A Warley Wander...

The arrival of the festive season in my calendar always comes around with our annual visit to the Warley National Model Railway Exhibition at the NEC in Birmingham. This huge festival of all things model railway is well worth a look, particularly with it being pretty much on our doorstep. Having booked tickets a few weeks ago, we arrived in the bustling foyer area outside Hall 5 for around 09:00, with advanced ticket holders queuing to be let in at the usual opening time of 09:15. Once pushed and shoved into the exhibition hall, we wandered around to see what was on offer. These days I don't really buy anything, as my collection of railway bits in various gauges needs to reduce rather than grow further, but it never hurts to look! The two main centrepiece engines this year were of a slightly different breed than the standard gauge variants that usually attend. 15" gauge "Samson" and "Northern Chief" (of 1927 and 1925 vintage respectively) were visiting from the Romney Hythe and Dymchurch. The impressive pair were immaculately turned out and a credit to their owners...

I have something special planned for a visit to the RHDR next year so watch this space on that one. We haven't been for over 10 years and a return visit is well overdue! Elsewhere in the hall was Statfold-based "Alpha" and the recently restored War Department Hunslet. The layouts made for an impressive mass of colour and variety as usual. These days I rarely photograph anything at Warley as a) my pictures don't do the show justice and b) it's quite often far too busy to get a clear shot of anything. We spent around 3 hours enjoying a steady wander around the show before we reached our usual limit of being bashed by the rucksacks of several thousand bobble hatted show goers. As usual, it was a nice morning out. Best Regards, Sam...

Tyseley: It's Beginning To Look Alot Like Christmas...

Hi all. How is it the middle of November already? 2018 has simply flown by and the sound of sleigh bells is already ringing in the air! My desk has been alive with Santa rosters for the various preservation locations I attend and I've naturally booked a few December dates. However, today I was at the former 84E of Tyseley Locomotive Works in Birmingham for another volunteer Saturday. Work today was focussed around both 7029 "Clun Castle" and 4965 "Rood Ashton Hall", whilst slumbering cold between the pair was the resting "Earl". The 'Polar Express' trains: Tyseley's first public outings under the new TOC: are fast approaching and so all efforts are geared towards putting on a great show. 4965 was looking longingly towards the shed door today in readiness to escape: I can't wait to see her out again...

After a very pleasant day at 84E, I left for home at just after 4pm. I'll next be at Tyseley the week after next, helping get the engine ready for just one of the many booked 'Polar Express' duties. Next Saturday involves a Warley wander for me: November wouldn't be November without being bashed into by the overflowing rucksack of a bobble-hatted modeller! Kind Regards, Sam...

Tyseley: A Boiler Washout...

Hi all. Today I was over at Birmingham-based Tyseley Loco Works taking part in another Saturday working party. Throughout the day I was gainfully employed on a periodic boiler washout for 4965. For those not in the know, I thought it might be interesting to talk a little bit about the process and the background to it. During evaporation of water into steam, certain deposits are created from the impurities of the water. These deposits don't leave the engine during normal working, but settle within the boiler. Of course locomotive owners will tend to opt for boiler water treatments which help to keep the 'solids in suspension' before they can be removed from the boiler. No boiler treatment can prevent the requirement of a washout however, it is simply used to ensure that the water causes the least damage to the boiler between water changes and washouts.

Boiler washouts tend to be carried out, depending on the railway in question, at intervals of anything between 14 and 21 steaming days, although engines at 84E are often washed out more regularly than that. At this point the engine is removed from service, the water drained to empty the boiler and then the various mudhole doors and plugs removed. Water is then injected at high pressure in order to washout the harmful deposits that have collected during steaming. Starting at the top of the firebox, you can wash over the crown before continuing around the boiler washing everything downwards. Your aim is basically to wash everything down towards the lowest point in the boiler: the foundation ring: where the open mudholes at the lowest point will allow the water to gush out, taking with it any accumulated scale or muck. A thorough wash is undertaken both through the water space between the inner firebox and outer wrapper as well as through the boiler barrel itself. It's a process which involves getting very wet as a water jet sprayed in through one hole tends to find its way out of the next but it's the only way to thoroughly wash out scale.

Whilst the locomotive is being washed out the various mudhole doors and plugs can be checked, cleaned and readied for refitting. The fusible plugs are also generally checked during a boiler washout for condition. Eventually, once boxed back up again, the locomotive can be refilled with clean water and the process begins again. In 14-21 days time (depending on the railway in question) it will be time to washout again. All of this helps to keep the level of harmful scale down within the boiler, particularly between the inner box and outer wrapper. I've seen outer wrappers cut away during 10-year overhauls to reveal a pile of solid scale several inches thick; just imagine what that does to your stays! But yes, in short, the washout is not unlike descaling your kettle at home and is the staple of steam locomotive maintenance regimes. Cheers all, Sam...

A Bulleid Pacific On The "Severn Valley Limited"...

