First 2009 Working Day at Shackerstone

Hello again everyone. 25th Jan saw me head back to Shackerstone for my first working visit of 2009...have been so busy so far this new year(!)...and I signed on at 10:30am. On arrival I had been greeted by some unusual sights..."Sir Gomer"s Cab and Saddle Tank were in the car park! Oh well, the work is progressing as you can see from the pictures. Basically the boiler has been stripped fully. This will then allow for it to be sent away to another railway where repairs will take place. The boiler will then be returned to Shackerstone where we can slowly build the engine back up to its usual glory....shining in her Green, Black & Yellow livery. I took the whistle valve off today...with the help of a big adjustable...but this was one of the last bits to come off the boiler, if not the last. A couple of us were busy just generally tidying up the boiler ready for its departure whilst elsewhere in the shed, other work was going on.

This work included little bits & bobs being done to "Mayflower" (LNER 1306) which can be seen behind "Sir Gomer". Further back in the shed, 2-2-0 Aveiling & Porter "The Blue Circle" is slowly being put back together during her winter maintainance project. Various parts are being repaired and repainted, with the engine returning to steam in May wearing a brand new coat of its fabulous blue & red livery. Meanwhile, outside the confines of the shed, two diesel locomotives (Class 33 "Griffon" & 04 110) were busying themselves with the P-Way coach and the Hi-Ab wagon, before dissapearing down the line to work on the track & lineside vegitation. They were down there from around 11am and didn't return into 4pm...Good work lads! At least we have protection from the elements in the shed! "Sir Gomer" will hopefully return to steam early in the new season ready to chuff down to the Battlefield with some happy passengers on board once again! Next post coming relatively soon folks!

Illuminating The Garden Railway

What do you do on a dark and dismal Wednesday afternoon?Well I decided to brave the elements and do a little work on our 00 gauge garden railway.Now,I found a wagon which had a 12V bulb inside,due to light up as the wagon was mobilised.Well, I tried it...didn't work! So I decided to try and illuminate a building with it! I cut the wires and then soldered 2 new wires to the bulb (known as a 12V "Lilliput" I believe) then found one of my station buildings.The station I decided to experiment on was "Ashford", the 3rd station along the line. I took the booking hall and removed the roof. I then, using a vice to support it, drilled the back of the building with a small handrill, to allow the wires to be fed through. The buld was then placed inside and the wires fed through the hole I had made. The contraption was then tested by placing the wires on the electrified rails...success! The bulb shone brightly! I then added a bit of glue to the hole from the inside. Once dry, this stopped the wires moving and also allowed the bulb more safety. Then roof was then replaced and the "booking hall" glued to its platform. It was then placed outside and "wired up" as it were. Success once again! As you can see in the pic, the bulb works fine and we now plan to illuminate every building! It should look very good in Winter's darkness...but 2009-2010 Winter darkness! :)

So that's 3 more stations, 3 signalboxes, 2 engine sheds, 2 shops and many houses....A little to be getting on with! Next post coming soon!

A Day In The Garden...

