G.W.R. 0-6-0PT 'Pannier' tank locomotives

Early 0-6-0 tank locomotives of the G.W.R.

Early six-coupled tank engines produced by the Great Western railway varied considerably in design from lot to lot. The complex history is meticulously chronicled by Jim Russell in his book [reference 1]. All of these locomotives were provided with saddle tanks and many were outside-framed.

At least one G.W.R. inside-framed saddle tank of the period survives - '813' which is described in more detail below.

Introduction of pannier tanks

From 1911 onwards, as these saddle tank locomotives entered the works for heavy repair, pannier tanks progressively replaced the saddle tanks. The pannier tank is an ingenious way of solving the problem of storing water on locomotives without a separate tender. I discussed this in the post Water, water, everywhere.

Collett's '57XX' class

The ubiquitous 'Pannier Tank' with 4 ft. 7.5 in. diameter wheels which I remember from the steam era was introduced by Collett in 1929, as a replacement for the elderly stock of 'Pannier Tanks'. The initial build as the '57XX' class was based on the earlier '27XX' class after rebuilding with pannier tanks. When the last batch of 'Pannier Tanks' was built in 1950, 'Pannier Tanks' (including variations) totalled 863 locomotives.



Whilst the leading and driving axles had leaf springs, the trailing axle had a dual coil springs on each wheel, which stood up into the cab, making the fireman's job a little harder.

The Great Western didn't build all the 'Panniers' itself and batches were sub-contracted to private builders. For instance, Birmingham Railway Museum's Pannier Tanks 7752 and 7760 (shown below) were both built by North British Locomotive Company Limited in 1930. There's a short article on North British here.

Preserved 'Pannier' 7752 at Tyseley (Photo: Birmingham Railway Museum).

The design survived because of its practicality. Although officially designated as a 'light goods and shunting engine', they were very versatile - my friend John frequently makes fun of me for my off-the-cuff remark once when being interviewed for a railway video that "You can do anything with a Pannier".

There's a detailed history of the '57XX' class on Wikipedia here and in the Great Western Archive pages Introduction and Details of Allocation.

Collett's '54XX'/'64XX'/'74XX' classes

In 1932, 'Pannier Tanks' with 5 ft. 2 in. diameter wheels, 165 p.s.i. boilers and fitted for 'Auto Train' working were introduced, as a replacement for similar elderly locomotives. The '54xx' class had 25 members. A further batch of 40 locomotives, also 'Auto' fitted, were produced with 4 ft. 7.5 in. diameter wheels, forming the '64XX' sub-group. Finally, between 1936 and 1950, 50 locomotives of the '74XX' group were constructed with boilers uprated to 180 p.s.i. but not 'Auto' fitted.

There's further information on the '54XX' class and the sub-classes in Wikipedia here and in the Great Western Archive pages Introduction and Details of Allocation.

6412, 6430 and 6435 have been preserved.

Collett's '1366' class

In 1934, six 'Pannier Tanks' with 3 ft. 8 in. diameter wheels and outside cylinders were built to replace life-expired types for dock and similar shunting.

There's further information on the '1366' class in Wikipedia here and in the Great Western Archive pages Introduction and Details of Allocation.

1369 has been preserved and there is a detailed history of this locomotive here.

Hawksworth's '94XX' class

The story goes that the Chairman of the G.W.R. Sir James Milne (1883-1958) had decided that a more modern design of locomotive was required for bringing empty coaching stock into Paddington to promote the proper corporate image to passengers as they joined their train. Certainly, Collett's '57XX' locomotives then in use, with a large dome and cast chimney appeared to be from an earlier era.

Accordingly, Frederick Hawksworth, the Chief Mechanical Engineer, was tasked with producing a suitable design. Hawksworth used the cylinder design and boiler from Collett's successful 2251 class. Swindon Standard Boiler Number 10 was a tapered, domeless Belpaire boiler pressed to 200 p.s.i. with a sloping grate of 17.4 square feet area.

I love the story but don't know if it's true. Certainly, James Milne was opposed to nationalisation of the railways and, when the G.W.R. was nationalised after World War II, he declined the offer of the chairmanship of the Railway Executive of the British Transport Commission which would run the nationalised railways, instead taking retirement.

Swindon managed to produce the first ten '94XX' locomotives prior to Nationalisation in 1948. In the post The End of an Era I talked about the Nationalisation of the railways in Britain in 1948 and the subsequent building of 999 steam locomotives of various modern designs, intended to help to unify the former 'Big Four' railways into a single unit. However, in what may be seen as a final act of defiance, the Great Western Railway placed an order with private contractors for 200 more of the '94XX' class, leaving British Railways to pick up the bill.

There's more about the '94XX' class in Wikipedia here and in the Great Western Archive Introduction and Details of Allocation.

Hawksworth's '15XX' class

This was a remarkable Hawksworth design to conclude the 'Pannier Tank' story. It adopted some of the '94XX' design and used the same Swindon Standard Boiler Number 10 but featured a short wheelbase, two outside cylinders and Walschaerts motion! Ten were built at Swindon, post-nationalisation, in 1949 and all had a short working life. '1501' is preserved.

