Brighton Atlantic: 32424 Beachy Head

Fascinating those these digressions are, isn't there already a thread for this?

Steve B

 

Wouldn't that essentially be a Merchant Navy rebuilt with Caprotti valve gear? Had DoG not had 'Problems' in other parts (Ashpan dampers, Brick arch etc.) That have been 'Sorted' in preservation BR may well have persevered with Caprotti gear and Poppet Valves and the re-builds 'Simply' been caprotti intead of walschaerts? Did the re-builds have different cylinders to 'Originals'? and the thought of Caprotti with unified drive is too good to be true, We'd be looking at the ultimate development of Gresley's Lentz valved locomotives.

 

I've just seen the General Steam Navigation thread and seen that the outside cylinders were retained with a new inside cylinder

 

A replica 4-4-2t Adams radial maybe, the cost of repairing the existing loco 30583 runs into several hundred thousands, it might be be more economical to build a working replica.

 

Yeah that seems to be the same reasoning for Stepney from what I hear. Personally however I just don't think this method would work for either Stepney or the Adams Tank, for in both cases despite the expense I just don't think the cost of building replicas would be any less costly then restoring the real articles so to speak. Fact is as well the Bluebell have an increasing number of their engines that need major renewal work doing, P Class No. 27 being a prime example, with the amount of work being done on that not necessarily far off from a new build in some respects.

My hope would by that the group working on No. 27 will go on to tackle either Stepney or the Adams Tank next, though I have no idea what their plans may be exactly long term wise.

I do recall a recent interview with the head of the locomotive department at the Bluebell Railway, who spoke of particular fondness for the Adams Tank and the desire to see it get worked on during his tenure there. Of course that's no promise nor do I expect it to be, and really that could very much imply long term thinking anyway.

Just hope it's not never to happen, as I'd love to see it in steam someday, for the last time it did was before I was born!

 

in my jaundiced opinion none of the above would be capable of improving what we already have .
what i would like to see is a big engine for use on the big railway that would take steam to the next level .

the only candidate for that in my opinion is Ivatt's big Duchess either in 4-6-4 or 4-8-2 configuration with Caprotti valves , oil fired , with the potential for a continuous rate of say 50000 lb per hour . i would be happy to bung a few quid in the pot to see that !

 

I do like the idea, but what benefit would it offer over any of the present Class 8 Pacifics for hauling railtours? Higher speed up hill would be of some help in finding paths, but enough to justify the new build? The 5AT would have been cheaper than a 4-6-4 or 4-8-2 and quite powerful enough for railtours, but there was little enthusiasm for building that.

And shouldn't this discussion be in the new builds thread?

 

i was thinking in terms of protracted 100 mph running with computerised engine management

it probably should

 

Isn't the P2 going to be a step up over the locos that are currently running? Beyond that, given the A1SLT's track record, I'd say there's more chance of a Gresley 4-8-2 or 4-6-4 appearing!

 

One day I’ll follow an update link to this thread and find some news on Beachy Head, but I’m not holding my breath.....

 

Brighton Atlantic: 32424 Beachy Head was the most recent (hundreds of pages, ago, or about a week ...)

I’m sure they’ll be another update in a little while, and certainly before the loco goes for its first heavy general overhaul, as was somewhat unkindly asserted on another thread!

Tom

 

Isn't it the case that in the current Covid-19 situation that the opportunity to progress work on it has been much reduced, so there is little to report?

 

Pretty much. Between March and September there was no working on site, and although a few things could be done remotely, much of the remaining work now requires access to the locomotive for fitting components. Unfortunately, that timescale was a bit of a double whammy, since one of the main objectives planned for the summer was the production and fitting of the boiler cladding, which, being an outdoors task, would ideally take place when the weather is better. So that may have to wait now until next spring - covid restrictions allowing.

The other juggling act that requires planning is how the boiler will actually be fitted. That will require cranes, so either needs to be done with a hired crane - which is expensive, and only available for a day - or in the main workshop. Doing it in the workshop seems to have a number of benefits to me in terms of the ability to do trial fits, and also to then lift the cab back in place afterwards etc; however, to do so will require co-ordination with the main workshop programme, which is currently heavily engaged on the boiler and mechanical overhaul of Sir Archibald Sinclair. Having Atlantic House as a separate base has been a tremendous boon to the project and has allowed it to progress far quicker than might otherwise have been possible, but the one thing it doesn't have is heavy overhead craneage.

Tom

 

Is Atlantic House connected to the network? (I thought it wasn't? - if so, do you not need a crane to get it to the rails).

As for not having enough to update, the snippet in Bluebell news (which I wouldn't read unless you linked it on here) is surely something that could go on (or be linked to) on the Atlantic page. The usual issues of having someone to generate copy/pictures etc has been solved.

Do your electronic wizzos have any way of telling how people get to the various bits? I assume if I click on Bluebell Railway, I will see the news. As I come in via the Newbuild steam page, I don't see it. How representative of a significant traffic flow I am I don't know.

 

Atlantic House is at right angles to the main yard. So when the loco and tender emerge, they will have to be turned through 90°. That is I imagine going to require a road crane, but I could see doing just that taking a whole day. You aren't then instantly going to be ready to put the boiler in place. My working assumption is that once you have the loco (without boiler) on the rails, subsequent crane operations will be easier inside the main workshop. Don't forget that the loco yard is a working yard with pits, so blockages while, for example, a crane is in place, need to be kept to the minimum and may be restricted in times as to when they can happen.

Web presence: gradually being modernised across the whole railway, but such things take time. I'm not sure what you mean by the Newbuild steam page.

Tom

 

Sorry, I mean the Newbuild steam website (even though it is defunct, it still has the links to all the projects).

Noted re cranes, I was just checking my understanding, I thought you'd need a crane in any event (although get your point about needing it for longer) Expensive hobbies, cranes...

 

In terms of new builds that would be useful for a preserved (standard gauge) railway, then 0-6-0 tender engines would seem to be pretty close to ideal - 5 (6?) coaches, 25 mph, nothing too large or complicated. (I accept that available Std 4MT tanks seem to be snapped up, and with 13/15 restored so far, they must be doing something right other than being Pacifics when running backwards....)

For me, amongst the 0-6-0 tender classes that 'got away', I'd love to see a Drummond 700 'Black Motor' (always felt purposeful), Ilfracombe Goods as rebuilt, as well as a K (2-6-0, I know).

For those where we have survivors, a batch of either Dean Goods, J15s or SR Qs would probably serve preservation very nicely; Q1s probably divide opinion somewhat more!

 

If we are talking 0-6-0’s, a one that got away was the J39. They were regularly used on passenger trains, as well.

 

I don't think you'll find many people queuing up to build one though - can't afford all that copper for the boiler

Tom