Sunday January 11th 2009, a blustery, damp and relatively chilly day...So I headed out to play with the garden railway! The trouble with the winter weather is that the 00 Gauge gets even dirtier than normal! So, the first job is of course to clean the track. The next job is to test the track. This is done using our small 0-4-0 diesel locomotive D2785 which looks a little worn these days as it is also used for P-Way work and all general dirty work! Once the track is tested then it is time to set out the buildings in the fashion that is normal. We have 4 stations and a full circuit of single line which twists & turns around one side of the garden completely. The line also includes a spur to a large turntable, a passing loop capable of storing 6-coach trains and a 2-road engine yard & shed. Even though trains can just go around and around, we often run end-to-end like real preserved railways. Our main station, Sutherland, is the starting point for trains. (In the pic above, 0-6-2 GWR 56XX Taffe Tank No6600, a new arrival, and long-term resident 2-6-2 45XX No4560 prepare to leave Sutherland with a freight). Trains then make their way to Chilvers, the end of the line, via the small halts of Grantham & Ashford. Over the last few weeks we've had 3 new locomotives arrive. These include the 56XX Tank, metioned above, an J94 0-6-0 Saddle Tank and a quaint kit-built GWR City Class 4-4-0 (pictured above at Ashford Jnc). The 56XX is a lovely model by Bachmann whilst the J94 is a 1999 Hornby model, still unused when we bought her! We have no real info on the 4-4-0 but I know it was kit-built and has had alot of detail added too. This detail includes footplatemen, fireirons, coal, headlamps etc. The engine was displayed at Ashford throughout today's running but, after a bit of tweaking, should be in perfect running condition and hauling trains soon. Today I was running 6 steam locomotives. These included 45XX No4560, 56XX No6600, 57XX No5775, J94 No68075, 43XX No5328 & a small 0-4-0 Saddle Tank. I also used our LNER, BR & LMS coach rakes during the day as well as the full freight train rake. This course a small part of our collection which includes over 25 locomotives and a large amount of coaches and wagons too! Still growing I might add!The J94 is pictured above at Sutherland in the failing light. Behind her is our 4-coach BR Mk1 rake as well as our Autocoach, in Maroon livery, at the back of the train. The signal shows that the locomotive has the road as far as Ashford Junction where a 2nd set of signals determines whether the line is clear to Chilvers. At this point, the signals at Ashford were set at "Danger" as 4560 & 5775 were both in the platform at Chilvers, on the main line. Once the train had been shunted into the passing loop, 68075 was allowed to pass Ashford Jnc safely. Once in the loop, 68075 was "locked in" to allow 5775 and the LMS Rake, with 4560 on the rear, to depart for Sutherland into the gloom. 68075 then ran round and performed the final passenger run of the day from Chilvers, at around 5pm and in complete darkness! I think 00 Gauge Garden Railway's are severely underestimated as they are both cheaper to built and more compact that other gauges, such as "O" or "Gauge 1". Aside from the large amount of track cleaning that has to be carried out before each running session, my railway, since its full completion in August 2006, has ran perfectly well with only minimal replacements of track, power clips etc. I've always been a firm believer in the suggestion that garden railway's offer their operators a full sense of real railway operation. For example, you have to maintain the track & locomotives, you have to overcome differing weather conditions, you have to overcome gradients and curves across potentially difficult terrain etc. My railway includes some pretty substantial which, even with simply 4-coach loads, causes some locomotives to put in the odd slip here & there: Just like the real thing!
Following a full day working differing locomotives betwen Sutherland & Chilvers with differing train formations, I decided to have a little play at the end of the day. 6600 was dispatched from Sutherland and worked to Ashford. The engine is then seen standing in the small country station with 47 844 (stabled in the spur) standing dormant behind. This was taken around 5:10pm and the whole railway was in complete darkness. It is only in the light of my camera flash that the station was even illuminated! Behind 6600, the line curves right on a 180 degree sharp bend towards Chilvers. You can see from the image that she is standing on Ashford Bank, the railway's sharpest and longest climb. Trains calling at the station need to "find there own way up the bank" if they leave in the Sutherland direction from a standing start up the sharp graident. After packing away I retired to the house for a cup of tea and a mince pie as the garden hides the railway from view.Almost as if it wasn't there. If you would like to view the video, taken at the railway today, go to http://uk.youtube.com/watch?v=djFOsYfPbuM and click "Watch in High Quality" for the best results.Good evening all.

An Afternoon On The Great Central Railway...

