Relief Work in Myanmar (Part 2)

A seriously-ill patient being prepared for an infusion in a schoolroom being used by the mobile clinic during the 49th trip to the Delta.

On 2nd May 2008, Cyclone Nargis struck the Delta region of Myanmar (formerly Burma) causing major flooding and terrible damage with winds peaking at about 135 miles per hour. It's now over two and a half years since Cyclone Nargis struck but the relief efforts provided by Orient Express staff on the ship 'Road to Mandalay' and funded, in part, by former passengers around the world continues.

A report on earlier medical relief visits covering the period 10-May-2008 to 3-July-2009 can be found here.

There are a number of collections of photographs showing the aftermath of Cyclone Nargis:-

June 2008
July 2008
August 2008
September 2008
Later pictures

(Photographs are by courtesy of the relief teams involved).

23rd Trip

On this trip, the medical team comprised 4 members, headed by a 74 year old local health assistant went to the Delta from July 23rd to July 26th, 2009 treating 409 paients.

24th Trip

The 4-member team from trip 23 was aided by a local auxilliary midwife and a community health worker, treating 582 patients between August 4th and August 7th, 2009. Trips 23 and 24 together visited 6 villages and brought the total number of patients treated in the Delta to 10,263. On August 8th, 21 types of nearly-expired medicines were donated to Bogalay Township Hospital.

25th Trip

A volunteer newly-graduated doctor, a nurse and a health assistant went to the Delta for 3 days on August 28th-30th. 446 patients were treated at 3 different villages, bringing the total number of patients treated to 10,699.

26th Trip

The medical team went to the Delta on September 11th, 2009 and treated 382 patients in 3 days, bringing the number of patients treated to 11,081.

27th Trip

The medical team's 3-day trip to the Delta starting 5th October 2009 treated 448 patients, bringing the total to 11,529.

28th Trip

On this trip, a further 538 patients were treated, bringing the total to 12,067.

29th Trip

On 16th November 2009, the medical team arrived back in Yangon, having treated 295 patients during the 3-day trip. The total number of treatments given becomes 12,362.

30th Trip

The medical team returned to the Delta on 26th November 2009 and treated 442 patients, bringing the total to 12,804.

31st Trip

Dr. Hla Tun was assisted by Dr. Leila Magaro from Italy on the trip to the Delta from the 10th to the 13th December 2009, treating 601 patients, bringing the total to 13,405.

32nd Trip

The mobile medical team made a Christmas visit to the Delta from 24th to 27th December 2009, treating 337 patients bringing the total to 13,742.

33rd Trip

The 33rd trip to the Delta was undertaken from 7th to 10th January 2010. The mobile medical team comprised two volunteer doctors and a health assistant. In 3 days, 465 patients were treated, bringing the total number of treatments to 14,207. In addition, 56 overcoats were given to poor patients to protect them from the cold weather.

34th Trip

The medical team opened the mobile clinic in 3 villages over 3 days. They returned on 30th January 2010 having treated 415 patients, bringing the total treatments to 14,622.

35th Trip

The medical team returned on 17th February 2010 after 3 days in the Delta. They had treated 340 patients at 3 different villages, bringing the total number of treatments to 14,962.

36th Trip

A further 784 patients were treated, bringing the total to 15,746.

37th Trip

A further 309 patients were treated, bringing the total to 16,055.

38th Trip

A further 401 patients were treated, bringing the total to 16,456.

39th Trip

Dr. Hla Tun was part of the team which went to the Delta on 9th April 2010. In 3 days, 357 patients were treated, bringing the total number of treatments to 16,813. Incidentally, the Water Festival in Myanmar started on 13th April and will carry on until the 16th April.

40th Trip

The 40th trip started on the 25th April 2010. 744 patients were treated bringing the total to 17,557.

41st Trip

Dr. Hla Tun and a volunteer Doctor lead the team which spent 8th, 9th and 10th May 2010 in the Delta. 436 patients were treated bringing the total to 17,993.

42nd Trip

Dr. Hla Tun led the second trip to the Delta made during 2010. 940 patients were treated bringing the total to 18,933.

43rd Trip

A further 621 patients were treated, bringing the total to 19,554.

