In January, 2019 the Battlefield Line inaugurated a 'Winter Steam Gala', in the form of a 'Last Train Monmouth-Chepstow Re-enactment', using two 'Pannier' tanks, as described here. The success of that event encouraged the railway to organise another Gala in January 2020, this time using two 'Light Prairies' plus 'Wightwick Hall' and the resident Diesel Multiple Unit.
At the end of 2019, the two locomotives which had handled the Battlefield Line 'Santa Specials' ('Modified Hall' 6989 and 'Light Prairie' 5542) were already available. But discovering that 'Light Prairie' 5526 was being transported by road from the Chinnor and Princes Risborough Railway back to the South Devon Railway, it was agreed that 5526 would divert en route to Shackerstone to allow it to join what was initially called the 'Winter Warmer Gala' but, later, the 'Cold Turkey Gala'.
The timetable for the event was fairly similar to the intensive timetable used for the Shackerstone Railway Society 50th Anniversary Steam Gala which had been held in October 2019. During the Anniversary Steam Gala, Staff and Ticket working had been used to allow a Steam/DMU shuttle from Shackerstone to Market Bosworth to be 'interleaved' with regular service trains between Shackerstone and Shenton, using the 'Turnback Siding' at Market Bosworth to 'recess' the Steam/DMU service. There's a description of Staff and Ticket working in my post on the 2018 Steam Gala here. In 2018, the 'Turnback Siding' was still being constructed and so, on arrival at Market Bosworth, the Shuttle (on that occasion a steam locomotive coupled to a Great Western 'Auto' Trailer) had to immediately return to Shackerstone. For both the Anniversary Steam Gala and the 'Cold Turkey Gala', the Shuttle was formed by a 'Light Prairie' coupled to a 2-car DMU in a 'top and tail' arrangement. This rather unusual method of working is described in the post Operation of Steam/Diesel Multiple Unit Services at the Battlefield Line.
Events of Saturday 4th January 2020
I was booked to drive 'Light Prairie' 5526 on Saturday, which was scheduled to be the last of the three steam locomotives to enter traffic that day but I nevertheless arrived nice and early when it was still dark. As I sometimes do, I walked up Station Road to reach the station, rather than use the public access road to the car park. I signed-on in the Staff Room at the station, noting that the fireman Ritchie M. had signed on a few minutes earlier and I walked confidently to the Loco Shed. I greeted Dave H. and Jamie W. who were preparing 6989 (first engine due in traffic), Adrian A. and Paul on 5542 (second engine due in traffic) and arrived at - a large gap where I'd expected 5526! 'Perhaps they left 5526 on the DMU siding alongside the shed?' I mused, exiting through the back door of the Shed. The DMU was there, but no steam locomotive.
With an increasing sense of unease, I set off to walk the length of the station to the North End, reasoning that if the road transport had arrived late, there might not have been time to shunt the visiting locomotive from the north end, where it would have been unloaded from the trailer, to the Shed. It was with some relief that I finally spotted the familiar outline of a 'Light Prairie', standing in the open, attended by Ritchie and Adrian L. Of course, had I arrived at the railway using the Public Access road, I would have seen 5526 immediately!
5526 was built at Swindon in 1928, serving at a number of Motive Power Depots in the West Country before being withdrawn in 1962 (having covered 968,577 miles by which time she was on her seventh boiler) and sold for scrap. She languished, incomplete, at Woodham Brothers Scrapyard in Barry until purchased for restoration and preservation in 1985, finally being steamed again in 2002.
5526 awaiting preparation in an unusual spot at the north end of Shackerstone Yard on Saturday ('Cold Turkey Gala')
Adrian apologised for the inconvenient remote location of the engine and set off to find a firing shovel, oil feeder and a supply of oil. Ritchie's lighting-up wood was not very dry but, aided by some used diesel, he soon had a cheerful fire established. The locomotive had been used at Chinnor a few days before so still had a little warmth left in the boiler.
I set about my own preparation duties, anticipating finding minor differences as compared with 5542. Even in British Rail days, different examples of the same class could have detail variations and this is even more likely on today's restored steam locomotives where different preservation groups sometimes adopt different engineering solutions. I've described the Daily Exam and Oiling Round of sister engine 5542 in a couple of articles:-
5526 was very similar but, yes, I found some differences: for instance, in the siting of the oilboxes feeding the leading and driving coupled axles.
Normally, preparing in the shed, crews are unaware of the arrival of the public. But the exposed location of 5526 at the north end meant that every visitor walked right past us on their way from the car park to the station. I was amazed that, by eight o'clock, a steady stream of enthusiasts was arriving.
The first departure was the 09:00 to Shenton, hauled by 6989. Once this train had cleared Market Bosworth, 5542 hauling the DMU would follow with the 09:15 'Shuttle' to Market Bosworth. The 'Shuttle' would 'recess' in the 'Turnback Siding', allowing 6989 to return to Shackerstone, where it was due back at 10:00.
