Statfold: "Isibutu" Revisited...

"Driving 'Isibutu' into Statfold's platform one" (B.Bryan)

And just like that, we've arrived at the first of the end of season jobs: Statfold's 'Road, Rail and Ale' event. This annual gathering of all things rail and road heralds the end of the summer events programme. In days gone by, the September do was the final event of the year at Statfold and everything was packed back into its box after that. Memories of the country farm railway back then are quite unrecognisable when compared to today's commercial juggernaut of an events venue, but things must evolve in order to survive. Seven 2ft gauge locomotives were rostered for this weekend's event, supported by two more on the 12.25" Mease Valley. I was extremely pleased when the roster came out a couple of weeks ago to see my name penned to my Statfold favourite: Bagnall 2820 of 1945, "Isibutu". I could never moan about being rostered onto this lovely old thing. The blog archives revealed that I last drove 2820 in 2022 and so today would be a welcome return to her regulator. For many years unchanged, the 0630 sign on had been moved to 0700 this year and so, a little later than usual, the assembled hoards arrived at the engine shed ready to find our respective steeds. "Isibutu" was waiting patiently against the shed door, with "Howard" tucked in behind...

Having signed in and having re-read the notices (they're emailed out in the days prior too now), I met up with fireman Charles and cleaner Stuart at the engine. Charles was staying on site and so had kindly been in the day before and warmed the engine through nicely. Having checked the boiler water level, Charles cleared the remnants of his warming fire with the iron before preparing to relight. It wasn't long before he had a nice blaze going, with the 4-4-0 starting to sing almost immediately. The foreign coal (all we can get these days since the loss of Ffos-y-Fran) creates some pretty nasty smoke, but it's that or the spark spitting ovoids. I'm always up for a debate, but for me proper coal will always win out...

At the risk of repeating myself in type, for the portion of the post devoted to "Isibutu"s history I've included this extract from an earlier post, written in 2016 (God, I'm old!). Built in 1945 by the popular firm of Bagnall's, 2820 was one of 13 other large 4-4-0s of the same type, built to operate on the Tongaat Sugar system in Natal, South Africa. The first of the 4-4-0s dated from 1907, with 2820 being the last of the engines produced, nearly 40 years later. They must have been good over there, despite their long wheelbases. Having said that, the Tongaat system apparently covered around 90 miles and so the locos needed to provide prolonged steaming and good water capacity. 2820 was built as "Egolomi", named after one of the neighbouring sugar farms. She later assumed the name "Robert Armstrong" and, along with her sisters, was recorded as being laid up in South Africa in 1970, with Tongaat having ceased rail movements. Tongaat was the first of the large South African sugar companies to move over to road transport. We believe that 6 of the Tongaat Sugar Bagnalls survive today: 4 in the UK and 2 abroad. 2820 was brought back to the UK and stored at the now defunct Knebworth Park and Wintergreen Railway. 2820 had a spark arresting balloon stack chimney back then! 

I don't believe she had any restoration, as such, carried out until she found a home at the NGR at Toddington. Full restoration of the large 4-4-0 was carried out there and she returned to steam once more. During a visit to the WHHR at Porthmadog in 2007, the engine suffered a faulty regulator and was sent to Statfold for contract repair. She never left, and became part of the superb collection housed there. In preservation, 2820 has always carried the name "Isibutu". It seems that when she was chosen to come back to the UK, those who had her in Africa wanted to keep the "Robert Armstrong" nameplates and thus sent 2820 with the plates from her scrapped sister engine: Bagnall 2374 of 1929. 2820 has been "Isibutu" ever since and now offers a fitting tribute to the Tongaat Bagnall's that no longer survive. These days, another Tongaat Bagnall can be seen operating at the Lynton and Barnstaple railway (2819). Each time I prep "Isibutu" I always wonder about the 'modification' to the bottom end. One assumes that originally it had oil fed split brasses around the crank pins. At some point however, it received solid bearings, pressed into the rods and lubricated by grease. It had these in a photograph from Knebworth in 1976, so it's likely to have been done in Africa. A liberal application of grease takes up the characteristic "clank, clonk" for a couple of trips...