44th Trip

A further 542 patients were treated, bringing the total to 20,096.

45th Trip

A further 827 patients were treated, bringing the total to 20,923.

46th Trip

A further 490 patients were treated, bringing the total to 21,413.

47th Trip

The medical team went to the Delta on 21st August 2010 for 3 days. The team was led by a 75 yr old health assistant, assisted by a volunteer Orthopaedic surgeon from Bogalay Township for the first day in one village. The other two days were spent in a different village, helped by a volunteer health assistant. Patients from a further 4 or villages and arrived Yangon this morning. During their staying there for 3 days, they could treat 516 patients in 2 villages. Patients from 4 or 5 neighbouring villages made their own way to the clinic for treatment. Over the 3 days, 516 patients were treated, bringing the total number of treatments to 21,929.

48th Trip

The regular health assistant led the 48th trip to the Delta on the evening of 8th September 2010. The free mobile clinic opened in 3 different villages over 3 days, helped by local heath assistants. All told, 456 patients were treated, bringing the number of treatments to 22,385.

49th Trip

Dr. Hla Tun led the team for the 49th trip on 24th September 2010. Assisted by a health assistant, the Doctor treated 877 patients over a period of 4 days in four different villages, bringing the total number of treatments to 23,262.

The picture above shows a mother with her son born around 4.0 p.m. on the day Cyclone Nargis hit the Delta. The boy was named 'Nargis' by the villagers. According to his mother, he was delivered by a health assistant from another village but, before the placenta was delivered, her house collapsed at about 4.30 p.m. She and her baby were put in a small boat which was pushed by her husband and brother-in-law. However, due to the tidal wave, the boat was sunk and the new-born baby floated away on a pillow. The father and brother-in-law made a desperate search using a torch and, after a few minutes, found the baby and pillow trapped in the branches of a banana tree. A remarkable survivor!

50th Trip

The free mobile medical team went to the Delta on 9th October 2010, returning to Yangon on 14th October. The health assistant led the team on that trip with help from a local nurse. They treated 552 patients in 2 villages over 4 days, bringing the total number of treatments to 23,814.

51st Trip

The free mobile medical team, led by a health assistant, went to the Delta on 24th October 2010, returning to Yangon on 29th October. Over 3 days, 522 patients were treated in two villages not previously visited by the medical team, with the assistance of a local midwife. The total number of treatments is now 24,336.

52nd Trip

On this trip, commencing 8th November 2010, a Doctor, a nurse and a health assistant treated 791 patients in 4 villages over a period of 4 days. The total number of treatments is now 25,127.

[Statistics revised 15-May-2012].

Traffic Movements at Sedgeley Junction 1962-1963 (Part 18)

This is the last 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. Friday 14th June 1963

A short evening session.

(1) At 6.01 p.m., I 'Call attention' to Horsley Fields for the down and 'chop' his 'Train Entering Section' for the Up Western. Not realising he's 'in section', I've not 'sent him on' to Dudley, so the approaching train whistles at the adverse distant signal. I quickly 'get the road' for him and pull off for large 'Prairie' 4158 with a W.R. 4-coach corridor set.
(2) T39 goes up - 8725 with a Fowler tender and 1 Van, 1 Open wagon, 1 loaded 'BBE', 1 Van, 5 Plate wagons, a W.R. brake marked 'LLANELLY', a 'Midland Tar Distillers' tank wagon and a B.R. brake.
(3) 5269 eases an Excursion train downhill. It's crowded with children and adults. (4) At 6.39 p.m., the single-unit DMU forming the Up Snow Hill doesn't get our distant because T39 is still clearing Dudley, but we keep him moving.
(5) The Parcels Engine (46457 tender first) takes one 'GUV' and one LMR 'BG' to Walsall.
(6) T39 returns on the down, in a hurry, with Vans, Conflats, a B.R. brake, more Vans, more Conflats and a W.R. brake.
(7) 8769 takes 20 coal. [No further details]
(8) 'Super D' 9173 takes 10 coal and a B.R. brake. [No further details]
(9) T63 takes 4 open, 6 coal and a Plate wagon. [No further details]

My notes suddenly stop here. I'm not sure why.

