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At the end of 2021 the Battlefield Line was able to operate a very successful service of 'Santa' trains despite government restrictions caused by the Covid-19 Pandemic. Having taken pre-bookings to fill all the advertised trains to capacity, the management was faced with a major setback at the end of October when 'Wightwick Hall', which had been planned to work all 'Santa' trains, was 'stopped' due to leaking boiler stays. The locomotive owners decided to take the engine away for repairs. With no suitable replacement on site, the railway faced the major task of hiring an alternative locomotive at short notice, triumphing in securing 7822 'Foxcote Manor' to cover the vital Christmas Season.
Origins of the 'Manor' class
In 1911, Churchward introduced the '43XX' class of mixed traffic 'Moguls'. They were well-liked, very successful and with good route availability resulting in over 300 being built. By the mid-1930s, earlier '43XX' were in need of replacement and increasing loads suggested an increase in power was required. Collett decided on a 4-6-0 which became the 'Grange' class, keeping the accountants happy by re-using the 5'8" diameter coupled wheels and motion from withdrawn '43XX'. However, the increased weight of the 'Grange' compared with the '43XX' restricted the new class (like Collett's 'Halls') to 'Red Routes'. So Collett also designed a smaller, lighter 4-6-0 design which became the 'Manor'. By 1939, 80 'Granges' and 20 'Manors' had been produced. In 1950, a further 10 'Manors' (including 7822 'Foxcote Manor') were built by British Railways at Swindon and the someimes indifferent steaming of the class was cured by a series of fairly simple modifications based on the work of S. O. Ell.
'Manor' Class from British Locomotive Types 1946 (Railway Publishing Co. Ltd.)
Click for larger view
The 2-cylinder 'Standard' designs of the Great Western have Stephenson Link motion with four eccentrics mounted on the driving axle between the frames to provide the necessary valve events. With outside cylinders and valves, as used on the 'Manors', 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. Second-hand copies of the 1957 edition and the Ian Allan reprint edition of 2014 (ISBN: 9780711037946) can still be found second-hand.
Click on the above diagram to enlarge.
Layout of valve gear.
'Foxcote Manor' is currently in unlined black livery with the original 'Lion Astride a Mangle Wheel' totem on the tender. British Railways used lined black livery for mixed traffic locomotives and, in the twilight of steam, I was used to seeing Great Western engines in lined black, although I always imagined that Great Western mixed traffic tender locomotives must have felt embarrassed at being deprived of their 'locomotive green' colour carried before nationalisation. Liveries of locomotives and rolling stock is a fascinating area in itself and of particular interest to modellers. For a very quick introduction, try GWR Liveries on the GWR Modelling site.
British Railways totem on Collett 3,500 gallon tender in unlined black ('Foxcote Manor' at the Battlefield Line).
Events of Sunday 19th December 2019
I was rostered driver on Sunday, 19th December 2021 with Joe O. as fireman and Jeremy as trainee fireman. Years ago, I'd driven 'Dinmore Manor' after a restoration at Tyseley and fired 'Bradley Manor' on a service train on the West Somerset Railway but this was my first turn on a 'Manor' for some time (when 'Dinmore Manor' had previously visited the Battlefield Line, I'd managed a footplate trip but not had a driving turn). Joe and Jeremy had signed-on on time at 7.00 a.m. but fog on my road journey made me a few minutes late.
'Foxcote Manor' during preparation in the shed at Shackerstone on the Battlefield Line. Note the 'NOT TO BE MOVED' sign fixed to the front lamp bracket.
On arrival, I checked with Joe that he was taking water from the shed supply. At Shackerstone, the shed supply is a wall-mounted tap via a long flexible hose but it's a fairly low capacity feed. Normally, if there's space in the tender water tank, this supply will be left on all night but Joe told me this hadn't happened the previous night, so we'd be coming 'off-shed' with less than the 3,500 gallon tender water capacity. The water in the tender tank is indicated on a float-type gauge which rises up out of the tender in a short, vertical, cast column provided with a cast brass plate marked with readings in both gallons and water depth in feet. A small, brass indicator connected to the tank float moves up and down in a slot to show remaining water. This type of gauge isn't bad but it's always wise to allow some safety margin for lack of accuracy. The simple test of the gauge is to push the brass indicator down by hand and check that the float causes the indicator to 'bob' back to the original reading.
View of tender from the footplate, showing driver's side toolbox with the cast column of the tender water gauge in front ('Foxcote Manor' at the Battlefield Line)
Oddly, about the best water gauge I've used is the rather crude 'walking stick' arrangement favoured by Gresley on some of his engines. At the front of the tender, readily accessible to the footplate crew, a vertical pipe, connected to the tender tank, extends the full height of the tender water space. This pipe is perforated by a row of small holes, normally closed by a smaller, inner concentric pipe. A handle allows the outer tube to be rotated until the holes align with (I presume) another set of holes in the concentric smaller tube, allowing water to escape onto the footplate from all the holes below the level of water in the tender. An adjacent series of painted figures allows the indicated gallonage to be read off. I never quite developed the technique of avoiding catching some of the spraying water, often with wet boots, sometimes a wet arm as the handle was pushed closed after making a reading.
Normally, locomotives are able to replenish their water tank rapidly from a water tower adjacent to a railway line or, at more important sites, from a large storage tank serving a number of 'water cranes' or 'water columns' in strategic locations. In this country, the final stage of water delivery is normally via a short length of slightly-flexible pipe referred to as the 'bag', originally of riveted leather construction, which allows for a small misalignment between the locomotive tank filler and the delivery pipe
At Shackerstone, a large water tank is set at the top of the embankment near the south end of platform 2 feeding a water column with a swivelling arm just beyond the platform ramp. Unfortunately, this facility was not available to us because our train comprised six coaches, stabled with the northern end of the stock just clear of the barrow crossing from platform 1 to platform 2 used by staff and passengers to access platform 2. This meant the southernmost coach extended beyond the platform ramp, preventing access to the water column (unless the whole train was shunted). Shunting the train is not encouraged so, should taking water be required, the approved method is to water when returning to Shackerstone with a northbound train. This is done by stopping at the signalbox, uncoupling the locomotive and drawing forward to the column, taking water and then returning to pick up the waiting train and complete the journey to the platform.
The engine had been in use the previous day and was still quite warm so Joe soon had a decent fire established. He offered to oil the axleboxes and inside motion and I gratefully accepted. I'm finding it increasingly difficult to clamber around in the inspection pit and haul myself up to perch on a coupled axle during preparation. I contented myself with going underneath afterwards for a quick inspection.
Jan emerges from the pit after inspection 'underneath' ('Foxcote Manor' at the Battlefield Line)
Jeremy assisted Joe with the oiling, in order to familiarise himself with the layout and method, which is generally similar to the 'Hall' class, which I described in the post here.
I started my own oiling by draining the previous-day's condensate from the sight-feed lubricator mounted on the boiler backhead in front of the driver and re-filling with cylinder oil.
Sight feed lubricator ('Foxcote Manor' at the Battlefield Line)
Then, I applied motion oil to the various oiling points on the outside motion and tender, examining each part for obvious damage or defect in the process.
Jan applies motion oil to the left-hand connecting rod little-end on 'Foxcote Manor' at the Battlefield Line
Finally, I walked around the foot-framing completing motion oiling 'on top', including filling the vacuum pump oil pot with an oil/paraffin mix.
Jan poses on the front framing of 'Foxcote Manor' at the Battlefield Line, having completed the oiling 'on top'.
By the time we'd finished this oiling-round, the boiler was 'brewing' nicely so we moved outside the shed to empty the ashpan and finish preparation. As you leave the shed, the track is inclined downwards and, if the brake is at all reluctant to 'bite', vigorous help from the fireman screwing down the tender handbrake handle may be needed to bring the locomotive to a stand. On this occasion, I had to place the reverser in 'back gear' and cautiously open the regulator to produce sufficient retardation to stop.
Burning coal in a locomotive firebox leaves ash and incombustible material which should drop through the firegrate into the ashpan below. The ashpan is provided with one or more hinged doors which are adjusted by the fireman to regulate the primary (or 'bottom') air. Daily (or sometimes more often) this ash has to be removed by opening the damper door and scraping out the residue with an ashpan rake. This work can be heavy and is certainly dirty. The amount of ash and incombustible clinker-forming material depends upon the source, and hence the chemical analysis, of the coal.
To somewhat reduce the amount of sheer physical effort involved, two features were introduced in 'modern' designs - the rocking grate and the hopper ashpan. The rocking grate arranges the firebars on a series of axles which can be rotated from the footplate. A slight to-and-fro shaking action can be used 'in traffic' to help break up the formation of clinker and encourage it to drop into the ashpan. Rotation through 90 degrees opens up broader spaces to 'dump' the whole fire into the ashpan. The hopper ashpan allows the fireman to open the bottom of the ashpan so that gravity will empty the contents.
Locomotives in preservation were built in different periods and some have these 'modern' features, some do not. Often, these features have been added by restoration teams to assist in locomotive management. Oddly, whereas 6989 'Wightwick Hall' had a hopper ashpan but no rocking grate, 7822 'Foxcote Manor' has a rocking grate but ashpans are scraped-out with a rake.
The fireman and I reviewed the water situation. The tender water gauge indicated 2350 gallons (capacity is 3500 gallons). We agreed that, even allowing for the extra water which would be consumed train heating, we should have enough for the three scheduled trips plus a safety margin. If we changed our view, we retained the option, on approaching Shackerstone on the second or third trip, of uncoupling the locomotive and drawing forward to the column, taking water and then returning to pick up the waiting train.
Once preparation was complete, we moved 'Foxcote Manor' onto the 6-coach 'Santa Special' train in platform 2 so that we could commence steam heating of the stock well before passengers were allowed onto the train. We were advised to not exceed 18 to 20 pounds per square inch steam heating pressure, to prevent causing leaks in the rather 'tired' coach heating installation.
