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DRG 64 305

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Number 305 was purchased for use on the SVR by the ‘German 064 Klasse Fund’ on 27 May 1974 at a cost of £2,724. In September 1974 the loco was moved from Weiden depot near the Czech border to Stolberg for storage until the funds for the purchase price and transport costs could be raised.<ref name=SVR36>SVR News 36</ref> The purchasing group confirmed that some modifications would be required including fitting of a vacuum brake in addition to the existing air brake. They had also been made aware of a recent Department of the Environment (DoE) requirement for the locomotive to be "superimposed" passing under bridges and through platforms at 5 m.p.h. and maximum line speed to demonstrate clearances, and had written to Germany for help on this matter.<ref>SVR News 34</ref>
On 8 February 1975 a party from the SVR numbering around 25 visited Stolberg to inspect the loco.<ref>SVR News 35</ref> In spring 1975 a [[:Category:SVR fundraising lotteries|raffle organised by the SVRA Wolverhampton Branch]] helped raise funds for the [[List of preservation groups|German Tank Fund]].<ref>SVR News 39</ref> On Thursday 26 June 1975 the locomotive was hauled by rail from Stolberg to Raeren in Belgium, the move through West Germany being steam hauled by 052 928-9. The following day the journey continued to Zeebrugge. On Monday 30 June the locomotive was loaded on the rail ferry and shipped by sea to Harwich where it was transferred into a siding. The locomotive left Harwich by road on 15 July 1975, after a delay in finding a suitable road route for the final part of the journey. The journey to Bridgnorth was completed on 16 July 1975 after an overnight stop.<ref name=SVR36/>
By autumn of 1975 305 had been successfully steamed on 4 occasions but with moves confined to Bridgnorth yard.<ref>SVR News 37</ref> The locomotive subsequently recorded 5 miles of travel, believed to have been a return trip from [[Bridgnorth]] to [[Eardington]], of which three photographs are shown below. It transpired that the measurements of the locomotive that had been provided prior to purchase were incorrect, and also that the Severn Valley Railway had not been built to standard GWR gauge as had been assumed Significant modifications to track alignment and platform clearances would have been necessary throughout the line, or major changes would have been required to the locomotive’s profile, notably cutting back the tank and cab sides and lowering the cab roof. A kinematic envelope of the locomotive’s profile against all structures down the line would then have to be produced before DoE permission could be obtained for the locomotive to enter service. The Fund’s shareholders therefore decided to sell the locomotive, so in 1977 the locomotive found a new home on the Nene Valley Railway which had been modified to cope with locomotives built to continental loading gauge.<ref>SVR News 45</ref>
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