How to lose 10,000 railway wagons

In Part 5 of my series of posts on traffic movements at Sedgeley Junction, I describe movements of 9th February 1963.

A note I made on the same day awards my personal 'Oscar' for what I describe as the "best non-political laugh of the New Year". The award was given to to this cry-from-the-heart published in the 'WE1' special notice for January 1963 concerning missing condemned wagons:-

LOCOMOTIVE COAL SUPPLIES

There are approximately 10,000 wagons marked "COND - ONE JOURNEY ONLY LOCO COAL" which have not yet been reported as having arrived at Motive Power Depots. These wagons have been removed from the stock book of British Railways and it is therefore strictly forbidden for wagons marked in this way to be used for any other purpose than the storage of loco coal. As they arrive at M.P.D. the C.M.& E.E. staff is to be advised so that report of arrival can be made to the Central Stock Registry on form CSR2.

On the Footplate (Part 2)

In Part 1, we talked about getting the locomotive ready for service and moving, light engine, to its train

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.

When the driver 'buffers up', he will attempt to stop with the buffers compressed so that the train can be fairly tightly attached to its train. The driver will then ensure that the locomotive is put in a condition where no further movement can occur. In preservation, this will usually be engine handbrake on, reverser in mid-gear, regulator closed fully and cylinder drain cocks open. If the front of the engine is next to the train, the cylinder drain cocks are sometimes closed to avoid the area between engine and coaches turning into a sauna.

"The space for the fireman to stand is quite restricted" - Lisa attaches 'Royal Pioneer to its train

The actual business of coupling up is usually carried out by the fireman, once he's come to a clear understanding with the driver that it's "safe to go under". He then ducks under the buffers, grabs the engine coupling and swings it over the drawhook on the leading vehicle. This is easier said than done as locomotive couplings are quite substantial since they transmit the full 'pulling power' to move the train. If the driver 'squeezed up' well, the space for the fireman to stand is quite restricted and there are all sorts of obstructions to bump into like vacuum brake and steam heating hoses and the end corridor connection on the coach is usually just where the fireman would prefer to stand. Generally, a screw coupling is used. Once the coupling is on the drawhook, it is tightened up by rotating a threaded screw using a built-in tommy bar incorporating a counterweight. The idea is that, on straight track, the buffers will be equally compressed but on curves, the buffers on the inside of the curve will be further compressed and the buffers on the outside of the curve will slacken slightly. At all times, the buffers should remain under some compression, so that the train cannot bang in and out. The comfort of the passengers depends upon this buffer compression and screw adjustment being correctly carried out.

Passenger trains have an 'automatic' brake which is described in more detail in an earlier article. Brakes on the locomotive and the train can be applied by the driver, the guard or by a passenger operating what used to be called the 'Communication Cord' but is now usually referred to as the 'PCD' (Passenger Communication Device). Although main line railways including main line preserved steam use air brakes (featuring the British Railways 2-pipe system), preserved railways usually use the Vacuum Brake system. This requires a continuous brake pipe extending from the locomotive along the length of the train.

The fireman has to interconnect the flexible, reinforced vacuum hose on the locomotive to a similar hose on the leading vehicle and flexible hoses will be provided between vehicles along the length of the train. Each vacuum hose terminates in a metal coupling provided with two 'horns' - a cranked lower horn which interlocks with the lower horn on the adjacent metal coupling and a straight, slotted upper horn which locates in a slot in the adjacent metal coupling. To prevent the hoses from pulling apart, a spring pin on the end of a short chain is attached to each metal coupling. Each pin is pushed through the associated slot in the upper horn. The position of the flexible vacuum hose varies from vehicle to vehicle, sometimes hanging down below solebar level, sometimes fixed to a branch pipe terminated well above solebar level (usually called a 'High Hose'). At each end of the train, the unused vacuum hose must be connected to a dummy coupling or 'stopper' to allow vacuum to be created.

