The only example of that is 31215, and there the cab wasn't replaced, it just had the headcode panel removed as part of a repair after the roof had been hit by a crane.
I agree with this. Damage at one end only often indicated a light engine collision.
www.rmweb.co.uk
this old thread may give some idea of where to look for a suitable class 30 diesel
What Happened to the JVS12Ts?
There was an original Mirrlees JVS12T block at European Diesels in Lincolnshire but unfortunately it was disposed of a while ago.
Thanks, fascinating stuff! Not only on D6121/D6122, but a host of other numbering ‘Dilemmas’ too.
LNER G 5 ?
Regarding North Eastern small tank engines, none of the large batch of NER built J72 0-6-0s survived, although one of the smaller batch of BR built locos has. Extraordinarily the last built J72 69028, entered traffic 53 years after the first of the class did in 1898 (NER 462/later BR 68670)!
The Johnson Midland Railway 0-6-0s almost matched that with 935 locos, but had a more complicated history. Some had 63 inch driving wheels, other had 59 inch driving wheels. Some were rebuilt, sometimes more than once, others were built to resemble the "rebuilds", so there was eventually a mixture of 2F and 3F power classes. Sadly, none survive, although a few of Fowler's larger 4F 0-6-0s have survived.
A rare, perhaps unique, case of a steam loco class being built in the pre-grouping, post-grouping/Big Four and post-nationalization eras virtually unchanged: 75 by the NER, 10 by the LNER and 28 by BR.
The 365s? Two DMSOs from different units and one TSO were saved, so theoretically a 3-car Frankenunit would be possible, but they're all on static display.
Possibly the Southern Railway 2-HAL? 100 units, 200 vehicles, with no survivors.
Deservedly so, toilet in just one carriage, but no gangway, what were they thinking? Still, given how few EMU vehicles have been preserved, surely a more numerous class has been lost? That said, the classification of southern electric units was pretty fluid.
The SR classes that reached 100 members:
BILs)For diesels, I guess it might be the Class 120 Swindon inter-city units, 49 sets built, none survived. I think asbestos meant it was too expensive to save one, a shame as they were quite distinctive looking.
Have the surviving vehicles been marshalled into a "Frankenunit"?
There was at least one attempt to buy a loco for preservation from another scrapper. There was a fund for Midland 3F 0-6-0T 47202 which B.R. sold for scrap just before enough money was raised; the scrapper was contacted and amenable to re-sale but the B.R. sales contract had included a 'not for resale' clause and they (B.R.) insisted it was adhered to.
The Inter City units were classes 123 and 126 (and the Transpennine 124s). Class 120 were "Cross Country"
Four class 126 vehicles (51017, 51043, 59404 from the Ayrshire build & Buffet Car 79443 from the Edinburgh to Glasgow sets) survive in preservation, owned by the Scottish Railway Preservation Society and based at the Bo'ness & Kinneil Railway. The three Ayrshire vehicles have been completely overhauled and are operational, the buffet car is currently undergoing restoration.
‘Tornado’ is a new-build Peppercorn A1, which were a later and distinct class from the Gresley A1s. There is only one survivor from the Gresley A1 class, ‘Flying Scotsman’, although it is in it’s later condition rebuilt as a class A3.
I think you mean Peppercorn A1, as ‘Flying Scotsman’ is the sole survivor of the Gresley A1s! But yes, the last surviving Peppercorn A1 (60145 Saint Mungo) remained at York for some months after withdrawal in June 1966, and if I remember correctly the guy who later bought Bittern and Blue Peter tried unsuccessfully to buy it. The loco was eventually sold to Drapers of Hull and scrapped, and a replica (60163) was built to represent an extinct class.
I think the cost of building the Peppercorn A1 was less than the cost of the last overhaul of the Gresley one. If 'Saint Mungo' would have required a similar amount of work by now, building a new one was more cost-effective.
Actually ‘Saint Mungo’ was in reasonable condition when withdrawn. The engine was outshopped from Darlington Works after a General Repair in February 1964, and then spent around three months in store until that summer. It did not accumulate high milage over the next couple of years mainly due to lack of suitable work as diesels took over. On 31st December 1965 it reached 99 mph on the level near Thirsk on a BR special, before being signal checked when the last ton by a LNER Pacific was within grasp. IIRC the reason for it’s withdrawal in June 1966 was because of a cracked inside cylinder!