There's more about the '15XX' class in Wikipedia here and in the Great Western Archive Introduction and Details of Allocation.

Hawksworth's '16XX' class

Between 1949 and 1955. 70 off of this 'Pannier Tank' were built at Swindon. With 4 ft 1.5 in diameter coupled wheels and height kept to an minimum, they could work on routes with low clearances but their working life was short. One locomotive,'1638', was preserved.

Wikipedia has details here and the Great Western Archive pages has information on Introduction and Details of Allocation.

Saddle Tank '813'

'813' was not actually G.W.R.-built. She was built by Hudswell Clark in 1901 for the Port Talbot Railway and Docks Company. The G.W.R. operated this line for the Port Talbot company from 1908 and finally absorbed the company in 1922. This locomotive served the G.W.R. for some years (acquiring various 'Swindon' features) before finally being sold off in 1934. There's a more detailed history of this interesting survivor on the GWR 813 Preservation Fund website here.

When this locomotive visited The Battlefield Line in 2007, I had a couple of enjoyable days driving her. There's a brief report here. The rather lop-sided headboard 'Greendale Express' visible in the picture below was carried during a 'Postman Pat' weekend. If you know as little about Postman Pat as I do, the Wikipedia article here is a useful primer.

'813' being prepared at Shackerstone on 5th May 2007.

I've worked on six preserved 'Pannier Tanks', listed below:-

7752

I've driven this 'Pannier' many times, on passenger trains, demonstration freight trains and supervising Driving Experience Courses at three locations: Birmingham Railway Museum (as it was then), the Battlefield Line and the Avon Valley Railway. She's always been in green Great Western Railway livery.

7752 displayed on the Turntable at 'Tyseley 100'.


There's a detailed history of this locomotive on the Tyseley Locomotive Works website here.

7760

I've driven this 'Pannier' many times, on passenger trains, demonstration freight trains and supervising Driving Experience Courses at both Birmingham Railway Museum (as it was then) and the Battlefield Line. The locomotive has been in both green Great Western Railway livery and red London Transport livery (as L90).

7760 displayed on the Turntable at 'Tyseley 100'.

There's a detailed history of this locomotive on the Tyseley Locomotive Works website here.

9600

Built 1945 at Swindon in the final form with enlarged cab and larger, rectangular spectacles. I've driven this 'Pannier' a number of times at Birmingham Railway Museum (as it was then), always in British Railways lined black livery .

9600 on a passenger train at 'Tyseley 100'.


There's a detailed history of this locomotive on the Tyseley Locomotive Works website here.

5764

I've worked on this locomotive once, when I was invited fire a round trip on the Severn Valley Railway - I think it was in 2004. I believe she was withdrawn from traffic in 2011 and is currently in store awaiting restoration.


5764 at Bewdley in 2008 (Photo: Peter Broster via Creative Commons).

5786

I've enjoyed one day driving this 'Pannier' in October 2010 at the Battlefield Line. I think the unlined black livery with the early totem suits the locomotive (not so sure about the face for 'Day out with Thomas'). This locomotive was preserved by the Worcester Locomotive Society in 1969 and there's more information on the South Devon Railway Association site here.

5786 being prepared for duty at Shackerstone in October 2010.

9466

I've driven this 'Pannier' a number of times, always in green Great Western Railway livery, on passenger trains at the Battlefield Line. green at the Battlefield Line. I think the last time was in 2008. This locomotive was built by R. Stephenson in 1952 as their works number 7617 (so the G.W.R. livery is historically incorrect). This engine is kept in immaculate condition, is fitted with a speedometer, AWS/TPWS and an OTMR (Automatic Warning System, Train Protection and Warning System, On Train Monitoring Recorder) and is approved for running on the National Rail Network.

Although they were certainly capable engines, most of the former British Railways enginemen I've spoken to still preferred the earlier Collett '5700' design. One particular problem drivers complained about was that because the design used the '2251' boiler and wider cab, the driver's brake valve ended up too far 'inboard' for the driver to operate it conveniently when leaning out whilst closing up to vehicles. This was fixed with an official brake valve extension link, placing the handle closer to the side of the cab.


Cab view of 9466: The brake valve, with a large copper pipe descending through the floor, is hidden by the regulator handle. A curved link connects the valve to a separate brake lever provided with a turned wooden handle towards the right.

The Battlefield Line, May 2008: '9466' waits to depart from Shackerstone as the DMU (with a face for 'Day out with Thomas') arrives.
There is an album of pictures showing the construction of this locomotive at portrait at Portrait of a Pannier'.

References

[ 1] ‘A Pictorial Record of Great Western Engines’ by J. H. Russell (Oxford Publishing Company Vol. 1 & 2 1975: reprinted as one volume 1978) SBN 0 86093 02 6.

'Santa Specials' at The Battlefield Line - Christmas 2015 (part 2)

In an earlier post here, I described my driving turn on Saturday 19th December 2015. I was back on the following Wednesday, described below.