Whilst I went around the engine doing the oiling and greasing, Charles and Stuart were at work with the polishing rags, giving the Bagnall a really good buffing up. The usual 0830 safety briefing was undertaken on the lawn, with the expected chorus of heckling muffled by the munching of freshly delivered sausage baps. Brief complete, it was back to our engines to complete the final checks. Being buried at the back of the pile, we would likely be last off shed and so there was time to do some more cleaning and of course wash up and get changed at our leisure. It was a little before 1030 when we got the call to leave the shed and draw down to the signalbox. There, we waited for the next up train so that we could take that stock over. The sun was shining, for now...

Our stock duly arrived and, after the next down train had departed, we were signalled into platform one in order to couple up. I crept the 4-4-0 up through the points as carefully as I could but, even with drain cocks open, she still vomited a torrent of sooty water out and over her freshly cleaned barrel (always the way). Some railways put a sheet over the engine whilst making their first moves, in order to catch this morning condensate. Once coupled up, we got to work cleaning off the smuts in readiness for our onward departure. Next train in, off we went. After a pleasant first trip around the railway, by 1110 we found ourselves back on the shed, facing the opposite way. Whilst we sat in our garden chairs enjoying the calm, "Isibutu" simmered in the September sunshine. This view then presented itself...

"Resting on the shed"

Following a short break, we were called back down from the shed to wait outside the signalbox once again. 0-4-2 Bagnall "Isaac" duly arrived with our next train, which included the large replica American saloon "Carrabassett"...

By 1200, after another pleasant run around the railway via Cogan Halt, "Isibutu" was simmering at Oak Tree awaiting the next down train. As usual, she was master of the job: steaming well, sounding well and pulling well...

Whilst stood at the front of the engine, I managed to grab a quick snap of the BR (M) lamp adorning the smokebox. We regularly carry this lamp on "Isibutu" in memory of late SBR fireman Mick, who was the Bagnall's regular fireman for quite some time. The bench opposite the signalbox at Statfold Jnc also commemorates Mick and his contribution as a volunteer to the Statfold Barn Railway...

Returning to Statfold once again, it was time for a quick turn on the table. It's much nicer going forwards, particularly as you get less dust from the bunker in your face (no slacking hose on this old gal). The Bagnall was feathering at the valves as I took this snap of her waiting to come off the turntable, with Statfold Seed Oil in the background. God knows how many times I've captured this scene...

And just like that, we were back on the shed again, this time on the middle road. The eagle-eyed will notice the different shade of green on the bogie wheels...

It was nearing 1300 when we drew back down the gradient from the shed to prepare for our third departure. "Isibutu" really is a handsome old engine...

Below, a view of the road ahead, with the platform one starter signal in the 'on' position as an arriving train has been signalled into platform two. Also note the pressure gauge, with needle gradually creeping towards the red line...

During our third trip the weather began to take a turn and, after our next shed layover, we'd encountered an annoyingly persistent rain shower. A damp "Isibutu" is seen here waiting in platform two with our fourth departure of the day, with cleaner Stuart making up the fire under the supervision of fireman Charles...

"Waiting in the rain"

For our fifth and final trip I stood in the corner whilst Charles drove the engine and Stuart fired. Giving up any trips on "Isibutu" always proves difficult, but you should always try to let the fireman have a go! As always, "Isibutu" proved no trouble throughout the trip, with the marine boiler providing plenty of steam when you wanted it. It's a very capable machine and I don't think I could ever get tired of it. As narrow gauge engines go, I think it's up there with the best, certainly for me. After our fifth trip we were instructed to uncouple and proceed, obeying all signals, back to the shed. I took the Bagnall chimney first back up the incline, coming to a stand on the middle road. We were soon joined by younger Bagnall cousin "Isaac"...

"Days end"

We were then left with only the usual disposal tasks to complete: quieten the fire, fill the boiler, isolate the necessaries and give her a wipe over. With all of the above carried out and the paperwork filled in, it was time to sign out and head down the bottom for a well earned pint before heading home. I was particularly pleased to see Purple Moose available for a change, offering a welcome taste which brought back memories of our time at Bala. All in all, a very pleasant fourth turn of the year at the Statfold Barn Railway. Grateful thanks to Phil & Stephen for rostering me and of course to Charles & Stuart for their efforts and company today. You can never have a bad day aboard "Isibutu". Until next time then, Ciao ciao.

