West Somerset Railway General Discussion

Where do you get SVR rosters? This has got me interested.

 

Unless your rulebook specifically allows that, I would think that statement is wrong.

In general around the country and especially on Network, No train is allowed to pass through a possession unless it is planned to actually work in that possession.

 

https://www.svr.co.uk/MeetTheLoco.aspx?id=26

(For diesels - steam locos normally published weekly)

 

Brilliant - thanks.

 

Are they? There seem to be fewer diesel galas now, because of the difficulty of getting fickle diesel enthusiasts to attend the ones that were being staged.

And it is still the case that diesel haulage is not popular with the predominant tourist, who generally prefer steam. Face it, diesels are and add on, clinging to the back of steam. Try proving otherwise by opening a heritage line focused on diesel haulage only and see how well it does!

 

Fine let the line go under.

Least then West somerset will get a proper service that connects them to Taunton and Cardiff.

 

You are missing the point, Your attitude is typical of the diesel gricer though - it seems as though it has to be 46010, nothing else will do. Don Bishop has already explained why 46010 cannot come but he has said that they are looking for suitable replacements. Why not wait till you see what they are before throwing your teddy out of your pram?

 

Always thought 41001 would be a draw if it was on the line

 

What about an HST??

Failing that a small Sulzer would be nice - and of course 'cough' on the banks, so a Class 25 please.

 

right has to be said captain fantastic penmere and seafire you are all a pain in the arse with your miserable comments get a life

 

That incident would have still have fallen into the "must be reported to RAIB immediately" category even if it had happened to an ECS or LE move, and although it's impossible and somewhat pointless to speculate, they may well still have decided to investigate given the nature of the incident if it had happened in those circumstances.

Annual RAIB statistics can be misleading due to low numbers, but in 2018 10% of RAIB reports published were about freight train derailments, and only one about a passenger train derailment.

 

Fortunately the WSR seems to be now making professionally informed decisions in managing the life of its current infrastructure. Exactly what it should be doing and a sign that it’s got a grip. There’s a lot more to a track wear calculation than just axle loading quoted by armchair ‘experts’. Unsprung mass, dynamic track forces for example all should play a part.

It isn’t hard to understand. Nothing lasts forever. Track that was pretty tired in 1971 and was laid to RA5 eventually needs replacement and that replacement is now well overdue. Running much larger locos over it than it ever carried in BR service has just accelerated that moment . 20 mile long heritage lines are always going to struggle when that point is reached. Those that want this railway to survive totally get that it needs to be carefully managed until the money can be found for it to be relaid.

No surprise to me that it’s the two lightest steam locos that are in use at the moment.

 

Typical diesel gricer,So you are saying no one is allowed to like Kettles and modern traction Interesting.
Don't even like Sweaty peaks, Too many wheels,Leaky Swiss tat,

You're the one whos thrown your toys out the pram.
I'm quite calm.

If you can't handle the truth, this forum has a great ignore function, HTH.

 

Ahhh, spring has sprung and after a quiet few months, normal life returns to West Somerset.

Did anything, you know, significant happen west of Taunton this weekend? Perhaps some trains ran?

Tom

 

As is rightly pointed out, the Peak and Hall have about the same maximum axle loading. I don't think the Class 33 and 47, both in regular use on WSR, are any lighter in terms of axle loading. In GWR-speak, ALL of these engines would have been "Restriction RED" and banned from the line in pre-preservation days.

IF the WSR's issue with the Peak is one of weight, I think it is likely to be one of overall weight, or possibly the concentration of weight on the 2 power bogies, rather than axle loading. A Peak is about the same total weight (136-137 tons) as a GWR King Class (with tender), and considerably heavier than either a Castle or a Hall (with tender). I wonder whether the WSR has concerns about the effect of the overall Peak weight upon one or more under-line bridge spans on the route, particularly if the bridge is awaiting maintenance or repairs.

I also notice that the Peak bogie is 21ft 6in wheelbase, which is unusually long for a rigid wheelbase. Can anyone advise whether there is any side-play in the carrying wheels? If not, that is another factor that could cause concern to the WSR's civil engineer.

 

The outer unpowered axles can move laterally, being effectively centreless trucks, attached by two arms/links to the bogie front plate. The two obvious covers or bulges on the front accomodate the link pivots/bearings. The design originated on 10201-3 and was used on the Class 40s as well. Langridge covers the arrangement briefly in Under 10 CMEs.

 

Perhaps the poster could either (1) identify anywhere the WSRA made any such a statement or (2) apologise for it and stop s**t stirring.

Robin

 

Watching Victoria on ITV just now, set in the 1840s. It featured her theoretically going to the Isle of Wight, via the approach to Blue Anchor, on a train pulled by 53808!

 

And crossing on a 1947 built LNER Paddle Steamer..............

 

I always thought that S & D design was a bit ancient.