Lionsmeet 2010

Intense activity around the Steaming Bays at the Kinver track

The 2010 'Lionsmeet' was held on Saturday, 31st July at the Kinver and West Midlands Society of Model Engineer's track at Kinver.

I understand that the track at Kinver dates back over 40 years and the Society itself, through various changes and amalgamations, traces its origins back over 100 years!

The elevated 3.5-inch and 5-inch gauge track gives a continuous run of around 2,200 feet. It's in the form of a 'folded dumb-bell' The one end of the dumb bell encircles a bowling green. The bowling green wasn't in use that day but a footbridge is provided so as to give access to the bowling green when the railway is running. If the railway isn't running, there's a moveable bridge giving ground level access to the bowling green at the expense of interrupting the railway. The other end of the dumb-bell encircles a circle of 7.25-in gauge track.

The 7.25-in gauge track makes a triangular connection to a single line branch ending in a turntable opposite the 3.5-inch and 5-inch gauge steaming bays. There is an 'inspection pit' for 7.25-inch gauge with a moveable traverser.

This was of more than academic interest, because John Dalton of Chelmsford club attended with his 7.25-in gauge Lion which was in steam and giving demonstrations for most of the day. John had brought an open wagon and GWR 'Toad' brake van to run with his locomotive. These were fibreglass-bodied and nicely-detailed. The open wagon had a seat to act as a driving trolley.

But lifting the seat revealed the 'works' of a functional vacuum brake system. The wagon body had a sealed lead-acid battery to power a proprietary vacuum pump. This, with the ancillary components, controlled the brake on the wagon and (through a flexible vacuum hose connection) any other vacuum-fitted vehicles in the train. The brake was controlled by a small control panel fitted to the end of the wagon.

In addition, Harrye Frowen was there with his magnificent 7.25-in gauge 'Lion'. He steamed his locomotive but, unfortunately, a mechanical failure prevented him from running. Members will be aware that Harrye's model has been based on John Hawley's series of drawings of the prototype so it is dimensionally more accurate than most 'Lion' models. But there are places where, to get enough strength into parts under load, some liberties have to be taken and this process has not quite been completed. We were all disappointed not to have the opportunity of seeing Harrye's 'Lion' running.

John Brandrick, the Chairman had sent apologies but Alan Bibby was on hand, with Peter Dawson, Chairman of the host club, to ensure that matters ran smoothly. Since the last 'Lionsmeet', OLCO stalwart Bill Stubbs has passed away and Alan made a tribute to this "Gentleman of the Tracks". This year, there were four competitors on three 'Lion' models. By convention, the previous year's winner (Jon Swindlehurst) runs first. Young Sophie from the host club then drew names to determine the order of the remaining contestants (David Neish, Andrew Neish, John Mills).

Kinver Dynamometer Car with the seat removed to reveal the 'works'

This year, it had been decided to use the host club's Dynamometer Car. The design features an electronic counter accumulating pulses from a sensor detecting slots in a photo-etched disk. The disk is rotated by the road wheels but, when there is no drawbar pull, the sensor is held clear of the slots and no pulses are seen. At minimum drawbar pull, the sensor arm is pivoted so as to 'see' the longest slots, counting just four pulses per disc revolution. As drawbar pull increases, the sensor detects additional (shorter) slots and the number of pulses per disc revolution increases. The total number of pulses is thus proportional to distance run and drawbar pull applied - that is, work done. However, there was some doubt about converting the 'number of pulses' into a credible 'foot pounds' figure. Alan Bibby determined that, for this contest, the prize would be awarded on the unconverted 'number of pulses' figure. Once again, Jan was 'volunteered' as Observer, riding the Dynamometer Car which was attached to a small driving trolley for the competitor, with the competing 'Lion' at the front. Each competitor was allowed an untimed lap to determine what load he wished to carry behind the dynamometer car, followed by ten minutes to try to produce the maximum work done. Competitors were subject to the 8 m.p.h. Line Speed imposed by the host club so a good run could expect to complete about three laps during the ten minutes of competition running.