In the meantime, we were to move forward and, after coaling, move into the now-empty Loco Shed so that we could use the pit to complete our preparation and be ready to couple onto the south end of 6989's train for our 10:20 departure to Shenton. However, there was a slight problem as a 3-axle power bogie off a main line diesel was standing on a converging siding, with no clearance for us to pass. Adrian 'fired-up' the 04 shunter and propelled the attached Hiab Wagon up to the bogie, allowing the bogie to be attached to the drawgear of the Hiab Wagon with chains (of course, the bogie had no drawgear).
'04' shunter propelling the Hiab Wagon prior to moving the power bogie on left ('Cold Turkey Gala')
Adrian attaches the Hiab Wagon to the power bogie on left with chains ('Cold Turkey Gala')
Adrian then gently moved the odd-looking train away, storing it out of the way in the DMU siding at the south end. Ritchie accompanied on foot, prepared to scotch the power bogie should it become detached (the bogie has no operative brake either).
'04' shunter draws Hiab Wagon and bogie to stable them in DMU siding at the south end. Ritchie walks alongside prepared to scotch the bogie if it becomes detached ('Cold Turkey Gala')
Once the power bogie was clear of the hand points, I 'threw' them towards 5526 and eased the locomotive forward to a position where the 'LOADALL' bucket loader could move behind us to fill up our bunker. Once coaled, we made our way south through platform 1, Ritchie operated the Ground Frame and we moved onto the pit in the Loco Shed. Ritchie offered to complete the oiling underneath and we were soon ready to take our first train. My friend and Shackerstone member Mike S. (who drives at Peak Rail) appeared and we agreed that he'd ride with us.
6989 had been late departing on the 09:00 train and the arrival back was also a little late. The signalman then 'set the road' for us to move across to platform 2, ready to attach to the south end of the 5-coach train as soon as 6989 had uncoupled at the north end and moved forward, allowing passengers to use the barrow crossing. Once 6989 had cleared the single line from Market Bosworth to Shackerstone, the steam/DMU shuttle was then allowed to return, with the DMU doing the work in this direction. The shuttle back was routed into platform 1 and the signals came off for our late-running 10:20 departure. Our Guard gave the 'right away' and we moved away, passing an impressive row of photographers lined along the fence on the Down side. The Shackerstone signalman showed us the Train Staff and gave us a numbered Ticket, bearing details of our authority and our train's reporting number '2S01'. Travelling with a Ticket meant that, once we had cleared Market Bosworth, the shuttle could be allowed to follow us to Market Bosworth carrying the Train Staff.
Ritchie kept the boiler pressure 'up to the mark'and, once clear of the speed restrictions leaving Shackerstone, 5526 seemed to enjoy her new surroundings. We romped along in fine style, whistling and keeping a good lookout at Headley's Accommodation Crossing and, further on, at the public footpath crossing. There were men with cameras at both crossings (and a few elsewhere). We slowed for the two temporary speed restrictions on the way to Market Bosworth, first the Water Works and then passing through the wood on the approach to Market Bosworth.
With Market Bosworth acting as a Block Post, there was a Stop Board at the approach to the station, where we had to be prepared to stop, unless we received a yellow hand signal from the platform given by Johnathon W., the Person In Charge. The flag duly appeared, noted by both Ritchie and I shouting "Yellow Flag" so I was able to keep the train moving and draw into the platform. We surrendered the Single Line Ticket and, in return, were issued with the Train Staff for the Market Bosworth to Shenton Block Section, together with permission to pass the Stop Board as we left Market Bosworth.
There was quite a lot of activity on the platform at Market Bosworth with passengers boarding and alighting but, after a while, this sorted itself out, the platform staff gave the 'tip' to the Guard and the Guard gave us the 'Right Away'. Once clear of the speed restriction over the Cattle Creep near Deer Park Siding, we accelerated up the bank with full 'first valve' on the regulator and the reverser set to about 35% cut-off. This produced the expected willing response so, after passing under the three brick overbridges on this section, I set the engine to 'drifting'. On a Great Western locomotive, this means close the regulator fully, then just 'cock' the handle so as to open the Combining Valve (sometimes called the 'jockey valve' or 'W' valve) so as to continue the oil supply to the valves and cylinders. Swindon's Improved Sight Feed Lubricators are particularly effective and there's a fuller description of the arrangements in the post here (or you can read or download a copy of Collett's 1937 circular here).