Going Great Central: Play It Again "Witherslack"...

This morning, as the sun rose, I was on my way to Loughborough for a 06:30 book on at the Great Central Railway. As I wandered into the shed yard, I was pleased to see driver Ashley already at the side of what appeared to be our steed for the day: No6990 "Witherslack Hall". In honesty I was amazed, because I never get the Hall! Today would be turn No40 since passing as a fireman at the GCR and I think, out of all of those turns, the Hall has featured in just four, including today! Therefore, as a staunch Great Western fan, I was very pleased to say the least. Ashley on the other hand (a devoted Midland supporter) wasn't as impressed! As the sun climbed higher in the sky, the Hall stood warm and waiting over No2 road's pit...

These Saturday morning jobs tend to be a fairly easy prep, particularly if the engine hasn't been out on a diner the night before. 1948-built No6990 had only had a warming fire on the back half of the fire grate the day before and its ashy remnants were easily cleared with a few flicks of the long iron. For the uninitiated, warming fires are put in to bring the engine around as gradually as possible, allowing the boiler's components (made up of different materials), to warm through and expand at a steady pace. Rushing the engine around will result in thermal shocks, which are harmful to the boiler. With the grate cleared, I scattered a bed of coal around the grate, whilst cleaner Mitchell passed up some dry pallet wood and rags. It was then time to light this morning's fire. The second the flaming rag entered the firebox, she was singing...

"Ignition"

Under this morning's pleasant blue skies, No6990 crackled away to herself. The plume of smoke rising skyward from the chimney would shortly clear as the accelerant in the rags was burnt off. What a lovely sight on a Saturday morning...

Having admired the 4-6-0 for a short while, I proceeded into the lamp hut to prepare the engine's fairly workworn BR (W) lamps. (She does have a posh set too, but these only come out on special occasions!). With the lamps fitted, I decided to double check the ashpan, although I had every confidence it would be empty. Proceeding under the back of the engine in the pit, I caught this view of the adjacent Austerity No68067 (my charge from a fortnight ago), basking in the sun on No1 road...

Sure enough, having checked all four damper doors, the ashpan was confirmed empty. With Ashley also having completed driver's prep and with a tender full of coal and water, there was time to push a few rags around the engine to buff her up a bit. She didn't take much cleaning as she was still pretty immaculate, following a herculean effort by the cleaners at the 'Railways at Work' event. Our 09:45 off shed time on today's A2 turn was met, although we only made it as far as the dummies near the water column. A diesel test train was being marshalled in front of us, so we were held for a while awaiting the road. "Witherslack" simmered quietly, passing the time...

With the required dummy finally off, we proceeded out to the totem pole before dropping back onto our waiting stock in the down loop. Once coupled up, the stock was drawn out to the totem and then signalled back into platform one, in readiness for our 10:30 departure. By the time we'd moved the ECS around into the platform, we had around 10 minutes left to go. I therefore began to make up the fire, being mindful of the smoke. Also, if you build your fire too quickly, she'll be blowing off...

On time, we received the "right away" and off we went. The engine was a bit cold hearted on the up line to Quorn. She was steaming okay, but not her usual free steaming self. I've wrote about this a few times before. You can have an engine that's on the mark, but they're still cold until everything warms up properly: the fire, the superheater, the cylinders. Leaving Quorn, Ashley made an enthusiastic start shall we say and after that we were cooking with gas. The chimney went a bit dark for a short time as the fire cleared its throat, but then the engine proved no trouble for the remainder of our two trips with her today. I think the amount of slack, even though the Hawksworth tender had been freshly filled, had choked the fire a little, so a clear out did it good. On the whole, it's good coal this, apart from the smoke... 

At Rothley we were unexpectedly held, whilst a late running train ahead cleared the Leicester section. Therefore, by the time we reached Leicester North we were running too late to complete the footplate visits and had to swiftly run round...

