6023

Apologies if my contribution yesterday should have been on the Network Rail Gauging page. It was not meant to be.

I understand it has since been moved to the said alternative page, However, I felt compelled to write specifically for the 6023 King group.

The impact of improper track programmes with ballast packing and platform matters (amongst many) is hugely retrograde for 6023, together with many other locomotives now, and the railways of the future. The King has been radically altered to comply with short-sighted and ill-thought out loading gauge constraints. These alterations to 6023 are in vain unless strict control of mainline permanent way maintenance matters are to be consistent and enforced by Network Rail. Contractor work needs to be strictly supervised and monitored as often it is non-sanctioned minor deviations that create issues for locomotives like 6023.

The malpractices must be addressed. The unthinkable costs and frustrations for those who have worked so very hard on 6023 to meet the mandatory criteria, should not have to endure regulations which change with the 'slightest breeze'.

There is no doubt that matters will come to a head. The problems faced by 6023 look set to reach the headlines due to significant issues affecting the new rolling stock sets to be introduced by First Great Western. Hopefully, this may be the catalyst that resolves matters for 6023 and ensures that permanent way clearances and maintenance regimes revert to standards that have been successfully proven for decades. An examination of former mainline stalwart 6000 demonstrates how matters have radically restricted clearances over a very short time. 6023 should be expected to have no problems in mainline running opportunities whatsoever and this must be ensured.

R Coldwell (Chartered Surveyor)

 

I didn't write that one should not try to stop idiots killing or injuring themselves. That is a different discussion.

 

My memory was wrong
NS ordered 15 three cylindered 4-6-0

http://www.nicospilt.com/scans/stoom/4001.JPG

and 35 threecylindered 0-8-0

http://www.scaletrading.nl/philotrain/images/870-38-3 NS 4719 (6).jpg

http://www.nicospilt.com/scans/ZG1.JPG.

Not developments of fourcylinder inside valve gear from former dutch engines.
By the way I think 50 of the 4-8-0 would have been a smarter buy.They were fast enough.

GWR locomotives have always been to big on some other british railways that did not recognize that 7 feet was the best rail gauge.My gues is that B12 will be one of the last mainline allowed six coupled steam locomotives in England

 

My reading of the article in Steam Railway was that Network Rail were liaising directly with the GWS to try and work out a way forward if at all possible, which is quite unusual, while Mr Croucher of the GWS said that he doesn't give up easily, so both sides seem to be doing all they can in the hope that some main line running will be possible, albeit probably only on a restricted number of routes. It doesn't sound like all is lost - yet. One can therefore only hope that, after all the effort in bringing a real no-hoper back from scrapyard condition, that it will not prove to have been in vain as afar as main line running is concerned.

 

And what could be more true to the past than a King only being allowed on a very restricted number of routes

 

A side view of the outside cylinder casing looks no different from the previous 'wide' cylinder. The loco head-on view still has the cylinder casing just outside the edge of the running board - only rivet-counters will spot the difference!!

 

Slightly worrying though it won't be allowed to work from Paddington to either Plymouth or Wolverhampton!

 

You have got to feel for the 6023/Didcot guys, its been a long drawn out process to get 6023 this far and it would be a crying shame if what was once a 'project impossible' job didn't make it onto the main line.

I really, really hope that the issues can be resolved and that they don't have to go down the route of 6024 with new cylinders to realise their aim.

If anyone from Didcot happens to read this- best of luck to you all!

Chris

 

I strongly suspect that the GWR loading gauge was very little to do with the broad gauge. Something like half the GWR route mileage never had any broad gauge track on, and all the problematic numbers are really about the distances from the platform to the nearest rail, which must have been pretty much the same for broad gauge and narrow gauge, since they used a common rail.

 

Steam locomotives 2017 is a virtual world anyway .
Take some angle grinders to Settle- Carisle and cut platforms edges 1 or 2 inches back.
A calibrated dynamometer car and 20 period looking cars.
Less outlay than a Disney world and comparable joy and income.
This is more or less the formula behind Harzquerbahn(alive and steam)

 

In the last issue of the Journal of the Stephenson Locomotive Society (sept/oct 2017) appeared an article from me: “On the Calculation of Front-end performance”. It is my version of the exhaust momentum equation with theoretical deduction and numerical proof from the majority of the Rugby test data. It was my intention to publish this as the last one of three articles on single orifice chimney behavior, multi orifice chimney behavior and finally the momentum theory. All of this should be published after the velocity tests of GWR 6023 so that its front-end behavior was fully explained. However, the loading gauge problems have made a mess of the timing , so it is my intention to post the first two articles shortly in the appropriate section with heading ”Locomotive Front End Designs”. Since the King has not given trouble at low speeds, unlike some other multiple exhaust systems, and has run at 40 mph max. to Paddington and back, I think it is save to do so.
Please bear with me, I have to prepare some graphs to go with them and have to learn again how to post those.
Kind regards
Jos Koopmans

 

The 6023 website has got some encouraging news for you guys -

'December 2017 - 6023 is nearing completion for main line running. The engine has been gauged accurately, the new blastpipe runs better than expected, axle weights have been set, and she rode exceptionally well on the trips to and from Old Oak Common, via Paddington, although a couple of small defects did become apparent both during the trips and then examined back on shed at Didcot Railway Centre. Coal economy looks to have improved significantly and all the electronics now function correctly and just need certifying.The next major step is testing the steaming capabilities under loaded conditions, which we hope will take place at the SVR in the New Year.'

 

The "new blastpipe runs better" and and improved coal economy are of course both consequences of the change to a fourfold orifice
and were predicted during the design process. I am looking forward to the test runs (hopefully my pound coins and notes will still be valid).
Kind regards
Jos Koopmans

 

Great news.

Can't wait to see the King working to its full potential.

Chris

 

Anybody know how long the loco will be at the SVR for? I don't suppose there's a chance she'll be sticking around long enough to be a surprise extra addition to the spring steam gala?

 

Great news, things sounded very glum a few months ago but now this really could be a Christmas present worth waiting for.

 

Shame such a fine example of British locomotive engineering after being virtually brought back from the dead is still struggling for survival! A plinth somewhere would be a bleak future for a grand machine as this King class. Too many "nuts" have been busted and money spent for that. I truly hope she can roll those big drivers on High Iron at high speed. I will never get to see her in person but will relish any videos of her doing her thing! Best of luck to all involved in bringing the King back to life. Please keep this thread updated.

 

How long has she got left though on her current ticket ? and can Didcot afford a boiler overhaul, but i would think as its had so little use that your most likily looking at just a retube and re ending of the flue tubes , might it be a very short mainline return for 6023 then another overhaul ?

 

Her mainline 7 year ticket from first boiler steam test was up 12 April 2017, so must be on a new one or has been extended.