Jon Swindlehurst ran first. He elected to attach one bogie coach with three passengers. He made a good start and ran hard until his third lap when he suffered a problem which slowed him somewhat.

David Neish ran second, attaching two coaches with two passengers. Unfortunately, a rain shower made starting on the wet rail very difficult. The time lost getting away meant that, even with consistent running to follow, he could not equal Jon's performance.

Andrew Neish ran next, with two coaches and three passengers. Conditions at the railhead were much improved and Andrew was able to run hard.

Finally, John Mills ran, with the same load as Jon Swindlehurst. He had a very successful run, producing almost exactly the same 'pulse count' figure as Jon.

The performances are summarised below:-

Name	Pulse count	Position
Jon Swindlehurst	21267	2
David Neish	13436	4
Andrew Neish	23871	1
John Mills	21167	3

Everybody had put up a good performance but it was Andrew Neish who received the cup from Peter Dawson, Chairman of the host club.

Jan's pictures of the event are here.

Additional material added 18-Sep-2010

'Inner Wheel' visit to Brewood Hall

The ladies of Inner Wheel made an evening visit to Brewood Hall on Wednesday, 21st July 2010. The 44 guests almost managed to fit into the Dining Room whilst Jan Ford talked about the history of the Hall. The ladies then embarked on the serious business of eating.

The meal was a Faith Supper, where each guest contributes a dish of food to be shared among the group, like a 'Potluck'.

Jan Ford then took around half the guests on a conducted tour of the principal rooms, whilst the second half chatted and wandered around the garden. The remaining guests were then taken on the tour whilst the first group had an opportunity to chat or walk in the garden.

With everyone re-united in the dining room, the customary raffle was held. Everybody seemed to enjoy their evening and this must be the first visit by an all-female group to the Hall in over 40 years.

There are more photographs taken during the evening here.

Inner Wheel was formed in 1923 to complement Rotary, which at the time did not admit women. Although women may now be admitted to Rotary, Inner Wheel membership is only open to eligible females. For more information, see the Association of Inner Wheel Clubs in Great Britain & Ireland website.

On the Footplate (Part 1)

The Mutual Improvement Classes of the old steam railways continue for today's preservation volunteers. This is one of a series of articles about working on preserved railways. To find them all, select label 'MIC'.

Jan Ford with 8624 at Peak Rail.

Introduction

I consider myself very fortunate that I've been able to work on the footplate at a number of preserved railways. Of course, speeds are rather limited and journeys tend to be quite short so it's nothing like the old days of main line steam. But it's quite similar to the operation of some of the short branch lines which proliferated until Doctor Beeching decided that there was no future in feeder lines.

Some enthusiasts prefer modern steam on the main line, with longer distances run and speeds up to 75 m.p.h., presumably as being more like "real steam railways". I've done a little main line support in the past, but I find the situation rather artificial, with so many modern requirements that, for me at least, it doesn't evoke the steam railway as I remember it from the 1950s and 1960s.

We can't turn the clock back, those times have gone forever, but preserved railways with all their restrictions allow us to pay homage to that very special group of men (and, in certain grades, women) who once ran our railways.

Most preserved railways these days offer some sort of driving experience course where people can pay to come along for a few hours and learn a little about working on the footplate. It's quite a popular present to somebody with a 'significant birthday'. I strongly approve of these initiatives and I've personally had thousands of students on numerous locomotives at various railways.

On most (but not all) driving experience courses, the locomotive is already prepared and steam raised before the trainees arrive and few trainees remain to see the dirty and hot tasks involved in disposal at the end of the shift. To really understand footplate work, you need to spend a fair bit of your spare time as a volunteer working through the footplate grades. The old grades of Cleaner, Passed Cleaner, Fireman, Passed Fireman, Driver are still in use on most preserved lines. Although shifts for footplate crews in preservation today are generally not as demanding as in the old days, they can still extend to 11 or 12 hours so a certain stamina is required. Some preserved railways allow volunteers to work half-day shifts.