Driver Ashley awaits the "right away" with our return working...

Leaving Leicester back on time, we trotted back to Loughborough and prepared to depart again with our 12:30 train. This service included a coach of the popular Afternoon Tea offering, which looked well patronised. Just as we were getting ready to go, we were told that we had to wait for the late running Drive a Loco experience working to return, as the participants needed to connect with our service. Luckily they weren't far away but, unbelievably, a signal fault on the approach to Loughborough then held them up for a fair bit longer! Participants on board, we departed around 10 minutes late in the end, despite being well on time when we started. Oh well, what can you do? We tried to make up time as best we could, but really you're guided by the line speed of 25mph and once you're there, you can only trot along at that...

"Green on the section"

Of course, I really enjoyed sitting on the wooden seat today, listening to No6990 barking away. I'd happily take this engine every time: it's lovely. Frederick Hawksworth introduced the eventually 71-strong class of 6959 type Modified Halls in 1944. A development of Collett's earlier 4900, they included changes such as plate frames, cylinders cast separately to the smokebox saddle, larger regulators and three row superheating. Six are preserved, five of which have run (so far) in preservation. "Witherslack" was a Barry engine for a time and was rescued from there in 1975 for preservation at the GCR. 

Once at Leicester on our second trip, our late running meant that once again we had to avoid the footplate visits and run round in readiness for a swift northward departure. Returning to Loughborough, we prepared to hand over to the relief crew. I caught this final going away snap of the Hall as we walked back to the shed...

"Job done"

I must thank Ashley for a very pleasant morning with No6990 and of course the GCR for continuing to roster me for these jobs. It's never a chore to go out with an engine like the Hall! Thanks for reading and ciao for now.

The views and opinions expressed in this blog are merely personal and do not in any way reflect the views and opinions of any other person, group or organisation.

Going Great Central: 68067 - "Robert" The Galloping Bucket...

"A box van bucket, north of Quorn" (M.Tattam)

This morning it took all of my strength to drag myself from my bed, fumble down the stairs and load up the car in readiness for an 0500 book on at Loughborough shed. Getting up at 0345 is never fun, but it's worth it in the end! The occasion was the Great Central's 2025 'Railways at Work' gala, starring four steam locomotives and a couple of diesels. This interesting event showcases the changing railway scene of the 1960s, operating passenger and freight trains supported by demonstrations and reenactments appropriate to the period. Blurry eyed, I trudged along the ash lined approach to the engine shed in order to sign in and read the notices. I had been pleasantly surprised (rightly or wrongly) during the week to find that our booked steed: Standard 2 No78018: had been removed from the roster and replaced with the recently returned Hunslet Austerity. Here I capture my first view of her this morning...

Signed in and ready for turn No39 since passing as a fireman, I made my way back out to the 0-6-0 saddle tank as she waited patiently in front of the other Standard 2, No78019. I was very pleased to see that some kind hearted cleaner had left a barrow full of pallet wood at the foot of the cab steps, as well as some freshly doused paraffin rags up on the footplate. Entering the cab after ascending the steps, I noticed cleaner Phil beavering away on the cab roof...it's nice to be keen! The heat emanating from the doorplate confirmed that we wouldn't have long to wait for steam this morning. Immediately, any concerns I may have had about meeting our booked 0745 off-shed time on today's R2 turn melted away. Headtorch on, let's go...

The first job, as always, was to check the water level in the boiler which showed a good, healthy (and solid) glass. The saddle tank had been out on test yesterday after returning to the railway following some repair works, which I believe included a full set of new tubes. She was obviously good and tight as she'd lost next to no water overnight (though it still felt like night anyway!). With the boiler confirmed as being full of water, I opened the firehole doors and had a peek around inside the firebox. All was well and I was pretty impressed to see what looked like a brand new set of firebars. Doors shut, it was back down the steps and along to the front of the engine to check the smokebox. Same again: nothing to report. Back down to the floor I went and back along to the waiting barrow of wood. With the wood soon flung up into the cab, I climbed back up to have a poke around with the fire iron. The ashy remainder of yesterday's fire was quickly dispersed and it was time to prepare the new fire...

