West Somerset Railway General Discussion

It does seem odd as the DMUs had compressors as well as exhausters as the compressed air was required for control urposes. Not entirely sure but air may have been used for throttle and gear changes

 

The Great Northern, Gresley design, compo has buckeyes

The LMS did fit buckeyes to the royal coach in Highley Engine House

 

The Great Northern started using Gould (buckeye) couplings and "Pullman" gangways around the turn of the century under Howlden.

 

From memory air is used for the Horns, throttle motor, gearbox and final drive.

 

Not on here it wouldn't!

 

I have the feeling that the magazine refereed to here will have increased sales this month. Now that is speculation.

 

I have deliberate kept away from WSR threads for my own sanity and only dipped in on the back of the SR piece which was rather unsettling, I am sure its been debated to death here already but something seems to have gone badly astray.....

 

Not yet, forthcoming attractions maybe?

 

If our 'hosts' are to be totally honest with us, Saturday's meeting will be interesting.

Stef.

 

I'm surprised there hasn't been more comment on the SR quotes, but I'm not surprised about the change of plans wrt the 4F - I was surprised that it was previously offered a long term agreement. The ambivalence over the 56XX, on the other hand, also surprises me. 6619 ran on the NYMR for many years and seemed well suited to the line -the WSR is less challenging and the loads no heavier. If 4160 is seen as ideal, then 6695 should be equally well suited and quicker to return to traffic. I can't help feeling the the decision to let all the 2-8-0s go was a perplexing one. Are they really that much harder on the track than a Manor or Hall? It isn't as though there are any sharp curves on the WSR.

 

Strange thing is, they still have No88 which is a 2-8-0, so why is 88 ok but 3850 not? Are the wheelbases very different?
Could there be comeback for a breach of contract from the owners of 4422 and 6695?

Keith

 

Under the current circumstances I suspect the decision is driven more by short - medium term cash flow.
First one has to survive before longer term economics and implications can become a primary driver in decision making.

 

Exactly. Losing useful locos like this is not ideal, but difficult decisions have to be made to save money and secure the future of the WSR.

Will be interesting to see where these locos end up.

 

The sharpest curves on the WSR main line are at Watchet Bridge and at Mineral Line Bridge at c12 chains each.

Steve

 

Might it be that a 2-8-0 running backwards may not be ideal if there is no centering mechanism on the rear coupled wheels? I think the GWR 2-8-0 tanks had inclined slides on the rear axle[?], but as the tender locos were presumably not intended to do much running in reverse, they may not have any such arrangements.

 

Remember that 3850 "went" because it came to the end of it's boiler certificate. It is currently undergoing a heavy overhaul on the GWSR (recently had cylinders/frame extensions removed ready for new replacements). When the overhaul is complete the loco will be available for hire to suitable railways - if interested contact Dinmore Manor Locomotive Ltd.

 

But the WSRA last year turned down the opportunity to swap 4561 with 3803 from the SDR. The reason given was that 3803 would cause too much track wear.

 

Yes, I follow the progress of the locos in the Dinmore group. 3850 did run on the GWSR before the end of its last boiler certificate, so I think a change at the WSR had already happened at that point.

I would assume that with Dinmore already running at the GWSR and with the group being based there now (along with the associated 2874 Trust), the GWSR will get first claim on the loco as partial payback for the use of overhaul facilities.

Keith

 

According to Wikipedia, the maximum axle loading of 3850 is a ton greater (a 6.25% increase).

 

Loco 44422:
By April 2018 the locomotive was undergoing a bottom end overhaul at the West Somerset Railway. The overhaul includes the optical alignment of the axlebox horn guides, new big end brasses and repairs to the brake hangers.

The wheels were sent to Riley & Son (E) Ltd for tyre turning and whilst they were there cracks were found in all six wheels. It is planned to repair the wheels by welding but the wheelset is currently in store at Riley’s works. The locomotive is on a 25 year contract to the west Somerset Railway who will be paying for the repairs (From Preserved British Steam Locomotives)

As the WSR was expected to pay for this - and do not have the funds it seems - that could well be the reason for termination.