I don't think I've ever made any secret of enjoying a steam hauled dining train. The opulent experience of watching a locomotive exhaust drift steadily past your window whilst you wend your way through picturesque countryside over a three-course meal, topped off with a glass of red, is something to savour indeed. Today we were dining on the Severn Valley Railway, taking advantage of some vouchers I'd been given last Christmas. Their popular 'Severn Valley Limited' Dining Train began operation in 1978 and has since delighted countless stomachs and provided many miles of luxury travel whilst traversing SVR metals. I forget how many times we've sampled this train now; it must be over a dozen but I've lost count. What keeps us coming back is the professional set-up and the promise of a relaxed afternoon with steam. After a horrid drive through the rain to reach the SVR's terminus at Kidderminster, we wandered down the sodden pathway towards the station platforms. Bulleid Pacific No34072 "Taw Valley" was sat at the head of the 'Limited' stock; simmering nicely whilst steam heating the rake of chocolate and cream coaches...

As the rain and wind swirled around the train on this bleak November day, we hurried towards the coaches where we were met by the lady in charge. After giving our name we were kindly shown to our table of two, set for the meal ahead...

The departure was planned for 12:20 and, right on time, "Taw Valley" summoned a portion of her strength to move the five-coach train steadily away. As the train gathered pace Maisie was, as usual, incredibly impressed with my chat about the Bulleid pacifics and their glory days on the Waterloo to Bournemouth's...

The starters were served as we trundled steadily towards Foley Tunnel on route to Bewdley. I had a lovely red vine & tomato soup...

Unusually today we were seated on the right hand side of the train which affords a better view of the West Midlands Safari Park. The line runs adjacent to two of their large enclosures and we were afforded a grandstand view of their wonderful trio of African Elephants as they went about their Sunday business. At Bewdley the driver slowed the train so as to exchange single line tokens and we drifted through the station. Autotank No1450 and Pannier No7714 stood idle and damp in miserable conditions. After a lovely starter course we were treated to a very hearty helping of roast beef with all the trimmings. This was served a little later than usual...

An hour after leaving Kidderminster and having only stopped once at Arley to pass No2857, the train drifted into the base of SVR operations at Bridgnorth. There we alighted from the train; already stuffed beyond belief. The train waits here for around 30 minutes or so, allowing the passengers some time to visit the gift shop and take in a leg stretch. I managed to grab a shot of our dining coach: 1925-built Collett Restaurant Third No9654: as the train awaited its next path. I was only thinking on the way up that this was a very 'new' looking coach: turns out it was only finished in 2018 after a lengthy restoration. What a lovely piece of rolling stock...

The Bulleid Pacific was taken from the crew by some sort of prep crew, who duly proceeded to service the engine whilst the main crew took their lunch break. The engine was taken across to the shed for watering and coaling, with the express headlamp code still affixed following her earlier arrival...

We pulled up a pew on a platform bench to watch the JCB steadily replenish the coal supply whilst the bag was dropped into the 4500-gallon tender. The 'Shrewsbury Saloon' was on the rear of the 'Limited' stock today...

Now for some "Taw Valley" history. She was built in 1946 as part of the ultimately 110-strong class of West Country/Battle of Britain Class locomotives designed by Bulleid. A slightly smaller alternative to their larger sisters the Merchant Navy Class, these 'light pacifics' were afforded wider route availability due to their reduced weight. Originally streamlined with the problematic Bulleid chain driven valve gear and oil bath, sixty of these engines were rebuilt by BR in the 1950s. "Taw Valley" is a rebuilt example, with Walschaerts valve gear and no streamlining. A big engine for preserved railway use, twenty of the 'light pacifics' survive in preservation, mainly thanks to Barry Scrapyard. Bulleid's employment of steel fireboxes no doubt aided their escape from the cutters torch, with the lack of copper making them cheaper to purchase for the budding preservationists of the day. 34027 is in regular service on the SVR as one of their largest residents, and very nice she is too...

Sliding out of Bridgnorth's very busy three-road shed area (the origins of this phrase were born from a previous encounter here), the Bulleid was backed onto the train by the prep crew. The main crew duly returned to find their engine fully serviced, coupled up and ready for the off: it seems like it's an easy life on the Valley! Leaving Bridgnorth behind, 34027 warmed her three 16" cylinders and took the five-coach train steadily homeward. Interestingly, three times during the round trip she had to set back as she couldn't get on the move in the required direction from a start. I imagine these big Bulleid's are some handful though. We enjoyed a pleasant dessert followed by coffee and a mint on the return trip as we steamed along the sodden Severn Valley. All too soon however, following one last view of the elephants, we arrived back at Kidderminster where we bid farewell to the 'Limited'...

"Taw Valley" was wearing a Southern variant of the well known headboard...

A pleasant sight at Kidderminster was Class 40 D306 which used to be Gerald's old engine, as did 1306 "Mayflower". D306 "Atlantic Conveyer" was ticking away nicely, emitting steam from her steam heat boiler. It seems odd to think of a diesel still needing a boiler for steam heated coaches but that was how it was in the early days of transition. Maisie was enthralled by this chat too! Walking back towards the car in the rain, we reflected on another enjoyable outing on the 'Severn Valley Limited'. Always a pleasure. Thank you all, until next time, Sam...