In the steam heating season, the locomotive may be required to heat the train. Steam is taken from the boiler, regulated to a lower pressure (usually between 25 and 50 p.s.i. in preservation) and piped along the train to a series of radiators in the coaches. Flexible hoses are used to connect between vehicles. Each steam heating hose terminates in a metal coupling with a cranked lower 'horn' and a straight, slotted upper horn. In this case, two hinged clips are used to secure a pair of joined hoses. Each hose connection is provided with an isolating cock and an automatic drip valve to help clear water from the pipework. At each end of the train, the free end of the steam heating hose is attached to a chain, to prevent it striking trackwork, since there is no dummy coupling. Instead, the isolating cock must be closed to prevent escape of steam.

This picture shows the rear of the train, with the flexible vacuum hose on the left placed on the 'dummy coupling'. Steam is being intentionally vented from the steam heating hose on the right, to remove condensate from the system.

To be continued ...

Traffic Movements at Sedgeley Junction 1962-1963 (Part 17)

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. Saturday 8th June 1963

(1) T39 goes up with Stanier 2-6-0 42979 making a nice noise. The load is 1 Plate wagon, 3 Vans, 3 Mineral wagons (one loaded with pipe fittings and elbows), 5 Tube wagons and a W.R. brake van stencilled 'MAESGLAS'.
(2) We get a report that they've stopped work at Great Bridge until the Ganger has carried out track repairs following an earlier incident involving WR3 off the road. Apparently, when the Breakdown Crane had finished working at 6.0 a.m., it came from Great Bridge to Sedgeley Junction and sent on to Dudley Port High Level.
(3) The down Diesel Parcels Unit is held outside the box so that we can explain that Dudley Port High Level has Blocked Back whilst he handles both the Dudley Port Local and the steam-hauled parcels.
(4) Dudley Port sends us the Up Local and, as soon as we give 'Train Out Of Section' for the passenger, offers the parcels. The steam-hauled parcels is soon whistling imperiously at our Up Branch Home which is 'On' because the Up Passenger has not yet cleared Dudley. As soon as we clear the signal 'Mickey Mouse' 46456 scampers by with one clean, new-looking 'BG', one Long Wheel Base 4-wheel parcels van, one 'CCT' and one B.R. 'BG'.
(5) T47 is reported as "37, 17 off at Round Oak". He comes up with 8713, four 3-container wagons, 16 open wagons loaded with railway wheelsets, 3 Plate wagons loaded with steel bars, 2 Plate wagons loaded with steel slabs, 2 open wagons loaded with steel drums, various open wagons, 1 coke wagon, 6 coal wagons and a B.R. brake. T39 (dragging his own brake van) is working hard at the rear.
(6) The Walsall local at 9.03 a.m. has changed from a 'Gloucester' twin to a 'Metro-Cammell twin.
(7) WR1 goes down slowly headed by 8424 with an old (M.R.?) brake, mineral wagons, L.M.R. brake, a Plate wagon (presumably as a barrier wagon because of the overhamg on the following wagon), loads of steel rods in steel open wagons, 4 rods to a wagon and overhanging each end (see sketch below: previously, I've seen these rods carried on bogie bolsters), a few open wagons, one load of coke and a W.R. brake.
(8) The parcels at 10.10 a.m. comprises the engine and one clean 'BG'.
(9) 8733 is in charge of T65 today. The headcode is "top and middle" (one lamp on the chimney, one in the middle of the buffer beam). The load is 2 Vans, 2 loaded Conflats, 3 Mineral wagons of scrap, 20 Mineral wagons loaded with coal or slack, 1 Van, 1 Open wagon, 3 Banana vans, 4 Mineral wagons loaded with steel turnings and a B.R. brake. 8269 is banking.
(10) It gets quite busy around 11.0 a.m. As I send 'Call Attention' to Horsley Fields for the Down light engine at 10.55, he is trying the send 'Call Attention' for the Up Walsall, which causes a general stir!
(11) T47 returns downhill tender first with 26 empties and his B.R. brake.
(12) We get a report that 12030 has failed and requires assistance back to shed.[I assume that 12030 was the Great Bridge diesel-electric shunter but I've only just realised that this number is an early-series build]
(13) Horsley Fields sends us T39 with 30 Dudley's, assisted by a banker, and then closes unofficially for a while.
(14) T39 passes us making a lot of smoke. The load is 1 empty Mineral wagon, 8 loads of coal, 8 empty Plate wagons, 2 Tube wagons loaded with tubes, 4 bogie bolsters 'BBE' loaded with steel bar (the bar is about 3 inches square and the ends of the bars are painted blue and white for identification), 6 empty Mineral wagons and an L.M.R. brake. T63 is giving a helping hand at the rear.
(15) T39 returns downhill tender first with 1 Mineral wagon loaded with fabricated tubes, 2 open wagons, 10 loaded Conflats and an L.M.R. brake.
(16)WR1 on the Up is reported as 30 equal to 36. It's a train of slack and I count the wagons with tight couplings to see how much work the train engine is doing. He seems to be doing the lion's share of the work with 21 wagons. T63 is pushing the rest of the train and the W.R. brake van. The fireman on T63 is hosing down the footplate as he passes the box.
(17) At 1.0 p.m., T65 passes on the down with 45 empties and a B.R. brake. The engine is 8733, tender first, and I notice he has a Fowler tender (like the engine off T39 we saw earlier).
(18) The engine and brake on the down is WR2, 8748 tender first and a B.R. brake marked 'RU' (restricted use). 8748 is returning to Great Bridge to work another train.
(19) Horsley Fields offers us WR2 on the Up and then closes again unofficially for a while.
(20) WR2 passes us with 8748 making a lot of smoke, but hauling 25 loads of coal, leaving 9 wagons and the brake van for the banker to push. One load of coal is in an all-steel open wagon which, unlike the rest of the train, is very clean. The B.R. brake is marked 'BRISTOL-MANCHESTER-SALTLEY-BRISTOL CIRCUIT'.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 16)