Our diagram called for three round trips to Shenton during the day, leaving Shackerstone at 12:15, 14:00 and 15:45, running tender-first to Shenton and chimney-leading back to Shackerstone.
Jan, Jeremy and Joe on the footplate of 7822 ('Foxcote Manor' at the Battlefield Line)
As departure time approached, I opened the ejector steam cock to create vacuum in the train pipe. Whereas 'Wightwick Hall' had the very effective multi-cone ejector mounted on the outside of the firebox (used on larger Great Western passenger engines and described/illustrated here), the 'Manors' retain the earlier ejector (see post here), so I was expecting a delay as air was exhausted from our six-coach train. The Train Pipe indicated the correct 25 in/Hg with the Reservoir managing 23 in/Hg. I closed the ejector steam cock to check for leaks and noted that the Train Pipe held up fairly well but the Reservoir (only affecting the engine and tender) started to fall. This seemed to be in line with a verbal report I'd had so I decided to review the actual braking performance in traffic with a view to making an entry on the Inspection/Defect sheet. I re-opened the ejector steam cock so that the guard could perform his own brake test.
Station staff were still shepherding late arriving passengers to their reserved seats as departure time passed but eventually all doors were closed and I acknowledged the 'Right Away' from Martin, the guard, with a hand signal and a whistle. The handbrake was released, both the fireman and I checked that the line was clear and our signal was still 'off' and, in a cloud of steam from the open cylinder drain cocks, we gently set off tender-first. The Collett 3,500 gallon tender is not very tall so the driver's view running tender-first is superior to that with a Collett 4,000 gallon tender (which 'Wightwick Hall' had been paired with). After a few yards, I wound the reverser away from the 'full gear' I'd started in and closed the drain cocks so that I could visually check that the whole train was following and that there were no signs of alarm on the train or the platform.
Jeremy collected the single line train staff from the signalman and I stressed the importance of both driver and fireman checking every time that it is the correct staff for the section being entered. The cutting leading to Barton Lane bridge is limited to ten miles an hour, pending relaying, but even when our whole train had passed clear of the restriction, I kept the train running at about 10 m.p.h. During this outward journey to Shenton, Father Christmas and his helpers would work their way through the train, talking to children (and their families) and issuing presents so a very leisurely progress is appropriate. A message from the train confirmed that our speed met with approval.
But it's much harder running a train at low speed. Rolling resistance alweays seems more noticeable and axleboxes don't have the same opportunity to 'warm through'. At low speed, the vacuum pump may not maintain vacuum without assistance from the vacuum ejector. Small changes in gradient or curvature of the line can produce noticeable changes of speed which, in theory, can be compensated by lengthening or shortening the cut-off without adjusting the regulator setting but, in practice, may require alternating periods of 'steam', 'no steam' and even 'brake'. So I was concentrating fairly hard all the way but, facing the tender, I did notice how much colder it was on the exposed sections of the line even with the Collett design of cab.
Collett's deeper, windowed cab is an improvement on Churchward's skimpier cab. But originally locomotives had no cab at all and, when roofless spectacle plates were first instroduced, they were resisted by many drivers. I certainly feel a driver must be fully aware of the surroundings, listening out for all the noises a locomotive can make. Gresley and Bulleid large-engine cabs are a little too enclosed for my taste and I think Stanier's designs for the L.M.S. best handled the necessary compromises in cab design.
Collett's windowed cab, showing the boiler backhead viewed from the tender. The small, rectangular, white object dangling from the fireman's spectacle is the battery/control box for the LED lights strung along the boiler handrails for Christmas ('Foxcote Manor' at the Battlefield Line)
Although passengers were not able to join or alight at Market Bosworth, we were booked to stop so that staff in the leading coach could quickly replenish the following coaches as required. Braking involves the driver admitting air through the brake application valve to partially destroy the vacuum created by the ejector or pump. There's a delay, depending on the train length, as the level of vacuum adjusts. In early braking systems, air was introduced only through the driver's valve but improved coach designs, as in our train, added a Direct Admission valve ('DA' valve) to each vacuum brake cylinder to sense the train pipe vacuum and, as the vacuum fell, allow extra air to enter locally to reduce the delay in brake application towards the rear of the train. Travelling at low speeds with an unfamiliar locomotive and an unusual consist of coaches, it was harder to stop correctly with the leading coach in the platform and the back coach overhanging the platform at the rear, particularly with the driver on the non-platform side. With the fireman relaying the position of the first coach along the platform, we stopped as required and I selected a suitable lineside 'marker' to use on future stops.
After a few minutes of staff activity on the platform, the guard gave the 'Right Away' and we set off again, resuming our progress at about ten miles an hour. Eventually, we approached Shenton, where braking was needed to comply with the 5 m.p.h. speed restriction over the embankment slip beyond Ambion Lane bridge. Although the station platform was on the driver's side this time, I'd been told that a marker post had been erected beyond the station to assist in identifying the correct stopping point, allowing us to stop accurately. Quite a crowd of passengers appeared alongside to admire the locomotive, safely behind the fence, and both Father Christmas and The Grinch joined them as there was the usual flurry of activity. 'Foxcote Manor' was uncoupled, the Single Line Staff was transferred to Martin so that he could operate the ground frame at the north end of the station and we ran-round our train.
We were told that we could return to Shackerstone at Line Speed, which was pleasant, particularly with a tender engine chimney-leading. Of course, the initial departure from Shenton was quite gentle, complying with the 'five mile an hour slack' to Ambion Lane bridge but, once the whole train had cleared the restriction, I was able to tug the regulator to 'full first valve' and let the speed build. I'm afraid I rarely manage to justify the use of 'second valve' considering the moderate gradients, moderate loads and moderate speeds which apply at the Battlefield Line.
When I was a driver at Birmingham Railway Museum, we had a saying "Your haven't lived until you've had a 'King' in second valve" and, with a tractive effort of over 40,000 pounds and a demonstration line only a quarter of a mile long that was certainly quite an experience. Perhaps the steepest line I've driven was on 'Kaitangata' at the mining railway at Shantytown Heritage Park in New Zealand where sanding was essential to prevent slipping. Heaviest train is probably 12 broad gauge coaches (500-odd tons) with a Class 'WP' in India (brief mention here) and fastest speed around 50 m.p.h. on Pacific 'Piekna Helena' in Poland (brief mention here).
We bowled along fairly merrily, slowing to 10 m.p.h. for the 'slack' through Market Bosworth station without stopping. As expected we were routed into platform 2 at Shackerstone and I'd been told that another marker post had been erected beyond the platform end to assist in stopping correctly. The locomotive was fouling the barrow crossing used by passengers so we uncoupled and dropped forward to wait in the north end whilst passengers crossed the line. It was quite misty but everyone seemed in good spirits.
Passengers streaming off the train and back to the car park after the first 'Santa Special' of the day ('Foxcote Manor' at the Battlefield Line)
Boiler pressure had held up well during the round trip to Shenton and water consumption, as shown on the tender gauge, was as expected, suggesting we'd have enough in the tank to complete our working so we finished the run-round and continued steam heating in preparation for our second departure. Joe had agreed to let Jeremy do most of the firing on the second trip. We set off and, as before, I was concentrating fairly hard on maintaining a gentle progress towards Market Bosworth but every time I checked the other side of the cab, matters seemed as expected and Jeremy's 'shovel action' appeared good. Once again, we stopped for a while at Market Bosworth then plodded on to Shenton where we ran round.
Shenton station with The Grinch and Father Christmas walking back to the platform after greeting passengers ('Foxcote Manor' at the Battlefield Line)
Once again, return was authorised at Line Speed. On the way back, I was pondering whether it would be prudent to stop and take water before we entered Shackerstone station. Shackerstone's Down Home 1 (an upper quadrant lattice post design) was off as we approached under Barton Lane bridge at the prescribed 10 m.p.h. and I realised, with horror that the brakes were dragging on. A quick glance at the boiler pressure gauge revealed the reason. Pressure was down to 160 p.s.i. and the vacuum ejector could not maintain sufficient vacuum in the train pipe. It was certain we'd come to a halt but I let the locomotive try for a few more yards before accepting our fate.
Shackerstone's Down Home 1 'off' for the 'Santa Special' ('Foxcote Manor' at the Battlefield Line)
Joe pulled one of the heavy fire-irons out and plunged it into the red-hot mass in the firebox. A bit of probing revealed quite serious clinker in the firebed. It's always problematic - failure to open the firebed up to sufficient combustion air means the boiler pressure will never recover but too enthusiastic 'action' destroys a carefully-crafted layered firebed, which will take longer to get hot again. Joe broke-up a fair amount of clinker then I took the 'bar' off him to satisfy myself that we had sufficient viable firebed to pull our train as far a the platform, Boiler pressure started to recover, encouraged by judicious use of the 'blower' (a steam jet exhausted through the chimney to enhance the draft on the fire when stationary which I often remind firemen can be the "last refuge of the desperate" and should be used in moderation). After about ten minutes, we'd regained pressure to release the brakes and, exchanging signals with the guard, we rather shame-facedly limped to the platform, uncoupled and stood down the north end, in full view of our delayed passengers who didn't seem unhappy at all.
Passengers assembling on platform 1 at Shackerstone with 7822 at the north end about to run-round ('Foxcote Manor' at the Battlefield Line)
We ran-round and coupled up to our train in the gathering gloom. Joe and I attempted to clean the fire and rebuild the firebed ready for our final trip. According to the tender water gauge, we'd ample water for the final trip so I was more worried as to whether our fire-cleaning would be adequate. Our third departure was late but we made our usual slow progress to Market Bosworth and then Shenton without incident but in the dark.