5526 detail of boiler backhead showing standardised layout of controls and small sight feed lubricator with 3 feeds ('Cold Turkey Gala')
We came over Shenton Lane Bridge at line speed and I started the initial braking application as we descended Shenton Bank, a straight quarter of a mile ending in Ambion Lane Bridge which is immediately followed by a 5 m.p.h. 'slack' because of the condition of the embankment at this location. The ground disc signal protecting the facing points at the start of the run-round loop at Shenton was, as expected, 'off'. This confirmed that the points were correctly bolted and 'fitting-up' so I kept the train rolling, ran along the length of the platform and stopped with the first coach still on the platform but the engine blocking the gated foot crossing. This is supposed to discourage the public from attempting to cross in front of the engine before we uncouple and move away but it's amazing how determined some people are. Normally, a member of the train staff acts as a crossing keeper until we're clear of the crossing.
With the train vacuum brake destroyed and the locomotive vacuum reservoir 'dumped', I was able to 'ease up' on the train, slackening the screw coupling to make uncoupling easier for the fireman, then we ran round. The loco crew operated the hand points at the south end of the loop but the Guard worked the ground frame controlling the points at the north end of the loop, releasing the ground frame with the Annett's Key forming part of the Train Staff we'd received at Market Bosworth. The Guard also obtained permission for us to return to Market Bosworth (prepared to stop at the Stop Board approaching the station, unless we received a yellow handsignal from the Person In Charge) before he gave the Train Staff back to the Driver, to be carried back to Market Bosworth and surrendered to the Person In Charge.
There were plenty of people watching our progress back to Market Bosworth from the public roads near the two road underbridges and the one road overbridge. I spotted at least four cars parked along Shenton Lane where it runs roughly parallel to, but at least 200 yards from, Shenton Bank on the railway. Most of the watchers were sporting cameras of one sort or another. Mobile phones, I-Pads and serious-looking kit with large lenses were all in evidence. Even the two overbridges serving farm tracks had their watchers. I slowed for the speed restriction over the Cattle Creep and saw 5542 and the DMU safely in the 'Turnback Siding'. We received a Yellow Flag and continued into the platform, where we surrendered the Train Staff to Johnathon. He displayed the Train Staff for Market Bosworth to Shackerstone but issued us with a numbered ticket endorsed with our train's reporting number '2N02'. Retaining the Market Bosworth-Shackerstone staff would allow him to despatch the 5542/DMU Shuttle back to Shackerstone, once the Shackerstone signalman had confirmed our safe arrival clear of the single line section.
We made a lively return to Shackerstone, with plenty of cameramen awaiting us near bridges and foot crossings. We stopped in platform 2 with our locomotive fouling the barrow crossing but all five coaches in the platform. Then we quickly uncoupled, immediately moving forward to the north end so that the barrow crossing could be used. In the meantime, 6989 had moved from platform 1 to the south end of the train ready to leave at 11:40 with '1S02', once the DMU had returned to platform 1, dragging 5542.
We simmered at the north end until 6989 and train had departed, then we moved back along platform 2 to take water.
Mike and Ritchie, having just watered 5526 ('Cold Turkey Gala')
5542 on the 11:55 steam/DMU shuttle to Market Bosworth on Saturday, viewed from 5526 ('Cold Turkey Gala')
When 6989 and its train had cleared Market Bosworth, the signals came off for the 5542/DMU Shuttle to follow. Mike had agreed to fire our second round trip ('2S02', departing at 13:00) and this gave a good opportunity for Ritchie to drive.
Ritchie M. on 5526 ('Cold Turkey Gala')
In readiness for 6989's return we had to move across to platform 1. Then we had the usual engine change, with 6989 temporarily standing at the north end while we coupled onto the south end of the train and waited for the DMU, dragging 5542, to return to platform 1.
Our second round trip passed off smoothly so that we found ourselves, once again, simmering at the north end waiting for 6989 and train to depart so that we could replenish our water tanks. Mike declined the invitation to stay for our last trip because of prior commitments.
I took a couple of pictures of the 5542/DMU Shuttle before the fifth, and last, round trip of the day to Market Bosworth at 14:35.
5542 at Shackerstone with the 14:35 steam/DMU shuttle to Market Bosworth on Saturday ('Cold Turkey Gala')
5542 at Shackerstone with the 14:35 steam/DMU shuttle to Market Bosworth on Saturday. In the foreground 5526 ('Cold Turkey Gala')
The last train of the day was the 16:00 round trip to Shenton which had been planned to be double-headed by 5526 and 5542. However, during the day 5542 had been diagnosed with a leaking superheater element (a problem which had also occurred during 2019) so it had been decided that 5542 would retire to the shed after her fifth Steam/DMU Shuttle, leaving the last service to Shenton to be double-headed by 5526 and 6989 instead.
Accordingly, after the 14:35 steam/DMU Shuttle had departed from Shackerstone, we shunted 5526 across to the DMU Siding so as to leave both platforms clear - platform 2 ready to receive 6989 with the 5-coach service train and platform 1 ready to receive the Steam/DMU Shuttle.