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. Tuesday 4th June 1963

(1) The first Up Walsall comprises two 'Metro-Cammell' twins.
(2) We take on a light engine on the Up. It's the 'Parcels Engine', 46421, and we 'loose him in' (clear the Up Home only after bringing him 'under control'), expecting him to shunt across to go to Dudley Port High Level. But he steams straight past towards Dudley. Apparently he's not found his Guard yet!
(3) The steam-hauled Snow Hill passes on the down. Large Prairie 4140 is bunker-first on 3 W.R. corridor coaches with an older E.R. corridor coach on the rear.
(4) Having found his guard, 46421 goes tender-first to Dudley Port High Level.
(5) There's a second steam-hauled Snow Hill, this time with 4165 bunker-first. The load is four W.R. coaches, the last a brake-end.
(6) Then we have the 6.15(!) parcels on the down. [Presumably the exclamation mark is because he's late running]. We nearly bring him to a stand waiting for the road.The train is a 'BG', a short LMR bogie parcels vehicle and a 'GUV'.
(7) Dudleyport local, goes down. The driver is struggling to adjust the sun blind as he's heading straight into the morning sun.
(8) The Up 'Western' at 8.01 a.m. is formed of half a twin and a 3-car set.
(9) 8375 brings T39 up and Dudley takes him up the Loop. The train is 1 old mineral wagon loaded with coke, 2 Open wagons, 2 loaded 'BBE' bogie bolsters and a B.R. brake.
(10) The returning Dudleyport local on the Up appears to be a single unit attached to half a twin.
(11) T312 arrives with one empty Palethorpes van. [Arrives from Dudley Port High Level, I presume].Stanier 2-6-4T 42604 bunker-first goes down with one van and positions three vans on the loading dock - Blackpool, Crewe and Cardiff. He picks up the two brake vans from the previous Sunday 'Pig Special' and he's ready to leave at 8.45 a.m. but has to wait a while as T47 has been offered from Horsely Fields.
(12) Dudley takes T47 up the Main. Having cleared the Up Home for T47, we also let T312 draw up to the box on the Third Line. T47 has 8529 on a train which I counted as 20 Open wagons and 20 Tanks, with T39 banking. The telephoned report for T47 [which may or may not be more accurate] was "37 equal to 43, 20 for Round Oak and 17 tanks for Stourbridge.
(13) WR1 is a mixed train hauled by 8459 with an odd lamp iron. [I think this refers to 'Western' pattern lamp irons, allowing the use of 'Western' pattern lamps].
(14) The Up Walsall at 8.30 a.m. is a twin.
(15) The Up Walsall at 9.05 a.m. is a clean, new-looking twin.
(15) When T39 returns light engine on the down, he is stopped and, at Control's request, invited to clear Palethorpes. But the driver declines, until he's finished his booked work.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 15)