The '2251' Class

Battlefield Line 'Santa' Trains 2015: '3205' pauses at Market Bosworth before continuing to Shenton.

This class was introduced by Charles Collett in 1930 as a replacement for the much-loved and long-lived 'Dean Goods' and Armstrong 0-6-0 tender locomotives. The 'Dean Goods' was introduced by William Dean in 1883 and by 1899 260 off had been completed.

The Collett locomotive proved versatile, handling goods, short-distance main line and stopping passenger trains. The design had two inside cylinders, each 17.5 inches diameter by 24 inch stroke, fed from slide valves controlled by Stephenson Link Motion. With 5 foot 2 inch diameter coupled wheels, tractive effort was 20,155 pounds. Whilst the 'Dean Goods' had no route restrictions, the heavier axle load of the '2251' (a little over 15 tons) gave them a 'Yellow' route colour. Swindon Standard Boiler Number 10 was produced for the class - a tapered, Belpaire boiler pressed to 200 p.s.i. with superheating and a sloping grate of 17.4 square feet area. Subsequently, the Number 10 Boiler was used by Collett's successor, Frederick Hawksworth in the '9400' 'Pannier' and the '1500' outside-cylindered 'Pannier' locomotives.

In the design of the '2251', Collett followed the standards introduced by Churchward so construction and driving controls are largely similar to other Great Western engines. The '2251' has a screw reverser, rather than a lever reverser. Like most of the Great Western tank engines, the locomotive is fitted with a steam brake, combination brake valve, vacuum ejector and vacuum pump. When shunting light engine using just the steam brake, the driver has to first ensure that the vacuum brake on the standard tender is released.

Events of Wednesday 23rd December 2015

Wednesday's 'Santa' timetable called for fewer services than on my turn the previous Saturday: '3205', the 'Collett Goods', was booked to make two trips to Shenton (leaving Shackerstone at 11 a.m. and 3 p.m.) whilst 'Cumbria' was diagrammed to make one trip (at 1 p.m.).

Adrian L. was the other driver and he generously suggested I took '3205' knowing I'd not previously driven the class, assuring me "You'll like it" (Of course, he was right. I was once asked 'What's your favourite engine?' An old engineman present commented 'Anything they'll let her drive!').

Dave H. was once again marked as fireman with Jamie as Trainee. Since Jamie was very close to passing out as a Fireman, Dave let him perform most of the firing. Whilst Dave and Jamie lit the fire, I went round the engine examining, oiling and familiarising myself with the layout.


'3205' being prepared inside the shed at Shackerstone.

I found one cork missing from an Expansion Link, which we replaced from a small stock in the toolbox on the tender, otherwise everything seemed to be in order. Having been used the previous day, the engine came into steam fairly quickly.


View looking forwards on the left side of engine. Motion Plate (top) L-R: Rear of slide bars and LH Connecting Rod, LH Lifting Links and Expansion Link (showing attachment of Valve Rod to Die Block), RH Lifting Links and Expansion Link. Forward Eccentric Rods connect to top of Expansion Link, Back Eccentric Rods connect to bottom of Expansion Link.

The Great Western, like most railways, made their tenders interchangeable, so '3205' was actually running with the tender from previous-visitor to Shackerstone '3803' which I'd last seen in black livery. There are a number of posts on '3803', such as Easter Saturday at the Battlefield Line. The tender tank had been filled using the water hose in the shed and the water gauge on the tender indicated that we had the full 3,000 Gallons (although being float-operated such gauges are not always truthful). With only two round trips, we didn't need to trouble the water column on platform 2 during the day.


Float-operated water gauge on tender, marked in Feet and Gallons.

We came off-shed, moved across to our train in platform 2, coupled on and commenced steam heating. On the Fireman's side of the cab, a Carriage Warming Isolating Cock is connected to the steam manifold, receiving full boiler pressure. This feeds a Mason's Reducing Valve, allowing the steam pressure fed to the train to be regulated.


Wooden-handled steam isolating cock for Carriage Warming (top), feeds a Mason's Reducing Valve (bottom) for regulating the pressure.

A Bourdon Gauge (similar to the Boiler Pressure Gauge) indicates the carriage warming pressure being fed to the train. The engraved brass dial on G.W.R. carriage warming pressure gauges lists the pressure to be used according to length of the train.


Carriage Warming Pressure Gauge showing pressure to be used according to length of train.

As expected, departure was a little late, waiting for passengers. On receipt of the Guard's 'right away', I checked the signals, whistled and, with the screw reverser set to full forward gear (about 75% cut-off indicated) and the cylinder drain cocks open, eased the regulator open. After a few yards, I closed the drain cocks. We collected the Single Line Staff from the signalman and made our way up the bank, observing the 10 m.p.h. speed limit. By this time, I'd wound the reverser back to around 35% cut-off, at which the engine appeared quite happy. Once clear of the speed restriction, I only allowed speed to rise a little as Santa trains are always leisurely as groups of passengers are led through the train to visit Santa.

