Exmoor Garratts?

Yes an interesting discourse, as some of you will know, I own the La Meuse loco currently based at Stafold. This was always known as No 3355 because the original worksplates carry that number and theer is another little plate on the backhead with the same number on it. From this information it had always been assumed that it was 3355. In fact we discovered during its recent overhaul (not just the 'repaint' that Peter Johnson described it as in SR!) that many of the frame components have 3243 on them. We know from the historical records that both were supplied to the same steelworks in Antwerp, 3243 in 1926 and 3355 in 1929. I therefore came to the conclusion that it was really 3243 and have had a set of 'replica' plates cast for it. It could run as either or both!
I would be most interested to find out when the 'merger' took place!

My question is: am I right to do this? i say this in all openness because I really feel that I am merely a custodian of such an artifact - I do not really subscribe to the 'I'll do what I like with my kit' attitude!

The boiler issue is also interesting - should we be giving separate numbers to new boilers?

I am definately of the opinion that we must accept that most engines are 'granpa's shovels' - and that we should see items such as boilers etc as disposable or else we get into the shocking situation such as that with Flying scotsman and Lord Nelson, where the owners dictate through a misplaced view of 'conservation' that boilers should be patched up at all costs instead of replacing them. The lunatic thing with that is of course that the old original can always be stored and re-united with the frames when the loco is stuffed and mounted at the end of a 10 year ticket!

I digress!

 

Its not really Flying Scotsman that is in this situation but "Green Arrow" with its cylinder block.

 

Errrr... Scotsman is in the situation described in that they have insisted that an original A3 boiler (from Salmon Trout) is repaired and used, rather than the A4 boiler that it had carried since the 1970s, and despite the latter being in allegedly better condition.

 

And A4 boilers carried regularly by A3s in BR days. 4472 is such a mongrel loco I fail to see why NRM is so fussy about the boiler.
Sorry for going a bit O/T.

 

Some confirmation - Pete Waterman has bought a NGG16 from exmoor for the WHR project.

http://pete.railnuts.com/2009/07/06/lnw ... rrow-gauge

 

Ever since I heared a rumour and saw this topic I have been expecting the news. This West Highland Railway Project sounds exciting though ;-) .

 

Do ypu think he will call it Kyle just a thought

 

I wonder if he wants to buy a small siding in Porthmadog aswell? We will be more than happy to look after it for him!

 

Well K1 has been going to Mallaig for years - what, you mean there's another K1??????

Ian King

 

How come he can`t spell the correct name of the railway or the loco`s builder? Does he know what he`s getting into? :-k

 

Going by his blog, spelling is not his strongest point. Anyway, here's the official press release...



NG/G16 Garratt no. 109 purchased for service on Welsh Highland Railway by Peter Waterman Trust.

To be restored by London & North Western Railway Company at Crewe.

The Ffestiniog & Welsh Highland Railways are pleased to announce that the Peter Waterman Trust has agreed to purchase NG/G16 Beyer Garratt locomotive no. 109 from the Exmoor Steam Centre. This locomotive was the first of the class to be built by Beyer Peacock. It was constructed in 1939 at their works in Gorton, Manchester. It was also the first NG/G16 locomotive to be repatriated to the UK.

The restoration will be carried out at the London and North Western Railway workshops in Crewe and the restored locomotive will run on the Welsh Highland Railway in North Wales.

Peter Waterman, founder of the Trust said: "I am absolutely delighted that no. 109 will be returning to the North West for renovation. The locomotive will be a focal point for a project focussed on the retention and development of traditional engineering skills in the region. We will be working closely with the Ffestiniog & Welsh Highland Railways team to pool knowledge, and we hope this project will lead to further business opportunities for both companies. The completed locomotive will work on the Welsh Highland Railway between Caernarfon and Porthmadog, a line which is readily accessible for those living in the North West."

On a lighter note, Peter commented for the enthusiasts: "It has taken a long time, but at last the LNWR has a Garratt on its roster!"

Paul Lewin, General Manager of the Ffestiniog & Welsh Highland Railways also commented: "We have been overwhelmed by Peter's enthusiasm and support. His team have been highly professional in assessing this project both quickly and effectively. The opportunities to work together to develop the skills of FR&WHR and LNWR staff are very interesting indeed. At a time when engineering skills are in steep decline, projects such as this give opportunities for new trainees in both Wales and Crewe."

The Stirland family, owners of Exmoor Steam Centre, rescued the engine from South Africa and have commented: "The story of No.109 began on 7 February 1995. After lengthy discussions with the Curator of the Transnet Heritage Foundation of South African Railways, we were invited to meet him at the Springs Railway Depot approximately forty miles east of Johannesburg. Here there were four NG/G16s, an NG15 and one or two other locomotives being stored. They had been taken there for a preservation project which had then been abandoned, and they were now classed as redundant locomotives. We were offered No.109 and, as a special favour, some of the fitters from Germiston Depot agreed to move the locomotive on the May Bank Holiday. It was split into three parts and the components were lifted by a huge crane onto flat trucks. The loco was then transported over five hundred miles, firstly back to the Germiston Depot and then down to Durban Docks for shipment on to Tilbury. After arriving back in the UK, in mid-June 1995, it took several weeks for Customs & Excise to release it. We had to establish that it was a British product being reimported. Finally No.109 arrived at Exmoor on 3 July. No 109 was the first Beyer, Peacock-built NG/G16 to be sent to South Africa and the first to return home, it was also the first NG/G16 to be privately owned outside Africa, and its reimportation had nothing to do with the Robin Hoods Bay scheme. Although we have not been able to restore No.109 to working order, we have continually oiled its rods, etc., and frequently painted the plate work, in the hope that one day this magnificent locomotive would work again."

http://whr.bangor.ac.uk/whlatest.htm

Chris

 

Okay - so am I right that there's no just 2 left at Exmoor?
Any more millionaires out there we could interest in buying these?!!

Other than the WHR(C), is there any other NG railway in UK that has the loading gauge, rail weight, and length to justify getting one of these?

 

I think there may be three left - The Stirlands started out with one, got three more from the failed Robin Hoods Bay scheme, and I believe they also acquired the One that was at Brecon. However, from conversations I've had with Trevor the boiler on one of the Robin Hoods Bay examples is in very poor condition and it might be better to use it to provide spare power bogies.

 

There are two Garratts at Exmoor, one of the NGG16s originally intended for the Robin Hoods Bay scheme and the NGG13 acquired from the BMR and partially restored.

 

There are three garratts left: NGG 13 No.77 plus NGG 16 Nos 115 & 130

 

I understand that No 109 actually left Exmoor on its way to Crewe yesterday.

 

The latest blog post from Pete is here - 109 is now at Crewe, along with the boiler from 140.

Chris