It's a different experience driving a steam train at night on a preserved line as there's little to see and hearing becomes more important in orienting yourself. There's a short article about the railway at night here. Depending on the weather, the sky may be a deep purple, with black silhouettes of trees and other lineside objects and pinpoints of electric light from houses and other features. But our last 'Santa Special' train moved through an impenetrable inky blackness with few visual clues except in the vicinity of each station where a row of electric lights threw yellow pools of light onto the platform surface and shafts or pinpoints of light from nearby houses appear. The business of running round becomes a lot harder in the dark and staff moving around on the ground need to be especially alert to the dangers of slips, trips and falls.
With running-round safely completed, Joe prepared the fire for the final run back to Shackerstone. To preserve some night vision, I averted my eyes from the glare when the firehole door was open. Joe had lit a gauge lamp and fitted it to the gauge lamp bracket provided so that the all-important water level in the gauge glass could be seen. We set off with around three quarters of a glass of water. The boiler pressure gauge wasn't very visible my side in the scattered light from the gauge lamp but the insistent hissing from the safety valves indicated that we were close to blowing-off. After clearing the Ambion Lane bridge speed restriction, the increased regulator opening silenced the safety valve hissing. We had been asked to make a special stop at Market Bosworth station to allow volunteers off, but as we waited for the 'right away', Joe reported "There's no water!". The tender water gauge still read '500 gallons' but neither injector seemed to be picking up any water. This was a serious situation.
Conventional locomotive fireboxes ('Stephensonian' fireboxes) have a double-skin water jacket construction with an inner firebox usually copper, which holds the burning mass of fuel, heavily stayed inside a larger outer firebox, usually steel, with water in between inner and outer firebox. Heat from the burning gases in the inner firebox passes readily through the copper and converts the water to steam. The level of water in the jacket must be above the highest point or 'roof' of the inner firebox at all times since the temperature of the hot burning gases in the firebox can exceed the melting point of copper (around 2,000 degrees Farenheit). As a warning, fireboxes now have a one or more Fusible Plugs screwed into the 'roof', with a hole through the plug sealed with an metal alloy solid at normal working temperatures. The alloy melts upon a dangerous rise in temperature, allowing water and steam to discharge through the hole in the plug onto the firebed. The noise and steam when this happens should alert an inattentive crew to the urgency of the situation. Allowing this to happen is called "dropping the plug" and is one of the worst sins footplate crew can commit. It's sometimes claimed that "dropping the plug" will extinguish the fire but it is intended only as a warning: indeed, there have been a few instances where the crew have not immediately realised that they had "dropped the plug". This is the 'Achilles Heel' of the steam locomotive - If you can't maintain a safe water level in the firebox, the only choice is to remove the source of heat without delay. Normally, this is done by "paddling out" the fire with the Clinker Shovel ('Paddle') and tossing the burning mass onto the ground one shovelful at a time. A locomotive with a rocking grate can 'dump' its fire more quickly (but a large mass of active fire dumped into the ashpan is not helpful). Quick action in withdrawing the fire may prevent or minimise damage to the locomotive.
We'd well over half a glass of water showing in the gauge glass so the question was, would that be sufficient to haul our train back to Shackerstone, uncouple and go for water before the level became critical? The fireman and trainee were both adamant that it couldn't be done. The fireman correctly pointed out that we would first be going uphill, which would tend to slightly increase the water level in the firebox and then be slightly downhill to Shackerstone, tending to reduce the water level in the firebox. My crew were sure we'd not be able to make it. But a locomotive footplate is not a democracy: I quietly confirmed that my assessment was that we could safely work the train back and we would depart as soon as we had the 'right away' from the guard.
Safety is always the primary consideration when working on a railway but before deciding to take the train on to Shackerstone, I'd already reviewed gradient and other issues. Gradients certainly affect the level of water in different parts of the boiler but the Battlefield Line has moderate inclines (Britsh Railways was able to use the line as a diversionary route for the West Coast main line during electrification) and, to optimise boiler proportions, the Great Western was an early adopter of the taper boiler used on larger engines (including 'Manors') which also tends to reduce the water level change on gradients. Withdrawing the fire at Market Bosworth then creates the problem of a disabled train which, in our case, was fully loaded with passengers three miles from where they wanted to be. Seeking assistance involves complying with a safety protocol to ensure that one incident does not create the conditions for another.
There's a simplified introduction to the working of single line railways here.
On the Battlefield Line, Section C of the Operating Rule Book covers Single Line Working, including the procedures for providing assistance to a disabled train. After agreement betweeen the crew of the failed train and the controlling signalman, protection (a red flag or lamp as appropriate) must be set a quarter of a mile from the failed train which must not attempt to move. A member of the footplate crew must take the train staff to the end of the single line section and travel back with the crew of the assisting locomotive to the disabled train. After coupling together, the assisting driver takes responsibility for train working and carries the staff.
The rules set out that, having put protection in place, a 'member of the footplate crew' (usually the fireman) must take the train staff to the signalman by any available means which could involve a lengthy walk in the dark. Assuming a suitable relief locomotive and crew is available, the assistant engine is allowed into the already-occupied single line section, carrying the person from the failed train with the staff (these are the conditions under which "two in a section" are permitted). I was keen to avoid the delay this would incur if possible.
Although hopefully a less-likely problem, I wasn't too sure of the endurance of the electric carriage lighting system. As railways developed, gas was commonly used for the lighting of passenger areas in trains, giving rise to a number of predictable fires following accidents. The worst, at Quintinshill in 1915, involved 5 trains and resulted in 200 deaths. Electric lighting using filamentary lamps, powered from batteries of secondary cells carried in a battery box attached to each coach underframe, remains in use on preserved railways now. The batteries are charged by a dynamo on each coach belt-driven from one axle. A simple regulator (similar to that formerly used on motor cars) connects the dynamo to the battery when the dynamo output is above a charging threshold, which occurs at around 15 m.p.h. This meant that during the 'Santa Special' operations, most of the time, even when moving, the batteries were not being charged. I wasn't sure whether special arrangements had been put in place to 'keep the lights on'.
So we set off from Market Bosworth into the darkness. Keen as I was to get towards our source of water, I wanted to eke-out that precious half a glass of water, so I settled on a very modest speed with a little less than full first valve on the regulator with the 'cut-off' linked up to about 50% to extract, by expansion up to the point of exhaust, as much effort as possible from each admission of live steam to the cylinders. I hoped that this would prove an economical setting. Every time I snatched a quick glance sideways at the gauge glass, I was relieved to see the level creeping down quite slowly but the fireman was paying close attention to the level, periodically using the 'flashlight' function on his mobile 'phone to better illuminate both gauge glass and pressure gauge.
Passing Shackerstone's fixed distant signal, I started to brake, admitting only small amounts of air into the brake pipe and then allowing the action of the vacuum pump to release the brakes, keen to avoid using steam in the vacuum ejector for as long as possible. Approaching Barton Lane Bridge at the regulation 10 m.p.h., the use of the ejector was needed to augment the pump. The Home 1 signal was 'off', so we were able to drift towards the box as I asked the fireman to prepare for dismounting as soon as we stopped and making sure the guard had applied his handbrake before uncoupling the engine so that we could ease forward for water. The Home 2 ground disc signal was also off, allowing me to go towards the box so that I could explain our intentions to the signalman. I stopped with the rear of our tender still on the plain line approaching the facing points - it's bad enough uncoupling in the dark without the added complication of stumbling over facing point equipment in the 'four foot'.
Once uncoupled, I moved towards the water column, asking the fireman to 'set' me in the correct position to ease inserting the 'bag' of the water column into the tender water filler. When taking water, there's nothing more dispiriting than getting a soaking because of poor alignment, particularly at night near the end of a long shift.
Whilst we were preparing the take water, Adrian L. bounded onto the footplate out of the darkness and checked the boiler water indication in the gauge glass, where a sliver of water was still showing.
"Oh, that's alright", he commented before discussing the next moves. I explained that I'd intended to take water, set back onto our train and complete the planned working. Adrian explained that he had arranged for the Class 33 to be started-up and brought to the south end of platform 1, where it rumbled alongside us as we started to take water.
Boiler backhead with boiler pressure gauge (upper left), carriage warming pressure (lower left) and BR-type 'coupled' gauge glass and protector ('Foxcote Manor' at the Battlefield Line)
I opened the water valve on the driver's side injector and, as soon as I confirmed that water had started to issue from the overflow pipe under the cab, I opened the steam cock. The injector immediately 'picked-up', producing the distinctive, reassuring sound of a working injector. The injectors produced by the Great Western are particularly reliable which is presumably why Riddles chose that pattern for use on his British Railways standard steam classes.
Adrian had considered using the Class 33 to pick up our train and take it into platform 1 whilst we sorted ourselves out, although the stock really needed to be in platform 2 for the following day. Confirming how much water we'd taken-on by looking through the tender filler to visually check the level in the tank, we agreed that it would be a little quicker overall for the Class 33 to pick up the train and bring it into platform 2 after I'd taken my light engine through platform 2 to stand clear at the north end.
Having hauled the train into the platform, the Class 33 uncoupled and came behind us so that passengers could use the barrow crossing and walk past the 'Manor' returning to their cars. The locomotive had not been fired for a while so the boiler pressure had started to fall but the fireman and I agreed that we should have enough steam to get 'on shed' and completely fill the boiler. Despite the delayed, unusual final approach to Shackerstone, our passengers seemed happy, thanking us and exchanging season's greetings.
7822 standing at the north end at Shackerstone after the final, eventful, round trip on 19th December 2021 ('Foxcote Manor' at the Battlefield Line)
Finally, the Class 33 moved through platform 1 to stand on the DMU siding, allowing us to follow to the ground frame giving access to the shed. Allowing for our reduced boiler pressure, a short run at the gradient approaching the shed got us inside and careful braking stopped us in the position we'd started from that morning, to ensure that the crew next day had access to the pit at the front of the engine. The engine was 'tied down', scotches set under a coupled wheel and the boiler was completely filled.