The idea of this talk is to give you some insight as to what footplate crew on preserved railways get up to and contrast that with the "old days".

Raising Steam

View of the fire during preparation of 8624. Left and right, sliding firedoors. Looking through the round firehole, the baffle plate is clearly seen at the top.

Most commonly, the locomotive fire will be lit fresh each morning so, even on a small locomotive, the fireman will need to be there three or four hours before the locomotive is needed in traffic, to allow steam to be raised. Larger locomotives need around eight hours to "brew-up" - these are quite big 'kettles'. Steam can be raised more quickly but this will cause rapid expansion of the boiler and may encourage leaks, giving rise to increased boiler maintenance Sometimes a 'warming fire' may be left in from the night before, intended to get the boiler hot without actually producing steam. It is possible to leave an engine in steam overnight but it really needs somebody in attendance to make sure there's sufficient water in the boiler. A friend of mine left an 'A4' unattended overnight in a shed on a preserved railway. There was rather too much fire - the boiler pressure increased until the safety valves lifted and the steam discharge blew a hole in the roof!

Back in B.R. days, locomotives would usually be left in steam continuously until the next 'washout', when sediment and scale produced by boiling water would be flushed from the boiler. Other maintenance work could be done at the same time as the washout. The period between washouts would depend upon the quality of the water being used and the work done by the engine - 14 to 21 days was typical. There would be a 'Steam Raiser' in attendance to go round maintaining the fires and boiler water level, ready for when the fireman 'booked on'. The fireman would then bring the boiler up to working pressure ready for leaving shed.

Oiling Round

The driver of a preserved locomotive will need to 'book on' an hour or so before the locomotive is required in traffic. The driver is responsible for oiling round and examining his engine. Lubrication on locomotives is by various 'total loss' systems - oil is used once and then allowed to drip onto the ground (or adhere to the frames, wheels and motion so as to attract any airborne dirt and coat every surface with a black slurry - this is why Cleaners are required).

In producing his semi-streamlined 'Merchant Navy' class, Bullied tried to copy automobile technology by enclosing part of the chain-driven valve motion in an oil bath but the experiment was not a total success. When Riddles set about rebuilding the class, peculiarities like the chain-driven valve gear were removed and oiling reverted to 'total loss' systems.

It can take some time to apply oil to all the right places, particularly on a larger engine with one or two inside cylinders. Getting at inside motion usually involves climbing between the engine frames. The Great Western only used two sets of motion for four cylinders on the 'Stars', 'Castles' and 'Kings'. Rocking shafts were used to supply valve movements to the other two cylinders. Unfortunately, it was the two inside cylinders which were provided with Walschaert's valve gear, making oiling especially difficult. When Stanier moved to Derby, he copied the rocking shaft idea on the first of the 'Princess' class, but sensibly put the two sets of Walschaerts gear on the outside so that the rocking shafts provided the valve events for the inside cylinders. On later designs, each cylinder was given its own set of valve gear.

There were a number of good reasons why enginemen liked Stanier's two-cylinder designs such as the 'Five' and the 'Eight Freight' but ease of access for oiling was one of them.

The driver should not be hurried during preparation as examination whilst oiling is important - a driver needs to develop a sixth sense to spot something that's not quite right. Early detection can avoid subsequent failure 'on the road'.

In B.R. days, some drivers would allow fireman to help with oiling round as being good practice for their subsequent promotion. Some drivers were unable, by reason of size or impaired mobility, to complete the oiling round without help from the fireman. Some drivers were simply unwilling to perform the task themselves.

Route Knowledge

All drivers must be familiar with the route they're required to drive. This is much less of a task in preservation as railways tend to be fairly short and not too complex but, nevertheless, drivers must have an intimate knowledge of speed restrictions, gradients, signals and all aspects of the line.

This was a much bigger task in the old days of steam, where a driver might travel hundreds of miles over a multiplicity of routes with frequent signal boxes, a bewildering array of semaphore signals and ever-changing permanent and temporary speed restrictions.

