SVR Loco Newsy News / discussions

We don't know why but it is; the older SVR drivers who worked both it and Black Five 5110 will tell you the same. Both these engines worked eight-coach trains southbound over the Central Wales line and the difference in speed is notable; 2968's is consistently higher at all points despite 325 tons against 5110's 310 tons. 5110 was being worked on full regulator and 70% cut-off with the boiler steady at 200 p.s.i., but with speed, already at 10 m.p.h. having fallen from 12 until the driver, Ray Churchill, dropped it down to the full 75% 2968's speed at this point was 19 1/2 m.p.h.. Mike Notley reckoned 5110 wasn't the strongest of the Fives and 5407 would do better when it did the same run. He later told me it didn't. But there are other examples although I'd struggle to put them on paper, conversations with enginemen. Both types were mixed traffic engines but the Crabs, Horwich and Stanier, tended towards the fast fitted freight side while the Black 'uns towards faster passenger traffic, and there were good reasons for this. This does not preclude either type trespassing on the other one's territory!

This isn't a matter of one-upmanship or 'our engine's better than your engine'; each has its advantages and disadvantages and this is an example. But we've always had this 'it won't be able to manage it' attitude where 2968 is concerned. I was at Ribblehead on 21 December 1996. The 'Christmas Cumbrian Mountain Express' nine bogies for 365 gross tons, was stopped at Settle Jct while the Drax coal train cleared the section. I had to listen to 'it will need banking assistance to reach the summit' or similar from several photographers. Instead it accelerated 42 m.p.h against the gradient. The 12 3/4 miles to the summit took 23 minutes 51 seconds from a dead stand. All this recorded by Mike Notely. He was a big fan of this engine for its shear muscle.

 

Railway Mag report that smoebox numberplate 42968 was sold to the groupe at G W Railway Auctions on 18 July, for £950.Photo attached of 2968 at Chorley Wood with a Steam on the Met ,Watford to Amersham train ,4TC unit and class 20 on tow.

 

I was privileged to be rostered driver on 2968 during it's post gala appearance at the ELR last autumn. I was impressed by it, a very nice machine.
Having driven 42765 on many occasions i would describe the Stanier version as being sure footed and strong just like the Horwich version but it's much more refined in how it operates. I and many others were sorry the visit couldn't have been longer.

 

I wonder if there is another part of the tie up with VT yet to be announced? Haven't they got a couple of Panniers and a Hall with little current employment?

 

75069 is an interesting one. If I remember right isn't its ticket due at the end of '28? In which case I'd have thought it better to do V&P as soon as this season quietens down (assuming capacity to do that)? If it was to be limited through next season as well, and V&P then became unavoidable at an awkward point I'd have thought it would then end up getting pulled to do the full overhaul (or go into storage) early.

 

Is that more, less or the same as this year's theoretical?

 

Slightly more next year was the initial thoughts of the Calender meeting that took place the other week.

 

Good to hear, hopefully next year's weather will be a bit more conducive towards steam traction!

 

Zero chance of that I would have thought. It’s not registered with WC, there’s the cost of getting it up there and would the support crew want to do it? At least a week away from home sleeping in the support coach wouldn’t be much fun.

 

Interesting analysis, but 4930 mishap apart (& nowhere has it been publicly reported just how serious this is) the picture painted to SVR supporters is the situation is rosey - positive enough for EMF to move both their locos away this year.

75069 - why is this on restricted duties? It returned to service just before covid after 'the most extensive overhaul in SVR history' - it should be good mechanically for some time. It can't have clocked anywhere near the mileage in the last 5 or 6 years that SVR locos were achieving before Covid.

What is happening with 1501? It was parked outside Bridgnorth for a good year after withdrawal and rumour was it was being considered for a a quick overhaul to replace 7714.

Is the analysis of 7325 going to be made public?

How far off is Taw Valley?

I would be very surprised to see 13268 on summer Shakespeares, doesn't make financial sense for VT to hire in a loco for these. Hiring one for the polars does make sense with fees spread out over a number of trips. It keeps the mileage off their Castles that are better suited for express railtour work.

Surely now is the time to be having the conversations with loco owners and groups as next year's timetable is being planned. If a hire loco is required then this can be arranged in good time, a couple of years ago they hired the Saint for a limited number of steamings and as cover for summer.
Pendennis Castle anyone?!

 

Both panniers and Hall out of ticket. One of the panniers is rumoured as up for sale for the right price.

 

75069 returned in December 2018, as a complete engine, and has been used extensively since. It doesn’t matter how many times you overhaul, etc and how much the job is done, you still need the regular V&P work, etc. So it needs to be limited mileage until that can be done. Just because it had a major overhaul doesn’t mean it’s fine for some time. 60163 was new and still required all the exams at the relevant mileages!

I do think that 1501 has been some-what misinterpreted. A quick turnaround means it’ll be quick when it gets started, it doesn’t mean it’s starting quick. It has to wait its turn. Dunrobin, Taw Valley, 82045 are taking up the overhaul space with 1450 taking up maintenance space currently. Not much capacity for more really without going back to pre-Covid and filling the shed up again with projects which burn slowly due to too many projects!

7325 hasn’t had its analysis yet. As above. Space/Time/Staff, etc to do it. It got taken back to KDR due to space which will now be required to repair 4930. On the 4930 subject whilst it’s with the insurance it’s going to take time to get to a stage where it’s good to work on. Some disposal work has begun to take place, but it’s as per what is allowed currently.

 

Appreciate the reply Harry - and point taken on 4930 and insurance, but regards 75069 given the level of investment it does seem weird for it to have 12 to 18 months on light duties part way through its ticket. Perhaps this has happened with other SVR locos and availability of other locos has masked this? Otherwise you would expect maintenance to have been scheduled at a point to maximise availability.

I don't think I dreamt 1501 being a replacement for 7714, in which case it needs to be in the shed now!!

1450 & 4930's misfortune obviously haven't helped and are no doubt taking valuable resources that could be used to progress other locos, but it does seem quite a dramatic turn around from having locos seeking work to possible scarcity.

 

Thinking more of a one off under VT than on the Jacobite itself but I agree it would be logistically difficult. There was a proposal to try the mogul up there though at one time, as I recall, but it fell through. Very well suited I would imagine.