An interesting, if rather tiring, day.
Related posts on other websites
Foxcote Manor Society.
Related posts on this website
All my Battlefield Line posts.
My photograph albums
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:-
'Foxcote Manor' at the Battlefield Line.
All my Battlefield Line pictures.
Unhappily, following a miserable 2020, the Covid-19 Panemic continued to dominate 2021. The approval of new vaccines against Covid-19 has brought new hope but worldwide, the situation is very variable. In the UK, the first half of the year was in lockdown but as vaccination proceeded, some easing of restrictions was made until the arrival of the Omicron Variant of Covid-19 triggered re-imposition of certain restrictions. This is the 16th annual review since I started this blog
OVERSEAS TRAVEL
Initially, it was hoped that the 2021 expedition cruise to Iceland which I'd booked would be able to go ahead but the frequent changes to government regulations caused the operator to cancel the tour. I'd had to cancel my proposed trip to Myanmar in 2020 because of travel restrictions and these restrictions continued in place at the beginning of 2021. Following elections in Myanmar at the end of 2020, which resulted in a landslide victory for the National League for Democracy, on February 1st 2021 the election result was repudiated by the Myanmar army who seized power alleging voter corruption. The chequered history of this wonderful country has entered another tragic phase. I decided there would be no overseas travel for me in 2021.
To find more about overseas visits I've made in previous years, see:-
Jan Ford's Travels (2001 onwards).
Jan Ford's Travels - The early trips (before 2001).
Jan Ford's Travels: Around the World in pictures
(alphabetic list of countries with links to pictures).
TRAVEL IN THE UK
In a normal year, I would expect to make a number of trips (mainly by rail) to various destinations in the UK. Following the partial easing of restrictions in July 2021, I made a couple of day trips by rail to re-visit Liverpool and Blackpool and a trip to Croydon but other planned trips didn't materialise, apart from a few short rail trips in connection with my work. During the coronavirus Pandemic, rail passenger numbers were around half of normal, with 'emergency timetables' in use and increased likelihood of train cancellation at short notice as staff 'self-isolated' following positive tests for Covid-19.
The Cambrian Line in 2021 25-Jul-2021
A day trip to Liverpool 21-Aug-2021
Blackpool by Electric Train 28-Aug-2021
By Train to Croydon 12-Sep-2021
Trade Show at the National Exhibition Centre 19-Sep-2021
To Stockport by Rail 14-Nov-2021
My excursion to Liverpool included the mandatory trip on the Mersey Ferry.
Blackpool Tower with one of the preserved trams on a 'Heritage Tour'.
RAILWAYS AND PRESERVATION
All preserved railways were seriously affected by the Coronavirus pandemic in 2021, as they had been in the previous year. I continued as a member of the Old Locomotive Committee and remained a volunteer at The Battlefield Line but in 2020 I'd resigned as a working volunteer at Peak Rail although I continue to support their aspirations.
The Old Locomotive Committee
The Old Locomotive Committee (OLCO) usually organises two events each year: the Annual General Meeting, normally held at the Museum of Liverpool where the locomotive 'Lion' is on public display and the 'Lionsmeet' event. 'Lionsmeet' enables live-steam models of 'Lion' to be run and members to meet up. This event is hosted at the running track of a different Society of Model Engineers track each time. In 2021, as in 2020 Coronavirus legislation stopped both events, making OLCO's periodic newsletter called 'Lionsheart' especially important.
All my posts about the Old Locomotive Committee are here and you can find more information (including how to become a member) on OLCO's website here.
The Battlefield Line
At the beginning of 2021, Coronavirus legislation limited operations but on 19th July (optimistically called 'Freedom Day' by the government) most legal restrictions were lifted. The arrival and rapid spread of the Omicron variant of Covid-19 triggered the re-imposition of various mandatory restrictions in early December. My own involvement in public operations was initially limited to a few DMU turns and my first steam turn in the year was not until 29th August when I was re-united with 'Wightwick Hall'. I should have had a second turn on 'Wightwick Hall' on 30th October but the steam locomotive was 'stopped' for leaking stays a few days earlier so, instead, I had an interesting training day on a Class 20 diesel-electric. However, I did manage one further turn on steam with an eventful 'Santa Special' on 19th December.
Battlefield Line 'Santa' Trains 2021 (in preparation)
Class 20 Diesel Electric Locomotive 8-Jan-2022
Getting Back on Track 6-Nov-2021
A Day on the DMU 13-Nov-2021
6989 'Whightwick Hall' ready to leave Shackerstone on an earlier date.
Jan poses during preparation of 7822 for the 'Santa Specials' on 19-Dec-2021 ('Foxcote Manor' 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).
Myanma Railways
Because of the pandemic and the military seizing power in Myanmar, I was unable to visit Myanmar in 2021. Just one new post was added in 2021, when I finally managed to describe a visit during my 2019 trip (my incorrect numbering of the workshops visited is still to be corrected):-
Railway Carriage Building and Repair in Myanmar 8-Aug-2021
You can find all my posts about Myanma Railways (in reverse date-of-posting order) here or refer to the 'Index' here.
BREWOOD HALL
The committee which organises the Brewood Garden Party, held in the gardens at Brewood Hall, decided at the beginning of 2021 that, for the second year running, it would not be possible to stage the event because of the Covid-19 Pandemic.
There's an album of pictures showing the 1-acre garden through the seasons in 2021 here with a separate album (covering a number of years) showing the fungi which appear annually here. There's one post from July with musings on the garden in 2021 here.
Brewood Hall had some light falls of snow in November 2021.
During the year, as always, various repairs were carried out around the property. In 2021, I documented some of this work, together with work from previous years, including a domestic disaster from 2018 when a burst water pipe resulted in expensive repairs.
Brewood Hall Maintenance (3) 1-Aug-2021
An unfortunate occurence 31-Jul-2021
Brewood Hall Lantern Roof 18-Jul-2021
You can find all my posts about Brewood Hall (in reverse date-of-posting order) here.
TY GWYN
Ty Gwyn is a small commercial woodland around 27 hectares in area near Corwen in Wales.
In 2021 I finally achieved my ambition of taking a boat on the small pool when, during a visit with Ann and Dean on 12th June, they surprised me by suddenly producing a new inflatable boat. The weed growth made manoeuvring the craft with the oars rather difficult but I had a great time and the weather was really warm. I had good weather again for a visit on 17th July with my friend Geoff.
There's a report covering both visits here
Jan relaxing on the pool at Ty Gwyn 2021 (Photo: D Mould)
To see all my posts on Ty Gwyn, click here.
'ROAD TO MANDALAY' SOCIAL CONTRIBUTION
Since 2008, I've supported these educational and medical charitable initiatives in Myanmar, formerly known as Burma. I'm also currently a trustee of the Belmond Myanmar Foundation in the U.K. which also provides support to this work. Educational Support is provided to a wide range of schools and orphanages and Medical Treatment to all is centred on the Bagan Medical Clinic which was opened in 2011. Until the Covid-19 pandemic, I made at least one visit each year to see as much as possible of the work but, in 2020 and 2021 this has not been possible. On 1st February 2021, following elections at the end of 2020, the army seized power alleging election fraud, compounding the problems of the Covid-19 Pandemic as the country descends into deadly civil war. Because of the combination of the pandemic, the actions of the army and the civil unrest provoked, the United Nations estimates half the population in Myanmar will shortly be living in poverty, making the need for relief work greater whilst the risks involved in supplying that help increase. Despite the risks and difficulties, help continues to be provided by dedicated local people with some overseas financial support.
You can find all my earlier posts on Educational Support here.
You can find all my earlier posts on Medical Support here.
OTHER BLOG POSTS IN THE YEAR
This review covers trips and events during the year but doesn't always include other types of post such as:-
Technical articles;
Historical articles;
Work-related topics;
Recollections of past events;
PREVIOUS ANNUAL REVIEWS
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
I was booked to drive the 'Hall' at the Battlefield Line on Saturday, 30th October 2021 but a few days earlier, the locomotive had been 'stopped' due to leaking boiler stays. The railway put together a 'scratch' crew with a driver passed to drive the replacement diesel electric locomotive Class 20 110 but kindly invited me to have a training session on the diesel-electric if I wished.
I'm passed to drive on the diesel multiple units at the Battlefield Line but not passed on any of the various other diesel locomotives. About 30 years ago, when I was a regular volunteer at Birmingham Railway Museum, I was passed out by their Traction Inpector (whose 'day job' was Traction Inspector on British Rail) to drive their '08' shunter and visiting preserved Class 47 'Ixion' which was used for driving experience courses. I also did a bit of shunting with a visiting Class 31. I've always been a fan of the Class 08, a rugged and reliable machine, and my brief 'User Notes' (with a link to training notes prepared by British Rail, York) are here. Under supervision, I've since had 'hands-on' on a number of other diesel locomotives at various locations with mechanical or electric transmission (and shunting locomotives with hydraulic transmission) but never a Class 20, so I accepted the offer of a training session with Graeme as instructor driver.
Origins of the Class 20
Following Nationalisation of the railways in 1948, British Railways initially committed to building a range of 'Standard' designs of steam locomotives. By the time the last was built (Class '9F' 'Evening Star'), the 'Standard' stud numbered 999 locomotives. But difficulties in recruiting staff to operate and maintain these locomotives, combined with problems in the mining industry extracting the coal to fuel the fleet induced politicians to embrace a change of direction and replace steam with diesel and electric traction. This transition is briefly introduced in the post The Modernisation of British Railways. A series of 'Pilot Scheme' diesel locomotives were ordered from various manufacturers in four power ranges increasing from Type 1 (a general-purpose freight type) through Type 2 and 3 up to the express passenger Type 4.
