The new 10000 will look like, sound like and perform like the original. Modern safety standards, even for 25mph running, mean that it will not be an exactly similar D16/1 in all respects.
The essential aspects such as the power unit and bogies are correct. Modern systems will be used where appropriate such as reduced capacity fuel storage in modern containers.
Any modern features will be within the frame and so will not detract from the appearance, sound or performance.
Costs involved in constructive motive power are high, and should a high level of funding become available, it is a technical possibility, but an unlikely scenario.
Financing a second example would be twice as hard as raising the money for a unique loco.
Given that original power units are not commonly available, we would rather use a second power unit for spares and repairs rather than using two in traffic and having no spares available.
The locomotive can be constructed within ten years. The deciding factor is income.
Estimates suggest a figure of £750,000 for the full project, which is half the construction cost of a similarly powered new-build steam locomotive.
It will run as 10000 for most of the time. This reflects the wishes of the majority of enthusiasts and paying members who wish to see a living legacy for Britain's first mainline diesel locomotive. From time to time it may be renumbered as 10001 and perhaps 10002 at some point.
WHERE ARE YOU BASED ?
We are based at our Centenary Works at the Ecclesbourne Valley Railway, Wirksworth, Derbyshire. Our bogies can be seen from the station site but access to the workshop is not permitted except on the railway's gala days.
We are at the stage of refurbishing components, identifying brake parts and preparing to create the rolling chassis.
Alongside this, planning and research has taken thousands of hours to date. Before all components are acquired it has been necessary to plan for a number of scenarios according to parts available.
2024 should see one set of wheels sent to be reprofiled. We will also dry out the traction motor in 'least good' condition, to assess its electrical condition. The electrical cubicle is being prepared for refitting. We may also send the chassis for major modification work to be undertaken on it.
Our policy is to develop the soundest environmental method of running our diesel power unit. However, it will be some years before the PU is run and this time will enable us to identify the most suitable path to go down. We will not leap to a conclusion now.
Following the Society AGM held on Saturday 28th April 2018, we can now make the following statement regarding the future operation of 10000;
At this time, the position agreed by the society is that 10000 will not operate on the mainline.
Several reasons for this decision were discussed at the AGM, the key points being;
· To recreate 10000 will be a very costly exercise. To create a mainline standard locomotive will increase those costs very significantly.
· Our aim is to recreate 10000 as closely as possible to the original. Mainline operation would require a number of additional alterations to meet modern safety standards, which would detract significantly from that aim.
· The benefits of mainline operation do not justify the cost and alterations required. Other operators are already experiencing difficulties finding enough business for their locomotives, and we cannot expect to benefit from the type of interest raised by mainline steam operation.
· By the standards of todays railway, 10000 will not be a particularly powerful engine, with an engine rated at 1,600hp. It would not be practical, or in the interests of the locomotive, to operate the size of trains we would require to generate the necessary revenue.
· Maintenance costs for a mainline standard locomotive are significantly higher than for operation on heritage railways, and as stated above, mainline running is not expected to bring in high levels of revenue.
I realise that this statement will be a disappointment to some, but I hope you will understand the reasons given, and continue to support us as we recreate the legend that was, and will be, LMS 10000.
Chair, Ivatt Diesel Recreation Society
From time to time we receive comments saying "You should have restored the loco". Let us address this suggestion:
First of all, many components were removed from the loco before it was sold to a scrap company. The loco was withdrawn from traffic relatively early and was known to be one of the least well performing members of its class. To replace parts and refurbish the loco would cost more than to obtain one in better condition.
Since we only required the chassis it made sense to use a loco which was missing many parts and on which the remaining parts were likely in bad condition. Therefore, locos in better condition would be more worthwhile candidates for preservation than 58022.
Two other class 58 locos are preserved. And there are further examples available on the continent. The enthusiast community cannot preserve everything.
No preservation body bought it from the scrap yard, nor when it was for sale at Crewe. It was available for preservation but no-one chose to preserve it. Instead, it was bought by a scrap company and a private individual obtained it from that company solely to donate to the IDRS specifically to form the basis for the new 10000.
The chassis will form that of the new 10000. Some other parts will be reused. Both cabs survive, one in private ownership and the other to form part of the visitor display at Centenary Works.
Photo of 58022 at Crewe by Martyn Hearson, seen after having all its good parts removed and before it was sold for scrap.