S&D Railway Trust

No because of the gradients , and the need to pin down brakes etc, it wouldn't be a hard job to through pipe a couple if it was decided to ft them into a freight rake, but ideally, they would have to work with the MHR wagon group, to vac fit any that were considered to be worthwhile additions, or if the S&D group were to be a permanent fixture, they would have work with the exsisting groups anyway a lot would depend on what the plans were, if only the 4f hadnt left the railway.

 

As far as I am aware all goods trains (the demo variety) are fitted. In spite of my observation to the Ops Manager that the unfitted van lamps should not be carried, they still are. (A fully fitted train does include blow-throughs).
Pat

 

Thank you

 

Sometimes, but not often and usually at least partially fitted. Most vehicles are at least piped. The heaviest regular unfitted move involves the steam crane but that is generally when the line is closed to passengers.

Sent from my SM-A405FN using Tapatalk

 

So , what does this mean for the joint PLC + S&DJRT press release, as I can't somehow see the trust wanting to return their loco to the same railway that threw them out, so I would assume that the trust will be looking at recovering the equivalent money from the PLC, for use of the engine over the last 7 years, assuming, of course that when the time is due, the PLC hasn't gone into administration or it's assets purchased in a fire sale ,

 

I don't see how it changes things in that respect. The WSR was still throwing the S&D Trust off the railway when that joint statement was made.

 

Some interesting comments on the SDRT Facebook page.

One from JJP taking credit for the WSR making 53808 ‘look nice for it’s visit away’

Another from someone who asks what will happen once the boiler ticket has expired. Official response from the SDRT ‘That’s still to be decided’

I’ll only believe 53808 is returning to the WSR when it’s been unloaded there.

 

Like Alan Kebby, I can't see 53808 returning to the WSR, who knows if there will be a WSR in two years time for it too return to for overhaul if the MHR comes up with a deal, tying the the loco to the MHR for it's next ticket i know who i would trust to be the better option for the S&DJRT .

 

Both those lots of removal costs will surely mean less money for other railway preservation projects, even if some is extra that would otherwise not have been donated at all. For anyone wondering who to donate to, the S&DRT must now be near the top of the list and the WSR right at the bottom unless and until the WSR PLC Board has a radical change of direction.

 

I think it was best summed up in a couple of Facebook comments; "The WSR should pay for this [the move]" "I think they already have, look at donations made elsewhere compared to WSR."

 

Glad you liked my comment, sad that it's seems to correct though. Problem is people have no confidence as to how the money donated would be used (legal costs being a probable use)

 

Comments on the SDRT Facebook page mention tentative discussions between SDRT and MHR about creating a joint S&D & LSWR Museum on the railway.

Just ideas floating around at the moment, but interesting to hear where thoughts might be heading.

 

that would be the best possible outcome, I wonder if any possible location is in mind ? i did have an idle thought earlier, i wonder if sometime in the future we might see the trusts tank engine, with the S&D coach and a brake van, running Alton to Butts and back shuttles on the Meon siding in-between services ?

 

Looks at home.

 

Late 1975, I think, on the initial transfer to Radstock West Yard. From there we went forward to Taunton Cider Company at NF in January 1976 or thereabouts.

I think yours truly is hanging over the cab sidesheet. I did a bit more than my share of pumping the 'winky wanky' handle to drive the axlebox lubricator, and I recall a spirited descent of Bruton Bank to get into the loop at Castle Cary, as we had an HST up our backside. Also in the formation were a Gresley packing van ex Frodingham and 3204, an Ironclad 3rd Brake of which sadly only the underframe remains, I believe.

Why, exactly, would you want to pin down brakes on a train with the S&D Seven at the front? The ability to control an unfitted train on a 1 in 50 gradient was a key feature of their design.

 

What makes you think brakes weren't pinned down as a matter of course as part of that "control"?

 

It will be interesting for members of the S&DRT to swap stories and compare experiences with members of the Bahamas Locomotive Society at the MHR gala next month. Many years ago, the BLS were evicted from their home at Dinting, though in slightly different circumstances, and wound up on another preserved line. It's just a shame that the MHR doesn't have the equivalent of Ingrow goods shed to offer to S&DRT.

 

After such a warm welcome offered to the group by the MHR I would have thought that the last thing they would want to discuss at the Autumn Gala was their eviction from the WSR.

Just a thought. <BJ>