English Electric were chosen for the Type 1 design. They had been building rugged diesel engines for marine and other applications for some time and their 'straight six cylinder' had given good service in the LMS diesel shunters. In 1947 they introduced a 'Vee' type of engine with pairs of cylinders set 45 degrees apart driving a common crankshaft. The 16-cylinder version (16SVT) of this engine had been used by Ivatt in the well-known LMS prototype main-line diesel electrics 10000 and 10001 and also in the Southern Railway's candidates emerging in the British Rail era as 10201, 10202 and, finally, the uprated 10203. This proven engine series was adopted for the 1000 h.p. (750 kW) Type 1 locomotive using their 8SVT Mark II diesel engine.
8 - number of cylinders
S - supercharged (actually turbocharged)
V - Vee form
T - adapted for railway use
Mark II (4-valve cylinder head)
The engine crankshaft was bolted directly to an English Electric 319-3C main generator with an output of 1070 Amps at 600 volts d.c. An English Electric 911-2B auxiliary generator 'overhung' on the main generator, producing 110 volts d.c. for the compressor, exhauster, traction motor blowers and battery charging.
Auxiliary generator, main generator, 8SVT diesel engine forming power unit of Class 20 locomotive.
The locomotive underframe was two longitudinal, parallel box sections (each formed from two channel sections plated-over top and bottom to produce a box section), with welded 'transoms' forming a rigid frame. Part of the two underframe box sections were sealed off to provide the modest fuel capacity of 390 gallons and two of the 'transoms' also served as balance pipes between the two tank sections.
The power unit was mounted on the underframe together with auxiliaries (including engine-driven fan, oil pump and water pump and electrically-driven air compressor, vacuum exhauster, traction motor blowers, fuel pump), all protected by a long 'bonnet' or hood , inset to give a 'running board' each side. A series of hinged access doors along each side allowed staff ready access to the equipment. At what was regarded as the rear of the locomotive, a driving cab was provided, with duplicated driving 'desks'
The assembled locomotive was mounted on two 4-wheel bogies using welded-frame equalising-beam design with helical springs and 3 foot 9 inch diameter wheels. Overall length was 46 feet 9.25 inches and weight 73 tons.
The four axles were each fitted with an English Electric 526/8D (/5D on first 50 off) nose-hung 6-pole series-wound, force-ventilated d.c. motor rated at 600 Amps, 300 volts d.c. driving through a single reduction gear.
The locomotives were arranged so that up to three units could be interconnected for multiple working from the leading cab using Electro-Pneumatic (E.P.) controls, allowing heavier trains to be worked.
Class 20 locomotive General Layout
Click for larger view
With the English Electric pedigree, the design proved reliable and did all that was asked of it so between 1957 and 1968 a total of 228 locomotives were built, originally numbered in the D8000 series but renumbered with the '20' prefix when the 'TOPS' system (see description on Wikipedia) was introduced in 1971.
The improved cab environment proved popular with some drivers and the good view of the line when running 'cab leading' was appreciated. The more restricted view ahead through the smaller window looking along the 'bonnet' when 'nose leading', although not that dissimilar from that on a steam locomotive, was not favoured and it became commonplace for the locomotives to 'hunt in pairs', coupled nose-to-nose, allowing drivers to adopt the preferred 'cab-leading' driving method in both directions.
The class gained an enthusiast following, who dubbed the class 'Choppers', leading to a number of units having been preserved. Perhaps more signicantly, examples still remain in commercial service in a number of countries. I think there are still occasional passenger railtours using the class 20. I wrote about one such tour I witnessed (but didn't travel on) in the 2015 post here.
Class 20 at the Battlefield Line
Graeme W. was booked driver with Jamie W. as Secondman. We were using the locomotive with final running number 20 110 which was stabled down the North End at Shackerstone, currently painted green and carrying its original number D8110.
Class 20 stabled at the North End at Shackerstone.
We all clambered over the locomotive as Graeme demonstrated the pre-start checks.
L: Air Compressor (with Traction Motor Blower behind) R: Vacuum Exhauster (Class 20 at the Battlefield Line)
View of 8SVT engine: Class 20 at the Battlefield Line
Main Generator (Class 20 at the Battlefield Line)
Overhung auxiliary generator and fire extinguishing installation (Class 20 at the Battlefield Line)
Left side of locomotive showing 'bonnet'. Note handrail above engine/equipment access doors and underframe-mounted battery box/battery isolating switch painted black (Class 20 at the Battlefield Line)
Graeme started the diesel engine. Electric start is provided by connecting the 110 volt battery to an extra winding on the main generator so spinning the engine crankshaft. We waited for the compressor to produce sufficient control air pressure and then Graeme shunted to our 6-coach train waiting in platform 2. Jamie 'hooked-on' ready for our first round trip to Shenton. Graeme drove the first trip then, for the rest of the day, I shared the driving with Graeme and (on trip 3) Adrian.
Class 20 110 arriving back at Shackerstone on 30-Oct-2021
The two driving desks are positioned for left-hand drive. Layout is standard with brake controls on the left, power and reverser controls on the right, with an inclined instrument panel facing the driver. Fairly crude swivel seats are provided fixed to the floor at each driving position.
Light engine movements are controlled by the 'straight' Air Brake but, when working vacuum-braked stock, control is via the separate Vacuum Brake Application Valve which is intended to apply the air brakes on the locomotive proportionally to the train vacuum but I need more training to properly get the 'feel' of this combination, tending to underbrake or, more often, overbrake and then having difficulty "blowing off" the vacuum to keep rolling.
The Driver's Surveillance Device (DSD) or 'deadmans' is in the form of an inclined, hinged metal plate on the floor which must be kept depressed when in motion or otherwise, after a short delay, all brakes are applied. The back wall of the cab has a handwheel for applying a 'parking brake', requiring numerous turns to apply or release the brake through a chain drive.
I did notice that, having left Shenton 'nose-leading' and mounted Shenton Bank, advancing the power controller to produce line speed in the cutting did produce a 'business-like' exhaust noise. At the end of the service schedule, I was able to leave the locomotive with Graeme as it was being used again for an evening special. All-in-all, a good day.
Class 20 at the Battlefield Line showing cab and Number 2 Bogie, with Jan in earnest conversation.
Related Posts on this site
The Modernisation of British Railways.
Class 08 User Manual.
Related Post on other sites
English Electric diesel engines.
Book references
[1] 'BR Class 20 Diesels' Michael Oakley (Bradford Barton) ISBN 0 85153 419 8.
[2] 'Description and Fault Finding Instructions for Drivers' (English Electric/BRB Book FS227)
[3] 'Diesel Traction Manual For Enginemen' (BRB 1962)
My pictures
Class 20 at the Battlefield Line
Depending on the display device, the right hand edge of pictures may not display. To see an uncropped image, click on the picture. Alternately, you can find the image by following the 'My pictures' link and display or download the image in various resolutions.
On Friday, 5th November 2021, I made a brief visit to Stockport for a business meeting, travelling between Wolverhampton and Stockport using the 'CrossCountry' services in both directions via Stoke-upon-Trent. As the 2021 United Nations Climate Change Conference, also known as COP26, was taking place in Glasgow to agree how our world could be saved, bizarrely both my journeys entirely 'under the wires' featured Class 221 diesel multiple unit haulage because of non-electrified mileage at the beginning (northbound service from Reading) or end (southbound service to Southampton) of the route.
Timetables and operations have been altered because of the Covid Pandemic and I was quite surprised to see how busy services were, operated in both directions by two 4-car Class 221 coupled together
For many years I was a volunteer at Manchester's Museum of Science and Industry (there are a number of posts here), so I was a frequent traveller both by road or by train to Manchester. By train, I used the routes through either Stoke-upon-Trent or Crewe which normally called at Stockport. But, my most recent train journey to or through Stockport was some time ago so I welcomed a chance to see what had changed. Not much, it appeared. Since Avanti West Coast took over the 'Pendolino' services between London and Manchester from Virgin, they have also taken over management of Stockport station but, of course, they host the services of a number of other Train Operating Companies, including 'CrossCountry'.
I won't repeat my distaste for the 'new' (and still incomplete) Wolverhampton station. Fortunately, I didn't have long to wait on draughty platform 2 for my train. The rather modest accommodation on island platform 2/3 with simple, flat canopies remains as constructed by British Railways, albeit with some internal modernisation.
Wolverhampton Station: view from second overbridge looking towards Birmingham showing left platform 2, right platform 1. There was formerly a Middle Siding between the two tracks for which the overhead catenary remains (Blackpool by Electric Train)
I found my reserved seat (a couple who'd commandeered my seat sheepishly apologised and immediately moved elsewhere). The journey to Stockport was incident-free and on time but I'm still not a great fan of the Bombardier design. The Class 221 has 'tilting technology' to allow higher maximum speed but I understand it was taken out of use years ago to limit maintenance costs. Allowance for the six degrees of tilt either way results in the body being narrower at roof level that floor level, giving a distinctly 'narrow-bodied' feel to the passenger compartment.
Each coach has a Cummins QSK19 underfloor-mounted 6-cylinder, 6-litre turbo diesel driving an electric generator to power one traction motor on each bogie. To generate 750 h.p., the engine is run at up to 1800 r.p.m. which I find generates uncomfortable noise and vibration. Dellner autocouplers are provided.
'Cross Country' Voyager in 2010: detail of Dellner autocoupler with twin horns below.
Approaching Stockport, the appearance of the London and North Western designed signal box at Edgeley Junction Number 1 always makes me smile. In general, the route from Euston to Manchester is now commanded by a chain of modern Railway Operating Centres and Signalling Control Centres but, through Stockport, the main line is still controlled by a group of venerable signal box structures, even if now bereft of their original mechanical signalling equipment. These are Edgeley Junction No. 1 (where the line from Buxton converges), Edgeley Junction No. 2 (where the line from Chester converges), Stockport No. 1 (south end of station) and Stockport No. 2 (north end of station). Nearer Manchester, Heaton Norris Junction, a more modern brick structure retaining a mechanical frame survived for some years but has now been abolished.
