6023

Yes it should, but due to the taper the orifice at full height might be more than the original chimney can accommodate... altering the taper to suit might lose you as much as you gain...

 

Deleted.

 

Obviously from a site that is secret and wants no one to see it.

 

I absolutely loathe & detest published web links that don't work, usually with a 404 or 502 error.

 

I saw 6023 being moved by low loader along the M4 last week, Was near the junction for Bath when I passed it, only the loco, didn't see the tender.
It is a shame it cant get moved about by rail.

 

Not that she can't be moved by rail, AIUI, its just that its rather more expensive to do it that way.
My understanding is that the days of low speed freight trains trundling round the country at 25mph that you could attach a dead light steam locomotive to are gone, so it needs to be a special train, awkward to find paths for, and all the rest of it.

 

What's next for 6023 following its sojourn at Paignton? Scrolled back through last few pages but can't see any indication - apologies if I missed it!

 

Well Camelot seemed to also get moved by rail from the WSR back to the Bluebell by West coast last week also, so it can be done as Camelot isn't main line registered.
Would be interested to know how the costs/issues with road/rail movements compare ? Anyone know why Camelot was moved by rail instead ?

Edit -
Unfortunately we have had to delete the photograph of Camelot passing through Ticehurst due to complaint of a breach of copyright from the owner.

A link to the image is as follows:

http://cgibin.wsr.org.uk/cgi-bin/snap.cgi?h=Snapshot&p=2018/09/268

 

I'm slightly confused by that - I thought 6023 was operational?

"Camelot" as an example was moved by rail to and from the West Somerset. As I understand it, the cost of having a towing diesel (and crew) plus paths on Network Rail etc was broadly competitive with the costs of lorry transport. Going through the certification process to allow a move on the mainline added to the cost, but that is a process that I believe has validity for I think 12 months. So if that certification already exists for 6023, a rail move should have been at least competitive. As things stand, presumably even a lorry move back to Didcot still requires the last short section by rail?

Tom

 

6023 doesn't seem to fit on much of the network, see also 6024 who ran for many years cut down as per 6023 but now apparently needs new cylinders to be bought in gauge, now I am not sure when this change occurred and I suspect it was post the completion of 6023 but it makes her something of a white elephant as she stands sadly (unless they can borow the 6024 patterns and cast new cylinders as well). It was noticeable that the only time she has been main line was Didcot - Padd - OOC for the open day and I read at the time that the only way that could be accommodated was to basically zig-zag here along the GWML between main and relief lines to get her through the stations?

The pictures I shared the link to and (and then deleted as it seemed to cause complaint) were of her being taken back into Didcot with a 66 (or 2) this morning from West yard as you correctly state there is no road access to DRC. Thus anything coming in or out of DRC is subject to the basis mainline tests as alluded to in your post.

I suspect that a Standard 5 is considerably more gauge friendly that a King and therein lies the simple answer to the questions being raised.

 

They even had to grind down the bolt heads on the cylinder covers to get 6023, so it's very tight as it is.

 

It's a shame about this, but apart from following 6024's example and cast new cylinders, that's the harsh reality of today's shrinking railway. Still, after years of doing very little, at least 6023 has stretched its legs on the GWSR, Severn Valley and Dartmouth lines and brought a smile to quite a few faces this year.

 

And hopefully earned a few bob towards a hopefully smallish boiler job with the need for that rapidly approaching?

 

If 6023 can't go on the mainline, surely, it has a further three years for use on heritage lines.

 

Your main questions were answered on the 6023 facebook pages. The King is gauged as far as Taunton but not beyond.
Rail transport cost was about 7800 towed and 4300 on the lorry, so the choice was obvious.
Kind regards
Jos

 

Jos, when you say as far as Taunton, from which direction is that? By the way, I have enjoyed seeing and hearing her when the was gainfully employed on the Dartmouth SR.

 

For what is is worth, I was told that Paddington to Taunton is ok, and Taunton to Newton-Abbott is problematic.
Please note I am not an official spokesman, this information may have changed in the mean time.
Kind regards
Jos

 

And you also don't have the concerns and problems over putting an engine on a lorry as you do with going by rail.

 

Pity if she is gauged Padd-Taunton that they cannot sort some manner of mainline run even just that before the ticket expires, just to wet the appetite and all that? (assuming all the gubbins are fitted - were they needed for her towed trip out I suspect not)

 

So in theory she could run Paddington to Taunton with a tour, hand over to a WSR loco at NF, turn on the triangle , be serviced and work a return tour back to Paddington later, I'm assuming she's to heavy for the Minehead branch, otherwise could she run all the way to Minehead, and then turn on the turntable , and be serviced in the loco road ? .