Black 5 workings

Back in 2005, 2968's first booked main line turn was to be over the Cambrian to Aberystwyth. This came as quite a surprise to both us and the SVR. For other reasons, it didn't happen (in fact 2968 never worked main line again) and the turn was covered by 7802, but it was planned and sanctioned to go ahead. I've no idea how.

 

I definitely remember the excitement of seeing my first Black 5 at Bromley South, I was 10 years old at the time in 1957

 

That’s not exactly what I mean, I know 44871 and I think 44932 have gone there post 1968 but was it an occurrence pre 1968?
It’s a bit like saying A4’s were common on a certain branch in Shropshire because one was based at Bridgo for a while in the 1990’s.

 

?!?!?!??!?!??!!!????

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Must agree Andrew hadn't realised that "they'd" re-gauged a Black 5 for use in Northern Ireland [5' 3" gauge]. I knew that some Jinties were as well as coaching stock, some of which IIRC was brought back to the mainland [coaches] and ended up at Embassy,needing re-gauging back................

 

Very true. I've only evern known Shrewsbury - Aberystwyth/Pwllheli. From what I recall of peak season services on those lines in the early 1970s (i.e.after the Marples/Beeching cuts), many through servives were double headed Class 25s from Shrewsbury - Aberystwyth, DMMUs held sway on the CCL, though there were still a handful of loco hauled through workings which brought non-native locos to the CCL, I saw Class 37s for myself, on summer weekends (one formed the solitary timetabled Sunday working at the time). So far as restrictions, back then at least, in addition to the PW itself (nowhere near the heaviest bullhead I've seen), were the obvious 'biggies' e.g. Barmouth Bridge, Pont Briwet, also there are considerable distances where the route crosses flood plains and saltings. With a blanket 55mph max north of Dyfi Jnc, umpteen PSRs (and several near-permanent TSRs) and the considerable number of checked curves, a 'mainline' the Machynlleth - Pwllheli section certainly ain't.

Not sure, but the magic number seems to have been an axle load a shade north of 17 tons.

 

not forgetting LNWR Special Tanks

 

Very occasionally one would arrive at Paignton on a summer Saturday when there was a loco shortage at Bristol.

 

I'm not sure anything did need to be done because the Manors axle loading was so significantly lower than that of any other mixed traffic loco (about 1.75 tonnes lower than a Hall, they even had a lighter axle loading than the 43xxs). Aside from Dukedogs and Dean Goods I think the only new GWR design of tender loco to have comparable route availability to a Manor was the Collett Goods. Although interestingly apparently their axle loading is the same as the 28xxs, which begs the question, why did none of them make it over on to the Cambrian? Not flexible enough to go round tight bends? Or did they make it and I'm just ignorant of that?

 

Total weight could also be a factor.

 

In GWR days it was only the Shrewsbury to Welshpool portion of the Cambrian line that was a Blue route. From Welspool to Aberystwth & Pwllheli was a Yellow route. The Line from Ruabon, through Llangollen to Barmouth Junction was also designated as a Blue route.

 

Ironically considering where 2857 now lives, Bewdley to Buildwas (dotted Blue) was another place, the rules specifying "Engines in the "Blue" group (with the exception of the 2-8-0 types)". So 28xxs could and did get to the Stourport and Ironbridge power stations from the far ends of the Branch, but not using coal from Alveley Colliery in the middle.