No. 7027 – we need to face up to the challenges
First of all, to me the article written by Thomas Bright in SR536 appears to give a fair and realistic account of what has gone on over the last 50‑plus years since Thornbury Castle was withdrawn from regular service.
My qualifications to comment are through hands‑on experience with new‑build locomotives and the restoration of others. I am also a patron member of a number of groups.
The movement needs to take a massive reality pill. There are too few volunteers around to make things happen, and without younger people coming on board, within a decade there won’t be enough people to keep it going.
Unfortunately, the interest in everyday steam is waning, and the ability to generate cash through regular subscription like the A1 Trust model of monthly payments or membership in general is becoming difficult. Legacies from enthusiastic supporters who, unfortunately, are no longer with us, along with the sale of souvenirs is another but it’s a slow way of generating cash. Sponsorship can be an option. Another is a lottery grant. Once up and running, a hire of the locomotive helps keep it working, but it will not be enough; it will need another slug of cash at overhaul stages.
Apart from the trading option, all are subject to spare cash in people’s pockets and, specifically, interest in a project. The latter seems to be waning for steam and possibly railways in general. The interest in diesels is rising but I do not have any information on the ratio of steam vs diesel.
Realistically, a locomotive that has not been restored now is going to be difficult to fund to rebuild unless it has a good third‑party cash injection. The reality is that while people have high hopes and interest, unless they dig deep it is not going to happen.
The apparent venom against the Great Western Society is astonishing. Since its formation in the 1960s, it has undertaken a number of new‑builds and conversions. Suddenly, it is being portrayed as an ‘anti‑preservation society’. It is enough for the leaders in that group to turn round and say ‘enough is enough’. For them to save hundreds of thousands of pounds on a project to get a steam locomotive running quicker in time and cheaper in cost is a true reflection on their charitable status.
As each year passes, fewer locomotives are going to be restored. When they need an overhaul, for some the financial burden is going to be too great, so they become cold monuments to steam.
Writer known. Name withheld
THE MOVEMENT NEEDS TO TAKE A MASSIVE REALITY PILL
Hawes steam finale myth busted
It was very interesting to read the ‘Hams to Hawes’ article in SR536, but the paragraph on page 91 regarding ‘G5’ 0‑4‑4T No. 67345 working the last booked passenger train out of Hawes in 1959 is definitely not correct.
Firstly, the line between Hawes and Leyburn had its passenger service withdrawn on Monday April 26 1954, with ‘J21’ No. 65038 hauling the strengthened last eastbound train – the 6.40pm Hawes‑Northallerton – two days previously on Saturday April 24. No. 67345 was used on the Sunday‑only 4pm Northallerton‑Leyburn and 5.10pm return the following day. Secondly, this locomotive was then transferred from 51J Northallerton to 54A Sunderland on May 2 1954, before being withdrawn on December 13 1955.
However, the Midland section between Hawes and Garsdale remained open for its two‑daily train (nicknamed ‘Bonnyface’) – the 1.50pm Hellifield‑Hawes and 4.25pm Hawes‑Hellifield, which was hauled on the last day, Saturday March 14 1959, by Stanier 2‑6‑4T No. 42492, with three LMS non‑corridor coaches. Indeed, I was one of the last passengers on the return working (this section of the Wensleydale line closed completely that day), by travelling in the rear coach in the brake section, with a fine view of the line through the window.
So, 42492 should be correctly recorded as the last locomotive to depart from Hawes westward to the ‘S&C’. David Tyreman, Newcastle-upon-Tyne