44806 for sale?

Oh dear. 76079 had a flaw in one cylinder which had been there ever since she was built. Your mean-spirited suggestion notwithstanding, the fact that this became a problem when it did is not the fault of the NYMR; nor of Ian Riley for that matter. It would have happened no matter who owned her at the time. She is due to return to traffic with a new cylinder next year.

 

Well said, Bramblewick

 

I think you might be guilty of letting the facts get in the way of a bit of good old "why oh why" NatPres spleen-venting...

Tom

 

The NYMR follows the policy of a number of loco owners of undertaking an "intermediate" overhaul every 5 years or so - in part, so that a Whitby loco never exceeds the 7 years since last internal and external boiler inspection for the mainline (and the 5 year work is at least the minimum for that 7 years to be extended, which is of course permitted).

The cylinder on 76079 was known about and was due to be replaced at the intermediate overhaul. Unfortunately, the crack was observed to worsen and the loco had to be withdrawn early from normal traffic, but did manage to undertake some light duties until space was available for it to be dismantled and the overhaul start.

The intermediate overhaul has actually tackled all necessary for a new "10 year ticket" (accepting there is, in fact no such thing but it is short-hand for the full internal and external boiler inspection, if I understand correctly!), all necessary work on the frames etc. as well as the new cylinder. Return to traffic is forecast for the start of next season (but the loco is still, not surprisingly, in a lot of pieces at the moment).

The intermediate overhaul of 75029 involved renewing just over half the boiler barrel and repairs to the foundation ring area of the firebox. Since then, the loco has run over 20,000 miles in 2 years. This represents being in service almost every day the loco hasn't been on washout when trains have been running. 45428 has a similar record, as did 76979 in its last full season of operation before the cylinder problem worsened.

So, I can assure 8A Rail that Grosmont MPD has a splendid record of availability and standard of maintenance. Reliability and preventative maintenance are the watch-words from the Traction and Rolling Stock Engineer through the whole set up. Is 8A Rail's concern that the locos they keep in such fine and reliable order do the job they are owned by the NYMR for - running NYMR services between Pickering, Whitby and let us not forget Battersby - and not running on the wider national network?

Steven

 

Appalling libel against the NYMR, your comment is outrageous.

 

Its one reason why I really like the NYMR... its not actually the big engines I enjoy seeing, although they are nice and impressive. A Black 5 and standard 4 is certainly enough for the line and have the power and traction to do the job well, efficently and reliably. Certainly blows a hole in the thinking of the 'we need big engines' rule of thought when clearly the line works with what it has. The B1 has been particularly impressive and reliable since its return and I hope it becomes a NYMR assosiated loco for a long time yet!

 

Certainly agree with you there!

 

I live 300 miles from Pickering so tend just once a year for a few days during the "Gold Timetable".This year I had a very enjoyable visit with the Black 5,Standard 5 and B1 in operation.
I very much agree class 4/5 engines are ideally suited to the line. 44806 will be most welcome addition to the fleet.

 

Great news that she is going to the Moors. She will be a vital addition to the fleet on one of the most challenging steam worked lines in the country. The Shed staff/volunteers really graft to keep the loco's fighting fit for services as they do on all of the other Preserved Lines in the country. The earlier comment by 8A rail was very out of order.

 

Good news to hear, and I agree she will be a fine addition to the fleet, certainly whenever I think of the NYMR, I tend to picture a Black 5 slogging up through the Moors with a long train, that in itself is quite an iconic image of the railway to me, as I'm sure it is for many others.

I am curious though, who's bought her, the railway itself or some individual? I would have thought it would be less likely to be the railway, as they've already bought another engine not that long ago, and I doubt their exactly made of money and can do that regularly.

I certainly concur with everyone else here that 8A rail's comment was most definately out of order. Every heritage railway take good care of their engines, and I'd rank the NYMR especially high in this regard as their line's notorious steep gradients, with busy timetables and long heavy trains, demand it. They need their engines in top shape, otherwise they'd be unable to run as intensively as they do now, with locomotives breaking down all the time. I'd say all things considered then, the NYMR must probably have the best reliability rate when it come to it's locomotives, as I've rarely heard of any notable issues in that area of affairs on their line.

