West Somerset Railway General Discussion

We are all aware of the many thousands of man hours that the PW team put into building the triangle over several years. Was, perhaps, routine maintenance on the main line neglected as a result, and the chickens are only now coming home to roost!!

 

I traveled over WSR several times this summer. From the carriages I would agree that the ride was comparable to that from other heritage lines, though there was the odd fairly noticeable joint. What I find worrying is the rate of spring breakage. On that measure there is something wrong with the track that does not compare well with other railways. I think that the total number of engine days at the WSR is not so very different from the MHR (though very differently distributed). You have had 27 broken springs and we have had I think 2 or 3 (I'll check that) and one of those is likely to be a consequence of a road move not operation on the railway. I would conclude therefore that something...and I dont know what...compares quite unfavourably with other railways. My guess would be the combination of dropped joints, a considerable number of tie bars (suggesting that the rails are spreading and are therefore not as well supported as they could be, and some very tight curves are combining to provide a very tough environment for loco springs. Please, I'm not having a go, the WSR is a great railway. If I had the time to help practically to fix the problem I would.

 

There is also the issue of the practice of sending old springs for repair where only the broken leaves are actually replaced against the growing practice of purchasing completely new springs using all new material. I have not seen statistics to quantify this but the impression is that the repair of old springs, which until recently was almost universal practice, may have been false economy. This comment is not WSR specific.

 

In order to lighten the mood a little.

Memories of an S&D Fireman (Passed Cleaner):

It was a Wednesday and my firing turn was to fire a newly arrived Standard 4-6-0 4MT and brake van down to the other end of the line to deliver it to the Shed there plus check platform clearances along the line as we went as this engine had not travelled over it before. With the sun shining and a very clean and fresh 4MT we set off down the line into the Somerset countryside, the hard coal was different from the usual welsh stuff, it was very quick burning but controllable so the pressure stayed between 200 & 225psi all the way. The engine steamed very, very freely but I avoided blowing off with only a very brief moment when the safety valves lifted for about 30 seconds as I fired 2 shovels into the centre of the grate in order to keep the grate covered going up a 1 in 74 gradient.

We arrived at the Shed with 200 psi on the gauge, the fire dying and ¾ of a glass of water so disposing was an easy task once we were stabled and by the time the boiler was full the fire was out and the pressure back to 120psi. After a quick check round and many admiring glances and comments from the other shed crews and station staff we were in for a wash up and a cup of tea.

After some further shunting and a trip working with another train taking us about 10 miles back up the line we found ourselves in a loop waiting to depart back to the Shed being held up by the next train. About 10 minutes later a 7F came round the bend and into the platform with a lengthy passenger train in tow and we were given the road. At the next station we were again held this time for the Pines Express, its headboard gently swaying to the beat of the 4F it was attached too as it entered the platform double-headed with another 7F between it and around 8 coaches following behind.

Again we were given the road and got back to the Shed/Goods yard with our goods train, we dropped it off and went back the 10 miles again Light Engine to leave it in the yard and find a train back home further up the line on the cushions. A cup of tea and chat with the station staff later a 7F runs in with its passenger train, the Driver and I board and sit back as it blasts its way up 6 miles of gradients with us in comfort watching the colour of the smoke change as the Fireman went about his business. This got us back to where we started the day and by the time we walked to the Shed to sign off it was full with 5 engines waiting for the following days turns.

Another great day on the railway but was it a run from Bath to Evercreech in the late 1950’s as the new Standard class came to the line or the early 1960’s ? No it was yesterday, Wednesday 4/10/2017, just another great day on the West Somerset Railway. Don’t worry all you GWR fans, there are plenty of those running in the next few days as well.

Many thanks to the Paignton & Dartmouth Railway for allowing us to have 75014, it’s a great engine and a credit to you. Also thanks to Aldfort, the Fireman who shoveled away on 53809 as we sat in the coach in comfort watching the smoke change colour, he took us up the hill to Crowcombe with plenty of steam.

 

It was interesting firing with a mix of the hard coal and the Welsh coal I found underneath it and of course the dust that I managed to burn while you were sat in comfort. I was very aware of the colour of the smoke on those odd moments when I was able to look up. The shape of the fire was interesting as well. You could clearly see where the shovels of welsh had landed by the relative thickness of the fire. Still she was quiet by the time she got back on shed thank goodness, but we did feather (blow off) a bit going down the bank to BL.

