u/A9PolarHornet15

NWR #E1 Kurt - He pulls the goods trains up the incline of the Branchline. He was built by Kerr Stuart & Co in 1911 and his brother is No.E8 on the Harton Electric Railway in South Shields.

NWR #E2 Stew - He pulls goods trains and does shunting in Killdane's electric yard. He was built by Kerr Stuart & Co in 1910 and his brother is No.E7 on the Harton Electric Railway.

NWR #3 Yorky - He works at the Peel Godred Power plant and shunts the trucks in Peel Godred for the other engines. His brother is the York Power Station's No.1269. He was built by Kerr Stuart & Co in 1912.

NWR #4 Sheamus - He pulls the 8 passenger services from Peel Godred to Killdane. He was built in 1908 at Derby Works by the Midland Railway and his siblings are the other Three 4-Car sets that work on the Lancaster-Morecombe-Heysham Line. His 3 trailer coaches are named Landon, Morgan, and Heydan.

From left to right

- Emma

- Pip

- Electra, the BR Class 91 Electric Peel Godred Passenger Engine

- Sparky, the BR Class 87 Electric Peel Godred Goods Engine

- Bloomer the Preserved Engine

- Pannie the Tidmouth Pilot GWR 15xx Pannier

- Aubrey the Preserved Well Tank Engine

- Neil the Preserved Box Tank Engine

So I have been mulling over the Peel Godred Branchline Engines for a few days now and after sifting through Wikipedia and other train sites.

I think I have a hypothesis on what the older and newer likely candidates for possible engines were.

I think the early passenger units were Electric engines similar to the Midland Railway Electric Motor Coaches. For a few reasons.

1. They ran on the Lancaster-Morecombe-Heysham Line, a line that at one point was a part of the "Little" North Western Railway (writes itself)

2. The line was not a more conventional heavily urban line like in London or Liverpool, it ran through suburban and semi-rural areas.

3. The line was only overhead electric. The line did not use any 3rd or 4th rail system.

4. All the engines were built in 1908 and scrapped in 1953, so they fit the 1923 opening.

5. The line was powered by a local power station.

I think they were then replaced by the BR Class AM1 (301 technically) they were modified designs from the LNWR's Prototype of its 3rd/4th Rail Electric Units. And I think something similar could have happened in Peel Godred. Whether or not these are still the EMUs on the line still, I'm not sure.

Next the Goods Engines.

Early Overhead Electric Goods were basically only one design. The NER EF1 and EB1 used for Freight and Banking services.

(While hypothetically an ES1 or EE1 could have been used the fact that only 2 and 1 of those engines were built. The ES1 also used 3rd rail systems.

So to me the EF1 and EB1 are prefect candidates for the Branchline's needs.

Other early electric freight engines used on the L&YR used 3rd rail systems as well.

When replaced with more Modern Electrics I think it is likely that the conventional understanding of the use of BR Classes 86, 87, 90 and 91 is correct.

(With the 90 & 91 being passenger engines as well)

However, I think it is more likely that the Class 87 was used over the class 86. And the class 91 over the class 90. For the reason that these two classes had nicknames the Class 87's were sometimes called Sparky in some circles (Also Royal Scots) and the Class 91's were called Electra. And I think those are cooler than the Class 86's "Cans" and Class 91's "Skoda"

It's the island of Sodor for anyone who doesn't know.

From Top Left to Bottom Right.

Douglas, Oliver, Daisy, Henry, Toby, Duck, Donald, Edward, Thomas, Percy, James, Gordon

Thomas & Percy are married.

James & Gordon are married.

Duck has been shot down by Percy & Henry.

Edward fell in love with Thomas, but are now only friends.

James used to love Percy.

Edward & Henry are roommates.

I used this map by Chris Signore & Micheal Ubrihien (01Salty on Deviant).

The Harwick Extension is my own addition and is hypothetical to its dimensions.

I separated the rail lines into segments to try and get a better idea of each line's length.

I hope the way I measured it was correct. If it's not let me know.

But the real objective is for me to find out if the North Western Railway matches the Average Mile per Locomotive of the UK in 1923.

I used 1923 UK as a control as it serves as the best instance IMO of railways with independent operations and methodologies. Rather than using the Big 4 Railways or British Railways where things were run in a national scope.

Using Data from the 1923 Railway Clearing House each locomotive looks after about 0.93 miles of track. This is an average of all Constituent, Subsidiary and Self-run Joint companies in 1923 which were amalgamated into the Big 4 (GWR, LNER, LMS, & SR).

So without the Harwick branch,

(which I'd say would be after Walter arrived, but before construction of the Harwick Branchline)

the NWR had around 90 miles of track.

The NWR at that time had, 16 named or known engines. (The first 11 + Walter + the 3 Diesels + the Pannier Pilot engine)

90 ÷ 16 = 5.625

So over the entire railway each engine would be roughly responsible for 5.6 miles of track. Which is well above the 1923 UK average

However as we all know, this isn't the entire NWR roster.

It has several Electric Engines that run the Peel Godred Railway. And in the Island of Sodor book, it's been stated that the NWR has about 80 Locomotives.

90 ÷ 80 = 1.125

Which is slightly above the 1924 UK average of 0.93.

So what does this mean. It means the NWR is running at a little over the average Miles per Locos. What does that mean....? Idk but I got to do math.