5526 waiting in the DMU siding at Shackerstone as 6989 passes with the 15:20 arrival on Saturday ('Cold Turkey Gala') 6989 passing Shackerstone Loco Shed with the 15:20 arrival on Saturday ('Cold Turkey Gala')
We continued to wait as 6989 ran round, ready to work the 16:00 last train of the day. Then, the Steam/DMU Shuttle returned into platform 1. 5542 rapidly uncoupled and was allowed to go on shed. The repair staff removed the failed element and 'blanked' the header using the failed element from the previous year which had been previously cut down and welded-up for possible use as a 'blank'. Thanks to the work of the repair staff, 5542 was able to carry out its booked working the following day.
5542 retired to the shed early with a failed superheater element ('Cold Turkey Gala')
Finally, 5526 was 'turned out' by signalman Dave N. and we shunted across to couple in front of 6989 on the double-headed final service.
View from 5526, coupled ahead of 6989, ready to work the 16:00 train to Shenton ('Cold Turkey Gala'). Note the DMU, about to stable overnight in the DMU Siding.
On a double-headed service, the driver of the leading engine is responsible for 'making the brake' and controlling the train, although the driver of the other engine is expected to keep a good lookout, observe signals and provide power as necessary.
When the Guard gave the 'right away', I exchanged whistles with 6989 and carefully opened the regulator. 6989 matched my effort and, with the chimney of the 'Hall' just a few feet behind our cab the 'chuffs' were much louder than those of 5526. At the signal box, we received the Train Staff for the line to Market Bosworth. When I was growing-up, the rearmost-engine always carried the Train Staff but the 'Big Railway' and many preserved lines changed some years ago to the leading engine carrying the Staff. Once the train was clear of Barton Lane bridge and the 10 m.p.h. speed restriction, we accelerated the train. The most noticeable effect was caused by the difference in coupled wheel size of the two engines. Four 'chuffs' from 5526 with her 4 foot 7-1/2 inch diameter wheels took us forward about 14 and a half feet. But four 'chuffs' from 'Wightwick Hall' with 6 foot wheels took her forward 19 feet. So, to move ahead slip-free my engine was producing around 30% more 'chuffs', giving an odd syncopated exhaust effect which suggested, erroneously, that we were doing most of the work.
Once we were up to Line Speed, it was clear that 6989 was leaving us to 'run' the train, making control much easier. Double-heading is fine when the two drivers co-operate, but can be difficult if the engine next to the train decides to apply power at the wrong time. Although we were 'losing the light', there were still plenty of photographers along the line. After a fairly 'spirited run', we received a yellow hand signal approaching Market Bosworth and eased the train into the platform. We surrendered the Train Staff, received the one for Market Bosworth-Shenton and were soon on our way again.
After an all-too-brief but enjoyable run to Shenton, I destroyed the train vacuum and allowed 6989 to ease-up both engines onto the train. 6989 uncoupled from the train. As lead engine, I then moved both engines into the headshunt, creating vacuum to release the vacuum brakes of 6989. Then 6989 became lead engine as we ran long the run-round loop. Finally, I moved both engines onto the north end of the train and we coupled up.
6989 was lead engine going back, so all I had to do was keep a good lookout and provide a little help when the 'Hall' was under power. Each time the 'chuffs' from the chimney of 6989 ceased, I set 5526 to 'drifting'.
During the day, the initial late running was made up and we finished close to 'right time'. I was told that there was 'a bit of a shunt' to do later, so I was invited to leave 5526 in the station - an offer I happily accepted. Just as I was booking off, after an excellent if tiring day, I was asked if I could possibly drive the DMU on the second day of the Gala, the following day. I said 'Yes'.
Where necessary, clicking on an image above will display an 'uncropped' view or, alternately, pictures may be selected, viewed or downloaded, in various sizes, from the albums listed:-
The last Santa Specials at the Battlefield Line were run on 24th December 2019, Christmas Eve. But the railway only remained closed for three days until Saturday 28th December 2019 when 'Mince Pie Specials' were run for five days, using a mixture of DMU and steam.
Events of Saturday 28th December 2019
I was asked to drive on Saturday 28th December 2019, once again on 6989 'Wightwick Hall'. I discovered Stephen W. was my fireman and that he'd gone in on Friday evening to light a warming fire, returned home for a few hours sleep and arrived back at the shed shortly after me. Stephen was happy setting a new fire, so I turned to the oiling round.
Click for larger view
'Modified Hall' Class from British Locomotive Types 1946 (Railway Publishing Co. Ltd.)
The 2-cylinder 'Standard' designs of the Great Western with outside cylinders have Stephenson Link motion with four eccentrics mounted on the driving axle between the frames to provide the necessary valve events. Inside cylinder Great Western designs normally have valves between the frames which can be directly driven from the expansion links between the frames. But with outside cylinders and valves, as used on the 'Hall', rocking shafts are required to transmit the movement of the dieblocks between the frames (via the intermediate valve rod, rocking shaft, valve link and valve rod) to the piston valves outside the frames.