All drivers had to periodically sign a 'Route Knowledge Card' which acknowledged which routes a driver was competent to drive without a 'Conductor'. A 'Conductor' is a second driver provided for at least part of a journey because the booked driver did not sign for that route. A driver with wide route knowledge was clearly more valuable because he was less likely to require the uneconomic use of a Conductor Driver (often called a 'Pilotman' although strictly that term should be reserved for a Single Line Pilotman).

Again, a main line driver was more use clocking up miles than oiling round so some 'turns' enjoyed the luxury of the locomotive being prepared for them. A pair of more junior men on a 'P and D' turn (Preparation and Disposal) would be responsible for getting a number of locomotives ready for traffic and receiving a number of incoming engines which would need coaling, watering, fires cleaned and ash disposed.

These were mainly post-war developments when the 'Common User' engine policy was adopted. 'Common User' meant that the first available engine would be allocated to a turn, so a crew working the same train for a week could have a different engine every day. Before the war, it was more common for an engine to be allocated to a single driver who would take personal pride in keeping "his" engine in good condition. But, of course, this caused problems in fully utilising the driver when "his" engine was not available.

In preservation, the footplate crew are normally responsible for their own Preparation and Disposal, although some railways utilise 'Passed Cleaners' (a cleaner who is allowed to fire when required) as 'Steam Raisers'. In addition to actually cleaning locomotives, Cleaners may be involved in preparation and disposal duties as part of their training.

Leaving the Shed

All being well, the driver and fireman will be ready to come "off shed" at the booked time. The mainstay of most preserved railways is a passenger service so, most likely, the engine entering traffic will move to the coaching stock ready for the first departure. Depending on the railway, there may be hand operated points or a ground frame to be operated to leave the shed area.

Richard at Darley Dale South Yard Ground Frame. Before locomotive preparation moved to Rowsley, this Ground Frame gave access to the running line for an engine coming 'Off Shed'

This is usually the fireman's job. Climbing down to ground level and then back onto the footplate at the beginning of the day is not too bad - by the end of the shift both driver and fireman will probably be heartily sick of it, particularly if the weather is poor.

When the locomotives reaches its train, it will normally stand clear until called on by the Guard. The Guard "owns" the train and is responsible for deciding when the engine can couple up.

In Part 2, we'll talk about attaching to the train to be worked.

[Link to Part 2 added 8-Oct-2016]

Peak Rail 'Anything Goes' Weekend

In July 2010, Peak Rail held an 'Anything Goes' weekend. This featured two-train running with the passenger and demonstration freight trains passing at Darley Dale using steam and diesel traction. On Saturday 10th July, I was the driver of 68013 all day, with Dave firing in the morning and Dougie in the afternoon.

68013 on the freight waits in Darley Dale Up platform as the Down Passenger surrenders the Train Staff for the Darley Dale - Matlock section.

We prepared 68013 on the outside pit at Rowsley and came 'off shed' around ten o'clock to attach to the south end of the 6-coach train standing in the platform. We'd shunted via the 'Third Line' or 'Slip Road' because the loop was occupied by the demonstration freight train, headed by a Class 14, with the '37' and 'D8' behind. A second Class 14 followed us off shed and coupled onto the front of the '14' already on the freight. The two '14s' would haul the first Up Freight of the day, due to leave Rowsley about half an hour after we'd departed with the 10.45 a.m. Up Passenger.

We were fairly busy on our first trip. On the return leg, I made sure that we were back at Darley Dale on time so as not to delay passing the Up freight on the two-track section. The freight was a little late, so we stood for a few minutes at the down home waiting to be 'loosed in' to the platform. When we arrived back at Rowsley, we surrendered the Church Lane - Rowsley single line staff to the Class 37 which was hauling the second passenger train. After watering, we made our way to the new turntable to be turned before our second passenger trip. The vacuum hose on the locomotive was connected up to the long hose on the turntable. Last time I'd used the turntable, it worked well (see report) but this time we had to resort to the handcrank. The mechanism is nicely arranged and properly oiled so, to my surprise, one person can easily turn 68013 manually. By this time, the '14s' had returned with the freight and D8 had moved onto the freight. We stood on the loop until the Class 37 returned with the passenger train.