Once we were on the downgrade to Market Bosworth, I was able to shut off steam. I banged the regulator shut, to make sure it had closed, and then gently moved the regulator handle open far enough for curved link lifted by the regulator handle to open the Jockey Valve so that the Sight Feed Lubricator would continue to feed oil to the moving pistons and valves. I also wound the reverser to full forward gear - the 'Drift' position which suits most locomotives fitted with Stephenson Link Motion. A little braking as we approached the platform at Market Bosworth reduced our speed then I used a little steam to ease the whole train into the platform before stopping. The fireman wound the tender handbrake on as we were likely to stand a little while. We took the opportunity to take a few photographs.


Dave took this picture of Jan as we waited at Market Bosworth.

When we received the 'right away', starting away was generally similar to leaving Shackerstone - there's a 5 m.p.h. slack over the foot crossing until past the out-of-use signal box then a further slack of 5 m.p.h. over the underbridge near the siding. Once clear of this slack, I used a little more steam to climb the bank, again with about 35% cut-off but running at a very modest speed.

I was able to 'drift' on the downgrade to Shenton, bring our speed down with gentle braking on the approach and a little steam to bring the train into the station. With vacuum destroyed, I 'eased-up' onto the train to make uncoupling easier then made the locomotive safe for 'going between' to uncouple - tender handbrake hard on, regulator fully shut, reverser in mid-gear, cylinder drain cocks open. After uncoupling and with one lamp on the buffer beam at each end, we ran around the train and coupled on again, setting the lamps to 'Express' (one over each buffer on the tender).

Soon we were making our leisurely progress back to Market Bosworth, tender first. It can be unpleasant running tender first with the wind and when it rains - well! There was a canvas storm sheet available which can be rigged between the cab roof and two supports at the front of the tender but it was not needed as we were lucky with the weather. Once again, we stood for some minutes in Market Bosworth, so I took the picture below.

Battlefield Line 'Santa' Trains 2015: '3205' waits for the 'right away' from Market Bosworth.

When we arrived back at Shackerstone (unfortunately stopping a little short because of a problem releasing the train brakes after an application), 'Cumbria' was ready to leave with the 'De Luxe' service. Once all our passengers had disembarked, I positioned the train correctly and we ran round, ready for the 3 p.m. departure.

'3205' ready to take the 3.00 p.m. from Shackerstone on 23rd December 2015.

The 3.00 p.m. train was a little late away and we made the usual unhurried progress to Shenton, pausing at Market Bosworth for a while. By the time we had run round, it was dusk, so we made sure the loco lamps were lit (there's a short article on traditional lamps MIC - Lamps). Once again, we were held at Market Bosworth in the gathering gloom but this time the Guard, before issuing the 'right away' using a handlamp, gave us the instruction "Go for it!". Of course, '3205' worked the train up to line speed without effort and, all too soon, we were approaching Shackerstone and looking out for the Outer Home signal.

Although the signals at Shackerstone are semaphore and were originally lit by paraffin (there's an article about semaphore signals at night here), they have been adapted and are now electrically lit. The signalman had "given us the road" so we gingerly descended the bank, surrendered the Single Line Staff and stopped in platform 2 (this time in the right place). We quickly uncoupled and dropped forward clear of the points to await our path to the shed, which was blocked by the 'De Luxe' train stock. The picture below gives an idea of how dark it had become. You can just see the right hand side of '3205', ahead of us the last coach of the 'De Luxe' train and on the right the passengers off our train, streaming past to the car park.

Adrian had already disposed of 'Cumbria' in the shed but, in its place, he'd attached a diesel shunter which performed the final shunt I'd carried out using 'Cumbria' on Saturday 19th December 2015. Once the coaches had been drawn up towards the single line, we were able to make our way through platform 1 to the 'Dock' ground frame and into the shed. We quickly disposed, I completed the necessary paperwork and thanked Dave and Jamie for a splendid day.


Not yet 5.00 p.m. but already dark: View from the footplate of '3205' (left) as we wait for the empty stock ahead of us to be drawn clear so that we can reach the shed. Happy passengers (right) stream past to the car park.

You can find all my posts on 'Santa Special' trains here.

My pictures of Battlefield Line 'Santas' in 2015

Battlefield Line 'Santa' Trains 2015.

'Santa Specials' at The Battlefield Line - Christmas 2015

The Battlefield Line now operates two 'Santa' trains, alternately, on its line from Shackerstone to Shenton. One, with vestibule stock, is dubbed the 'Classic' train. In this train, Santa's Helpers take groups of passengers, in turn, to see Santa Claus in his Grotto, where the children receive an early Christmas present. The second train has corridor compartment stock and forms the 'De Luxe' train. On the De Luxe service, families or groups can book a private compartment provided with refreshments and Christmas Crackers and Santa makes a 'house call' at each compartment, distributing presents.

In December 2015, visiting locomotive 3205 (the 'Collett Goods') worked the 5-coach 'Classic' train and another visitor, 'Cumbria' (Hunslet 3794 'Austerity Tank'), hauled the 4-coach 'De Luxe' train. I'd first seen both engines at the The Battlefield Line Steam Gala in October 2015.

