After the steam and diesel multiple unit turns described in the post linked above, I was next rostered on Sunday, 11th October 2020. In a normal season, a Sunday service would have been steam-hauled but, because of uncertainty over demand, the 2-car Diesel Multiple Unit (DMU) had been rostered. On a steam day, I would have arrived around four hours before the time of the first departure but, with the simpler preparation demanded by the DMU, I allowed what I expected to be a generous 90 minutes.
It was a cool morning with a little drizzle when I arrived, locating the DMU stabled in its usual spot in the long siding called the DMU Siding adjacent to the running line. I smiled to see the destination blind at the north end of the unit had been set to 'BARMOUTH' by the previous driver. The range of destinations offered by the roller blind was 'inherited' from the previous owner, British Rail, and represents places served by the last depot, Tyseley (although some additions have been added to cover Battlefield Line stations).
The 2-car DMU stabled, as normal, in the DMU Siding at Shackerstone: A Day on the DMU (Photo: D. Mould)
All doors on carriages of this era, both passenger and staff access doors, are locked when not in use, using a standard tapered square section key. I entered the carriage at the northern end of the set (51131, half of a 2-car unit) via the Guard's compartment, using a British Rail standard multi-purpose 'T'-handled carriage key.
British Rail standard multi-purpose 'T'-handled carriage key
The driver's two control handles for the unit are stored in the Guard's compartment when the DMU is stabled and, during traffic, are inserted in whichever cab is leading. The control handles comprise the chrome-plated Brake Handle and the brass Select Direction key (invariably called the 'spoon'). To enable the electrical control circuits, each driver also carries a personal Master Key. Having collected the two control handles, I walked through the passenger compartment to reach the driving cab. Checking the inspection sheets, I found that the DMU had been used the previous day, with Carl driving. The only defect shown was a non-working secondman's windscreen wiper which I'd previously noted. The air-operated wipers on these units are rather temperamental. I partially filled-in a new inspection sheet before returning to the ground. I carried out the normal inspections by making a circuit of the DMU, noticing that the destination blind at the southern end had been set to 'BLAENAU FFESTINIOG'. Two of the four 150 h.p. engines required a top-up of engine oil.
Jan carrying out the daily inspection: A Day on the DMU (Photo: D. Mould)
Having closed both battery isolator switches and inserted my master key in the cab, I first attempted to start the engines on 51131. Despite the DMU having been used the previous day (deputising for the Class 33 diesel electric), I found that there was insufficient charge in the battery to crank either engine. So, the battery charger had to be retrieved from the Guard's compartment in 55005, together with the long mains lead to reach from the DMU to the nearest power socket. The 24 volt output from the charger was connected to the charging point on the underframe of 51131 using a heavy-duty low-voltage connector.
DMU at Shackerstone: Battery charging socket
To my relief, a little over 30 minutes connected to the charger allowed me to start both engines on 51131. Fortunately, the battery on the 'Bubble Car' was able to start its engines without the need for re-charge. With the charger and mains lead re-stowed on 55005, I updated the inspection sheet whilst waiting for the engine-driven compressors to generate sufficient control air to allow Electro Pneumatic (E.P.) control of the engine throttle settings and the Final Drives which select direction of travel and connect the gearbox outputs to the wheels. Once I was ready, a short 'pop' on the horn alerted the signalman, who immediately pulled 'off' the ground disc signal which allowed me to leave the DMU siding and gently drift down to platform 1 at Shackerstone. I was surprised at the reasonable crowd of passengers awaiting the train's arrival.
To meet Coronavirus regulations, a volunteer was on duty at the station entrance to 'Meet and Greet' visitors, briefing them on the arrangements in force and collecting contact details (a requirement to support infection tracing, when required). Tickets were being sold from the traditional booking office window. The Guard, supported by the Travelling Ticket Inspector (TTI) and a volunteer periodically sanitising features like coach door handles quickly prepared the train for boarding and the 11:00 departure left only about four minutes late. After the slight 'hiccup' starting the engines, the DMU ran flawlessly for the rest of the day.
