GWSR General Discussion and Operations

I'm just curious to know why on most running days at the GWSR one of the steam locos is replaced by a diesel for the last run of the day. This practice seems to have been going on for several years. Is it simply to give the diesels a turn and keep diesel enthusiasts happy or is it for an operational reason (e.g. reducing the number of hours the steam crew are one duty)?

 

A bit of both, but principally the latter. On our 2 steam timetable if we were to run both trains steam all day we'd need 4 crews otherwise the shifts would both be over 12 hours long. Instead, we shorten 1 turn by one round trip to enable 1 crew to cover it, and split the other train into 2 shifts, with the afternoon crew also giving some lunchtime relief to the 'all day' crew before their main afternoon shift. That means we only need 3 crews instead of 4 per day. It's all very cunning!

 

Thanks for the explanation - that makes perfect sense.

 

Am I mis-interpreting this or are you replacing 4 steam crews with 3 steam and 1 diesel crew?

 

Not really replacing, because we'd never manage to field 4 steam crews day to day. This arrangement allows us to run a slightly longer day to cater to the Cheltenham-Broadway-Cheltenham daytrip market and the demand for an earlier train from Broadway whilst only requiring 3 steam crews. Before that we just ran shorter days.

 

Very pleasant day on the railway yesterday, in the company of Pendennis Castle and Foremarke Hall. The crews were being very complimentary about 4079, describing her as 'smooth as silk' - sounded like there was a Didcot contingent there too. Either way, they gave us a splendid run to Broadway, with plenty of that fantastic bark! Good to see the progress on platform 2 and the footbridge.
On the return, 7903 was gleaming and sounded just as good.
Trains were comfortably loaded, but with no issues finding a seat, overall a very relaxed and enjoyable day.

 

Thank you very much for the photo and videos of the 4079 charter on the GWSR. I attended the recent GWSR steam gala so was able to see Pendennis Castle in action. However, your photo proves to me that, after all the years of being a GWSR shareholder and supporter, dreams sometimes can become reality. This was the "Honeybourne Line" between 1952 and 1962. Thanks to you, and so many others, we can "get a glimpse" and experience what was and what is now.

I can also report that our GWR 2-8-0 No 2807 now has its boiler back in the frames and the team is working hard to get all the remaining "bits" refitted, including the boiler cladding and reattaching the smokebox. It is expected that 2807 should be back in service in September, but we all know how things can take a bit longer with these beasts!

 

Anything to report on the progress with 2807? A picture would be welcome.

 

The blog is being updated again with plenty of pictures gwr2807.blogspot.com

 

If all goes well we should start waterproofing the Stanway viaduct this next closed season. It's not definite yet, as the appeal launched to fund the works could do with more support.
https://www.gwrt.org.uk/donate/stanway-viaduct-appeal

As you may know, ours was a double track main line but is now single track. When the track was relaid back over the viaduct (having been lifted in 1979) there was a debate about where to lay it, and in the end the middle was selected, right over the drain inspection covers.
That debate is now topical again. Lay the track down one side, making access (and indeed viaduct mainenance) easier, or down the middle as before?

What do people think?

 

Difficult one. If the track is relaid on the original up or down footprint, then there is the problem of the structure being subjected to unequal loading, with associated stressing. How close can the track be laid to the centreline without fouling the inspection covers?

 

Can the drain run be altered to cess and cess?
What fall is currently in place in the formation?
For tamping you will need minimum ballast depth below the sleeper bottom of 150mm plus crossfall.
When the Bluebell extended to E Grinstead didn't they have the same problem?

 

There must surely be a straightforward answer to this question, depending on the size of the inspection covers - adjust the sleeper spacing to straddle the cover or cut away the sleeper middle leaving the ends to support the rail and lay the track in the middle of the structure? One sleeper, or at most two, is surely all it would take, particularly if it is cwr at that point. That wouldn't be enough to allow the gauge to spread, but if that's a concern removable tie bars could be fitted.

 

I'd be interested to know of other examples.

Why would the loading be unequal? Originally the two tracks ran on one side each, that could be just one side. Wasn't the viaduct built to be loaded along each side?

The track is currently laid in the centre, but that made it difficult to examine the centre drains. 4 years ago or so the track was removed, and pipes were fitted upwards to allow camera inspections from between the sleepers.

If the track is laid in the centre, you can't use rail mounted cherry picker inspection vehicles, and you lose the haul road that we have along the track elsewhere. That is very useful.

 

On Imberhorne Viaduct, the track is offset, essentially running along the up (western) side. I'm not sure if it is precisely on the old up line alignment, or is slightly moved towards the centre, but it definitely isn't along the centre line. (I've got a vague recollection it is slewed slightly towards the centre to allow more space to access the parapet-side of a train in the event of an emergency, but I might have got that wrong, it's a long time ago!)

See this photo (not mine): https://folkestonejack.wordpress.com/2013/04/06/extension-to-east-grinstead/bluebellopening_02/

http://www.bluebell-railway.co.uk/bluebell/pic2/wn/2013a/trtr_onviaduct_johns_24feb13h.jpg

Tom

 

Thanks Tom, that is very helpful.

 

It's not that unusual to see a crack running through an arch (below the 6 foot) due to the two tracks above stressing the structure on different sides (and different times).
Pat

 

Extend the loop to the broadway side, down trains run one side up trains run on the other side, thus minimising any stress caused, you also gain a small section of double track.