3205 Collett Goods at the Battlefield Line Steam Gala, October 2015

Hunslet 3794 'Cumbria' at the Battlefield Line Steam Gala, October 2015

Events of Saturday 19th December 2015

I had been rostered to drive 'Cumbria'. For whatever reason, there was no fireman for 'Cumbria' although our trainee, James, was well-on with steam raising, under the watchful eye of Dave H. who was actually booked as Fireman on the 'Collett Goods'. The day was only saved by Dave agreeing to be fireman on both locomotives, since there was also a trainee fireman on the 'Collett Goods' to assist. Whilst trainee firemen can carry out most of the tasks, and are allowed to work under the supervision of the driver in 'station limits', once a locomotive leaves Shackerstone, there must be a registered fireman on the footplate.

The 'Collett Goods' was booked to make three trips to Shenton (leaving Shackerstone at 10 a.m., 1 p.m. and 4 p.m.) whilst 'Cumbria' was diagrammed to take two trips (at half past eleven and half past two). All trains were 'Sold Out'.

We came off shed with 'Cumbria' in good time to allow us to steam heat the 'De Luxe' train standing in platform 1. The day was overcast with intermittent rain. The 'Collett Goods' moved across to the head of the 'Classic' train in platform 2 shortly before departure time at 10:00. The 'Classic' train coaches have Electric Train Heating so can be warmed from an electric 'Shore Supply' before the locomotive arrives although, once coupled, the 'Collett Goods' provided conventional steam heating. The 10 o'clock departure left about ten minutes late, waiting for tardy passengers. We continued to warm our train whilst the other train travelled to Shenton and back and all the young people on that train had had a chance to meet Santa.

I think our first departure was about ten minutes late and we made very leisurely progress down the line to Market Bosworth. With a full train, Santa has his work cut out to see everybody so we stood for a while before carrying on to Shenton.

Jan relaxes on the footplate as 'Cumbria' pauses at Market Bosworth en route to Shenton with the 11:30 from Shackerstone.

We made similarly pedestrian progress to Shenton. Then we had a flurry of activity as we uncoupled, ran round and "hooked on" again for the return, this time chimney leading. When we finally arrived back in platform 1 at Shackerstone, the one o'clock 'Classic' service was able to leave, but there was, once again, a slight delay as late-arriving passengers were rounded up. Once that train had left, we were able to run round our train, pausing at the water column at the south end of platform 2 to replenish our saddle tank. Once re-coupled, it was back to keeping the train warm ready for the 2.30 p.m. train.

Our second trip down the line was similarly uneventful (and slow). The day had remained overcast and, only three days before the Winter Equinox, we lit our paraffin headlamp before returning from Shenton. Of course, in the days of steam, the headlamp was principally a means of indicating to signalmen the type of train approaching. It's only modern high-intensity lights, now mandatory on Network Rail lines, that offer the driver any improved visibility ahead and that effect is limited.


'Cumbria' (with headlamp lit) ready to return from Shenton.

We stood for some time at Market Bosworth, giving me a chance to take a picture of James on the footplate of 'Cumbria'. I also managed a shot of Santa himself making his way from compartment to compartment.

James smiles for the camera at Market Bosworth on our second return trip to Shackerstone.

View from the platform at Market Bosworth as Santa visits each compartment of the 'De Luxe' train in turn.

Eventually, we arrived back at Shackerstone, with a lot of happy passengers. A little later, the 'Collett Goods' left with the 4.00 p.m. departure - the last train of the day. My initial hopes that we might then put our engine to bed were dashed. With our 4-coach train blocking platform 1, there was no 'release road' to allow the 'Collett Goods' onto shed on his return and, in the absence of a suitable diesel shunting locomotive, and so we ran round our train and re-coupled. We remained there until the last train returned to platform 2. Our Guard also agreed to stay, to act as Shunter riding in the end of the stock. Once the last train had arrived, Leon, the signalman, "gave us the road", including permission to pass the Starting Signal (nowadays usually called the 'Section Signal') at danger sufficiently to get our 4-coach clear of the crossover and the two-disc ground signal which protects the crossover. The top disc 12 reads to platform 1, bottom disc 3 reads to platform 2. Signals by handlamp from both the Guard and Signalman let us know when we were 'clear'. The 'Collett Goods' wasted no time in uncoupling and, as soon as we'd drawn our train clear of platform 1, shunting into the shed.

The crossover road was reversed again and disc 12 cleared. The Guard, keeping lookout from what was now the leading vehicle, continuously gave lamp signals and I cautiously propelled the train back into platform 1. The Guard applied his handbrake, I 'squeezed up' to make sure the coupling was slack then James uncoupled. We followed the 'Collett Goods' into the shed and completed disposal of our engine.

More

I was back at the Battlefield Line on 'Santa' trains on Wednesday 23rd December 2015, driving '3205', as described here.

You can find all my posts on 'Santa Special' trains at the Battlefield Line and Peak Rail here.

