rodent279

I kept the knob off mine, you can't get anything like them anymore.

I suppose one option for WCRC is to offload its rolling stock non-CDL stock, hire in suitable stock for WHL Extension services, and just supply motive power. CDL then becomes someone else's problem.

I just ditched my H&M Powermaster at the tip in the small electrical section. It worked, but had been bashed and dented, although structurally intact, and to be honest, had done its job after over 60 years. I just cant get sentimental about something that is an inanimate piece of kit that does not move or make a noise, apart from a slight hum. I have got more modern, more capable equivalents, including a self-built unit. I did think about salvaging the case and putting modern innards inside, but what for? A lot of effort just to pretend it's still 1965 and I've just received it for Xmas.

How about LBSC Improved Engine Green? Not wholly inappropriate, it was built at Brighton after all.

From Robert Carroll of this parish. Is this a GFYE 46? If so, it appears to have a blue rectangular plate over the boiler grille.

Similar thing happened in the US back in the 50/60s. Brake pipes between a Pennsy GG1 and the train were connected, but one of the cocks got shut en route. Off went the train, the driver didn't notice much until he tried to brake from 80mph for the terminus (Baltimore Union), only had the loco brake to stop. He managed to get speed down to s about 35 mph before it went though the stops and onto the concourse, which then collapsed. Amazingly, no one was killed.

We all know the Western was different, but I didn't know it rained pachyderms out West!

But the Hastings unit has a guards compartment and a guard, so a brake test can be done while stationary. Though I'd expect a running brake test would still be advisory. It's good practice to do the same every time we drive our cars, at least after it's been unused for a while, or before building any speed up. As most people probably have to slow down to negotiate a junction or turn after leaving home, it's perhaps less necessary.

When commuting from Bedford in the early 2000s, every EMU (at that time class 317/319) did a running brake test shortly after leaving Bedford. We'd get up to about 40mph, the brakes would go on, we'd slow to maybe 25-30mph, then we'd be off again. I think it was to do with the trains being DOO, so there was no guard to do a brake test with while stationary, as would happen with loco hauled trains and older dmu/emu types with a separate guards compartment. To answer the question, the impact on running times will be negligible, a few seconds at most. I think it only needs to be done when starting out on a journey or when a new driver has taken over-can someone in the know confirm this?

Overhead cables. Arrgh! One of those terms that bug me, like "train track", "arriving into"......

Presumably, if they (WCRC) decide not to go through with fitting cdl, then that stock has no mainline role, therefore all those other operators will have to look elsewhere for rolling stock.

To add my recent experiences of the SVR, a family member recently arranged a do on the SVR, hiring a dining car and arranging catering. Hire of the dining car and kitchen car was done though the railway, but catering was through their catering supplier, an outside team separate from the railway. All went perfectly on the day, even the class 40 came out to play, which made the day for me! Catering was superb, food (curry) was out of this world, catering staff could not do enough to help. One of the party missed the train at Kidder, but drove to Bewdley, where station staff had been informed and were waiting for her. The guard was already on position to unlock the door to the kitchen car and dining car from the rest of the train, and make sure she got through. The only hitch was on the way back, a track defect had to be attended to, and the gang had to drive through floodwater to get to us. We were held for about 30 min, but no problem, the bar was open so we carried on. The only problem I understand was that the organisers found that communication between the SVR events team and themselves during the arranging of the event was patchy, sporadic to say the least. First contact was made in late July, for a prospective 7th Oct date, but it wasn't until mid Sept that sensible 2 way conversations started to be had with the events team. The date had to be postponed until Nov partly because of this, as guests needed more time to make arrangements, but that actually worked well in one respect, as one couple were able to complete their cruise in the Caribbean and get back for it. All in all, 10 marks out of 10 to the railway and the caterers for a superb event, but deduct 2 from the railway for poor communications. On a personal note, having been to the SVR 4 times now in 2 years, I've always found staff friendly, helpful, trains busy but not heaving, with good food & drink to be had at Kidder and Bridgnorth. As an enthusiast, 10 out of 10 for publishing a loco roster well in advance! I know nothing can be guaranteed, last minute failures do happen (I own a 50+ year old classic car, so I'm well aware of this!), but it is nice to know what is planned to be on the sharp end, even if it's not always possible to stick to the plan. I can't speak for what goes on internally, away from the public gaze, but overall, to an outsider, the SVR seems to be in pretty good shape.

Maybe a better starting point would be a class 5 re-imagined as a 2-8-0, with 5'8" wheels instead?

I know BR considered but then dropped plans for a Crosti boilered 5MT. Has the possibility of a Crosti boilered 8F been raised on here yet? Edit:- while we're on the subject of 8Fs, how about an 8F crossed with a 47xx, i.e. an 8F with 5'8" drivers?

Why not go for an Italian style tri-phase system, with 2 contact wires and 2-C-2 electric locos with water cooled rheostats? Maybe add in a few inside cylinder outside valve 2-6-0s just for good measure?

Rat & Black 5 5428 currently starring at Grosmont. Bit wet by the look of it!

The only thing that surprises me is that no one complained that the 156's weren't painted in crimson lake with fake panelling. (Or did they....???)

Anything is possible if you have the money, time and skills. Whether it's economically viable is a different matter. That's the difference between running something as a self-sustaining business, and doing it for the hell of it.

I guess that's really what I was trying to say- traditional preserved railways, run by and for enthusiasts, are no more-they are now businesses in their own right, some quite large.

Think maybe as "enthusiasts", we need to recognise that we are being priced out by the buying power of 2+2 taking a trip on a steam train, or those after a more up market luxury dining experience. Those seem to be the things that sell, and make money, and those are the things that a "professional" setup lends itself well to delivering. There's not much money in providing seats for rivet counters like me who just want a plain old ride on a plain old train, without all the froth of bums on seats hype. I think the days of traditional preserved railways are numbered, more and more they will have to present themselves as attractions, like theme parks, or experience days. Looking at the NYMR website, it is clearly geared to the "day out" market, the normals who want an experience, there's not much appealing to the enthusiasts there.

This is possibly one of the most glorious examples of thread drift on RMWeb!

Still a rare combination, though not unknown.

Model that and watch the know-it-alls shake their heads and grumble!

Of all the ways of assessing the speed of a train, signal box passing times seems to me to be the most dubious. At what point did they note the times, and where exactly was the loco? Did the chap in Hullavington box watch the engine go past, send 2 beats, then note the time down in his register? At 120 mph, the loco could easily have covered ¼ mile in the time it took to send 2 beats, then walk over to the train register, look at the clock and make his entry. Unless both signalmen agree to note the exact time the loco passes two known points an accurately measured distance apart, and unless the timepieces are exactly synchronised, there's bags of room for error.

I as a coach at a running club have to have DBS checks carried out and a DBS certificate issued before I can get my coaches licence reissued. I don't coach minors, that is handled by a separate Juniors Club coach.