"Ignition"

The second the flaming rag entered the firebox, the 0-6-0 started singing away to herself. A few more lit rags were tossed into the firebox atop the recently added coal bed, followed by the rest of the dry wood. Soon enough I had a good blaze going and it was time to close the doors and leave the engine to get on with it. All around, the other three engines in service were coming to life. It's a great atmosphere on the shed on mornings like this, with nothing but the crackling of fires, the occasional crew titter and the odd clang of shovels to be heard. It's about as near as you'll get...

So who is "Robert"? This engine of course! This 1943-built Hudswell Clarke is one of Hunslet's once 485-strong class of 18" 0-6-0 Austerity saddle tanks. Due to them becoming the standard British shunting locomotive during WWII, their production was spread across different manufacturers. Hudswell Clarke built 50 of the 485, including this one delivered to the Ministry of Defence. In 1950, with her military service over, the then 'WD 75091' was bought by the National Coal Board and moved around a few collieries. It gained the name "Robert" in 1978 whilst at Bold Colliery. It was during this time that an immaculate "Robert" took part in the Rocket 150 event at Rainhill, cementing its then identity with many enthusiasts. It was finally withdrawn from NCB service in 1982 and entered preservation. It returned to steam at Loughborough in 2017, wearing a BR black livery and posing as a scrapped sister (BR No68067). She portrays this livery to resemble a member of the ex-LNER J94 type, which were a fleet of 75 Austerity's purchased from the war department and operated on the eastern network. Though many have criticised the application of these liveries to many a none-J94 (there's only two actual J94s in preservation), it does make them fit in more in an ex-main line setting like this. I think it looks smart. Despite the number though, many still know it as "Robert" and to be fair it's nice for it to have a name.

Even though today was my first ever turn with this Austerity, "Robert" was in fact one of the first engines I pushed a rag around at Loughborough after joining the steam department there in 2021. Since then the 0-6-0 has mostly been out and about on other railways, earning money towards its next overhaul: Butterley, Embsay and Llangollen, to name but three. The Austerity's are an incredibly useful and versatile machine, much like Hunslet's elder Fitzwilliam type. They've done brilliantly in both industry and in preservation and therefore are very much in demand as preserved line performers, particularly for midsized lines. It's nice to see "Robert" back 'home' though for now, bringing some industrial flavour to the place. The last Austerity I went on was the Furness Trust's "Cumbria", over the hill somewhere quite a few years ago. Having grew up with that well meaning poorly Peckett, I was looking forward to being back on what many would consider as an 'ignorant industrial'. I love the outward simplicity of these things: a useful tool built to do a job day in, day out. Not for them were the luxuries of a quick sprint to the West Country, more a filthy slog from a colliery to the exchange. Nobody could ever give enough credit for what industrials did for Britain.

Anyway, waffling over. With the fire burning well, driver Pete was going around the engine with the oil cans whilst I prepared our lamps and then got set to empty the ashpan. This is the real romance of steam: no poetry or rose tinted specs, just a steaming wet mass of ash and grime accompanied by the odd flaming ember. It's a filthy job, but you're going nowhere if you don't do it! With steam rising nicely, we managed to back off the pit to allow No78019 access. It was then time to wash up and change, in readiness for the off. Our first move at 0825 was a light engine trip on the up to Quorn. It's always odd looking back and seeing no train!...

Having come to a stand in the up platform at Quorn, the road was reset to the north of us and a green aspect showed on the mechanical colour light signal. Having crossed over behind the ground discs, the road was given for us to set back bang road, through the down platform and into the lie-by. Here we collected the box van train but had around 30 minutes to wait until our northward departure. Pete elected to grab us a cuppa' from the NAAFI, which was most appreciated...

Whilst Pete was away grabbing the brews, I managed to grab this shot of the Austerity's typically industrial cab. I tend to wear gloves pretty much all the time these days (too many lessons learnt from burns gone bad in the past) but particularly on this, everything was stinking red hot. Note the added luxury of the fireman's seat...

"The footplate of Robert"

Right on time, we departed Quorn on the down with our rumbling train of box vans. Having passed Martyn near Quorn's down section (see his capture used as the title image), Pete shut off and allowed the engine to drift towards Loughborough on the steady downward grade. I was surprised how well it rode...