It was then our turn to make another passenger run to Matlock Riverside (this time with the engine facing south). At Darley Dale, we stood whilst D8 cleared the single line with the freight. Once again, I made sure we arrived back at Darley Dale on time, so as to pass the Up freight. In the distance, we could see the freight, headed by the two Class 14s, but he wasn't moving. Figures in High Visibility Vests could be seen milling round the locomotives. Eventually, we were called into the platform with a yellow handsignal, as the freight still hadn't moved. At last, the freight re-started and crawled into the Up platform, allowing us to proceed. Apparently, there had been some problem with the locomotive brakes. At Rowsley, we came off the train and stood in the loop, until our last trip of the day.

Brake Van rides

D.2000, nicely turned out, giving Brakevan Rides using a long-wheelbase LMS brake.

Brakevan rides were a popular attraction, with D.2000 looking very smart in green livery coupled to a Bauxite Brown brake van. These trips ran from the Loading Dock down into the Engineer's Sidings.

Steam Crane Demonstrations

In the afternoon, Rob gave demonstrations of the steam crane. Once, all major Motive Power Depots had a steam crane, for use following accidents or during civil engineering or track relaying. Now, you can only see them in preservation.

The Peak Rail crane has a 36 ton lifting capacity. A vertical boiler provides steam for a tiny two-cylinder steam engine then a series of clutches allow the various crane motions to be engaged - lift and lower the load, alter the radius of operations of the jib, rotate and travel along the track. Rob showed the delicacy with which vehicles could be lifted and set down on the track, using a ballast hopper wagon. More pictures of the Steam Crane: here.

The Steam-hauled freight

The last freight run from Rowsley to Matlock and return was to be steam-hauled. Working loose-coupled freight trains requires skill and co-operation between the driver and guard, but our guard knew what he was doing, so we had no problems. We had only a short train: from the South end, the 'SHARK' plough brake, Engineer's low-sided wagon, two 'DOGFISH' ballast hoppers, long wheelbase wooden-sided wagon, 'LONGFIT', 'LONGLOW', 5-plank open wagon and an LMS brakevan.

The problems of managing a loose-coupled freight increase with increasing train length. In the '60s, the working of 50 or 60 wagon unfitted trains (or longer) over undulating routes with only the engine brake and the guard's handbrake was commonplace and that certainly 'sorted the men from the boys'.

With our lightweight freight, we had to wait at Darley Dale for a few minutes whilst the two Class 14s brought the Down passenger clear of the single line to Matlock. Then, we completed our run to Matlock Riverside, ran round and were back at Darley Dale in good time to cross the last Up passenger of the day, this time with the Class 47 at the head. We stopped at the South ground frame at Rowsley, so that we could turn ourselves 'inside' onto the loop, leaving the platform line clear for when the Class 47 returned with the passenger train. Once our train was 'tied down', we uncoupled and took the engine onto the outside pit for disposal.

A most enjoyable day!

More pictures of the event: here.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 7)

This is one of a series of posts describing traffic movements I observed whilst unofficially working Sedgeley Junction signal box.

As described in Part 1, you can find the passenger timings here and the freight timings here. The notes are intended to go with a copy of the Train Register Book which is missing so, forty seven years later, the meaning of some of the original notes is not very clear. The original notes appear in italics with minimal editing, sometimes followed by my recent comments attempting clarification. The numbers in brackets have been added to assist in locating entries.

Sedgeley Jn. Wed 20th March 1963

A weekday, rather than Saturday, visit this time, but rather brief.