Edgeley Junction No. 1 signal box.
Stockport station is a strange amalgam of two very-recognisable London and North Western station buildings on island platforms 1/2 and 3/4 (internally modernised) which lead via a subway to a modern booking hall on the town side which gives access to a 'new' platform.
The 'new' platform is numbered '0' and unusual platform numbering, including the use of '0', intrigues me. There are a couple of posts here and here on the topic.
Stockport: View from platform 0 looking towards Crewe in 2013 showing two '0' platform signs (the smaller '4' sign is the stop marker for 4-coach trains).
Stockport: View from platform 3 in 2013 showing the LNWR station building on platform 1/2.
Stockport: View from platform 0 looking towards Crewe in 2013 showing the LNWR station building on platform 1/2.
Stockport: View from platform 2 looking towards Manchester in 2013 showing the LNWR station building on platform 3/4.
Stockport: Modern station building on Up side in 2013.
After my meeting, I returned to Stockport station with less than ten minutes to wait for a Southampton-bound 'Cross Country' which would deliver me back to Wolverhampton in around one hour. Being a Friday and late afternoon, the train was very full but I managed to find an unused seat so that wasn't too bad at all.
Related posts in this blog
The Buxton Branch.
Zen and the Art of Platform Numbering.
Platform Numbering Revisited.
My pictures
Pictures taken on earlier travels in Stockport area are here:-
Manchester Area Rail
I was rostered as DMU (Diesel Multiple Unit) driver at the Battlefield Line on Saturday, 2nd October 2021.
The 'set' comprised the Driving Motor car at the north end coupled to the Single Unit ('Bubble Car') at the south end: the customary arrangement at present. There's a second Driving Motor Car which is currently receiving attention in Shackerstone M.P.D. before being reunited with its 'other half' to form a 2-car unit. The set normally has four 150 h.p. in use, one to each bogie but one engine on the Single Unit has been using excessive engine oil for a while and the Owner recently decided to isolate that engine and run with three engines until a replacement engine could be fitted.
The thoughtful design of the 'Modernisation Series' DMUs makes it easy for a driver to safely isolate an engine which has failed in traffic, allowing the unit to 'limp home' with reduced power and this had already been done. Firstly, the Final Drive had been isolated using the hook-ended, long-handled tool stowed in the guards compartment.
Guard's compartment in 55005: The long, thin rod with a handle at the top stowed vertically in between the red-painted Brake Setter and the Guard's seat is the 'Toasting Fork' to isolate the final drive.
The 'toasting fork' allows the driver to reach over the top of the bogie, grasp the isolating switch with the hooked end and twist the switch to the 'isolated' position.
The vertical bar is the Final Drive Isolating Switch in the 'engaged' position. When horizontal, the drive is 'isolated'.
Secondly, a carriage key had been used to electrically isolate the engine, using the isolating switch on the underframe near the engine.
'Flat 6' DMU engine. The orange-painted square box mounted on the underframe above the engine is the switch (operated by a carriage key) to electrically isolate the engine.
It didn't take long to check oil and fuel levels, make sure auxiliary drive belts were intact and look for anything not quite right, then each engine was electrically started from the ground. Two out of three started: one refused to turn over and just made an 'Ug' sound. I started thinking about finding the battery charger and setting it up to get more life into the battery but decided to make one more attempt and this time the engine turned over sluggishly but enough to fire and we were away.
Stephen W. was booked Guard and he arrived nice and early. The day started dull and rather cold so we anticipated poor passenger numbers but when we moved the train from the DMU siding where preparation is carried out into the platform, there were quite a few passengers already waiting. We set off a few minutes late and, for a time, the weather deteriorated with intermittent heavy rain, requiring the use of the air-operated windscreen wiper. Market Bosworth had been closed to passengers during the limited operations as Covid restrictions were eased but we were scheduled to resume the intermediate stop. Whilst waiting for the Guard and Market Bosworth Station Staff to conclude station duties, I took a picture of the passenger compartment behind the driving cab.
Battlefield Line 2021: DMU on 2-Oct-2021 at Market Bosworth on the first northbound service.
We carried on to Shenton with improving weather. In fact, later in the day there was quite a pleasant sun. The dull start to the day made me anticipate poor passenger numbers but quite a few passengers turned up for each service which made the whole day very worthwhile. But I'm sure the passengers were relieved that the carriage heating was working! There are two underframe-mounted heater units on each coach. Diesel fuel (electrically ignited) is burned in a cylindrical combustion chamber and electric fans blow warmed air through ducts into the coach. The heaters are controlled from a simple panel in the Driver's cab and a switch allows fan-only operation in summer. Safety circuits are provided to ensure correct operation. The principle is similar to some warm-air portable heaters used in industry.
One of the two underframe-mounted heater units on each coach.
Stopping at Market Bosworth on the return trip, we picked up a large family group celebrating the birthday of one of the group. They were all staying at the Bosworth Hall Hotel in Market Bosworth and they'd decided to have a round trip on the train. The jolly crowd left us at Market Bosworth on our second north bound journey.
Battlefield Line 2021: DMU on 2-Oct-2021 showing a birthday party alighting at Market Bosworth from the second northbound service.
Our Guard had recently been passed-out to drive the DMU but had not yet had a rostered driving turn so we agreed to 'swop roles' for the third round trip so that Stephen could drive whilst Jan carried out the guard's duties.
Battlefield Line 2021: DMU on 2-Oct-2021 showing Jan completing the Guard's Journal on the third round trip.
I was back in the cab for the final round trip to Shenton then the unit was stabled in the DMU siding, final inspection made and paperwork completed after an enjoyable shift.
Related posts in this blog
All my Battlefield Line posts.
All my DMU posts.
My pictures
Battlefield Line 2021.
All my Battlefield Line pictures.
I was rostered as steam relief driver on 29th August 2021. Because of the Covid-19 Pandemic, this was the first time I'd been on a steam locomotive since August 2020 (described here). Once passenger operations at the Battlefield Line resumed in 2021, I'd been rostered on the Diesel Multiple Unit a few times but, still recovering fitness after the long period of restrictions on life, I'd not undertaken a steam turn before in 2021.
Well, rather than being just relief driver, it transpired that it would help if I covered the whole turn, which I did and thoroughly enjoyed the shift. I was helped by having Stephen W. as fireman who was both willing and capable and we both had a good day.
Previously, I'd only had two turns on 'Wightwick Hall'. The first was on 15th December 2019 (described in the latter section of the blog here). The second turn was on 28th December 2019 (described here).
The locomotive had been left outside the shed so as I hauled myself up the footsteps into the Hall's cab for the first time in 20 months, it was with a sense of excitement. A broad smile spread across my face - I felt at home. Although I knew the fireman would have already carried out the initial checks (tender hand brake applied, regulator closed, cylinder drain cocks open and gauge frame indicating satisfactory boiler water level), I repeated them. The fireman had reported no boiler leaks but a fair amount of ash and clinker on the grate from the previous day's fire. I opened the firedoors to confirm the situation.
Although the firebox was still fairly warm from the previous day, Stephen decided to go into the firebox, lift one or two firebars and push the remains of the previous fire through the opening created into the ashpan. Working in any confined space is potentially hazardous and may only be carried out with a second person on hand. The old fire was disposed, the firebars replaced and Stephen quickly left the firebox.
Preparation
The term 'Preparation' refers to the duties of both driver and fireman in getting a locomotive ready for traffic. Although driver and fireman have defined responsibilities, it's much better when the crew work as a team. I've talked about steam locomotive preparation in a number of earlier articles and a few are listed below.
Driving Turn at Peak Rail - Part One: Preparation
Preparation of Locomotive 'Sapper'
Preparing 5542 (part 1)
Preparing 5542 (part 2)
Articles with the label MIC discuss various aspects of working on steam locomotives. There's an index of these here.
Whilst Stephen prepared to set the new fire, I began 'oiling round', starting with the sight feed lubricator mounted on the driver's side of the boiler backhead. I drained the condensate and filled the reservoir with cylinder oil (also called 'steam', 'black' or even 'thick' oil). This is a compound oil, typically with an SAE of 680 or above, which retains its properties when in contact with steam in the cylinders.
6989 'Whitwick Hall': Sight feed lubricator
Next, armed with an 'oil feeder', 'bottle' of motion oil and a 'wiper' I continued oiling the outside motion and axleboxes from ground level. It always facinates me how different trades develop their own vocabulary and locomen were no exception. The 'oil feeder', of course, is the spouted container used to dispense oil where required, called elsewhere an oil can. The 'bottle' is the tinplate oil container with carrying handle and cork retained by a short chain used to replenish the feeder as required. Motion oil is much thinner than cylinder oil, typically with an SAE of 220. The 'wiper' refers to the woven, absorbent cloth originally issued by loco stores for removing excess oil during preparation, acting as an insulating pad when handling hot objects or for general cleaning. An elderly engineman I knew asserted that a 'proper engineman' could always be identified by the wiper permanently clutched in one hand. These days, rags are often substituted for the traditional wiper.
I then transferred operations to the narrow walkway around the boiler called the foot-framing (the terms 'foot board' or 'running plate' are sometimes used), which allowed various other oiling points to be dealt with. A feature of Great Western engines is the mechanical vacuum pump, driven from one crosshead.
6989 'Wightwick Hall': Detail of crosshead-driven vacuum pump
On the 'Hall' class, there is an oil pot with a T-handled screw cap protruding through an access hole in the foot-framing on the driver's side which provides lubrication for the pump. Usually, a mix of lubricating oil and paraffin is used for this task to minimise the risk of the internal pump air valves sticking. These air valves are responsible for the distinctive 'phut-phut' noise of Great Western locomotives in motion, particularly noticeable when an engine is 'drifting' with the regulator almost closed.