This is illustrated in the well-known diagram below, taken from the 'Handbook for Railway Steam Locomotive Enginemen', published by the British Transport Commission in 1957. Original copies are still available on the second-hand market and an Ian Allan reprint from 2014 is available new (ISBN: 9780711037946).
Click on the above diagram to enlarge.
Layout of valve gear.
I could get at most of the outside motion but the corks on both little ends were inaccessible.
Six portable, cylindrical oil pots each with a shut-off cock feeding a flexible, plastic hose are provided for the important job of topping up the coupled wheel axleboxes. The idea is that the oil pots clamp on the foot-framing with each hose fed to the filler on top of the axlebox. This involves reaching through the spokes of the coupled wheels to access the filler tubes but, again, the angle at which the engine had stopped meant that this oiling had to be deferred until we'd sufficient steam to move to a better position.
The engine was partly over the pit but not in a very good position. A bigger problem was the fact that after a number of days of intensive two-train 'Santa' services, one half of the length of the pit (the half I needed to work in, naturally) was fairly full of ash. This, combined with the fact that it's a rather shallow pit in any case, meant that scrambling around in the pit, ducking under the brake gear, was quite challenging. Having hauled myself up in the space between the dual brake shafts so as to stand on the brake rigging, facing the firebox, I was able to deal with the large-capacity oil reservoirs on the four eccentrics. The two pictures below show the driving axle with its eccentrics.
View of Driving axle showing (L-R) Right Fore Eccentric, Right Back Eccentric (6989 'Whitwick Hall')
View looking rearwards showing driving axle with left fore eccentric and front of outer firebox. The oil feeder and wiper gives an idea of the generous proportions of the axlebox (6989 'Whitwick Hall')
Still perched on the brake rigging, I turned round to face forwards, allowing me to attend to the oiling points associated with the expansion links and lifting links.
View looking forward showing left expansion link, arm on weighshaft to operate left lifting link and left dieblock which is connected to the fluted intermediate valve rod extending forward to the inner valve arm of the rocking shaft. Leading coupled axle in background (6989 'Whitwick Hall')
View looking forward with left lifting link just visible. The fluted intermediate valve rods lie almost horizontal either side, connected beyond the frame stretcher to the inner valve arms of the rocking shafts. Note the large vacuum brake cylinder between the frames ahead of the leading coupled axle. The red-painted pressed metal guards bolted to the axleboxes of the coupled wheels are provided to screen the journals from foreign matter (6989 'Whitwick Hall')
Having completed this part of the oiling, I gingerly lowered myself down into the pit between the twin horizontal brake shafts and completed oiling the leading bogie.
View looking forward and down while perched on brake rigging ahead of driving axle, showing the twin longitudinal brake shafts with bottlescrew adjusters (6989 'Whitwick Hall')
The 'Churchward era' 4-6-0s introduced bar-framed bogie trucks and I think these were used on the original 'Halls'. But Hawksworth's 'Modified Halls' substituted plate-framed bogies. More drastically, Hawksworth introduced plate main frames throughout on the 'Modified Halls'. Earlier locomotives based on Churchward's preferences had plate main frames as far forward as the cylinders which were manufactured using two castings bolted back-to back on the centre line of the locomotive incorporating steam exhaust passages and smokebox saddle. Adopting back-to-back cylinder construction required bar framing between the cylinders and the front buffer beam. The 'Modified Hall' had two separate cylinder castings conventionally bolted to the outside of plate frames running the length of the locomotive. I suspect (but haven't been able to confirm) that the motive for these changes was cost-saving.
With steam pressure in the boiler rising, we moved the locomotive so that the coupled wheel axleboxes and little ends could be dealt with. Stephen attended to the axleboxes whilst I clambered up on to the front framing to top-up the oil pots on the rocking shafts and the other oil pots. The vacuum pump oil pot on the driver's side is accessible through a cut-out in the foot framing. This uses a mix of cylinder oil and paraffin to preventing 'sticking valves' on the pump.
6989 'Wightwick Hall': Right leading splasher showing cut-out in foot framing giving access to the vacuum pump oil pot (Battlefield Line Santa Specials 2019)
6989 is fitted with a hopper ashpan operated by large lever or 'key' normally stowed in the cab on the fireman's side. To empty the ashpans, the 'key' is engaged with a square-section shaft accessible through a cut-out in the footplate steps on the fireman's side, and the locking pin (rather hidden behind the footplate steps) is removed. The key can then be operated back-and-forth through a wide arc, opening and closing the hopper doors until all the ash has been dislodged and dropped into the pit. Even using the ashpan spray connected to the fireman's side injector, this usually results in plenty of ash flying around. Finally, the hopper doors are closed, the securing pin is replaced and the heavy 'key' stowed back in the cab.
