake vans not in use, generally they could be placed anywhere unless prohibited in marshalling instructions for the load.

 

 

Mark Saunders