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Yes, both went for scrap.

14902 was an early casualty, being withdrawn in 1974. 14900 went in 1978 and 14901 lasted until 1981. 14900-2 were converted from 13348/60/49 respectively.

Not enough, evidentially. OA operators have to stand on their own feet and can’t use “Government money“ which is just about keeping the former franchises heads above water. There is naff all spare cash to be had at the moment and covering the fixed costs of a dormant OA operation is bad...

GWR aren’t doing the survey - NR are doing it, paid for by the DfT who are really behind the 769 procurement. Until recently NR has been lukewarm about the 3TPH and the power supply position along the route, the latter with good reason although there is nationwide industry frustration about NR’s...

Lyons (1837 to 1947 book) has a plan which shows it there and says it was demolished in 1916. But the four road carriage and wagon shed towards the north end of the site remained.

They would have been new. Having a smaller wheel diameter with a higher boiler pressure that, combined, made the locos better on acceleration seems to have been the aim.

The National Archives have the GWR allocation books and 3116/5116 is shown as follows; 2/05 (new) - Newport, 8/07 - Canton, 10/13 - Severn Tunnel Junction, 2/15 - Swindon, 6/15 - Severn Tunnel Jct, 10/19- Canton, 3/21 - Croes Newydd, 1/22 - Chester, 9/24 - Bristol, 7/27 - Ebbw Jct, 10/27 -...

Track Access payments are for maintenance activities - anything to do with enhancements has to be separately authorized and funded by the DfT, which is what they are doing now to enable a full power survey on the Wessex side to be carried out.

The DfT are ultimately paying for all this so there is no dispute about funding the studies. It’s just somebody has to make some sense out of them and give a definitive quantified answer on the peak/off peak position rather than just say “I think......”.

I think you will find that is the Fiscal that has been a major influence in how things have gone and that hasn’t come from any rumoured inter police issues. He/she is being somewhat demanding in the details to be looked at and the way things are done.

Stratford did a lot of GN & GE overhaul work in early diesel years but was closed as a main works after the Mitchell report in early 1960’s. That report led to the rationalisation of workshops and removal of their control from the regions into a separate organisation. Stratford continued as a...

Not quite. I think you are reading the Book of the Castles incorrectly. Laira never carried out Generals on any steamer, let alone Castles. Only the GWR/WR main works did Generals or Intermediates and Castles were usually dealt with at Swindon, who kept the spare boiler stock for the class. The...

There were 5 units, 2 were sold back for export to Trinidad very early on, 1 became the GM’s saloon and the other 2 were withdrawn in 1971.

The all day SX 3TPH isn’t going to be in before all the 769’s are delivered. The work at Gatwick and making sure the gradual move to full 3TPH isn’t going to wreck performance means that there won’t be an availability issue in the transition.

Ryde St Johns, Brading and Medina Wharf were the last on the Island to close for revenue freight, all as from 24/10/66.

55022 (D9000). 50050 (D400) would also be a candidate but was one of a few retained for special workings afterwards.

No - still doing approvals. Won’t be too long, hopefully.

No it doesn't mean that. It means this; Keep using Turbos on intended class 769 diagrams Keep using the class 143 until Xmas/End of Year and use additional GTi sets afterwards (effectively GWR are 2 x 150/0 diagram equivalents short post 143 demise before you add in those extra GTi sets). The...

The 2 SR Britannias had gone to the LMR in 1958 and 34100 is a West Country, not a Merchant Navy.

No. The 332’s were assumed to be running in the Timetabling assumptions. I’m not sure if there is any real physical issue or that Hex just didn’t bother to get that particular stretch of line included on their certs.