For an industrial there were some neat little additions on this engine: a slacking hose and pan spray to name two. However, I really liked the set up of the steam brake using an LMS combination brake valve. Just like a 3F or even the 8F, the combination brake controls both the vacuum brake for the train but also the steam brake on the locomotive. Most people who do up an industrial tend to just let the train do the braking, but this way is far better and prevents the snatching. In addition, the typical Austerity steam brake set up remains operational, with the usual linkage across the top of the boiler on the cab spectacle plate. With the box vans stabled in Loughborough's down loop, we were soon joined by "Witherslack Hall" for a light engine move, out to the totem. This odd little pairing is captured waiting for the road in platform two...

Once at the totem the two engines were uncoupled and the younger 4-6-0 moved away to take over our box vans for the next departure. We meanwhile awaited our shorter 'pick up goods' which would form our 0955 working. But it wasn't to be. Something had gone off up the line, causing a delay of around 40 minutes if memory serves. All we could do meanwhile was wait, with the free steaming Austerity keen to blow off despite a very quiet fire. It does come to a point where you need to add something just to keep the flames there! Here, "Robert" waits alongside the NRM Class 37...

Eventually we got the road to depart and left Loughborough in a cloud of smoke and steam. The engine pottered nicely towards Quorn, keeping to the GCR's goods train speed limit of 20mph. I was careful not to over fire as I knew we'd be sat in Quorn's up reception south (the turntable road) for quite some time. The layover was to allow one of the many demonstrations to take place. This interesting playlet, performed entirely by volunteers, portrayed the typical railway goods yard and featured not only the loading of wagons but also trespassing young enthusiasts, anti-Beaching protesters and the old bill. It was an interesting and quirky little watch which the onlookers definitely appeared to enjoy. "Robert" meanwhile simmered quietly behind the wagons, with the displayed lamp code reflecting our class 7 freight status...

Soon enough we were given our 10-minute warning prior to our departure. I made up a fair fire and decided to see how the Austerity would do. We were only going a couple of miles, just to Rothley (via Swithland of course, though we would be on the main) so I didn't want to overdo it. In the end the Austerity romped along with steam to spare and plenty of water in the boiler...I just wish we could have continued to Leicester! At the brook the engine was uncoupled as our train was being taken over by the waiting Hall. The Austerity then had around 40 minutes in the carriage sidings whilst we awaited our return working: the local passenger. Here, we prepare to depart Rothley on the down with that very train. We didn't have far to go just now...

And here she is, waiting for 25 minutes in Swithland's down loop...

The GCR galas are about recreating the experience of the main line as much as possible and therefore, local trains being looped for express trains definitely fits the bill. We were soon overtaken by a spritely No78019 and, once she'd cleared the section, the road was set for us. It wasn't long before we were romping over Swithland on the down, at line speed. I was impressed with how well this old gal' went...

Martyn caught us again on the approach to Rabbit Bridge, going well...

"Approaching Rabbit Bridge" (M.Tattam)

I really enjoyed the run back and was a little disappointed that we didn't have a full Leicester working to do. However, I was still pleased that I'd succeeded in my first efforts aboard "Robert". God knows when I'll get it again (if ever), so glad I finally have. It was a pretty much faultless morning, apart from some minor issues with the displacement lubricator which was overfeeding so needed isolating and refilling a couple of times. However, with work having been completed on the front end, the more oil the better I'd say. Here, No68067 waits patiently on the shed whilst her lubricator is refilled following crew swap. I really like it...

"Job done"

I must thank Pete for a very pleasant (and unexpected) morning on the Austerity and of course the GCR roster clerks who continue to give me turns. Well done to all who put on 'Railways at Work' 2025. Thanks to the smattering of people who continue to read this blog also. I write it because I like to (when my extremely limited time window allows) but if even one person reads it and takes pleasure from it, that's great. If nobody reads it, who cares? That's all for now then. Ciao ciao.

The views and opinions expressed in this blog are merely personal and do not in any way reflect the views and opinions of any other person, group or organisation.