New power units

I agree, after all, from the train, how do you know what's on the front? Obviously from the growl (or chuff)

 

DCC sound chip, tannoy system and a smoke generator and away we go!

 

There's already at least one class 14 diesel in preservation with a non-Paxman power unit. I don't pretend to be sufficiently familiar with it to know what it sounds like but it seems to find regular work, so presumably this is deemed to be OK for that particular loco.

On the 08 which I'm part owner of we had two original carbon pile AVRs rebuilt into one good unit by a retired chap working (presumably) on his kitchen table. It took about two years but the result is spot on. However, once he and his ilk are gone we probably won't have this option. We did get a quote for a modern electronic equivalent unit and it was in the thousands, which was thousands more than the retired chap quoted. Thus I don't think it's the technology which is going to prevent us from keeping these old machines going indefinitely, it's the cost of repairing or replacing that technology particularly as time marches on and it becomes even more of a specialist/niche market and beyond the means of "ordinary" enthusiasts.

Of course with something like an 08 (or a 20, 31, 37, 47) there are presently enough around that a certain rate of attrition, even within preserved circles, is not really a problem. Not yet, anyway. When you start looking at the rarer / more obsolete classes (15, 28, various hydraulics and deltics) the picture is already quite different - sure there is plenty of good work going on, but locos not in traffic are spending a LONG time out of traffic and by and large you need either a sizeable group or very deep pockets (or both) to take on these sorts of machines. Probably the currently more common diesel classes will head down the same path in years to come, though hopefully not for a while yet.

Ironically might the result of this be steam engines increasingly replacing diesels...?

 

I was thinking more the triang style piece of rough metal and a flap brushing past it

 

Would this thread be so different from discussions had in past decades relating to problem restoration issues for steam locomotives? Some of the problems that have been overcome and are now "routine" (struggling for the right word!) were at one time thought to be insurmountable obstacles.

I guess if the passion is there and funds can be found, then there is possibly nothing or very little that will be off the table. Human beings being a clever bunch and all that!

 

Very much in line with my thoughts. The breaking up of 3612 seems to.be the SVRs dirty secret, but doing the Same to diesels seems fine

 

Of course anything can be repaired/replaced if you want it badly enough and can afford to pay but Sad to say but some of these big diesels will end up going for scrap if something major goes wrong.

For example just check out the class 31 https://en.wikipedia.org/wiki/British_Rail_Class_31 below
I remember there was one on the Glouc Warwicks, Something went wrong with it (not sure what), but the owner took the center part of the roof and cylinder head off and then rain water got inside the Engine, then it was just left and eventually scrapped. No idea of the story behind it but I am sure someone can explain in more detail.

Preserved then scrapped
In addition, the following locomotives were previously preserved, but have since been scrapped.

• 31113 ex-Chinnor and Princes Risborough Railway - scrapped in June 2008 at EMR Kingsbury after death of owner
• 31123 ex-Gloucestershire Warwickshire Railway - scrapped in 2006 by A1A Locomotives
• 31144 ex-Weardale Railway - scrapped in 2014
• 31166 ex-Wensleydale Railway - scrapped in 2009
• 31188 ex-Wensleydale Railway - scrapped in 2008
• 31410 ex-Stainmore Railway - scrapped in September 2014 at CF Booths Rotherham
• 31421 ex-Midland Railway Butterley - scrapped in 2007 after deal fell through for loco to get power unit ex. 31405
• 31442 ex-Churnet Valley Railway - scrapped in 2004
• 31467 ex-East Lancashire Railway - scrapped in 2008 after being stripped by metal thieves.
• 31556 ex-East Lancashire Railway - scrapped in 2010.

It may be possible to buy these diesels cheaply initially but then if say a traction motor burns out or some other major fault you could be looking at a massive bill to get it repaired (perhaps more even than the loco cost originally)

Some railways can then start bleating on about it taking up space, linear scrapyard etc and more or less push the owners to dispose of it and if there is no buyer then the scrapyard ends up then next destination.

 

I think some of those mentioned above, weren't exactly bought for preservation, I'd go as far to say most of the stuff at Wensleydale owned by Mr Needle isn't preserved at all!

 

As far as I can see it has been possible for individuals to pick up ex main line locos fairly cheaply but they then lack the funds for major repairs

 

I know of one 09 owning group who having secured their locomotive, immediately began sourcing spares for it and indeed continue to do so. Trouble is these things are expensive, and require secure and suitable storage locations if they are to last until needed. ELectrical components don't like damp environments.

 

It is perfectly possible to make one offs or small batches of parts and engines from scratch. The diesel engine industry does this all the time when developing new engine models.

The issue is that it is phenominally expensive and that the resulting parts are likely to be less reliable than series production parts.

 

Any idea who might make a new Napier Deltic ?? (See the Gordon thread)

 

https://www.theclanproject.org/news/193-21st-century-technology-for-a-21st-century-steam-locomotive

Depending on the properties of the parts required, this technique looks promising for castings. I would have thought it's easier than ever to get replacement parts made, although cost as ever is the issue.

 

You could try Ricardo or AVL but you would need a 7 or even 8 figure sum!

 

As most of the cost (for any power unit) would be design, proving and setup, were anyone seriously thinking of going down this route, a reasonable sized batch (even if much was stored unmachined until needed) would make far more economic sense than a one-off. Dunno how the question of modern emission standards would affect everything in such a case.

 

Do any patterns still exist for castings of things like the Napier Deltic engine blocks and cranks? If so are they available? What about other relevant engines?

Steve B

 

I seem to remember the Hymek at Bury running (temporally) with one of the Western's engines whilst it's own was under repair a few years ago. Don't think there were any negative comments at the time, even though it didn't sound quite the same. At least it moved and was useable.

 

The Wesmek.

 

What is the current spares situation like for the two main families of BR Engines - the Sulzer LDA Series & the EE CSVT?

 

What happened to all the sulzer pattens that were stored at the vickers shipbuilding and engineering works in Barrow ? When I did my apprenticeship in the early 80s there was a large amount of patterns and unused sulzer parts in the old general engineer shop