Discussion in 'Narrow Gauge Railways' started by Meiriongwril, Jan 25, 2009.
Indeed I remember reading that.
can they really find 8 to 10 original coaches? It's amazing that they have the ones already in service (yes I do know they have a large amount of new material included)
10 counting old Nos 2 & 15, located at the NRM and Ffestiniog (In service as FR 14) respectively. Developments at the NRM suggest one of the two may return to Devon. Wouldn't rate the chances of 15(14) making it back on a permanent basis...... but wouldn't bet against it either!! Bits of 1,4 and 9 still exist and No.5 is due to be the next one completed.... unless bogie Van 23's restoration beats it back to traffic.
If No2 was to return to Devon, I think the general consensus from the L&B is that is better retained as a museum exhibit and reference rather than restore it as too much original material would be lost. A replica has been suggested if further original carriages were required.
Regarding No15 I think the Ffestiniog have said that it's too useful in their service trains, so I suppose in theory if someone built them a suitable replacement vehicle for the service train, then they might think about releasing it!
At the end of the day additional rebuilds and possible acquisitions will come down to the need for additional carriages if the planned extensions come to fruition and there's also the need for storage - no point in having beautifully restored original carriages if they're rotting away in the rain most of the year. I imagine the NRM would stipulate the No2 would have to be kept undercover IF it was to be transferred. (Disclaimer: I have no knowledge of any plan by the NRM to release No2)
There's ceratinly a case for retaining carriage 2 "as is", indeeed AIUI, the reason advanced by the NRM for leaving it so is that it demonstrates the state from which stock is restored. I don't know enough about the condition of this particular vehicle to make any authoritative statement, although it strikes me that we do have one of two (!) examples kicking around the heritage network (plus more than the VCT database could ever hope to record, lurking in gardens and undergrowth elsewhere) demonstrating this aspect rather more... authentically.
Worth noting here, the Corris Museum contains one of that line's original carriage bodies displayed with one end in 'as found' condition (minus bird droppings .... exactly how 'authentic' does the public really want their experience to be?), the other end restored... piccie (not by me) herewith:
The cynic in me tends to the view that the NRM's case would be somewhat stronger were the L&B carriage rather more accessible to demonstrate the stated objective.
In the case of No.15 (FR No.14), it's been in North Wales since before present day Gwynedd was present day Gwynedd, almost certainly owes it's survival to rescue by those FR volunteers all those years ago, has seen a fair few modifications over the years and as Keith points out, is still a very useful member of that line's front line fleet. More modern stock has been sold on by the FR for further service on other lines, as better and more suitable stock enters service, so it's not beyond the realms of possibility the L&B carriage could find it's way home, some time in the future, but that one's a decision purely for the folks at the Ffesterbahn to make.
Now painted. Well done everyone at 762 club
LYNformation 60 will be online tomorrow, with more like this...
That is THE most gorgeous sight! What a glorious culmination of all the hard work.
Question- where are the safety valves? They are very prominent on the original.
That truly is a thing of beauty. Congratulations to all at the L&B, the 762 Club and to Alan Keefe Ltd on a job well done.
They were removed for the painting of the loco? Will no doubt be back very soon, though they were not in place for the recent test steaming.
Test steaming without safety valves? "Shurely shome mishtake".
Not sure I understand that comment? How do you test steam a boiler without its safety valves?
But seriously, reference is made made, re: pretty much every new build boiler, to a 'statuatory third safety valve'. As the test steaming (we all saw, which is on YouTube) was at half pressure, can we take it that said third valve was the one in play on that occasion?
Edit: I just went back over the progress logs. Remember that bit of reverser fitting which recently required mods to the tank, which got folk asking how CAD didn't pick the issue up? I stumbled across a remark that the original Baldwin drawings necessitated a construction 'work around' on the original loco. We chewed the fat over traditional D.O practice vs CAD recently on another thread. Well, here's a prime example of one of the issues discussed, affecting a new build over a century later!
Just for the hell of it, here's the url (from links on the L&B website) to the pages detailing the design process:
I couldn't find much on the safety valves on Mike's pages (apart from a picture to prove they exist, though at that stage unfitted!). Until we hear otherwise, one has to assume the simplest explanation is that the valves on the modern loco don't sit as high as on the original and, so, are not visible in ground level photos. This could be for design reasons, for loading gauge reasons (at least for when visiting other lines), or to do with modern regulations.
If we don't hear in the meantime, I'll ask on the 29 September when I'll be present at Woody Bay for the members-only launch day.
Safety valves detailed here http://762club.com/762lynformation15.php look to be a bit smaller than from original
Well done for finding that, it's quite a way back!
Yes they do look smaller than the originals, nonetheless I'm still surprised that nothing is visible above the dome cover. Like Felix says, it might well be a loading gauge issue. Was the L&B more generous than the WHR? Presumably Lyn would still not fit the FR
Lynformation #60 published!
From Steven Phillips L&B Measured and Drawn, loading Gauge was 9' 6" same as the FR pre closure, width which I can't or haven't found yet, may have been a different problem though, Lyd had the ends of the Cowcatcher removed as well as the re-profiled cab roof for Garnedd Tunnel.
I'm actually reconstructing the L&B for the Trainz Railway Simulator 1930's using Digital Elevation Modelling for the terrain thus the interest!
Can't help thinking - "what steps do you take if the pressure rises too high" - "bloody big ones" . . . .
I have to say that the finished loco looks so perfect it could almost be a model. What a fantastic achievement.
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