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. Monday 3rd Jun 1963 (Whitsun Bank Holiday)

(1) The Walsall Local has been strengthened to a Metropolitan-Cammell 3-car set.
(2) The first 'Special' from Snow Hill passes at 10.37 a.m. It's a 'Swindon' 3-car DMU with buffet facilities in the centre car and it's packed.
(3) The Up Walsall at 11.04 a.m. is a crowded 'Gloucester' 3-car set.
(4) The 'Western' on the Down is three single units coupled together!
(5) The Up Snow Hill at 11.16 is filled to capacity. Right behind is an express - 8680 hauling ten packed non-corridors heading for Stourport.
(6) Next, Dudleyport offers a special from Nuneaton which has travelled down the Stour. 'Standard' class 4MT 4-6-0 number 75018 rushes past with 8 corridor coaches.
(7) The 'Swindon' unit re-appears with another 'Special' from Snow Hill. We almost bring him to a stand before we can 'get the road' from Dudley East.
Once again, the whole train (including the 1st Class accommodation) is crowded.
(8) 2V90 on the Up is a special from Sutton Park. It's a crowded Metropolitan-Cammell 3-car set.
(9) Special 1X68 is reported 12 o'clock at Bloxwich. It's another crowded train for Stourport, made up of 8 non-corridors with 8733 in charge. We're told that Dudley has another 100 passengers waiting to join this train!
Alas, that was the end of my period of observation.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 14)

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. Saturday 25th May 1963

(1) T39 roars uphill with 'Super D' 9173. The load is 2 Tube wagons, vans, 5 mineral wagons and an LMR brake van.
(2) Newly-painted and shining, the Walsall parcels roars up to Dudley.
(3) Today, there's a 'Parspec' (Party Special) to Paddington, 1Z46. Apparently, there are 440 people from Ratcliffe's and Norton Harty waiting at Dudleyport Low Level for this train. We take on a '4' (Express Passenger) from Horsley Fields and are not surprised that he spends a long time in section loading at Dudleyport Low Level. Eventually, the train comes blasting up the bank - 'Lydham Manor' leading 'Granville Manor', both 'bulled up' for their trip. There's a Great Western pattern 3-character reporting number frame on the leading smokebox showing 'Z46'. The well-loaded train is mainly B.R. stock, with a W.R. Buffet Car in chocolate-and-cream and one E.R. coach. Quite a spectacle!
I can't remember any train which surprised me more than this double-headed slice of the Great Western. I think these 'Manors' were the only 'Western' tender engines I saw at Sedgeley Junction (I don't count Stanier 8Fs re-allocated to Western M.P.D.). I presume the train originated in Birmingham and came 'Empty Stock' through Swan Village, taking the Great Bridge branch to join the South Stafford at Horsley Fields.
(4) The Parcels is 46429 with a B.R. 'BG', a 4-wheel Fruit van and another B.R. 'BG'.
(5) T47 is wired to Dudley as "42 equal to 44 Stourbridge". Dudley takes the train up the 'Third Line', 8526 leading a mixed train of Cement wagons, sheeted Open wagons, Plate, 15 loads of coal and T39 banking.
There's a comment about an 'odd headlamp on the chimney'. I think this probably refers to 'Western' pattern lamp irons on 8526, allowing the use of 'Western' pattern lamps.
(6) 8430 does down with WR1 and Coil wagon, coal in steel Mineral wagons, 2 Conflats, Bogie Bolsters loaded with steel rod, an Open wagon loaded with broken beer bottles (!), 'Boplates' loaded with fabricated steelwork and a B.R. brake van.
(7) Looking towards Dudleyport, we see the 'Stockport' parcels arriving on the Down Stour - a 'Black 5' with one 'BG' and seven Vans.
(8) The Parcels runs down to Dudleyport, returning a little later with two vans off the 'Stockport' and his 'BG'.
(9) T39 goes up to Dudley with two pairs of Single Bolsters, carrying bar steel, six empty Plate wagons, one Van, 2 loaded Mineral wagons, four empty Plate wagons, one loaded 'Conflat' and an LMR brake.
(10) T47 returns from the 'Western' with 5 Tube wagons and a B.R. brake. This is a 'Special Load' which Control want at Norton Junction, not Bescot.
(11) T39 backs downhill tender-first with 4 loaded container wagons and an LMR brake.
(12) WR2 goes down. It's 8450 with a long train of EMWs (Empty Mineral Wagons) and an S.R. brake.
(13) Control advise us that "37 is coming to clear Palethorpes". Later, Control advise that WR1 is coming up, once the driver has 'dropped' three, reducing the load to 37. Apparently, the driver said that 40 was too many.
(14) Eventually, 8430 struggles up the Loop with WR1 - a train of coal and slack. 5395 (off T63) is providing banking assistance.
(15) 8766 is the engine off T37. He goes down Palethorpes, picks up 6 empty Cattle wagons and an LMR brake, leaving the sidings clear.
(16) The Omnibus Telephone circuit reveals more freight planning. WR2 is due to leave Norton Junction at 2.15 p.m. with 2 Stourport and 5 Round Oak. Great Bridge has 9 Stourport and 3 Stourbridge waiting. WR2 will pick up the waiting loads at Great Bridge and, with a combined load of only 19, will take the train up to Dudley without a banker.

