Gigantic bonfire and spectacular firework displayThe plan for the evening services to and from Market Bosworth was that 'Light Prairie' 5542 would be chimney-leading at the south end, coupled to three coaches of the normal 4-coach 'set', omitting the 'BG' guard's full brake with the 2-car Diesel Multiple Unit (DMU) completing the consist at the north end. The DMU currently comprises the single-unit 'Bubble Car' attached to the Driving Motor car of the 2-car set whilst the Driving Trailer of the 2-car set undergoes body repairs in the shed. All the bonfire trains were to operate from Platform 1 at Shackerstone. 5542 would haul the 6.00 p.m. to Market Bosworth and, after unloading, the DMU would take the empty stock back to Shackerstone, to form the 6.50 p.m. service to Market Bosworth. After the firework display, the DMU was to lead the return train back to Shackerstone, with 5542 authorised to provide assistance if necessary.
Catch the train from Shackerstone at 6:00pm or 6:50pm and ride to Market Bosworth Station
Train returns from Market Bosworth at 8:15pm.
Refreshments available at Market Bosworth Goods Shed
Parking spaces are limited at Market Bosworth, so it is advised to catch one of the trains from Shackerstone Station
I've described Steam/DMU 'Shuttle' operation at the Battlefield Line in the post here. At the 50th Anniversary Gala, just a couple of weeks prior to the Bonfire and Firework Night, I'd been involved in the operation of the Steam/DMU 'Shuttles' (both as steam and DMU driver) as described here. Adrian L. and Ritchie M. were already rostered on 'Light Prairie' 5542 for the evening trains but, with three bogie coaches added for the Bonfire and Firework Night, it offered a new experience so, when the railway asked for a DMU driver, I volunteered.
The plans underwent a number of changes before we actually worked the trains. The principal change, at around 5.00 p.m. on Saturday, was to operate with the full 4-coach service train which, from the south end, was marshalled passenger coach, buffet coach, passenger coach and guard's full brake (BG). Because the platform lengths are tight for even a 5-coach train this implied placing the passenger set at the north end of the train and allowing the BG to stand outside the platform, with 5542 marshalled at the north end and hauling the trains bunker-first towards Shackerstone. With only 3 passenger coaches alongside the platform, that left just about enough room to accommodate the 2-car DMU alongside the platform at the south end.
By 5.00 p.m. I'd done the Daily Exam on the DMU (much simpler than on a steam locomotive), started all four engines, obtained sufficient control air pressure and checked that the final drive controls, vacuum braking system and Driver's Supervisory Device (DSD, the posh name for the Deadman's Handle) were all operative from both the south end and north end cabs. So I was ready to roll, but I had to wait in the DMU siding until 5542 came off shed, by which time it was already fully dark. The heavy rain earlier in the day had abated but not really stopped. 5542 left the shed, trundled through the empty platform 1 to the north end and coupled onto the north end of the stock in platform 2. 5542 then propelled the four coaches southwards, past the signal box and 'up the cutting' until clear of the crossover. Once the signalman had reversed the crossover and cleared the ground signal, 5542 drew the train into platform 1, with most of the BG overhanging the platform. Then the 'dummy' (ground disc signal) on the DMU siding came 'off' and I drifted down to the south end of the 4-coaches in platform 1 and gently 'buffered-up'. The whole of the Driving Motor car was alongside the platform but only part of the 'Bubble Car', so we had to make sure that passengers used only the available doors. The 6.00 p.m. service wasn't full so we didn't need to load the 'Bubble Car'.
Platform 1 at Shackerstone Station, showing 'Special' including (in background) the 2-car DMU (Battlefield Line Bonfire and Firework display)
Railway Operations at Night
I've discussed driving steam trains at night in the post The Railway at Night and there's a bit more in the post 'Operation: Market Bosworth - On the Footplate' describing the running of 'specials' in the dark.
The semaphore signals at Shackerstone were originally lit by paraffin lamps, as described in the post Part 4 - Semaphore Signal Aspects by Night (one of an occasional series on Railway Signalling in Britain in this blog). Some years ago, I remember climbing the Shackerstone Down Home signal (number 2) to replace the paraffin lamp. Since then, the signals at Shackerstone have been 'electrified', with filamentary lamps replacing the paraffin lamps. Unfortunately, a couple of these lamps were 'out', requiring extra vigilance.
View from above showing the parffin lamp housing fitted to an upper quadrant lattice post signal, with the lamp housing open to show the lighted signal lamp inside. At the top of the picture can be seen the filter glasses producing the appropriate signal aspect.
But the design of the cab of a DMU compounds the problems of keeping a good lookout ahead. The 'Modernisation' DMU featured glazed panels between the cab and the the passenger compartment. At night, the light from the illuminated passenger compartment destroys the driver's night vision unless the blinds fitted to the glazed panels are lowered. Although the forward visibility for passengers is attractive during the day, later designs of DMU have replaced the vision panels with a solid bulkhead.
In addition, the driver views the line through generously-proportioned front windows. Glazing will produce reflections from any stray light which can be distracting. During rain, the air-operated windscreen wiper will clear a limited area which may retain smears (depending on the condition of the wiper blade) and rain on the 'unwiped' area can produce visual distortion or scatter stray light. On a steam locomotive, leaning out of the cab will normally offer the best forward vision but on this type of DMU, the need to keep the Deadman's Handle operated limits the driver's ability to lean out.
As built, 'Modernisation' DMU show just show two white marker lights ahead but these are intended to warn people trackside, not to act as headlights improving the driver's visibility. British Rail did retro-fit an additional higher-intensity headlamp to some units but this was still primarily to warn people trackside although, as increasing use was made of reflective signage (for instance, for indicating speed limits), this headlamp also improved the driver's ability to locate such signs. Unfortunately, the leading cab from which I was driving was not one fitted with a higher-intensity headlamp.