For those of you who have never had chance to visit, the Great Central is a preserved railway which operates 8-miles of former main line from its base at Loughborough in Leicestershire. Trains leave the beautifully restored station, Loughborough Central, and run as far as the site of former Belgrave & Birstall station, now rebuilt as Leicester North station. Between the two terminus' lie two quaint intermediate stations: Quorn & Woodhouse and Rothley. The GCR's biggest claim to fame has to be its "Double Track Project", completed in the year 2000. The project succeeded in providing the Loughborough Central to Rothley section (around 5.5 miles long) with fully signalled double track. The track was also laid to full mainline standards allowing the GCR to operate trains of up to 60mph for test purposes etc. This is the only preserved railway in the UK where double-track operations still occur. It is a great thrill to see massive mainline locomotives passing eachother at speed with either passenger or freight trains. As well as offering a pleasant journey with well-kept stations, the railway also boasts a fantastic steam locomotive fleet... Many "big name" locomotives have been restored at the railway's Loughborough Shed including unique BR Standard Class 8 Pacific No71000 "Duke of Gloucester" and 7P Pacific No70013 "Oliver Cromwell", seen in the top image. Currently the railway is operating a Standard Class 2 (78019), the NRM's LNER 04 (63601), "Oliver Cromwell" and, when available, a Class 8F (48305). However, these are only the running fleet. Inside the shed stand more engines awaiting their turn. These include Black 5 No45305 "Alderman A E Draper", the LNER N2 Tank, a Standard Class 5, West Country "Boscastle", Hall Class "Witherslack Hall", a Jinty and a select few others. Currently under overhaul on behalf of the Lakeside & Haverthwaite Railway is 2-6-4 Fairburn Tank No42085. With such a fantastic locomotive fleet the railway is able to offer almost anything to the budding enthusiast. Trains run throughout the year at weekends and also during school holiday's with many differing special events held in between. A personal favourite of mine is the "Winter Steam Gala", traditionally being held at the end of each January. Gala's offer even more to the enthusiast with freight trains, doubleheaders, light engine moves and more being operated for everyones pleasure. A very popular addition to the gala timetables are the spine-tingling "High Speed Postal's". This involves the picking-up and dropping-down of mail bags by train at speed, using apparatus at Quorn & Woodhouse. These are great fun to watch and a joy to catch on film! (Below I've included a video of a previous of a post drop performed by 4953 "Pitchford Hall" during the 2008 Winter Gala that I myself recorded)...

Anyway, back to my latest visit (today!). I arrived at the quaint Rothley Station at around 12:20pm after a 40 or so minute drive from home. After crossing the track by means of the foot crossing I made my way to the ticket office and bought my "Runabout". At 12:33pm, Class 7P Britannia Class No70013 "Oliver Cromwell" rolled into the platform with a service for Leicester North. I wasn't planning to catch this one as I wanted to stop for a cuppa' before I got stuck in! I headed up to the end of the platform to photograph 70013 who wasn't in her normal guise. She was disguised as scrapped sister No70048 "The Territorial Army 1908-1958". I believe this is in memory of all those who fell and "Cromwell" will retain this guise for a while yet. A nice touch I think! After a "Drive A Diesel" special had passed, the signal arm rose and "Cromwell" powered away towards Leicester North. Meanwhile I had a look at the cracking "G-Gauge" Garden Railway at Rothley before taking in the "Ellis Tea Room". At 1:11pm 70013 rolled back into Rothley tender first for Loughborough and I caught this service. Away from Rothley we went and out onto the double-track. The large yard at Swithland is where alot of the lines rolling stock is stored and this is spotted before crossing the large reservoir. The line then heads into a cutting before emerging on a long, straight embankment with Quorn Station in the distance...We stopped at Quorn before continuing to Loughborough where, after arriving on time at 1:28pm and uncoupling, "70048" duly took on water. I in the meantime headed down to the sheds at Loughborough which can often be visited. Just visible inside the shed were the two resident 2-8-0s, 63601 & 48305 with a special visitor sitting just outside. LNER Q6 2-8-0 No69395 is owned by NELPG (North Eastern Locomotive Preservation Group) and is visiting the line for the Winter Gala event at the end of this month. 69395's connecting rods had been removed and the engine stood with the front-end "jacked & packed". I'm not sure what was going on as I didn't stop to ask but its apparently just routine. I rejoined the Britannia ready for the 2:15pm departure for Leicester North but instead of finding a spare window I headed to the "Griddle Car" and enjoyed the "Great Central Fry-Up"! Very tasty indeed. A fry-up, lovely scenery and a cup of tea, thats the real reason for steam trains! I remained in the griddle until Rothley where I chose a window ready for the uphill departure towards the terminus. The driver didn't dissapoint and really hit the 4-6-2 hard coming out of the platform. Even though it remains single track, I feel that the Rothley to Leicester North section of the GCR does have something about it and is very scenic. The end of the line was soon reached, 8 miles or so from Loughborough. 70048 was duly uncoupled and ran round ready for the 3pm departure for Loughborough...