Stephen operating the hopper ashpan (6989 'Whitwick Hall')
6989 'Whitwick Hall' 'brewing up' in the shed at Shackerstone, prior to working 'Mince Pie Specials' (6989 'Whitwick Hall')
We'd raised sufficient pressure to move outside the shed and a quick test of the vacuum brake showed that we'd enough brake power to move safely across to our 5-coach train in platform 2 so that we could start steam heating the coaches.
Our diagram called for four round trips to Shenton during the day, leaving Shackerstone at 11:00, 12:30, 14:00 and 15:30
The view below shows the standardised layout of the driving controls on the right side of the cab.
6989 'Wightwick Hall': Driver's vacuum brake application valve with small ejector steam cock (above), large ejector steam cock (right) and blower valve (below right)
Of course, when in motion, most of the driver's attention is focussed ahead. The Christmas Fairy Lights were still in place on 6989, as a further distraction. The You Tube clip below shows how limited the view from inside the cab can be, which I why I tend to prefer to lean out over the cab side sheeting most of the time. Click 'Replay' to watch again.
Driver's view ahead on 6989 'Whitwick Hall' between Market Bosworth and Shenton on the Battlefield Line on a 'Mince Pie Special' service on 28th December 2019.
At each end of the line, we ran round the train and Stephen commented that there's not much room for the fireman to work in when coupling up once the locomotive had 'squeezed up'on its train.
There's not much room for the fireman to work in when coupling up once the locomotive has 'squeezed up'on its train (6989 'Whitwick Hall')
During the afternoon, we decided to 'top up' the tender tank from the column at Shackerstone. It was already getting dusk when I took this last view of 'Wightwick Hall' ready to leave Shackerstone with a 'Mince Pie Special'.
6989 'Whitwick Hall' ready to leave Shackerstone with a 'Mince Pie Special'.
Passenger numbers had been encouraging all day, Stephen had kept a good fire and we were both satisfied when we completed the last trip and disposed the locomotive after an enjoyable day.
Where necessary, clicking on an image above will display an 'uncropped' view or, alternately, pictures may be selected, viewed or downloaded, in various sizes, from the albums listed:-
This is the 14th annual review since I started this blog and I remain acutely aware of how fortunate I have been in the friendships and experiences I've enjoyed.
OVERSEAS TRAVEL
A combination of work commitments and the limitations brought-on by ageing resulted in only one overseas trip during 2019, when I revisited my many friends in Myanmar (formerly called Burma). The pattern of the visit was generally similar to previous years but proved especially satisfying.
I set off on the 4th May and visited railway signalling installations in Yangon and Togyaunggalay (see section 'Myanma Railways' below) before taking the overnight coach to Mawlamyine in Mon State with Doctor Hla Tun. We made visits to various Drop In Centres in Mon State before travelling to the adjacent Kayin State to make distributions to a number of schools.
Presentations to schoolchildren in Kayin State, Burma 2019 (Photo: Aung Ko Latt)
We returned to Yangon for one night before flying to Nyaung Oo from where we made the short journey to Bagan so that the Doctor could carry out consultations at the Medical Clinic for three days.
Burma 2019: Distribution of free lunch to patients at Bagan Medical Clinic, Saturday 11th May 2019.
My friends then took me on a trip to Kayah State (staying in Loikaw) and Shan State (staying in Kalaw and Taung Gyi) before returning to Bagan Medical Clinic for a second weekend.
Visiting Taung Gwe Zedi, Loikaw (Burma 2019).
I made a distribution at Htee Pu school before the Doctor and I made travelled to Mandalay where I spent two nights at the Hilton Hotel (formerly Sedona) and visited friends. The Doctor arranged a fascinating visit to the railway signalling centre in Mandalay before we drove to Pyin Oo Lwin where the Doctor presented food donations at two orphanages.
Shwe Sin Minn orphanage, Mandalay, 2019: Doctor Hla Tun receives the donation certificate issued by the orphanage from the Head Nun.
On my last day, the Doctor and I said our 'good byes' at Mandalay International Airport before the Doctor flew back to Yangon. A little later, I caught the Qatar Airways flight to Doha and, finally, home.
The first of a series of posts describing my 2019 trip to Burma is here and each post in the series has links to the subsequent episode and my pictures. Alternately, you can display all the posts on the trip by clicking here (or selecting 'Burma-2019' in the 'List of Labels to select a blog topic' displayed near the top of each post on the right).
To find more about overseas visits I've made in previous years, see:-
During 2018, I continued to support the Old Locomotive Committee and remained a volunteer at The Battlefield Line and Peak Rail.
The Old Locomotive Committee
This year, a nasty respiratory infection kept me away from the the 34th Annual General Meeting, held at the Museum of Liverpool. However, I was present later in the year at the 2019 'Lionsmeet' event held on Saturday, 17th August at the Littledown Park track of the Bournemouth & District Society of Model Engineers. My report is here.