My pictures

Battlefield Line 'Santa' Trains 2015

'Santa Specials' at Peak Rail - Christmas 2015 (part 2)

In an earlier post here, I described the service on 6th December 2015. I was there again on Sunday, 20th December 2015, this time with Phil M. as fireman. Having prepared 'Lord Phil', we moved across to Rowsley platform road and coupled onto the south end of the 7-coach train, giving us over an hour to perform 'carriage warming'.

Steam heating the stock prior to the first departure from Rowsley.

This time, the 'Class 31' had been left in the shed overnight but it came across and coupled up to the north end of the train to 'top and tail' in time for the first departure, which was a little delayed waiting for missing passengers.

We were still enjoying mild weather for December and the sun shone for most of the day but there was a wind which rather chilled the driver's side of the cab.

All tickets on the 'Santas' are pre-booked and we were told that all four trains were 'Sold Out'. In addition, Sunday Lunch was being served in the Palatine Set and, again, all seats were booked.

Of course, Santa Claus was there to welcome his young visitors, together with a reindeer, a cow and Peppa Pig.


Santa greets a young visitor.

Once again a choir from Matlock Musical Theatre sang Christmas Carols on the platform at Rowsley as passengers boarded the train. Initially, there were six singers but other members strengthened the group later.

Carol Singers from Matlock Musical Theatre.

Phil drove the first trip while I fired. I seem to be loosing strength in my arms so that even firing the small grate on an 'Austerity' is getting harder. On the right-hand drive 'Austerity', the fireman should work from the left of the footplate, preferably using his right arm to push the shovel blade, leaving the left hand to support the shaft of the shovel. Unfortunately, I'm naturally left handed but on the small footplate of an 'Austerity' there's not enough room to fire from the 'wrong' side. Originally, most locomotives were right hand drive. The Great Western Railway remained right hand drive to the end, as did many countries which adopted right-hand running on double track. But in Britain, we've always used left-hand running on double track so the sighting of signals is easier if the driver is on the left and more modern locomotives tended to be left-hand drive. Since both left-hand and right-hand locomotives were in use (even within the same class sometimes), it was advantageous for fireman to be able to fire from either side - indeed, some driver's insisted that fireman stayed on their own side of the cab.

A few years ago the consummate railway professional Dick Hardy wrote to me about a day he'd spent firing 'Port Line' on a main line steam special, saying he found the firebox about a foot longer than he remembered from when he was younger. I know exactly what he meant.

I drove the three remaining trips and we worked through the day without incident which, of course, you always aim to do.

Rowsley Station.

I don't think any of our departures from Rowsley were on time and the various speed restrictions don't give much scope for making up time 'on the road' but we made sure we didn't lose further minutes. There's a short video clip showing our final approach to Matlock Town, passing the Sainsbury's car park here. After watching the clip, the Back Button will return you to this blog.

On the final return from Matlock Town, Phil made sure our red tail lamp was lit. When we stopped at Darley Dale, the illuminated Christmas decorations showed up well.


The last Down train at Darley Dale, showing the illuminated decorations.

To be able to check the gauges in the gathering gloom, Phil had donned his head-mounted 'miner's lamp'.

Flash photography shows Phil (with 'miner's lamp' ) checking the gauges.

On arrival at Rowsley, we received the single line token from the station staff so that we could uncouple from the train and make our way, via the South End ground frame, to the loop and third line. At the North end, we then passed the token back to the diesel crew, allowing them to release the North End ground frame so that the 'Class 31' could make its way to the shed. We took 'Lord Phil' to the siding outside the shed, so that Chris could coal our bunker using the Bucket Loader. We then made our way to No. 1 road where we disposed and left 'Lord Phil' over the outside pit.

My pictures

Peak Rail 'Santa' Trains - 2015.

'Santa Specials' at Peak Rail - Christmas 2015

Bookings for Peak Rail's 'Santa Trains' in December 2015 have been very satisfactory.

Sunday, 6th December 2015

On the second day of the Santa service I was booked to drive, with Mike S. as fireman. Having prepared 'Lord Phil' and topped-up the bunker with coal, we coupled onto the south end of the 7-coach train ready to 'top and tail' with the 'Class 31' diesel-electric which had been left coupled at the north end overnight. We were nice and early so, before the first departure at 10:45, we had over an hour to perform 'carriage warming', supplying steam at 30 p.s.i. via the Reducing Valve to the heating system on each of the coaches. The weather was fairly mild for December and, although we had intermittent rain during the day, it was reasonably pleasant.

Rowsley Station had been decorated for Christmas and looked quite inviting. All tickets on the 'Santas' are pre-booked and volunteer helpers are always in demand to deal with the large number of passengers. Santa had a number of Elves and other helpers in attendance to assist in distributing presents to the children whilst the grown-ups enjoy mulled wine and a mince pie during the journey to Matlock Town and back.

As the passengers arrived, there was quite a pleasant atmosphere of anticipation, particularly when Santa patrolled the platform greeting the boys and girls together with professional entertainers who juggled, did magic and clowned. There was also a reindeer and a bear.


Santa poses for the camera before resuming greeting the visitors. The reindeer and bear are in the background.

In addition, a choir sang Christmas Carols on the platform at Rowsley as passengers boarded the train.