After some brisk running on the return trip, "Cromwell" rolled back into Loughborough tender-first on time at 3:28pm. After uncoupling 70048 slowly made her way down to the shed where, I believe, she would be disposed of at this time of the day. The final departure from Loughborough of the day was at 3:45pm and I was on board. Up at the front the day's other steam engine, 78019, a Standard Class 2 Mogul, was ready to go. The sun was already starting to set as the 2-6-0 hauled us up the doubletrack formation bound for Leicester North. Once at Leicester North I was invited onto the footplate for a look at the controls. I'd already been on this footplate before however, last year, when I did my 2-week Work Experience at the GCR's Loughborough Shed! But this didn't matter, you can go on the same footplate twice! I was told that 78019 likes the "back kept thick" firewise. After I stepped down from the footplate, the 2MT ran round and then blew off as she came back on to the other end of the train. The shackel, steam heat bags and then the vacuum bags were all connected before the "brake test" was performed. The Guard then gave the "right away" to the fireman before 78019's whistle was blown. And off she went again! With the safety valves blowing off loudly, the 2-6-0 stormed tender-first back towards Rothley...

This train was the final train into Rothley of the day so I alighted before watching the Class 2 depart and head off into the distance. (The shot above was taken earlier in the day from a train hauled by 70013 and shows 78019 passing on the doubletrack in the opposite direction. This gives an insight into the thrilling experience that is the preserved "Great Central Main Line"!). It was now almost dark and this gave the Edwardian Station an air of nostalgia. After taking in the atmosphere for a mear moment I caught my lift (mum again!) and then headed home. It had been a good day and no doubt I'll make my regular annual visit for the "Winter Gala" in a few weeks time! Watch this space...

An Afternoon With "Achilles"

New Years Day 2009 saw me once again heading up to my 5" gauge concern, the Ryton Pool Miniature Railway near Coventry. New Years Day has traditionally been a "Members Steam Up" event at the 2000ft long miniature line and today was no exception. I was to drive 0-6-0 Side Tank locomotive "Achilles" which was built over 25 years ago to a design by the miniature locomotive manufacturers "Reeves and Co". The engine represents not a prototype, but a typical dockyard shunting engine. In my opinion, the engine bares a resemblence to the Robert Stephenson & Hawthawn locomotives. From a drivers point of view the loco includes an Axle Pump, Hand Pump, Whistle, Pole Reverser, One Gauge Glass and Automatic Drain Cocks. The two safety valves blow off at 90psi and this provides ample power to the two cylinders. In the photographs above and below, "Achilles" is shown at the track but with no cab. The cab roof and bunker had been removed to allow the engines yearly "Steam Test" to be carried out more easily. (They will be refitted in due course).

Once in steam, as in the top picture, I opened "Achilles" regulator and she moved "off shed" and onto the main track. It was then time to move the reverser into "full forward" and head off around the track. Moving away from the steaming area the track curves left and then right before passing through a "would of been" station. The line then begins to climb at 1 in 100 whilst also curving sharply right on a 180 degree sweep. Once out of the curve the line straightens before crossing a small river bridge. Once across the bridge the line steepens to a further 1 in 70 and "Achilles" barked well at this point. Once the bank is topped the line drifts downwards and across the double track main bridge. After a few twists and turns the line approaches the main station, "Ryton Halt", on a large sweeping right hand curve. A "W" (whistle) board is passed before drivers shut off and roll into the station's "Arrival" platform. This platform isn't covered but this isn't a necessary arrangement as passengers alight here AFTER their journey. The "Departure" platform is the next section of the platform. This area is covered by a large overall roof with benches, a queue area, water tower and booking office.