Lionsmeet 2019: Bankside station on a warm afternoon.
All my posts about the Old Locomotive Committee are here and there's more information on their website (and including information on becoming a member) here.
The Battlefield Line
This year was the 50th Anniversary of the founding of the Shackerstone Railway Society which runs the Battlefield Line. I had a number of steam and Diesel Multiple Unit driving turns during the year, some of which are described in blog posts and include links to my photograph albums:-
Dinmore Manor' running tender first approaches Market Bosworth with a Down train, passing the 'Prairie'/DMU Shuttle in the Turnback Siding awaiting the road back to Shackerstone (50th Anniversary Gala at the Battlefield Line)
You can find all my posts about the Battlefield Line here.
Incidentally, you can find all my posts about Diesel Multiple Units here (or refer to the 'Index' here).
Peak Rail
During the year, I undertook a number of steam driving turns at Peak Rail and there are a few blog posts:-
No. 72 at Matlock Town (Santa Specials at Peak Rail 2019)
You can find all my posts about Peak Rail here and there's a collection of general pictures showing activities at Peak Rail during 2019 here.
Myanma Railways
During my visit to Burma in 2019 I was able to spend some time studying the railway system, thanks to Doctor Hla Tun's good offices. On the day I arrived in Myanmar, we visited the new Railway Signalling Centre at Yangon Central Station and the power box at Togyaunggalay. There are brief descriptions in the blog posts shown below, but I hope to post more later:-
The Brewood Garden Party was held at Brewood Hall for the seventh time on Saturday, 13th July 2019. There's a report here, with a link to my pictures.
Brewood Garden Party 2019: The weather was warm but not too hot.
A building dating from 1640 listed Grade II has a recurrent need for maintenance and various work was carried out in 2019 but no reports have been added to this blog in 2019. However, there is a post about tree maintenance in 2018 which was finally published in 2019 here.
You can find all my posts about Brewood Hall here.
TY GWYN
Ty Gwyn is a small commercial woodland around 27 hectares in area near Corwen in Wales. Although maintenance work continues on the growing crop, I've no updated pictures at present.
For a number of years, I've supported the charitable initiatives operated under the above name in Burma. I'm also currently a trustee of the Belmond Myanmar Foundation in the U.K. which also provides support to this work. When I visit Burma, I try to see as much as possible of the projects in hand. Educational Support is provided to a wide range of schools and orphanages (including the Orphans & Vulnerable Children Project in Mon State) and Medical Treatment to all ages (centred on the wonderful Bagan Medical Clinic).
You can find all my posts on Educational Support here.
Distribution at Htee Pu, May 2019: The 'group shot'.
You can find all my posts on Medical Support here.
Burma 2019: Doctor Hla Tun at work in his consulting room at the Bagan Medical Clinic.
OTHER BLOG POSTS IN THE YEAR
This review covers trips and events during the year but doesn't include other types of post including:-
Technical articles;
Historical articles;
Work-related topics;
Recollections of past events;
In December 2019 Santa Specials at Peak Rail continued the well-established format of a top-and-tailed service between Rowsley and Matlock Town, stopping at Darley Dale for operational purposes.
Once again, 'Austerity' 0-6-0T saddle tank No. 72, facing south, was to be coupled at the south (Matlock) end of the train with diesel-electric stalwart 'Penyghent' marshalled at the north end. For the first time, an 8-coach train was in use. Previously, passenger trains were formed of up to 7-coaches (5 coaches plus kitchen/dining car and the beautiful restored LMS coach 7828 forming the 'Palatine Dining Set'). In 2019, an additional Brake Composite Corridor coach (code 'BCK' number 21268) was added which was air-braked but also 'through piped' for vacuum.
It's acceptable to include a coach without working brakes in a passenger train provided it is 'sandwiched' between vehicles with operative brakes so that, in the event of such a train becoming divided, both parts of the train will be automatically stopped. Of course, when the Guard informs the driver of the load, he should remind the driver of the unbraked vehicle. The 'Special Trains Notice' issued by the Operating Department covering the Santa Special Trains also gave special authorisation for 'Penyghent' to provide assistance to Up Trains in case of problematic railhead conditions.
I was rostered driver on Sunday 22nd December 2019 with Phil M. as fireman and R. Newman as cleaner.
In 2019 been the United Kingdom had suffered a particularly wet November and December with flooding in many areas, including the Derwent Valley, through part of which Peak Rail runs. I knew that extreme river levels had caused some damage to railway bridge 35, just north of Matlock Riverside station and a 5 m.p.h. speed restriction had been imposed, together with weekly bridge inspections.
