FR & WHR & WHHR News

Very interesting StoneRoad - I have not seen those images before. I well remember the stick I got for insiting on buying two underframes (for not a great deal more than the price of one) when there was no plan to use the second one - it was always in the way of any yard shunting.... Still, it worked out well in the end.
I would hope that at some stage the WHHR Heritage Train could be dual-braked - but it's an expensive procedure, and I guess Gelert's Farm (for whom I definitely DO NOT SPEAK!) might wish for some kind of reciprocal action - with the beautiful No 26, for example. However, that has seemingly been firmly ruled out.
[Russell has been dual-braked in the past - but that's an enormous can of worms, politically and emotionally.....so forget I even mentioned it....]
Normal UK 25mph operating rules do allow one through-piped coach in a consist, as long as it is between two braked coaches - but the steep gradients around Beddgelert may preclude this - I am sure someone on this forum can confirm.
James

 

It would be possible to through pipe a summer car and run it in the WHHR train. This has been confirmed as an option at some point. I have been told it will not be No.26 due to funders wishes.

There is money and a plan to dual brake the buffet car and Gladstone but currently time is not available and it is not a high priority.

 

Thanks - it'd be an interesting project - and no gradients to worry about. A cut-down summer car would look good with the Buffet....
It has always struck me as an irony of history that the WHHR has ended up with "corridor" cars, which are really more appropriate for a longer journey, while FR has a complete train of compartment carriages, which, with all those doors, would be easier to operate with, on a short run.
Are there any YouTube vids of the new RhE NWNGR rake in action?
James

 

Ugh, even if it was decades ago, don't remind me of all compartment stock trains, I swear I was getting RSI from the constant un/locking procedures !

 

Yep - irritating. Luckily, we've never had to lock doors between Port. (WHR) and PYM. One of the few advantages of such a short, flat line with a substantial loading gauge.... James

 

You're forgetting that you can get more people in less coaches with the compartment stock though. Quite important for running small engines up steep hills.

Anyway away from the world of aspirations, the bits of infrastructure that were wrong have now been put right so the NG15 is now cleared for regular running though to Porthmadog. It's first full line train is on Friday for supporters of the project.

 

Very good news. I get the feeling that many of the public like a loco with a recognisable "front end". Rode behind it (albeit double-headed) at last year's midsummer gala. Judging by the way it's facing, I assume it will be found mostly on the old NWNGR section (and it'd be pretty hard to turn!). James

 

It doesn't need to be turned having been modified with reverse running in mind. It's been working to Beddgelert regularly out of Dinas so not just limited to the NWNGR section. If it can do that then Port to Beddgelert isn't much of a problem.

 

Confirmed that Kalahari has completed her first full line passenger run today. Looking forward to sampling this fine looking machine in action.

 

It's rostered as the Dinas engine for most of next week as well doing the full line on Saturday and Tuesday. Usage still depends on qualified crew being available but this will improve as the season progresses.

 

Any word on how it performs compared to the NGG16s?

I spoke to someone when we visited last year and it was just running in and they said the initial impressions were very positive, bit it was too early to say how it would perform overall given the limited milage and use it had accumulated.

Best Regards

Chris

 

It's a bit more of a handful on a slippery rail. Putting the basically the same power through 2 cylinders and 8 wheels is always going to be more challenging. Seems quite capable though. It's a lot more comfortable to work on.

Most of the issues have been with the ashpan. The original arrangement wouldn't meet the fire risk requirements. The new design suffers a bit though lack of volume and getting too hot. The switch to anthracite this year has dramatically reduced the volume of ash which certainly helps.

 

I wonder if, at some point in the future, it will be seen as more cost-effective to restore the second example, rather than overhaul one of the Garratts? There's a lot less bits to maintain, and given the cost of tyres, for example, the savings could mount up quickly. I guess the boiler might be the problem, but iirc 130 received a new boiler, so it's not inconceivable that a new one might ensue.

 

If someone gave the railway a million quid and team to do it, then it would be cost effective. A lot of ex South African locos have suffered from storage by the sea in SA and then life outside in the UK on top of that. The boiler on 133 is beyond repair sadly. It was already the oldest boiler in the NG15 fleet before the rot set in. The rest of it will certainly need a lot of work as will the tender. No doubt it could be done but I think the WHR society would much rather keep K1 and 134 in good condition along with funding other things.

130 did indeed have a new boiler, but the less said about that the better.

 

That's a shame, but as I pointed out, it's not the overall cost of doing 133 but the difference in cost between restoring it and the worst of the Garratts - and the possible difference in running costs thereafter ~ or, are there any NG15sstill in SA or elsewhere in better condition that are currently "unloved" that might be acquired?

I've previously heard of "issues" with 130's boiler but if there are any, presumably there will notes being made to make sure they are not repeated.

 

All of the NGG16s have run previously including most of the bits of 140. They have also had most of the South African beaten out of them over the years so aside from the inevitable boiler work they are in reasonable shape. 133 is essentially an untouched Barry wreck. It isn't really a comparable project.

 

In the UK the Darnall Trust are working on NG15 120 so that's rather more likely, in the foreseeable future, to run than 133. Whether on the WHR or elsewhere has not been announced as far as I know. @Mrcow might be the best person to ask.
South African Railways NG15 number 120 – Darnall Locomotive and Railway Heritage Trust

 

Miff is entirely correct. I'm Maddie, I am currently responsible for looking after 120.

It is most likely to steam next, although as you would imagine it is a slow process. 120 is in good condition with a recent works visit in South Africa including a full set of new tyres (amongst other things). A hot box on the front pony truck and an accompanying scored journal caused an early withdrawal. It was bad enough for it to still smell strongly of burning 40 years later when we stripped the axle boxes.

The boiler is good, as are the frames. They need the normal rear drag box and frame stretcher replacement, but that was entirely expected. The website is regularly updated with progress, and the FR as an organisation and some individuals in particular have been very helpful.

120's smoke box dart assembly has already worked on the WHR as part of 134. It's shown here at Dinas, fitted instead of the normal disc:



The new cab will retain the swing out seats, but with a lock to control their use:




Most of the loco's parts are currently in Sheffield being worked on. The boiler and frames are with Steam Workshop in Leeds.

 

So pleased to hear that you are to retain the swing out seats, so much a feature of colonial narrow gauge railways. One of the most surreal "footplate rides" I ever had was on a railtour in Pakistan in 1990. Sitting on said seat, swung out, heading east across the flood plain of the River Indus at dusk on the Laki Marwat - Mari Indus line with the blur of the motion in full view and the sandy scrubland rushing by beneath my feet was an unforgetable experience. I can't see much opertunity to recreat the experience here in the UK ( imagine the paperwork involved in trying to persuade the regulators to permit this when it is garunteed to be refused anyway).


Here is the train concerned climbing out of the Pezu Gorge with one of the train crew sat on the outside during a runpast.

Keep up the good work Maddy and thank you for keeping us posted on the progress

Peter

 

Clearance with the platform looks a little tight