Leaving the station, the line remains straight before traversing a lengthy right-hand shickane. The track then recross' the bridge before descending back into the steaming area. "Achilles" ran well all afternoon but I eventually "failed" her with a fault in the Axlepump. After unscrewing the feed pipe FROM the Pump and "running" water through it the problem seemed to have sorted itself and a "push" test proved this. "Achilles" was then cleaned down and taken home after an eventful day. I look forward to driving "Achilles" again in the future!

Evesham Vale Light Railway...

The Evesham Vale Light Railway is a 15" Gauge Steam Railway based at Evesham Country Park in Worcestershire. We've visited the railway no end of times now and it gets better every time, but our latest visit was on New Years Eve 2008. Operating 1.5 miles of railway including two stations, substantial gradients, a tunnel and 6 steam locomotives (4 of which are operational), the EVLR is slowly turning itself into a 15" Gauge treasure trove! Since its opening in 2003, the railway has developed from a single line of around 1/2 a mile between two stations up to a 1.5 mile line with a large baloon loop relieving the need to run round at Evesham Vale. The main station, Twyford, situated in the country park's car park, hosts a covered 3-road platform area, water column, engine sheds, turntable, booking office and varying sidings. The country park itself includes a large garden centre, a small shopping village and a large expanse of land for walks and picnics. The EVLR operates throughout the year at weekends and is owned by its builders, Jim & Helen Shackell.

An adult return ticket is only £2 (what a bargain) and the journey lasts approximately 20 minutes. After leaving Twyford, the trains pass through the apple orchards and pass the open green with views towards the garden centre. The trees then engulf the line for a meer moment before the train approaches the junction at Evesham Vale. Once passed the junction the train descends on a large right hand at the beginning of the baloon loop. (The image below shows a train traversing the baloon loop with the view over the Vale of Evesham). Following a run around the baloon loop the train passes through the tunnel before curving left into Evesham Vale Station. Here there is a 5-minute or so wait whilst the guard clips the tickets for the return trip and passengers can alight for a riverside walk or simply to admire the locomotive. The staff are always happy to explain the workings of the little engines, a trait which I believe the staff of all railways should hold. Leaving the station, the gradient is a sharp upward one (demonstrated above with Barnes Atlantic "John"). Trains climb hard up the bank before descending back into Twyford. The engine is then uncoupled and turned on the turntable before running round.

Well its New Years Eve 2008 and its the coldest morning I've seen in a long while! I telephoned the EVLR before we began the hour or so journey. The voice on the end of the telephone said that they had experienced problems in the morning with the severe frost but trains would be running from lunch time onwards. We arrived at 1:25pm and quickly bought our tickets before catching the 1:30pm train. 1921-built 4-4-2 Barnes Atlantic "John" was in charge of the day's trains and once the guard had blown his whistle we were away! "John" chugged merrily down the line and after around 7 minutes were at Evesham Vale. After a chat with the driver about the locomotive I reboarded the train with my family and "John" duly started on the climb. The 4-4-2 chugged hard, sounding flat out(!), up the gradient with her 3-coach train. The frosty weather allowed for very good steam effects, resulting in a very good trail of steam from "John" after the attack on the bank! "John" then coasted back around the sharp left hard curve through Twyford Yard before arriving in Platform 1 once again. She was soon turned and put back on the front of the train. The 2pm train left and I decided to play "Chase-The-Train". One of the beauties of the EVLR is that you can RUN(!) ahead of the train and get to many different vantage points all within one trip! This resulted in the lineside photos you see in this blog. I did get many more but I don't want to bore you all with too many!

Now for a discussion about the locomotive. "John" was built in 1921 by Barnes for the Rhyl Miniature Railway in North Wales. Being a 4-4-2, her wheel arrangement is of "Atlantic" specifications. The above photograph shows you everything you in the cab. The large gauge to the left of the cab is the pressure gauge with the "red line" set at 125psi. The smaller gauge underneath the pressure gauge is the "air brake gauge" with the large grey handle below that being the air brake lever. The two gauge glasses can be easily seen with the "push-in" regulator located in between the two. The pole reverser can be clearly seen to the right of the cab. The black lever under the "air brake lever" operates the cylinder drain cocks. "John" also features two steam injectors, one each side of the cab. The locomotive itself however has no brakes but the tender boasts a footbrake! Oh the safety aspects in place in 1921! The 4-4-2 also features a chime whistle and gravity fed sanding gear! In my opinion, this engine is very modern considering she is 87 years old! "John" was restored to her current condition by EVLR staff but still wears Rhyl livery and the letters "R M R" on the tender. Obviously the air brakes wouldn't have been fitted as-built and these were fitted by the EVLR. I was told that "John" was a good steamer and a good workhorse and this was to be proven to me sooner than I thought...