The 22nd of December was the Winter Solstice - the shortest day of the year so I was not surprised that it was still very dark when I arrived at Rowsley shed at about 06:45. On my journey from home to Rowsley, we'd passed through fairly heavy rain so I was relieved that it was dry at Rowsley. It rained a bit later in the day but it wasn't bad and the temperature wasn't too low. Phil and the cleaner had matters well in hand with the fire so I concentrated on oiling-round and daily exam.
The 0-6-0ST 'Austerities are powerful and reliable locomotives but I have been known on occasion to call them, rather unkindly, 'boring'. However, on this winter morning I was very appreciative of the relative simplicity of oiling an 'Austerity' as compared with Great Western 'light Prairie' 5542 and 'modified Hall' 6989 I'd been on recently at the Battlefield Line. But there's still a fair bit of 'squirming around' to get at the inside motion.
Once we were ready, we decided to go across to our 8-coach train nice and early to start carriage warming. Of course, we had an ulterior motive: on the platform we could enjoy the facilities of Rowsley Station Buffet so tea and a breakfast bap made us ready for the rest of the day.
The Special Timetable called four round trips to Matlock Town leaving Rowsley at 10:30, 12:05, 13:40 and 15:15 with our 8-coach train (plus the trailing load of 'Pehyghent'). 'Santa Specials' are often late departing from Rowsley, as late-arriving booked passengers are usually given a little leeway and it was about 10:45 when we set off.
The railhead was quite damp and there was plenty of drifting steam from the cylinder drain cocks condensing in front of us but, as I hoped, No. 72 moved away without a trace of slip. With no carrying wheels, the whole of the 48 ton weight of the locomotive is adhesive and the generous size of the cylinders (18 inches diameter with a 26 inch stroke) combined with relatively small wheels (4 foot 3 inches diameter) produces a tractive effort of 23,870 pounds (at 85% boiler pressure). The 'Austerity' was designed to shift freight trains well above 1,000 tons - it just isn't very quick about it - so assistance from 'Penyghent' was not required.
Phil was ably assisted by a 'Christmas Elf' (Santa Specials at Peak Rail 2019)
We completed our first run to Matlock Town without incident, crossing Bridge 35 gently at 5 m.p.h. The damage to the bridge was not visible from above but I was told that uprooted trees carried downstream in the floods had struck the bridge piers and displaced some steel supporting brackets. Some tree branches were still deposited on the river bank normally well above water level, together with a number of large hay bales transferred by the floods from a field somewhere upstream.
Crossing Bridge 35: Two large hay bales, wrapped in black polythene, are visible on the river bank near the centre of the picture (Santa Specials at Peak Rail 2019)
We stood in Matlock Town for a while whilst Santa proceeded through the train with his helpers, distributing presents then 'Penyghent' hauled the train back to Rowsley, with the 'Austerity' trailing behind as 'Tail-end Charlie'. Back at Rowsley, we took the opportunity of replenishing the saddle tank with water.
Phil at the 'Brown Tank Wagon' at Rowsley as we take water using a portable pump and fire hoses. Note the 'DOGFISH' hopper ballast wagons on the siding.(Santa Specials at Peak Rail 2019)
In addition to passengers joining the train to meet Santa, the 12:05 boarded diners for Christmas lunch.
A winter Sun illuminates Rowsley as diners join the train for Christmas lunch (Santa Specials at Peak Rail 2019)
As the train left Rowsley, we could seen that the top end of the large car park was now quite full.
By noon, the top end of the car park had filled-up (Santa Specials at Peak Rail 2019)
Our platform at Matlock Town was unusually quiet because, on Santa Specials, passengers only join or leave the train at Rowsley.
Matlock Town (Santa Specials at Peak Rail 2019)
Once again, 'Penyghent' hauled our long train back to Rowsley.
'Penyghent' shown entering the loop at Matlock Riverside as it returns our long train to Rowsley (Santa Specials at Peak Rail 2019)
As we waited at Darley Dale to give Santa a chance to finish his present distribution, I took a couple of pictures.
View from Down platform at Darley Dale, looking north, as we return to Rowsley (Santa Specials at Peak Rail 2019)
View from Down platform at Darley Dale, looking south showing crossing gates and signal box, as we return to Rowsley (Santa Specials at Peak Rail 2019)
By the time we arrived back at Rowsley, the train was well-warmed and we were able to discontinue steam heating.
Disembarking happy passengers at Rowsley (Santa Specials at Peak Rail 2019)
We were able to invite Newman family members to view the footplate before they received a special greeting from Santa himself.
Newman family members chatting to Santa alongside our engine (Santa Specials at Peak Rail 2019)
As it grew dusk, we made our fourth round trip to Matlock Town then, leaving the coaching stock in the platform at Rowsley, we moved light engine to the shed and disposal after a successful and enjoyable day.
I've been an electronics engineer for over 57 years and I'm interested in travel, history, architecture, the industrial revolution, science, railways and, well, lots of things. I believe in what one of my heroes, Richard Feynman, called "The Pleasure of Finding Things Out".
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