(1) The 7 o’clock down is a ‘Prairie’ with 4.
(2) The 7.25 a.m. down is a ‘Prairie’ with 4 corridors.
(3) A single-unit railcar goes down to Dudley Port – set 103.
(4) ‘47’ comes up “31 equal to 37 for Stourbridge.” ‘8766’ is on the front with sheeted mineral wagons, open wagons, coal, Plate wagons, Bolsters, a Well wagon, more bolsters, coal, ‘Conflat’, low-sided wagon and an LMR fitted brake. ‘5410’ (T39) is banking and working well.
(5) Set 331, the Western, rushes up the bank in the wake of T47.
(6) The Up Dudley Port local follows and is held at our ‘peg’ whilst Dudley disposes of T47 and the Western.
(7) The Down Western at 8.17 a.m. is set 331 returning.
(8) The Parcels Engine, 46456, goes down to Dudley Port.
(9) 3H47, the Diesel Parcels Unit goes Up.
(10) Dudley has got T39 for The Port but there’s no traffic for him.

Sedgeley Jn. Sat 23rd March 1963

(1) The Down Engine at 7.15 a.m. is 44875 tender first off T39.
(2) The Up ‘Special’ is a train of slack with 48674 on the front. The train engine slips three times as he struggles into the loop, letting the train rock back onto the Banker (48726), who also loses his feet for a moment.
(3) The Dudley Port local is a twin – set 103.
(4) Having assisted the ‘Special’ up to Dudley, 48726 backs down to Great Bridge at seven minutes past.
(5) ‘47’ is reported as “40 equal to 42 for Round Oak”. He comes up behind 48256 with 3 mineral wagons, 4 container wagons, an open wagon, two more container wagons, a lot of open wagons and a Western brake. T39 is slogging away at the rear.
(6) After some delay, the Parcels goes up to Dudley behind 46429 with one GUV and one Full Brake.
(7) The light engine on the Down is 90585 off the ‘Cuckoo’, turned and Right Away Burton. Nice to see an ‘Austerity’ but we just stop the following 'Western' at our home signal.
(8) WR1 goes down with 48459, brake van, open wagon, open wagon full of spoil, brake van, open wagons of spoil, foundry rakings, scrap, one open wagon with 'Experimental Macgregor Sliding Roof and an LMR piped brake.
(9) T39 follows, tender first, with four mineral wagons of scrap and a BR brake.
(10) The Down Parcels at 10.08 a.m. comprises one full brake.
(11) Parcels Up is one GUV (again) and a full brake.
(12) T65 is '32 equal to 38' Stourbridge, hauled by 44910 with Container Flats, Vans, Scrap, ASMO (?), 20 coal and a BR Brake. "Duck 8" 49406 is banking - tender first!
(13) The Parcels Engine returns to Bescot on the Down.
(14) The engine off the 'Special' (48674) does down behind the Parcels Engine. (15) There is to be a Sunday turn the following day: 9 loads of pigs coming from Heysham, due to arrive Heysham 6.30 p.m. Saturday. So Palethorpe's must be cleared of empties on Saturday. Control say use T63. T63 up is the 'D' 49406 tender first arriving with flats, vans, open and a BR Brake. We go down with him to pick up three Cattle Vans which are attached to the front of the train before he departs for Dudley.
(16) WR2 passes on the down, 48402 with 4 mineral wagons loaded with coal, 5 nearly empty and a BR brake van.
(17) There's a '1-1-3' following WR2 - T63's engine propelling his brake van at a fantastic speed.
(18) Next, 48256 (off T47) belts down the bank, tender first.
(19) 44910, having worked T65, speeds downhill. He hasn't bothered to turn, either.
(20) WR1 goes up "32 equal to 40 Stourport" with 48459 on the front, LMS fitted brake on the back and the 'D' making real music as he struggles to assist the train.
(21) 1X46 is a Swindon 3-car set, displaying '1X46' in (my) top left window and with an 'LCGB' headboard on (my) right buffer. An interesting conclusion to my period of observation!

D8 'Penyghent'

D8, deputising for failed 68013, pauses at Darley Dale with a down train

On 27th June 2010, I was driver on 68013 at Peak Rail which, sadly, became a total failure, as described here. This left me 'spare' and so I helped out in the efforts to provide alternative motive power. Both the Class 31 and the Class 37 were ruled out so it was the Class 44 'Penyghent' which ran the (somewhat delayed) service.