The choir perform in front of the decorated station buildings at Rowsley.

The two coaches marshalled next to the steam locomotive at the south end form the 'Palatine Set' comprising one full restaurant car and a restaurant/bar/kitchen car. The 'Palatine Set' was thronged with staff preparing to serve Christmas Lunch to the diners on the second departure from Rowsley at 12:18.

Santa trains are often a little late departing because of booked passengers arriving late but, as far as possible, the timetable is adhered to. With the number of speed restrictions on the route, it's difficult to make up time.

'Lord Phil' on arrival at Matlock Town, with 'Christmas Pudding' smokebox decoration and 'Santa's Special' headboard. It is displaying a tail lamp, ready for the return journey.

The 'Class 31' hauled the train back to Rowsley where Mike and I replenished the saddle tank. The water consumption is increased, of course, when supplying steam to heat the train. With the diners and booked passengers aboard, we set off on our second round trip. This was completed without incident, with Mike using the classic "little and often" method of firing. We didn't need to top-up with water this time.


Mike using the classic "little and often" method of firing.

The train was very busy on the two round trips in the afternoon during which parties of adults arrived by, I think, at least four large motor coaches. After the third round trip, we filled the saddle tank, this time with me perched on top of the engine, allowing me to take a couple of pictures from my elevated position.

A view of Rowsley whilst taking water. On the far left, the maroon exhibition coach is visible, stabled on the turntable siding.

On the last trip to Matlock, it was starting to grow dark so we lit the locomotive paraffin lamps, displaying a white near the chimney on the way there, changing to a red tail lamp on the buffer beam for the journey back. There's a little piece about lamps here.

'Lord Phil' at Matlock Town, displaying a lit tail lamp.

The 'Class 31' took us back to Rowsley for the last time, pausing briefly in the Down platform at Darley Dale. Now it was properly dark, the illuminated Christmas decorations on both platforms showed up well, encouraging a number of passengers to take photographs of the displays.

On arrival, we were given the single line token, allowing us to uncouple from the train and make our way, via the loop and third line, to the North end where we surrendered the token to the diesel crew, so that they could stable their locomotive in the shed on No. 1 road. Meanwhile, we took 'Lord Phil' to the siding outside the shed, so that Chris could coal our bunker using the Bucket Loader. We then made our way back to the North end and attached the exhibition coach from the turntable siding. With Jacob acting as guard, we propelled the coach over the third line back onto the loop. We then drew the coach along the loop, stopping where instructed adjacent to the main train. With the coach 'tied down' and uncoupled, it was now our turn to make our way to No. 1 road where we carried out the disposal procedures and stabled 'Lord Phil' over the outside pit.

Go to 'Santa Specials' at Peak Rail - Christmas 2015 (part 2)

My pictures

Peak Rail 'Santa' Trains - 2015.

Bagan Medical Clinic

This report is based on information from Doctor Hla Tun, who also supplied the photographs.

The previous report showing monthly statistics covered the period up to the end of October 2014, when the total number of treatments since the Clinic opened on August 6, 2011 was 118,801.

Treatment Summary

The table below summarises the number of treatments per month from November 2014 to October 2015 and the total number of treatments since the clinic opened on August 6, 2011 (missing figures will be added later).

In summary, at the end of October 2014 the Bagan Medical Clinic has been operating for 4 years and 3 months, carrying out a total of 159,680 treatments.

Month	Treatments in month	Total treatments
November 2014	5,377	124,178
December 2014	n/a	n/a
January 2015	n/a	n/a
February 2015	n/a	n/a
March 2015	n/a	139,502
April 2015	1,320	140,822
May 2015	2,484	143,306
June 2015	3,070	146,376
July 2015	4,706	151,082
August 2015	2,863	153,945
September 2015	2,935	156,880
October 2015	2,800	159,680

General Notes

Water Festival/New Year

During April 2015, the Clinic closed for only one week during the important Water Festival and New Year.

Opthalmology

A lady opthalmologist who works in Chauk Hospital (about 20 miles from the Bagan Clinic) has started to treat patients in the Bagan Clinic every other Saturday.

The Opthalmologist at work.

New Clinic Building

In October 2015, construction started on a further new clinic building in the Bagan Monastery compound. This will provide an Eye Care Centre and X-ray facilities.

The new building under construction.

A Young Patient

A young boy had mistaken pills for chocolate (because of their colour) with unfortunate results.

A young patient.

Ethnic Groups in Burma

Burma comprises a number of distinct ethnic groups. Chin State, in the north west of Myanmar, is hilly and cooler. There is a tradition of eating dog meat as a protection against the cold. One Chin lady patient displayed facial tattoos. This tradition originated hundreds of years ago when a King wished to marry a beautiful Chin girl. Unwilling to be married to the King, the girl had tattoos to destroy her looks. The patient complained of difficulty eating because of inflammation resulting from the tattooing.

Chin lady patient with facial tattoos.

An Elderly Brother and Sister

In October, an elderly brother and sister attending the clinic were given priority, because of their age. The lady was 90 and the man 92, survivors of a family of five brothers and sisters.

