FR & WHR & WHHR News

There are similar discussions going on over on the North Yorkshire Moors Railway forum, so it's not just the F&WHR that's going down this road. And it's not only railways either. Other visitor attractions are following a similar pattern.

 

So unless the WHR has an engineering business, it's not a valid comparison. And yes, I do get the point about going under, but the fact is that the railway went under because of it's intended-to-be-profitable sideline.

 

If you're interested I've just put a post on the "Galas and are they worth the time, cost and trouble?" thread that has a little bit of relevance to recent discussion here.

Steve B

 

I'd forgotten the Snowdonian was running today so had a nice surprise whilst walking at Rhyd Ddu at lunch time. Three locos in steam at Rhyd Ddu isn't that common - nice to see K1 out and about on a passenger working.

Apologies for the quality of the long distance shot - the camera isn't great and I was the other side of the lake at the time in a fairly strong wind!



Steve B

 

Would the big Garratt need help from the little Garratt or was this just to give the little one a bit of exercise?

 

Yes it is just a stunt as often happens on a preserved railway.
The big Garratts used to take over 200 tons of limestone up the 1 in 40 out of Loerie. I don't think a few coaches cause them much trouble.

Tim

 

Perhaps having the Tassie helping out means the NGG16 uses a bit less coal?

Whatever, though ... some lovely shots there.

Elsewhere, signs on activity on (or at very least, some shunting of ...) Funkey Castell Caernarfon. I'd imagine it's return to health can't come quick enough for the operating dept.

Progress noted on " Kalahari" 134: http://ng15-134.co.uk/index.html

 

Video from the Ffestiniog Railway Society's AGM weekend specials, with visiting Elin and Sybil from the Richmond Light Railway.

 

Also F&WHR Moving Pictures Number Sixty Three - 25/4/22


Thanks to all the people who stood (or sat) by the lineside when others were enjoying the rides.

 

Working party report(s) concerning Chinese C2 0-8-0 at Blodge, up to Easter weekend:

http://www.c2project.org/index.php?page=news&sp=2

 

Along with the NG15 I'm really looking forward to seeing the C2 done. Almost as much as my own loco

I always enjoy their updates.

 

Seconded ..... though you can bet about five seconds after 134 appears in the running-in glossy black, the conversation will shift to 133.

Genuinely interested to know what sort of role the C2 is likely to end up playing, as I'm clueless as to what to compare it to in terms of general oomph.

I could very easily picture it on a trip to the SBR (maybe because their own collection is so eclectic) , but somehow a mental image of it on Rhoslyn Bridge or the CTL eludes me.

 

I've been following this project for a while and it continues to be a fascinating and no doubt frustrating bit of industrial archeology. Bits that don't match drawings, on the fly repairs, undocumented modifications from the original design as the locomotive as it is is almost a Xerox of a Xerox. There isn't a European built example in the UK to compare it to is there? Either way, I'm looking forward to seeing it in action.

 

It is reasonably powerful and 10 coaches up the FR is feasible. The limiting factor is adhesion really.

133 would probably need a new boiler due to heavy pitting on the outside of the barrel. Perfectly feasible with enough money of course.

Tim

 

10, Eh? I'm picturing the C2 restarting from a rain soaked Tan-y-Blwch right now!

Interesting re:133. Was the loco originally imported (for the Robin Hood's Bay scheme IIRC) as a restoration job in it's own right, or a spares mine for 134? I can't imagine a pretty straightforward replacement parallel boiler coming in north of the price ticket for the latest double Fairlie design, with all it's 'interesting' geometry and what look like four dimensional staying arrangements. Is the inner firebox steel or copper?

I guess 133's long term future hinges on how well 134 acquits itself in service. If the NG15 can, as received wisdom has it, perform close to comparably with the NGG16 (and do so without incurring an excessive maintenence burden in the process), it'll be fascinating to see how the economics (and feedback from both footplate & workshop staff and the pw dept) stack up.

 

If the NG15 performance is as you describe, cue wailing and gnashing of teeth at Boston Lodge for having bet the farm on the dearer option.
Pat

 

It's intriguing isn't it? I suspect although the NG15 can shift loads close to that of the NGG16, the Garratt does it's thing comfortably, where perhaps the 'Kalahari' does so at the expense of greater maintenance. How that pans out, with respect to lower cost maintenance of two engine units vs higher cost for one is anyone's guess.

Then there's the costs of coal, oil etc and that's before we get to their relative effects on pw. Are 2 six-coupled units kinder to track than a single eight coupled (K-H) unit.

Regarding the answers to any of those questions, I honestly haven't got a clue!

 

Waiting. Breath bated.
Pat

 

I'm not sure there was much betting of the farm. Certainly a non articulated engine is better than articulated one from a maintenance point of view but that wasn't really the choice. 138 and 143 were purchased as working locos from the ACR. They inevitably needed some remedial attention in the UK but this was probably the best option at the time. 87 and 130 were restored from derelict condition thanks to two very generous individual donors.

Of the other locos 133, 134 and 140 they were purchased and donated to the railway by enthusiasts. They didn't come with with any funding to make them run unfortunately. To make any of these a go you probably wouldn't get much change out of £1/2 million, if any. So you either have to play a long fundraising game, or find someone with deep pockets.

The 15s aren't as powerful as a 16 but they don't need to be. A 16 isn't really maxed out on the WHR. I imagine a 15 will be perfectly capable of the job. They were certainly more popular with crews in South Africa being more comfortable and better riding.

 

Due to the unfortunate discovery that a new boiler will be needed, I think we will be waiting a long time before it is in action.

As for another NG15, I do wonder if 135 at Exmoor Steam Railway might be a better prospect. It was dismantled some years ago and the boiler and frames given coats of protective paint. I think it has been moved under cover more recently.
As Garratts 87, 130 and Pete Waterman's 109 came from Exmoor I suspect that a deal could be done. Now, where's that lottery ticket........?