6989 'Wightwick Hall': Right leading splasher showing cut-out in foot framing to give access to the vacuum pump oil pot
It's particularly important to remain alert when working on the foot-framing. Support is available from a handrail run along the length of the boiler cladding on both sides of the engine but, when kneeling to administer oil as required, it's all too easy to lose balance and it's a fair drop to the ground.
Many years ago, I learnt that lesson when getting 'Clun Castle' ready for 'Learn to be a Driver' courses at Tyseley. Now, Sam Ell's work at Swindon on draughting locomotive boilers and improving efficiency resulted in 'Clun Castle' having a double chimney and 'high superheat'. The raised steam temperatures led to the use of a mechanical lubricator mounted on the foot-framing on the fireman's side to dispense cylinder oil to cylinders, valves and regulator (rather than the normal Great Western sight feed lubricator which the original single-chimney 'Castles' retained). Mechanical lubricators are excellent but can result in oil on the foot-framing from carelessness during filling of the reservoir or vibration-induced oil line gland leakage. I didn't notice a film of oil around the lubricator, lost my balance and ended up on the floor, on my back, looking at the sky with severe pain from the near rail of the adjacent road pressing into the small of my back. I was lucky, I was able to get up and carry on with my shift (in some discomfort) but the consequences could have been serious.
By the time I'd finished 'on top', Stephen had the fire well in hand and he offered to complete the vital oiling 'underneath'. The 2-cylinder 'Hall' has Stephenson Link motion with four eccentrics mounted on the driving axle between the frames to provide the necessary valve events to dieblocks in the expansion links. 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, as described here.
There wasn't a great deal of coal in the tender but well over 3,000 gallons of water. Stephen wasn't quite sure whether we'd complete the diagram (four round trips to Shenton) without more coal but we agreed to come 'off shed' onto our train and see how things went.
In Traffic
Unusually, we were running with a 6-coach train which meant we would 'overhang' at platforms, so I discussed with our Guard the stopping points he required to make his job easier in making sure passengers could safely board and alight.
Creating vacuum to release the brakes was noticeably slower than normal. There's a post about the Great Western vacuum brake here. Both small and large ejectors are provided. Normally, I'd only use the small ejector and judge any leakage in the train braking system by the rate at which indicated vacuum climbed, but the 'little jet' alone failed to produce the necessary 25 in/Hg (inches of mercury - measure of the vacuum produced) so the 'big jet' was also needed.
6989 'Whitwick Hall': Driver's vacuum brake application valve with radial slots to admit air, small ejector steam cock (above), large ejector steam cock (right) and blower valve (below right)
Opening either ejector steam cock admits steam to the multiple-cone ejector mounted on the driver's side of the firebox. Convergent cones in the injector body produce a jet of fast-moving steam which draws air out of the train's vacuum pipe, discharging the steam and extracted air through the pipe running horizonally along the boiler cladding to the smokebox where an elbow takes the steam/air into the smokebox to be discharged vertically through the chimney. A carefully-designed system of copper drain pipes seeks to allow condensed steam to be drained downwards but when the large ejector is first turned on, it's wise not to be near the front end of the locomotive as a shower of water may be discharged (as generations of platform-end-dwelling train-spotters learned in steam days).
6989 'Wightwick Hall': View from cab showing right side of firebox and vacuum ejector
Our first departure was booked for 11:00. I think we were a little late away waiting for passengers and then I made a gentle departure. With the cylinders cold, condensate can be anticipated in the steam circuit so the cylinder drain cocks ('taps') should be open to allow live steam to clear this condensate. Moving a train away from a platform is always the time of greatest risk when passengers may change their mind and try to get off or, perhaps worse, suddenly decide they want to get on. The Guard and Station Staff should have checked that all doors are properly closed with no handles 'cocked' (no central locking here!). Years ago, I was taught that if there are sufficient platform staff available, one should be positioned fairly near the departure end of the platform to 'chase' any door handles spotted as not properly closed. Getting under way gently is certainly desirable with 'Wightwick Hall' as she has an irritating habit of 'losing her feet' when starting and this is aggravated by the open cylinder drain cocks liberally wetting the rails ahead. Even six coaches is still a light load for a 'Hall' so, although I'd started away in full forward gear, I quickly 'wound it back' a little on the screw reverser to give an earlier 'cut-off' of live steam during each piston stroke. The fireman collected the staff from the signalman, I made sure the 'section signal' (as they now call signals admitting you to the next signalling section) was 'off' and we proceeded through the 10 m.p.h. cutting section up to Barton Lane Bridge. Once in motion, the vacuum pump will be attempting to make up losses but until speed is above 15 m.p.h., its contribution is uncertain. Normally, the small ejector will be more than enough to hold the regulation vacuum of 25 in/Hg and prevent brakes from dragging on.
A little beyond the bridge, Line Speed (25 m.p.h.) is now authorised by a cut-out '25' speed marker sign, following permanent way work and tamping of the line and this happy state now extends to the platform at Market Bosworth. Of course, that increased speed only applies when the whole of the train has passed the sign. Glancing back to check we were clear, I tugged the regulator to 'full first valve'.
Slide valve regulators have two flat valves to control the steam, both operated from a common handle. Initial movement of the regulator handle opens a smaller steam valve (called 'pilot', 'first' or 'starting') which varies the steam port size in proportion to angular regulator handle movement. At full first valve, there is resistance to further movement but a determined 'pull' will start to open a second, larger steam valve (called 'main', second or 'big') which significantly increases steam flow. Larger Great Western locomotive designs, like the 'Hall', place the two regulator flat slide valves horizontally in the smokebox, with a separate oil line from the sight feed lubricator in the cab to the regulator assembly to minimise the driver's adjustment effort as far as possible. There are a couple of articles which give an introduction to the various types of regulators in use.
Locomotive Regulators (part 1)
Locomotive Regulators (part 2)
As speed slowly increased, I wound the reverser to the recommended 'Drifting' position, marked by a stud attached to the engraved cut-off scale showing percentage cut-off.
Many valuable historical records of train performance were meticulously prepared and published by enthusiasts. When they were permitted to actually travel on the footplate, they would carefully log indicated cut-off, regulator opening (estimated by the angular position of the regulator handle against the quadrant) and frequently boiler water level/shovelfulls fired. These make fascinating reading but every old-time driver I've spoken to over the years has confirmed that few, if any, drivers took any notice of indicated cut-off, adjusting the controls until "it felt right". The indicated cut-off was not always accurate and I was told that the cut-off indicator on some Bullied engines was called "the biggest liar on the footplate".
With the light loads, low maximum speed and moderate gradients on the Battlefield Line, I've normally found that the regulator at 'full pilot' and reverser at 'drifting' will do the job and, once 'Line Speed' is achieved, the regulator can be banged closed then eased open enough to open the lubricator jockey valve to ensure oil continues to feed the pistons and valves whilst coasting. If speed starts to fall earlier than required, the regulator cab be re-opened but, depending upon the rolling resistance of the train (a combination of friction in all the wheel bearings on the train, direction and strength of any wind and any defects like dragging brakes), once Line Speed is achieved somewhere near Headley's Crossing, the train will coast to Market Bosworth, where's a speed restriction of 10 m.p.h. when any part of the train is alongside the platform. Correctly judged, this speed can be achieved by braking as the locomotive approaches the platform, performing final braking so as to stop the train in the platform. It's vital that the train is prevented from moving during this intermediate stop, either by destroying the vacuum or applying the tender hand brake. At Market Bosworth, the platform is on the driver's side, so the driver can monitor the progress of passengers getting off and on. Market Bosworth station platform will accommodate a five coach train so, with 'six on' a different stopping point was chosen, leaving half a coach off the platform each end.
Whilst waiting, I wound the reverser into full forward gear ready for starting away. The Great Western screw reverser can be a delight to adjust but I do find the one on 'Wightwick Hall' rather stiff. A long time ago I was spoilt by working on restored Castle Class 'Defiant' which had the easiest-to-adjust screw reverser of any Great Western locomotive I've worked on (together with a regulator offering genuine 'finger-tip' control, unlike the claims often made for 'balanced' or 'double-beat' types). However, my all-time award for easiest-to-adjust screw reverser goes to preserved LNWR number 1054, the Webb 'Coal Tank', where the Stephenson valve gear is adjusted by a reversing screw with a Triple-Start Thread. When I drove this lovely engine, the only problem was the absence of a handle latching mechanism, so I had to drive leaning against the handle to prevent it from self-adjusting to full gear! But that's another story.
Having received the 'Right Away' from the guard, I 'blew the brakes off', whistled, checked that the foot crossing ahead was clear and partially opened the regulator. As we moved away, I adjusted the reverser for an earlier cut-off, occasionaly looking back along the train until all coaches were clear of the platform. Leaving Market Bosworth, there's still a 15 m.p.h. speed limit over the Cattle Creep Bridge just before the turnout to Deer Park Siding so I didn't let speed rise above this until the whole train was clear of the bridge, then I set the regulator to 'full first valve' and let speed increase.
We'd been told that rain following cable laying operations between Market Bosworth and Shenton during the previous week had resulted in some displaced spoil near the running line. Although an inspection run with a diesel locomotive the previous day had passed the line as fit, some caution was advised on the first trip so I 'reined her in' as we approached the works site and we drifted through carefully, the fireman and I satisfying ourselves that all was good. Once past the works site, a little steam was needed to pick up speed then, with the reverser at 'drifting' the regulator was closed ('cracking' it to open the lubricator jockey valve) and we coasted down Shenton bank towards our destination.
The severe 5 m.p.h. speed retriction between Ambion Lane bridge and Shenton station caused by embankment slippage remains in place, so the aim was to brake sufficiently to comply with the 'slack' whilst leaving sufficient monentum to keep rolling along the platform to the 'six on' stopping point with the locomotive blocking the foot crossing.
