Diesel-only heritage railways

[nat67]

Does the Epping and Ongar railway have any steam?

Yes it does have steam, GWR Prairie 4141 and Hall 4936 I believe

 

[Graeme]

The Weardale Railway springs to mind as possibly being non steam operated? Happy to be corrected if I'm wrong

 

[Flying Phil]

Which SG line has the most steam in ticket?

Also, I believe, the GCR has at least 7 steam locomotives in ticket.

 

[AndyW33]

Also, I believe, the GCR has at least 7 steam locomotives in ticket.

Yes, apart from 47406 already referred to as on loan from the GCR to the EVR,
777 Sir Lamiel
1744
6990 Witherslack Hall
45305
46521
48624
70013 Oliver Cromwell
78018
92214

Apart from gala weekends a proportion of these locos are almost always away from the line on loan elsewhere, or out on the mainline earning extra income for their owning groups.
The number of home-based locos in ticket will increase shortly as although Sir Lamiel's current ticket runs out in the autumn, 48305 and 73156 are close to completing their overhauls.
Now back to the diesels.....

 

[pmh_74]

The number of home-based locos in ticket will increase shortly as although Sir Lamiel's current ticket runs out in the autumn, 48305 and 73156 are close to completing their overhauls.

You missed 0-6-0ST 'Robert' aka "68067" which is also close to entering service.

 

[33109]

nat67 - the hall at epping ongar is 4953 pitchford hall, IIRC 4936 kinlet hall works mainline.

Swindon & cricklade are diesel a lot if the time, there got a thumper & a few shunters.

 

[j.crocker355]

Cholsey and Wallingford?

Sent from my Nexus 7 using Tapatalk

 

[nferguso]

I would suggest that the key observation of this thread is that there are hardly any examples of a pure diesel-only heritage railway. Most of these lines use diesels out of circumstance and would make more use of steam provided circumstances are right.

Factors to consider include:
Facilities - can they service steam on a long-term basis?
Rolling stock - is it compatible with steam?
Marketing - you have to get it right as costs for steam are much higher than for diesel.

 

[eMeS]

When required for a gala weekend or similar, how are visiting locos, steam or diesel, moved to the heritage line needing them? Is it a low-loader job through narrow village streets? I can't believe that all heritage lines maintain a working rail connection with the main line.
Puzzled...

 

[headshot119]

When required for a gala weekend or similar, how are visiting locos, steam or diesel, moved to the heritage line needing them? Is it a low-loader job through narrow village streets? I can't believe that all heritage lines maintain a working rail connection with the main line.
Puzzled...

Even when a heritage line maintains a working connection to Network Rail some movements are carried out using a low loader. When a line doesn't have a connection a low loader is the only option.

 

[AndyW33]

When required for a gala weekend or similar, how are visiting locos, steam or diesel, moved to the heritage line needing them? Is it a low-loader job through narrow village streets? I can't believe that all heritage lines maintain a working rail connection with the main line.
Puzzled...

Even when a heritage line maintains a working connection to Network Rail some movements are carried out using a low loader. When a line doesn't have a connection a low loader is the only option.

Don't forget that for a working Network Rail connection to be any use, you need one at the railway supplying the loco as well as at the one receiving it on loan.
Then the loco has to be in gauge and axle loading for the route to be taken.
Network Rail and the TOC/FOC whose safety case will be used for the move need to be satisfied that the mechanical condition of brakes, tyres, and running gear is safe for main-line use, even if the loco is being dragged because it doesn't have a current mainline certificate. Because you'll be hard pressed to get a path for a move for locos with a maximum speed lower than 60mph, the safety standard required may be more rigorous than that for a 25mph limited heritage railway.
All of these may mean that an end-to-end rail move is either more expensive or just plain impossible.

 

[eMeS]

Don't forget that for a working Network Rail connection to be any use, you need one at the railway supplying the loco as well as at the one receiving it on loan....

Thank you, both, for your explanations.

 

[Cowley]

Thank you, both, for your explanations.

Just as an extra bit of information along with the above. It used to be that diesel hydraulic locos had to be moved by rail between railways because it was said that dragging them up the slope onto a road trailer put unnecessary stress on the running gear, whereas it was fine with diesel electrics due to the different nature of the drive systems.
That said however, a Hymek has been delivered to The Gloucester and Warwickshire railway by road in recent years for a diesel gala so maybe they've worked out a way now.

When you get the time to watch a locomotive being put on a trailer it's impressive how efficiently they do it nowadays. That's a business that's really taken off since the end of BR.