Now, I know I've (perhaps unkindly) referred to people who become too enamoured with diesel traction as 'Turning to the Dark Side' but I've never denied that there's much of interest in modern traction. Compared with the relative simplicity of steam locomotives, diesel locomotives require more complex systems and learning the principles involved can make an absorbing study. It's also true for diesels, as it is for steam, that whilst it's easy to drive badly, it's a lot more difficult to drive well.

So, I was happy to spend most of the day on D8 as a 'Supernumary' sharing Secondman duties.

References

Ian Allen published a useful book by Stephen R. Batty in 1985 called "The Last Years of the 'Peaks'" (ISBN: 0 7110 1493 0). It's mainly photographs but there's some interesting text. The book is still available on the secondhand market.

On the Web, Wikipedia is a good first stop.
There's an excellent history with lots of pictures here.
One the same site, the Sulzer diesel engine has its own history here.

My small collection of pictures of D8 are here.

The Best Laid Schemes ...

On 27th June 2010, I was marked as driver on the six-coupled 'Austerity' at Peak Rail. This locomotive has received a 'makeover' recently, being transformed from WD150 'Royal Pioneer' in green livery (a historically correct identity) into '68013' in black livery with British Railways transfers. Although she looks handsome in black, this locomotive was never taken into British Railways stock so this is an 'assumed identity'.

In another development, after years of stabling locomotives in the South Yard at Darley Dale, the Locomotive Department has finally moved to the new engine shed at Rowsley.

Derek the fireman and Colin the cleaner had matters well in hand when I arrived so I was able to concentrate on oiling round and the daily examination of the locomotive. I've described these duties before in 'Driving Turn at Peak Rail', although this description was based on preparation at Darley Dale, rather than Rowsley. The standard oiling diagram for this class of locomotive is shown below but, of course, the work is carried out from memory of what's required.

Standard Oiling Diagram for 'Austerity' 0-6-0T

Oiling round gives the driver an opportunity to get 'up close and personal' studying all parts of the mechanism. There's a collection of pictures showing this class of locomotive in detail here.

Previously, when we stabled at Darley Dale, it was an easy matter to start the day with Driving Experience courses using the line between Darley Dale (South Yard) and Matlock Riverside. Now we stable at Rowsley, we still use the Darley Dale - Matlock section of line for the Driving Experience courses, but it's necessary to first 'position' the locomotive from Rowsley to Darley Dale. This is currently done under an 'Engineering Possession' as signalmen do not book on until later in the morning. The single line staff for the Church Lane to Rowsley section is issued to the driver by the person-in-charge, allowing the locomotive to make its way to Church Lane. The person-in-charge opens the level crossing gates, calls the light engine over the crossing and collects the single line staff. The locomotive is then authorised to travel to Darley Dale Station on the double-track section.

On the 27th June, Rob was the person-in-charge and we made our way bunker-first to Church Lane and were loosed through the crossing at Church Lane without incident. I decided to stop at the motor-operated points at the entrance to the double-track section, since the move had been authorised by handsignal, rather than a fixed signal with the benefit of point detection. I shut the regulator and applied the steam brake.

Not a lot happened.

There was some retardation, so the brake blocks had clearly come on, but the insistent 'chuff-chuff-chuff' from the chimney indicated that the regulator had not closed. I checked the regulator handle, opening and closing it firmly without effect. I considered whether the regulator valve had become 'gagged' in second valve, but that didn't seem a likely explanation (for a little more information on how the regulator is arranged, see 'Locomotive Regulators'). Next, I swung on the pole reverser to 'link-up', sometimes hard to do once the regulator is open and steam is flowing. 'Linking-up' (or 'Notching-up') cuts the steam off earlier in the piston's stroke, reducing the torque at the wheels and giving the brakes a better chance of taking effect. A combination of linking up and actually getting the pole into opposite gear for a while allowed me to bring the locomotive to a stand, wreathed in steam escaping from the open drain cocks.