There are various indicator lamps in the cab which can also be distracting at night. Set vertically to the left of the driving position is a panel of filamentary indicator lamps indicating engine status. For each power car in the formation (up to a maximum of six power cars) there are two 'engine running' lamps and one 'oil and axle' lamp. So for the 'Bubble Car' plus Driving Motor car combination, 6 out of the 18 lamps were lit. At least, the lenses of these lamps were blue glass, so the effect wasn't too bad. More troublesome were the two repeater lamps which confirmed that the marker lights were lit, mounted in front of the driver on the horizontal panel. I reduced the unhelpful glare by placing a piece of rag over the repeater lamps.
The 6.0 p.m. to Market Bosworth
A little late, I received the 'Right Away' from the Guard, exchanged whistles with the 'Prairie' at the rear and, with the rear locomotive 'making the brake' I carefully applied power to start our 6-coach train. With four 150 h.p. underfloor engines under my control only slight assistance was needed from the steam engine. First task was to confirm that signal 14 was 'off' (the signal lamp had failed), then comply with the 5 m.p.h. speed restriction through the crossover by the signal box. Next, I had to lean out (keeping one hand on the Deadman's Handle) to collect the Single line Staff, before confirming that the Advanced Starter (signal 15) was off. Once I judged that the whole of the train was clear of the 5 m.p.h. restriction I allowed the speed to rise to 10 m.p.h. Beyond Barton Lane Bridge, with some help from 5542 at the back, speed was worked up to the Line Speed of 25 m.p.h., before I sounded the horn for first Headley's Crossing and then the Public Footpath Crossing. Just before Carlton Bridge, I started an initial brake application of 15 in/Hg. This was intentionally early, as I was not sure what the braking characteristics of our unusual train would be, but I had no difficulty reducing the speed to 15 m.p.h. for the 'slack' past the Sewage Works, after which I re-applied power until Airport Bridge, where I started a brake application for the 15 m.p.h. restriction through the wooded area. We were now on the approach to Market Bosworth station, with glimpses of the platform lighting visible through the arches of Station Road bridge. Speed was reduced to 10 m.p.h. and the horn sounded before we ran along the platform. I deliberately overran the platform by around half the length of the leading coach, to ensure that the last passenger-carrying coach was in the platform.
Once all the passengers had left the train and I'd given the Single Line Staff to the crew on 5542, we set off back to Shackerstone to collect more passengers. On this trip, I just had to make sure that I kept the Deadman's Handle operated, the final drives set to 'Reverse' (My cab had become the trailing cab) with the engines idling in 4th Gear (the gear allowing 'free-wheeling').
The 6.50 p.m. to Market Bosworth
We boarded a second set of passengers at Shackerstone for the 6.50 p.m. departure. It was still raining when we set off. Either because of the rain or because 5542 was providing less assistance at one point I had wheel-slip on the DMU, quickly cured by reducing the engine speed slightly. Otherwise, the journey to Market Bosworth was uneventful.
Bonfire and Firework Display
The train crews were able to join the stream of passengers making their way across to the bonfire site, adjacent to the goods shed. I paused to speak to my friends in the attractive refreshment room on the platform.
Refreshment Room, Market Bosworth Station (Battlefield Line Bonfire and Firework display)
It continued to rain as we made our way over the foot crossing leading to the Goods Shed, but everybody seemed in good spirits.
Foot Crossing, Market Bosworth Station by night. Note crossing lighting (Battlefield Line Bonfire and Firework display)
Refrshments were also available both inside and just outside the Goods Shed. Tables and chairs were set up inside the Goods Shed for those waiting for the display to start before braving the weather.
Goods Shed, Market Bosworth Station (Battlefield Line Bonfire and Firework display)
But I found that most people were already outside, admiring the huge bonfire which was sending orange flames high into the sky. When the display started, we were joined by the people from the Goods Shed. I was impressed by the professionalism of the display, with rocket quickly following rocket in a dazzling display of contrasting colours. I'm afraid my picture below doesn't do justice to the impact of the fireworks.
Warmed by the large bonfire, the crowds watch the spectacular firework display, with a reflection of the firework just launched in a large puddle in the foreground (Battlefield Line Bonfire and Firework display)
Return to Shackerstone
As soon as the display finished, I made my way back to the train and made the DMU ready for the return journey. Only one train operated back to Shackerstone and I think we boarded over 200 passengers. I kept a good lookout for any 'stragglers' wanting to catch the train but, once everyone was aboard, we set off with 5542 doing most of the work and the DMU giving some assistance in accelerating the train up to line speed.
At the end of the firework display, over 200 passengers returned to Shackerstone in the 6-coach train (Battlefield Line Bonfire and Firework display)
On arrival at Shackerstone, I 'changed ends' and 'squeezed up' to slacken the coupling before Adrian L. kindly uncoupled. I 'changed ends' again to drive the DMU into the DMU siding for stabling. As I was shutting-down and locking-up, 5542 propelled the 4-coach service train 'up the cutting' before drawing it into platform 2 ready for its next use. Then 5542 scuttled to the shed for disposal.
An interesting evening.
Related posts on this website
Operation of Steam/Diesel Multiple Unit Services at the Battlefield Line.
Shackerstone Railway Society 50th Anniversary Steam Gala.
Railway Signalling in Britain: Part 4 - Semaphore Signal Aspects by Night
Diesel Multiple Units (Index)
My Pictures
Battlefield Line Bonfire and Firework display.