 

The colour wasn’t that bad sat in the coach (1st or 2nd I can’t recall), mostly white/light grey, you could see when you were firing as it turned grey but not black at all so just the right colour considering the smoky hard coal you had. Certainly the Traction Inspector sat next to me was making positive noises about ‘little and often’ but knowing 89 and that coal I would guess it was a lot and often !!!

 

Ropley has a spring tester, which addresses the issue of knowing the condition of the springs. Repaired springs are fine and not a false economy provided you have some confidence in the remaining leaves. .

One thing not mentioned so far is the effect of road transport on springs. Even the best ramps cause more stress on the spring than normal running.

 

Feeding Strawberries to Donkeys would pretty much sum it up!

 

From anorak's corner... Note the brush that the porter is using. I have referred to this earlier in these pages (long time ago). The brush has been cut (or specially constructed) so that it paints the top and the edge at the same time. It also ensures that, by pulling the brush against the platform edge as you go, the wide line on the top of the platform is of a consistent width. This makes the task relatively straightforward, and avoids the need to go onto the track to paint the edge. If the whitewash was made up of the right consistency (not too thick and not too thin) you could complete a single platform edge pretty quickly. Of course that depended on what was the next task of the day: it was surprising how long the job could be spun out for... But sadly most platform inspectors were wise to that. I wonder if any of these brushes survived - they wouldn't be much good for anything else, so I doubt it.

Frank

 

People seem to be confusing safe to run re upgrading with the long term effect on the infrastructure and the investment required the railway needs to put into its infrastructure after such upgrading.
I draw people's attention to the report on the flange side cutting problem after rail grinding several years ago now. As a shareholder I got my copy from Minehead this explained that the reason for the rail grinding work in the first place was that the Railways then consultant Civil Engineer ( an ex BR Regional Manager if my memory serves correctly) was concerned about the wear on the track and knowing monies were not available for renewal set about trying to prolong the life of the rails as far as possible for a limited period. Leaving aside why lips were not ground off the rails after grinding this report should have shouted at any reader that the track was very tired and long term investment in new track like the SVR and NYMR are doing was required. What actually happened is the Civil Engineer role was changed and the minimal track investment status quo carried on. So the fact the same track now has tie bars and dipped joints should not be of surprise to anybody. The railway was built as and always was a branchline with axle load limits and BR hardly invested much in it pre 1971.
A 4X4motoried trolley with unsprung wheels is a far better way to feel and see every twist and dipped joint as well as look at life expired sleepers than a DMU cab riding on bogies. Nevertheless I expect the consultants will report that the track is life expired and renewals are required surprise surprise. After this years annual report which I think mentioned deferrals to track investment out on the plain line I do not hold my breath the PLC will listen or understand any more than previously.

 

I'm very confident the WSR are well aware and indeed well ahead of your last suggestion. As I said before, it is not a game or a hobby.

Steve

 

Given the cost of repairing a spring set against the cost of a new one others are reaching the conclusion that repaired springs are not cost effective if loco down time and the increased frequency of changing is taken into account.

 

Nobody could understand why he did that! For months afterwards you could hear a 'drone' as the engines went over the ground sections.

 

I remember watching a couple of porters painting the edges of the platforms at Oakleigh Park (GNR line out of King's Cross) in the early 1960's. One walked briskly down the platform with a watering can with the whitewash in, pouring it along the edge of the platform, whilst the other followed with one of the these brushes spreading it into place with one pass. Very neat, and very quick! All four platforms done in less than half an hour.

Steve B

 

The present track problems have arisen post the completion of the triangles by some years.

Robin

 

QB Cook has been working undercover in the QB kitchen today, while I was away at the day job. Seems there may well be some limited lunch options after all. Shepherds Pie has been mentioned. Also something about Chicken & Chorizo Casserole. Then there's the Apple Pie & Custard.

 

West Somerset Railway - Then and Now #86

Williton 1960 / 2017

A closer look at the Goods Shed, one of the original 1862 buildings.

Copyright Joe Moss / Robin White

1960


2017

 

BR really nailed the "bleak 1960's" look! I declare 2017 to be the hands down winner...

 

Ha! Ha!

I guess black-and-white doesn't help. WR chocolate-and-cream is quite cheerful as Dunster on the WSR shows.

Robin

 

You are probably right about the black and white and to be fair the station looks very tidy - just lacking quite a bit of something, something. The solitary forlorn figure on the platform helps set the tone too - is he leaning out in hope of seeing his train or preparing to jump I wonder!

You did well to capture your shot on a remarkably similar overcast day - coincidence?