Traffic Movements at Sedgeley Junction 1962-1963 (Part 13)

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. Saturday 18th May 1963

(1) The Walsall Parcels runs.
(2) T39 goes Up. 4914 has vans, 1 Tube wagon, 1 Empty (mineral wagon), 1 Plate wagon, 1 loaded BBC (bogie bolster), 2 mi neral wagons loaded with scrap and an LMS bauxite brake van.
(3) The Dudleyport local comes off the branch and heads for Dudley.
(4) Once the Dudleyport local has cleared, we pull off for T39, propelling his brake down the main, having dropped his train at Dudley.
(5) The Up Parcels is 46457 with two LMR full brakes.
(6) 8450 eases WR1 gently downhill. The train is open wagons looaded with carboys, mineral wagons with slag, a dozen coal, a loaded BBE, 16 Tube wagons and a BR brake.
(7) 8375 goes Up with T47 comprising 7 steel open wagons loaded with wagon wheelsets, 2 sheeted opens, 20 loads of slack, 2 open, 1 Plate, 2 Tube, 1 Double Bolster, 4 Plate, 2 Tube and a BR brake. T39 is storming away at the back, still attached to his brake.
(8) The Parcels returns on the down, with just one LMR 'BG'.
(9) T65 passes on the Up, with 8680 on the front. The load is 10 coal, Conflats, 10 coal, one Ferry Van, 7 coal, 1 van, 1 open with sheeted carboys and a BR brake. 45146 (T63) is providing banking assistance.
(10) At 11.30 a.m., 4914 takes T39 up with 2 loaded 'BBE', 2 Plate Wagons, 2 open wagons, 1 Benzene tank wagon, 6 coal wagons and a BR brake.
(11) Later, T39 returns on the Down with a Plate Wagon, Tube Wagon, a few Vans and the Brake.
(12) At Noon, 8410 with a W.R. Brake stencilled 'PADDINGTON' goes down off WR2.
(13) Having disposed of his train, the engine off T47 goes down tender first.
(14) On the Down, T65's engine is also tender first, being hustled along by 45 "empties".
(15) WR1 is 'wired' as "25 equal to 32 Stourport." We took him as a '3-2' and offer that to Dudley East, but he accepts a '1-4'. He's having a bit of trouble coming up the bank. His lamps are one on the chimney and one on the left buffer beam (looking from the cab). The train is power station slack with a W.R. brake and T63 providing banking assistance.
(16) T63 scuttles downhill light engine, ready for his next banking turn.
(17) WR2 makes an appearance on the Up with a mixed train of about 30 coal, 3 'Hybar', 1 short 'PLATE' wagon and the 'PADDINGTON' W.R. brake.

