That's a valid point, but from reading their website alone, their new Chairman is a mainline fleet engineer and has had years of experience working on said units. There also seem to be several Ex. drivers involved, and thats just the management. no doubt there will be a few members too with previous experience. So it seems they have the right people involved.
It is very different. LHCS Mark 3s have standard air brakes, drophead buckeyes (ie can be coupled to standard locos) and BR standard ETH. A 315 has none of that: there’s some serious work needed on couplers, brakes and train supply before you can even think about using it. You’d hope they have a plan, but on form so far I’m doubtful.
How they have done things in the past is a very good basis for an opinion!
Good luck to anyone attempting preservation - they’ll need it, and plenty more besides.
They probably don't but like many of us involved in preservation you learn on the job and ask questions of people who know.
In that case being a driver or being joe public makes no difference and the theory that having ex drivers on the committee means all will be plain sailing is unfounded.
That's why I said you ask people who know.
Yes, I saw, it was another member who implied that theory initially
That’s a bit of an exaggeration… but there are various reasons why few electric multiple units are preserved in full working order. A middle ground would be the East Kent Railway, e.g. the Class 365 carriages.
The group has a huge issue with anyone who disagrees with them on anything.
Still x2 at Ilford E.M.U.D. will be third attempt to move them now. Don't know when it will be.
Bound for the Llanelli railway.
All scrapped/at scrapyard except 856, which is at Lydney. None on the GEML.
I thought there were still two at Ilford after the scrap move to Newport was cancelled last week.
I'm assuming the Society have secured a (large) home for their unit and have at least enough funds to pay rent and insurance for at least a few months/a year. I'm also assuming the Society have a robust business plan as to their scope and aims along with plans in place for securing further funding for upkeep. I'm also assuming the Society have the necessary knowledge and expertise in coachwork, mechanical and traction - and time. I am also assuming the Society have enough paying members (e.g. shares, or whatever) that can be actively involved in its restoration.
Yes most certainly are still at Ilford
Could you elaborate on this statement or do you mean the Companies House bit?
The company being dissolved worries me, but looks like it’s okay
Ah okay, that's what I wondered
I highly doubt Eversholt would have donated this unit if they thought this was an issue. They are still clearly going strong.
Fault finding is not fault fixing. Two very different things.
That's right, but an electric unit is an expensive learning curve...
My comparison to the numerous Mk3s was more made to highlight the corrosion argument. They are no better protected but I've seen multiple people saying the unit will rust the second it gets taken from the mainline which is exaggerated somewhat.
Easier to learn how to fix a fault when you also are trained in finding it!
It depends on the nature of the fault. I'd say that their highest risk area is going to be whatever interface they have to work with a loco. That will be non-standard and as a result only a very limited number of people will have a very limited knowledge of it.
A shed, workshop and shore supply. I would hope that the group have arranged for access to all of these things.