Its generally the law that they have to keep them in good order, and who'd want the reputation of having badly cared for locomotives? It would be a practically a crime in anyone's book, especially to us enthusiasts. Plus keeping the steam engines in good health is a benefit all round to everyone involved, a win-win.

 

My understanding is that 44806 has been bought by an individual, who wishes to remain anonymous, and donated to the NYMR Trust.

The NYMR has long recognised the need to have a basic fleet of locos that it owns and maintains itself in order to provide stability of provision of motive power, and with 7 engines now in that category it is probably reaching the state where that aspiration has been achieved. Arguably, as the railway needs around 8 locos available each year to maintain the service and there is an increasing need for Whitby-capable locos, there is probably room for one or two more Whitby engines in that fleet but unless the financial position improves markedly I can't see any further acquisitions in the forseeable future, even supposing that suitable engines appear on the market. This gap provides the opportunity to build relationships with other groups such as the B1 Society, NELPG and the Essex Loco Society, as well as individual owners and we are fortunate that these engines provide extra variety.

 

So what does next year's fleet look like? 29, 7, 3395, 1264, 4806, 5428, 75029, 76079, hopefully 92214, and possibly 825 and 34101 towards the back end? It looks as though the awkward patch might finally be over.

 

I'd disagree slightly with what you have said. The NYMR locos are generally in good order - they have to be - but they are often stopped with minor problems to keep them that way. That is one of the main reasons that advance rosters are not really practical. Tomorrow's roster is seldom decided until tonight, when the locos have had their exams and declared fit for another day. It is very common to swap locos overnight rather than spend a late night shift repairing them for tomorrow.

 

Sorry I have not been around lately to pick up on some members comments - other priorities but I am not for one to hide or runaway when things are abit sticky. First and foremost, my apologies to Bramblewick for the incorrect information and after receiving confirmation from another reliable source, yes there was a flaw in the cylinder from what I understand from her initial restoration at Kirkby. So again, I apologise. To Tom, I have no idea what your comment is about unfortunately, so it goes right over my head, sorry!

Steven, I appreciate your clarification and further information on NYMR loco maintenance procedures, it is really appreciated and yes on the face of it, the house is very much in order. So no argument there. Thank You.

I suspect that my incorrect thinking was marred by the fact I had known 76079 from its days at Southport, Kirkby (restoration), ELR, Llangollen and ultimately its many many mainline outings where it is always performed amazingly and on occasions probably out performed bigger loco's - it was always said, it was more of a Class 5 loco than Class 4. Especially because of the latter, I always found it was a great shame that the loco ended up on the NYMR when in reality it would be better served on the whole mainline network - that is were it belongs in my opinion and I suspect others would agree too. It was certainly in exceptional hands while under the care of Ian Riley & Sons (E) Ltd, that I do know. However, time move's on and circumstances change, so 76079 is on the NYMR (also Whitby extension) and not going anywhere else. A shame but something that is a fact, end of, but at least in remains in full working order!

As some members have indicated, I was out of order and hopefully, you except my apologies in good spirit and that we can move one from this unfortunate matter.

 

Well, I'm not one to hold grudges, an apology is an apology, so your all right in my books. As for your comment on 76079's golden days on the mainline and lamenting those day have now passed, I can understand where your coming from. 76079 had indeed a stellar career on the mainline, putting on great performances. I haven't seen the engine's abilities personally myself, but I have watched a documentary that covered the Standard Class 4 2-6-0s and 76079 was the main member of the class featured. The performances the footplate crew spoke of the engine was very high praise, certainly after watching that documentary, I now know why many dub it the Pocket Rocket...!

 

Apologies accepted. As for the flawed cylinder (porosity), it has been like it from new and is not a recent phenomenon. It has always had a cylinder liner fitted. What has happened in recent years is that the the porosity has developed into a crack and that crack has slowly grown until it went from one end of the cylinder to the other.
Anyhow, it now has its new cylinder fitted and is coming back together again quite nicely. What has impressed me is that the machining co. have managed to drill the fixing holes so accurately that they lined up perfectly with those in the frames and no reaming of holes was necessary to take the new fitted bolts. It seemingly took a morning to fit.

 

I seem to recall that it was reported that the old cylinder was laser scanned in order that it could be machined with this degree of accuracy. It certainly sounds as though 76079 will be back in service next season.