Modern Railways in Malaysia

The famous Moorish architecture of the original British-built Kuala Lumpur station survives.

At the end of March, 2010, I spent a few days days in Kuala Lumpur, giving me an opportunity to have a look at the current railway operations. Of course, the British introduced railways into Malaya (as it then was) in the days of steam but the operation is diesel and electric now.

Each day I made time for a ride on the Rapid Transit, the Monorail or the suburban system operated by KTM Berhad. The itineraries are detailed in my travel reports:- 30th March, 31st March and 1st April.

There are two Rapid Transit (or Light Rail) lines in Kuala Lumpur - the Kelana Jaya line featuring driverless trains and the Ampang line. I didn't get to travel on the Ampang Line but it uses fairly conventional North American style multi-coach trains with drivers. I didn't have enough time to try out the High Speed Line - a standard gauge line which links KL Sentral to the Airport.

The state-owned KTM operates the extensive metre-gauge main lines. The KTM suburban system radiating from Kuala Lumpur was electrified at 25 kV a.c. some years ago. My company tendered for some of the telecommunications equipment forming part of that project, but we didn't get any of the business.

Of course, I wanted to see the fantastic Moorish-architecture of the original Kuala Lumpur station. It survives (as the heading photograph shows) but a little down-at-heel. Until my visit, I didn't know that the railway headquarters, next to Kuala Lumpur old station, was also in the Moorish style, as the picture below shows.

I understand that there are plans to move the railway staff to a modern building and convert the old building into a luxury hotel.

The original station has lost its importance since a new main station, KL Sentral, has been built a little further south, so as to provide improved transfer facilities to other lines and motor coaches. The new station has all the appeal of the present Birmingham New Street Station, with narrow, dark platforms buried underground.

The British origins of the railway mean that left-hand running is in use. In the Kuala Lumpur suburban area, there is overhead electrification, power operation of points and route signalling using colour lights. There appeared to be some form of automatic train control - the track transponders I spotted appeared to be of the type I'd seen in Japan (there's a brief report on Japanese 'Automatic Train Stops' here, with a link to pictures).

I took a short trip north to Sentul and back from KL Sentral, passing through the original station. Most of the trains were 3-car EMUs. When a diesel electric passed dragging a 3-car EMU, I first supposed that the diesel had been pressed into service to recover a failure. But then I saw a loaded flat car attached to the rear of the EMU and I was perplexed. Later observations clarified the situation. It appears that some of the fleet of EMUs have become unrepairable through funding difficulties. The service is being maintained using the dead EMUs simply as coaches, dragged around by a diesel-electric locomotive. The flat car carries a packaged generator and a fuel tank. The generator output is then connected to the EMU to provide lighting and air conditioning. One set I saw was 'top-and-tailed' with a locomotive at each end. The picture below shows the rear of this set, with the generator flat car and trailing locomotive, on its way from Kuala Lumpur to Klang.

I discovered that Kuala Lumpur old station houses an old-fashioned (and badly-lit) museum of smaller artefacts which I found fascinating.

On my last day in Kuala Lumpur I made a journey by EMU down the Klang Valley Line to Port Klang (originally called Port Swettenham after the Englishman who promoted its suitability for development as a major port). The EMU was well-patronised and the ride was similar to the British Class 323. We passed the La Farge cement works where all the cement tankers and a couple of locomotives were in the white La Farge livery. We passed a maintenance depot for diesel electrics. Freight container traffic on the line was quite heavy. At Port Klang I spoke briefly to the jolly driver who was being relieved. He spoke quite good English and was happy for me to take photographs of the cab.

Heavy investment in railways is planned for the future. According to 'The Star', in August 2010 new electric trains were introduced on the route north from Kuala Lumpur to Ipoh. The picture below (at Kuala Lumpur old station) was taken for 'The Star' by Azhar Mahfof.

There are a number of picture collections:-

KTM Suburban.
By EMU to Port Klang.
KTM Museum, Kuala Lumpur.
Kuala Lumpur Light Rail, Mass Transit, Rapid Transit.
Kuala Lumpur Monorail.

For more information, checkout the Wikipedia entry.