The 'Lion' supporters group, the Old Locomotive Committee (or, more simply, OLCO), holds a competition for live-steam models of 'Lion' every year. This report originally appeared in the Old Locomotive Committee newsletter 'Lionsheart'.
Lionsmeet 2001 was held at the home of Leyland SME in Worden Park, Leyland, near Preston. Leyland SME was originally Preston SME, re-christened when they re-located to their present home. Lionsmeet used the multi-gauge raised track arranged in the form of a folded dumbell continuous track. There is also a ground level track which extends across the parkland. Ultimately, it is intended that the ground level track will extend to the main gate of the park. The raised track is situated in a fenced-off, wooded area and is well-appointed with clubhouse, carriage sheds and workshop. Running is anti-clockwise, with automatic colour light signals in the vicinity of the clubhouse. Adjacent to the clubhouse, there is a multi-track traverser giving access to the continuous track from the various sidings and steaming bays. The steaming bays radiate from a splendid turntable which goes up and down, as well as round and round, to allow the steaming bays themselves to be at a more convenient height for preparation and disposal. These splendid facilities were complemented by a particularly warm welcome from the host club members and splendid catering facilities to ensure a successful event before any locomotive even turned a wheel!
During the morning, there was the usual practice running of the various models. Any ‘Lion’ is always attractive to watch, with the outside flycranks and coupling rods in view and we were treated to some fine running and high speeds. David Neish’s massive tank locomotive ‘Bessborough’ (not in steam on that day) was on display on one of the sidings and was universally admired for its fine workmanship. I imagined that this handsome locomotive surveyed the proceedings with some disdain as the diminuitive ‘Lion’ models rushed around the track. Practice running was followed by the serious business of lunch and then John Hawley summoned the competitors to prepare their locomotives to compete for the Mike Parrott Memorial Cup.
I’d accepted the role of Observer, not realising that the weather was going to deteriorate during the contest. However, since I always tell people "Anyone can work on an engine in good weather; it takes a railwayman to work in bad", I refrained from complaining too much.
Leyland SME had hosted IMLEC 2000, so we were following in illustrious footsteps. The start and finish for IMLEC 2000 had been the passenger station some distance from the clubhouse on level track, followed by a stretch of 1 in 250 down. Lionsmeet runs started adjacent to the clubhouse, then over the traverser followed by a left-hand curve, initially on the level then at 1 in 200 uphill. After turning through around 270 degrees, there is a gentle right-hand curve on the level where speed can be built up before tackling an adverse 1 in 100 on a tightening right-hander. There’s then a long, fast level, before entering another 270 degree left-hander, much of it rising at 1 in 250. The straight, level section through the station could be taken at speed before the final, descending left-hander at 1 in 250. The circuit is completed by a short, level section and then 1 in 125 down to the clubhouse. The starting point for Lionsmeet was to prove significant, as all competitors had some problems making a clean start on the left-hand curve with the adverse grade, particularly as the rain became heavier.
First to go was last year’s winner, Alan Bibby, competing on his home track and with a shrewdly-judged load of 3 adults and one child. On the uphill sections, Alan was developing a drawbar pull of about 20 pounds, producing speeds around 5 m.p.h. On the easier sections, around 10 pounds pull gave speeds varying from 8 to 9.5 m.p.h. In the allowed ten minutes, Alan completed four laps with his chosen load, giving the remaining competitors a hard target to beat.
Jon Swindlehurst went next and his Lion, worked hard, developed around 20 pounds pull and 5 m.p.h. uphill and a maximum of 8.5 m.p.h. elsewhere. The standard technique for taking on water on the move was for a ‘water boy’ to pass a plastic water container to the driver as he passed. On his third lap, Jon was unfortunate enough to ‘drop the catch’ on the first attempt. Priming started to affect the running on the fourth lap and the time ran out before the lap could be completed, leaving Jon with a very respectable work done figure.
Our new friend Don Howe then set off, initially with three adults, but the wet conditions on the railhead produced some slipping at the start. Don decided to reduce the load to two adults (as allowed by the rules) and got the train away. Maximum drawbar pull indicated was around 10 pounds, giving a speed of about 4 m.p.h. uphill and up to 7.5 m.p.h. elsewhere. On his second lap, as conditions worsened, slipping re-appeared and the locomotive stalled on a curved, rising grade. After a number of attempts to re-start Don decided to retire. We were all disappointed, particularly as Don had delighted us with some spirited practice running during the morning session.
Finally, as conditions became even worse, David Neish set off. To stand a chance of equalling Alan Bibby’s performance, the load was initially two adults and two children. This caused significant problems in getting the train away. Driving in such conditions is a mixture of understanding the way in which water lubricates the rail-wheel interface, reducing the maximum torque which can be applied without slippage, and skill in being able to produce that torque without slipping in order to overcome the rolling resistance of the load. David made a slow start and stalled a number of times. Even after reducing the load, it proved difficult to keep going. Maximum speed was 6.5 m.p.h. but curvature and adverse gradients induced further stalls. David tried setting back to get more favourable conditions for starting but, by this time, rain was dripping from the trees and onto the rails. Despite skilful efforts from David, he was unable to satisfactorily restart before the time ran out.
And so, Alan Bibby retained the trophy for a second year, after a fascinating demonstration of determination and expertise from all our competitors.