I decided to see what happened with the reverser in 'Forward'. As soon as the brake was released, the locomotive started to move and I used the "apply brake and swing on the reverser" technique to stop. Once I was satisfied we could stop, I put the engine in back gear, released the brake and carried on to Darley Dale platform where our antics were being observed by Stationmaster Ian, our driving trainee and Rob.

We agreed to make an attempt to get the engine on 'main valve' and then close it but the response seemed to confirm that we were not controlling the actual valve with the handle. By removing the regulator handle and attempting to turn the rectangular section of the regulator rod with an adjustable spanner, we reduced the flow of steam a little, but we did not regain control of the regulator valve.

Of course, trying to diagnose a problem on a regulator is harder because the valve itself is usually inside the boiler and completely inaccessible. You just have to imagine what's going on from a knowledge of the construction. The 'Black Book' (the locomen's 'bible' published by British Railways as a training manual) shows the following diagram of a typical dome-mounted slide valve regulator.

Illustration of a typical dome-mounted vertical slide-valve regulator

With reluctance, the engine was declared a complete failure and apologies were made to our driving trainee. A number of 'phone calls ensued to advise management of the problem. I agreed that I could move the locomotive to the pit in Darley Dale yard, where we would dispose and wait for Rob to bring a diesel shunter which would move the failed engine back to Rowsley for attention. Meanwhile, management were seeking a 'scratch' diesel crew who could operate a diesel passenger service. Since Derek had been nominated for secondman duties, once we'd moved our engine to the Darley Dale pit, Derek made his way back to Rowsley to assist and I disposed.

A little later, Rob appeared with the diesel shunter, attached my 'dead' engine and propelled it to Rowsley, stabling it on the pit outside the shed to cool down. By this time, the boiler pressure was down to about 20 p.s.i. It was clear that the steam dome would have to be opened but it would be some hours before this could be achieved so I went to see if I could help with getting the diesel service instituted.

When I returned in the afternoon, Paul and Rob had removed the dome cover and the bolted-on inspection cover, to reveal the inside of the boiler and the regulator but it was still very hot in there!

The open dome giving (limited) access to the Regulator Valve

The problem had been confirmed. Moving the regulator handle in the cab turns the regulator rod, turning a crank fixed to the regulator rod. This crank moves the regulator valve via a link attached by turned steel pins to the crank and the valve. The two turned steel pins should be held in position by split pins. Although the upper split pin was in place, connecting the link to the valve, the lower split pin was missing, allowing the turned steel pin to become displaced and the link to become detached from the crank on the regulator rod.

View of regulator valve, showing 'U' shaped pilot valve in front of the broad main valve.

View of linkage

It's the first time I've had to 'fail' an engine for a defective regulator. I do know of two problems with the regulator which happened to other drivers in preservation - in one case the handle fell off and in the other case it broke off!

Observation Car E1719E

E1719E in Platform 2 at Shackerstone

The Coronation of King George the Sixth was held in Westminster Abbey on the 12th May 1937. In the same year, the London & North Eastern Railway introduced a new high-speed service between London Kings Cross and Edinburgh and it was logical that the service should be called the 'Coronation'. Gresley's streamlined 'A4' Pacifics provided the motive power for the specially-built lightweight, fixed-formation trainsets. Two streamlined Observation Saloons were built at Doncaster to form the last vehicle of these striking trains. The saloons were called 'Beavertail' because of the original bodyshape.

After less than two years of very successful operation, the outbreak of War suspended the 'Coronation' service and the trainsets were stored. In 1948, various vehicles returned to occasional service.

The observation cars were transferred to the West Highland Lines in 1956 as a tourist attraction. The 'Beavertail' observation windows gave a rather limited view and Cowlairs Works rebuilt them with a more functional (but arguably less attractive) profile. In this form, 1719E remained in use until 1968.

This poster for the Battlefield Line is adapted from an original British Railways poster advertising the Observation Car trains

Observation Car E1719E was acquired by Railway Vehicle Preservations Limited and restored to its 1959 condition. The Observation Car is spending part of 2010 at the Battlefield Line.

More pictures here.