An elderly brother and sister.

Donation of Reading Glasses

On 14th November 2014, around 100 patients received reading glasses in the Bagan Medical Clinic.

Selection of reading glasses.

Concert at Bagan Medical Clinic

Also on the 14th November 2014, 12 students gave a concert at the Bagan Medical Centre. 10 students danced, while a boy and girl performed a traditional comedy dance.

Ten students dancing.

A boy and girl perform a traditional comedy dance.

Donation of Walking Stick

A 91 year old lady with walking difficulty was given a walking stick by the clinic.


Donation of walking stick.

Free Lunches

With the continuing co-operation of the Abbot of Bagan Monastery and the 'Road to Mandalay' ship, lunch is served to patients and their companions on the clinic days (Friday, Saturday, Sunday).

Free Lunch being served to waiting patients, under the watchful eye of the Abbot.

Other reports on medical support in Myanmar

There are a number of posts in this Blog describing medical support in Myanmar provided by the RTM Social Contribution with help from donors around the world. You can find them all here.

Photographs

There's a collection of pictures showing the Bagan Clinic from its inception here.

Doctor Hla Tun's photographs showing the work of the Bagan Clinic in 2014 are here and those taken in 2015 are here.

News from Burma - Educational Support

I'm afraid this report, covering the end of 2014 and 2015 is delayed (my fault), but in the interests of completeness, it's finally being issued. This report is based on information provided by Dr. Hla Tun, who also supplied the photographs.

Shwe Sin Minn

In October 2014, Dr. Hla Tun arranged for one of the guides working on the 'Road to Mandalay' ship to make a donation towards teachers' salaries at the Shwe Sin Minn Nunnery, Orphanage for Girls and Monastic Secondary School. Guests from the ship also donated rice, peanut oil, garlic and onions. Shwe Sin Minn is situated in Maymyo, up in the hills, around two hours driving from Mandalay. Maymyo was very popular with the British in summer, because of its cooler location.

Teachers' salaries being donated to one of founders of Shwe Sin Minn.

Girls at Shwe Sin Minn reciting a poem for their visitors.

A report on my first visit to Shwe Sin Minn in 2011 is here My pictures of this visit and a later visit in 2013 are here.

Traditional Ceremonies

The following pictures show a procession in connection with traditional ceremonies. These are arranged in connection with Noviciation for boys and Ear Piercing for girls and feature decorated, gold-painted oxcarts.

A procession of decorated oxcarts.

Another view of the procession.

Close-up of one of the gold-painted oxcarts.

I'd been lucky enough the see this ceremony in 2012 at Moe Dar (report here), in 2013 at Bagan (briefly mentioned here) and in 2013 at Mandalay (briefly mentioned here).

Taung Be School Stationery Distribution and Concert

Taung Be school is only a few minutes walk from the Bagan Medical Clinic and the 'Road to Mandalay' landing stage in Bagan. On 25th October 2014 Dr. Hla Hun, accompanied by Guests from the ship, visited to distribute stationery to about 371 students. The picture below shows Grade 5 students from the school, dressed in traditional Shan Costume, performing a traditional dance from Inle Lake.

Taung Be Concert

There's an earlier report on stationery distribution at Taung Be during 2013 here.

Aung Myae Oo Monastic High School

On 16th December 2014, Dr. Hla Tun visited this school in Sagaing which has 2,092 students from Grade 1 to Grade 11 of whom 691 are boys and novices and 1,401 are girls and nuns. There are 43 teachers on the staff.

List of students.

On that date, students from Grades 5 and 9, most of whom were nuns, were sitting their State Examinations.

The State Examinations in progress.

The Doctor made a donation to one of teachers, watched by small children (who were on holiday because of the State Examinations) and the Monk.

Dr. Hla Tun making the donation.

Christmas Eve, 2014

On Christmas Eve, 15 orphans from Nar Ga and Tribal Orphanage, Mandalay, came on board the 'Road to Mandalay' to perform Christmas carols for the guests. The performers ranged from a 7 year attending Grade 3 to a 16 year in Grade 11. Among them, there are 6 orphans from the Nar Ga Tribe/Ethnic and 9 from the Chin Tribe/Ethnic. The group was led by a teacher, Ms. Ann Ja Taung who is also Chin Tribe/Ethnic.

Singing carols to the Guests in the restaurant of the 'Road to Mandalay'.

After the performance, Dr. Hla Tun made a donation to the Orphanage.

Dr. Hla Tun making a donation to the Orphanage.

Ko Dut Drop In Centre

Donations have allowed improvements at this Drop In Centre in Mon State. The planned first floor has been brought into use by constructing a new floor and access stairs. The exterior has also been painted. These pictures, taken in February 2015, show the work in progress.

Ko Dut Drop In Centre: Improvements funded by donations - upper floor with access stairs being added.

Ko Dut Drop In Centre: Improvements funded by donations.

I first visited Ko Dut in 2014 and there is a report here. I returned in 2015 (and inaugurated the new upper floor by the simple process of sleeping on it) as described here.

All my posts on Educational Support in Burma can be found here.