On arrival, it's important that the Guard immediately applies the Guard's Screw Handbrake to prevent movement of the coaches whilst the engine runs round its train. I set the engine in back gear and partially released the brake so that The engine could be 'eased up', compressing the buffers between tender and coach in an attempt to slacken the screw coupling, making detaching the locomotive a bit easier for the fireman. There's a short post on coupling and uncoupling here.
The Guard collected the Single Line Staff, which he needed to work the ground frame at the north end of the run-round loop, and the Fireman walked forward to work the hand points at the south end of the run-round loop. With Driver, Fireman and Guard working together, the engine was transferred to the north end of the coaches then Stephen 'hooked-on" and set the lamps for our tender-first return to Shackerstone. Having reset the ground frame for the running line, the Guard passed the Single Line Staff back to the footplate crew, together with confirmation that 'permission to return' had been received from the Shackerstone signalman by telephone. Once all the passengers had been shepherded onto the train and the doors closed, the Guard gave the 'right away' and we gently started away.
It's a different experience running tender first with the bulk of the tender reducing the view ahead of the train. There's some view over the top of the tender on most Great Western engines (unless freshly coaled to the limit) or the driver can lean out of the cab side. When running chimney-first, leaning out usually gives a reasonable view ahead because, particularly on Great Western tender engines, the boiler is narrower than the footframing. But, tender first, the view is limited by the slab-sided tender with flared top almost the full width of the engine. There's the further complication that the tender is a separate six-wheel vehicle articulated with the engine so its exact position relative to the cab keeps altering in a rather disconcerting fashion and, on left-hand curves, the tender moves to further restrict the view.
Many years ago, observing freight workings in and out of Spring Vale Steelworks when steam still ruled, I learned that there were two types of driver - those who would happily work a train tender-first if it finished their shift sooner and those who would first insist on a light-engine excursion to a nearby triangle to turn, enabling them to work their train chimney-leading. Of course, at the Battlefield Line there's no alternative to working tender first in one direction.
The other factor which becomes quickly apparent when running tender-first on a Great Western is the engine crew's exposure to the elements. Cab designs have evolved from the early days of steam through various stages. Initially, there was no cab at all. The first stage was the introduction of a flat spectacle plate as a baffle against the wind when in motion. Perhaps surprisingly, some drivers objected to this refinement, seemingly enjoying the tough reputation they enjoyed (many early drivers, like sailors, sported luxuriant beards). But levels of weather protection gradually improved, with cab sides and cab roofs increasing in size with time. Churchward cabs were rather spartan but his successor Collett introduced a larger cab used on the 'Halls' and 'Modified Halls' which isn't bad travelling chimney-first but offers little protection when travelling tender-first. In wet weather, a canvas storm-sheet could be rigged between engine and tender but, when travelling tender-first, this can impair the driver's view.
Although it wasn't raining on this occasion, when running at line speed quite a strong wind whipped across the tender (producing plenty of coal dust from the diminishing coal supply) and into the cab. We made the booked stop at Market Bosworth and then continued to Shackerstone where we were signalled into platform 2, stopping with the leading coach just clear of the foot crossing. This meant that the engine blocked the foot crossing and passengers had to wait at the platform end until we'd uncoupled and moved clear before they could move between the two platforms.
We completed the run-round and prepared for the second round trip at 12:30. We'd plenty of water in the tender. This was just as well as our six coach train prevented access to the water crane at Shackerstone. The second round trip was carried out without incident, as was the 14:00 departure. Water level in the tender was still satisfactory but Stephen and I decided we needed to re-coal before the fourth trip as there would be two evening round trips with a dining train operating by a different locomotive crew.
The fourth round trip also went to plan and, before handing over to the evening crew, Stephen and I agreed we'd had a very enjoyable day.
Jan on 'Wightwick Hall', 29th August 2021 (Photo: S. Wallbank)
My pictures
6989 'Wightwick Hal1'
Because of the Covid-19 Pandemic, Trade Shows and Exhibitions were suspended but, following the easing of emergency legislation in July 2021, this type of event was able to resume subject to 'Covid Secure' guidance.
On Thursday 9th September 2021 I attended the last day of the Railtex and Infrarail combined exhibition at the National Exhibition Centre near Birmingham, together with one of my friends from Bath who travelled independently by train.
Getting there
Once again, I took the first bus from Brewood to Wolverhampton at 07:30 and walked to the railway station. For a change, I decided to catch the 'local' to Birmingham New Street. The service currently then continues to Walsall (I described using this circuitous route to Walsall in the post Walsall by Rail). In recent years, platform 5, the bay platform 5 at the south end of the station on the Down side) is used by the terminating 'all stations' Electric Multiple Units along the Stour Valley line but, before electrification and then called 'Down Bay' I think, it wasn't very often used by passenger trains (but I've described catching one Diesel Multiple Unit from this bay during 1962 in the post here). As part of the station redevelopment which accompanied electrification, the end of this bay became a parcels sundries depot, which has now been demolished.
Wolverhampton Station: View from platform 5 showing stop signs, remains of the parcels sundries shed and, in the background, new station in black and orange
There weren't many passengers on the train when I boarded but by departure time at 08:22, the train was reasonably full and at each stop, more people boarded than alighted so we were quite full on arrival at Birmingham New Street. We stopped at Coseley, Tipton, and Dudleyport (all stations I regularly used 60 years ago when making unofficial visits to signal boxes as described in the postVisiting Signalboxes). Stops were then made at Sandwell and Dudley, Smethwick Galton Bridge and Smethwick Rolfe Street. Smethwick Galton Bridge is a relatively recent development, opened in 1995 to provide connections with the 'Jewellery Line'. Over the years, I've occasionally used all six stations between Wolverhampton and Birmingham New Street. Currently, 25 minutes are allowed including stops.
I had expected us to arrive in platform 1 at New Street but discovered it was closed with engineering works on the platform being carried out so we used platform 2. I've complained previously about the confusion that can arise in attempting to change platforms using the stairs or escalators at the 'A' (southern) end of the platforms which seems to involve leaving through the ticket barriers and then coming back in again through another ticket barrier. I was amused to see that signs have now been erected recommending using the 'B' end when changing platforms. With plenty of time in hand, I decided to have another look at the adjacent Grand Central Shopping Centre to see if I liked it any better than on a visit in 2016 described here. I didn't, so I left the station to look at the Midland Metro Tram station in Stephenson Place.
This tram station hadn't been completed at the time of my 2016 visit, but was in use in 2019 when I attended the UKRRIN Annual Conference (described here). However, in September 2021 I was surprised to find the area dug-up again and piles of pre-cast sleepers around. It appeared that the service had been terminated at Bull Street whilst an urgent track relaying along Corporation Street to Stephenson Place was carried out, expected to be completed before Christmas 2021. No explanation was available about the reasons for such major works only five years after completion of build on this section.
Sleepers in Stephenson Place for track replacement (West Midland Metro)
I walked as far as the Town Hall before returning to the railway station along pedestrianised New Street then through the Arcade past the Macdonald Burlington Hotel. When this was still the Midland Hotel it had a decent, old-fashioned restaurant on the first floor overlooking New Street which I used to enjoy visiting for lunch occasionally. On platform 4, I joined a Cross Country 'Voyager' from Manchester, where I was joined by my friend for the 9-minute journey to Birmingham International station. Birmingham International is another relatively recent development, opened in 1976 to serve both the adjacent airport and the National Exhibition Centre.
The Venue
When I started my own business in 1966, all major trade shows were held in London at Olympia or Earl's Court, which were both showing their age. The National Exhibition Centre (NEC) is one of the better ideas promoted by Birmingham City Council, in my opinion. The idea of a new exhibition location on a 'greenfield' site with good motorway, main-line railway and international air connections appealed to me. The first stage was opened in 1976 and expansion up to 1998 now offers 20 exhibition spaces of various sizes, including the multi-purpose indoor Arena which can be used for exhibitions or entertainment events. 'London-centric'-thinking made establishing the venue rather difficult. For instance, in 2000, the ExCeL exhibition and conference centre opened in London and its foreign owners have continued to develop that competing site. In 2014, Birmingham City Council sold the site which is currently owned by the Blackstone Group.
The Exhibition
'Railtex' and 'Infrarail' are two leading exhibitions in the UK aimed at the railway industry. Following the inability to stage this type of exhibition at all during 2020 because of the Covid-19 Pandemic, the two exhibitions were combined under the banner of the 'UK Rail Hub'in 2021. The event was open 7th-9th September in Halls 11 and 12 of the NEC. 'Railtex' was billed as "the 15th international exhibition of railway equipment, systems and services" and 'Infrarail' as "the 13th international railway infrastructure exhibition".
Arriving at the show during the Age of Covid-19 provided a new experience. On the broad, covered overhead walkway connecting the railway station to the NEC, teams of security checked documentation relating to the Covid-19 status of visitors, who were then asked to wear a self-adhesive wrist-strap to confirm a satisfactory check.
On reaching the exhibition halls, registration was quick - I'd signed-up on-line previously and printed out the confirmation which included what used to be called a 'QR Code' (for quick response) but, with wider utilisation for all sorts of purposes, including railway ticketing, is also called a '2D Barcode'. There's an excellent article about these codes on Wikipedia here. A pleasant lady scanned my confirmation at a special pedestal at the entrance which immediately printed a card label which she attached to a lanyard and I was 'in'.
The show was useful but, perhaps understandably, seemed rather more subdued than previous, similar events I've been to. But I found it good that people were starting to meet face-to-face rather than by the dreaded 'Zoom' or 'Teams' video conferencing.
By mid-afternoon, my friend and I had achieved all we'd hoped and we walked back to Birmingham International station. The northbound train we caught was rather full so we stood in the coach vestibule to Birmingham New Street, where my friend had a change of train. The passengers thinned-out somewhat here so I found a seat to complete my journey back to Wolverhampton.
My local railway pictures
West Midland Railways.
Click on the above diagram to enlarge.
