Replica builds for heritage lines.

And here we are again. Discussing Paul H's view of the world rather than the original subject matter. We fall for it every time.

 

In perfect world heritage railways would have different sized locos and different length trains to match the fluctuating demands throughout the day. But it's not a perfect world of course so they have to roster the longest rake that will be needed for the busiest train and a loco big enough to manage it. But what this has got to do with replica builds for heritage lines is beyond me. Once again the thread has been diverted by the intervention of you know who.

 

They keep feeding him, but, as I mentioned up-thread it does provide some light entertainment on a boring winter's day........

Cheers,

Alan

 

I like this thought from Mr Can. And, I imagine there is actually very little choice for most heritage railways when it comes down to it on the day - more often than not, a no-brain choice of one loco that is available and best for the job. Choice would be a blessing that is not always an option.

 

Quite so. Little point in rostering a 1400 on an auto train when there's 250 passengers waiting to go to somewhere.

 

Quite often the best loco for any particular duty is "the one that is available". Though I suppose you could cancel a 4 coach fully-booked dining train because the available loco in steam was a class 5 and obviously uneconomic to run such a short train.

Tom

 

Ah yes, but it would be perfect for 25mph running, and wouldn't cause undue stress to the permanent way, and it would fit on the platform.....

No, hang on, it has inside valve gear so scratch that one.....

 

Drawing forward was standard practice at quite a few stations back in the day when people were treated as adults

 

With heritage lines, the passenger loadings and usage which they experience in preservation are much higher than when they were part of the national rail network. A lot of them, with a few exceptions like the GCR , were branches or secondary routes so would not have been all that busy and small formations of 2/3 coaches and a class 2 or 3 tank of some sort would have been used.

The loadings are now sufficient to make 5/6 or more coaches necessary, so the motive power needs to be able to cope with the load. Taking the ELR as an example, that was worked by 2 coach push pulls with an L & Y 2-4-2 tank, later replaced by 2 car Metro Cammell and Cravens DMUs, this was OK for the passenger usage at the time, but would not be big enough now.

 

Can we get back to the subject please, that of replica builds of lost engines, that we as an industry can now make steam engines from scratch is nothing short of a miracle, if it were not down to a welsh scrap yard, we would have no big chuffer itus to argue over , lets remember that and move on,
So who wants to start a facebook page for an drummond black motor??

 

So I don't have to go into work tonight Tom?

 

I think it is a brilliant achievement that the railway preservation movement has reached the point where new locos are being built from scratch and we should support and encourage those who are doing this. Apart from the engines which have been preserved, the only steam I remember was right at the very end of BR steam in the North West, so a few sightings of Black 5s, 8Fs, WDs etc, so the new builds are allowing me to see locos I never otherwise would, such as a Brighton Atlantic and a GWR Saint etc. Well done to all concerned.

 

I'd love to say that's a politicians answer Paul, but you haven't even bothered to answer the question have you? I'll put it to you one more time how can a railway like the SVR get the equivient of 9 pairs of bogies worth of passengers onto a 4/5 coach length platform? And not only that use something with like a Jinty or Pannier to shift them, then please tell, after 52 years of experience some of these people are obviously going massively wrong somewhere.

 

It's a bit early but yes it's not a bad shout!

 

In all the time Paul has been peddling this particular view of his, I've yet to see him directly answer anyone on this with a constructive answer.

The saddest thing is that one really does rather wonder if the IOWSR endorses Paul's views at times. Associating that line with Paul so much now thanks to this forum, I find myself wondering if I should bother doing my annual visit this year. Quite clearly I'm in the section of railway preservation "doing it all wrong" and as such, are not welcome anyway!

Okay, rebuilds of lost engines. For me, given my recent subject choice in writing, I'd like a new build Thompson Pacific. Will happily have either A2/3 or A1/1. This allows some standardisation of parts between the surviving Gresley Pacifics and/or Prince of Wales and Tornado for certain sundries.

Either the 6ft 8in or 6ft 2in pattern from the A1/P2 Trust can be used - if roller bearing, literally every casting and drawing can be reused. Same boiler type if making an A2/3 to Tornado, there's a spare A4 boiler that Hosking owns if building an A1/1.

And I would buy up a few unrestored Gresley and Thompson coaches - say four or five together - and make up an authentically short train to run on the Bluebell. We all know that apple green steam locomotives do very well!

 

Well spoken! All fans of british steam, give a generous donation this Christmas!

 

There is no solution to a clearly undesirable situation unless the measures adopted in the air or at sea are taken up ,i.e. a strict limitation on the numbers carried. It would be quite understandable if such measures were resisted but it may come to that.

PH

 

Extend the platforms. The Southern region did this so they could run 10 car EMUs (2x 4EPB + 1x 2EPB) in the rush hour, some of the Manchester-Bury line ones were also slightly extended in the 70s to allow a 6 car formation in the morning and evening peak. I don't recollect it being a massive job at the time

 

Wow! An answer! A silly one but still!