Because of Coronavirus, the intermediate station stop at Market Bosworth has been temporarily suspended. As we made our way to Shenton, the sun came out and remained out for most of the day, producing pleasant, mild conditions. To my amazement, Shenton car park was full on our arrival and stayed full all day. The pottery and glassworks were open and the Covid-adapted buffet at Shenton was kept busy all day providing takeaway refreshments to visitors via an opened sash window facing the platform. The various station seats on the platform had been supplemented by picnic tables, providing plenty of socially-distanced seating. Quite a holiday atmoshere prevailed.
Visitors enjoying the Autumn sun at Shenton: A Day on the DMU (Photos: D. Mould)
At 11:35, the DMU returned to Shackerstone. The picture below shows the view approaching the signal box. 'Single manned' vehicles have a Driver Surveillance Device (DSD), more commonly called the 'deadman's handle' to stop the train in the event of driver incapacitation. Alone in the cab, surrendering the train staff to the signalman on arrival involves carefully setting the approach speed (5 m.p.h. on the immediate approach to the signalbox, then 5 m.p.h. through the crossover to platform 1). Then, the train is allowed to coast, the deadman's handle (part of the throttle control) is released and the driver carries the staff across to the right hand window, near to the signalman on the 'token landing'. Just by this window is an 'Override' pushbutton. Pressing and holding this prevents the brakes from being applied. Keeping one finger on the override, the driver leans out and hands the staff to the signalman. The driver can then cross back to the driving seat and operate the deadman's control, again preventing the brakes from being applied. Only a few seconds elapse between releasing the deadman's (or the override) and automatic brake application so the aim is to appear unhurried and nonchalant whilst avoiding automatic braking as the driver crosses the cab, excessive speed into the crossover or the train just 'stalling' with the brakes released because of the extra friction when passing through the tight reverse curve of the crossover.
View from DMU approaching Shackerstone. The upper disc of the 2-disc ground signal is 'off', for the DMU to arrive in platform 1: A Day on the DMU (Photo: D. Mould)
The Victorian Tea Rooms on the platform at Shackerstone were also providing a limited takeaway menu. The various station seats on the platform were supplemented by small round, cast iron tables and picnic tables. In addition, the attractive design of the station building (originally shared by other stations on the Ashby and Nuneaton Joint Railway) features a pleasant covered but open-sided verandah which is also furnished with seats and small tables, offering plenty of socially-distanced seating. Johnathon was kept quite busy all day running the tea room.
Passenger numbers on the 12:30 and 14:00 departure from Shackerstone were good and the sun continued to shine. Before the last departure of the day from Shackerstone (at 15:30), I took the opportunity to visit Chris and Jo who run the shop on platform 2. The layout of this shop, too, has been re-arranged and a large screen provided on the counter to meet Coronavirus regulations.
Platform 2 at Shackerstone, with the shop on the right (Photo: D. Mould)
The final departure from Shackerstone wasn't very busy. It was only after our arrival at Shenton that the Guard learned that a booked party of 25 had arrived by coach at Shackerstone after the 15:30 departure had left. We delayed the return from Shenton a few minutes while the coach drove from Shackerstone to Shenton so that we could at least give the party a 1-way ride back to Shackerstone.
There was one final incident in the day as we approached Shackerstone. The Down Outer Home signal is a rather nice lattice post upper quadrant signal, mechanically operated by wire. When 'on' the arm should stand at '9 o'clock' clockface: when 'off' it should be raised 45 degrees ('10.30' clockface). As I approached, I could see that the arm was at '2 o'clock' which can occur if the arm stop is defective, the wire is tight and the signalman is energetic. This counts as a 'signal imperfectly displayed' and the Rule Book says it should be treated as a 'stop'. So I stopped. There's no working Signal Post Telephone at this location so the Guard and I independently tried to call the signalman by mobile phone. The Guard got through first and we obtained authority to pass the signal and complete our final run. By the time the passengers had got off, doors been locked and I'd moved the DMU into the DMU Siding for stabling, the Signalman had walked up to the errant signal, climbed the post, put the signal arm back to 'stop' and returned to his box. The final picture below shows a fairly quiet Shackerstone station.
Shackerstone station: A Day on the DMU (Photos: D. Mould)
Other DMU Posts on this website
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Pictures
A Day on the DMU