The 2:30pm was about to depart Twyford when the driver said to me..."Would you like to come for a ride on the engine?".Well, when a driver says that, what else is there to say other than..."Yes please thank you!". I clambered into the small tender on the left-hand side. We departed on time and "John" was soon in her stride. The driver opened the regulator gradually wider as we climbed away from Twyford and over the first public crossing. The climb over the bank whilst Evesham Vale-bound is not as sharp as the climb in the opposite direction but this also means that the downward grade is sharper. Once the back was topped the driver immediately shut off and had his hand on the air brake ready to operate it. As he worked the lever the "air gauge" pressure was reduced before rising again with the release of the lever. With no brakes on the engine, a fall in the air pressure meant a jurk from behind as the brakes took effect on the coaches! Once through Evesham Vale junction the driver surprisingly had to open the regulator again to keep the train moving.When aboard the coaches, this particular section of line seems to head downgrade but actually it goes upgrade! How deceiving! Once half way around the baloon loop the line steepens to a very strong upward grade. This saw the driver push the regulator in ALL the way!! The bark was fantastic as "John" forged up the steepest bank on the railway.

On nearing the tunnel the driver shut off before blowing the chime whistle after passing an "SW" board. The brake was being worked "on" and "off" before the train drifted around a tight left hand curve. It was then time to open up again for the final short stretch of straight track into Evesham Vale Loop. Here the train halted as usual with the "air brake" being fully "destroyed". Myself and the driver then stepped off the engine so that the firehole door had the space to open within! With the fire built up and the boiler's water level replenished, "John" was simmering nicely with 120psi on the clock. A few minutes later the guard, Jim, gave the "right away" and, following a blast on the whistle, "John" restarted. Out of the station and up the first part of the bank she went before her driver opened "right up"! The 4-4-2's bark was amazing, especially for 15" gauge. Its a very inspiring and enjoyable feeling...listening to a locomotive in full cry! The engine topped the bank with steam to spare before the driver shut off. The train then drifted the last 1/4 of a mile into Twyford. The "air brake" was once again "destroyed" as the train halted in the platform once again. I gave my thanks to the driver and Jim before rejoining my family and leaving. Another enjoyable day at the EVLR, very very enjoyable...as usual! See you in Spring!

"The Severn Valley Limited" Dining Train...

Having turned 17 the day before,December 28th saw us head up to the 16-mile long Severn Valley Railway.Having arrived at Kidderminster at 11:20am after our 1 hour drive we had a look around the museum before catching the 11:45am stopping service to Bridgnorth.ex-GWR 4-6-0 Manor Class No7802 "Bradley Manor" was in charge.Sister 4-6-0 No7812 "Earlstoke Manor" was waiting at Kidderminster with the 12:15pm "Dining Train" to Bridgnorth.The SVR winds its way through one of England's most beautiful valley's and has 6 preserved stations to show off.7802 hauled the 7-coach rake to Bridgnorth on time,passing unique Stanier Mogul No42968 at Bewdley and Large Prairie No5164 at Hampton Loade.We alighted at Bridgnorth after a pleasant journey and saw some of the other locomotives in the yard.(Above you see "Bradley Manor" at Bridgnorth with the 1:35pm to Kidderminster). Above you see the yard at Bridgnorth.Ivatt Class 2MT 2-6-0 No46443 is far left with GWR Pannier No5764 in front of her.Behind 5764 is the replica of "Catch-Me-Who-Can" followed by out-of-ticket Black 5 No45110 (split from tender).Bridgnorth Shed can be seen in the background.7802 duly ran round and I went to the other side of the line via small cobbled road which runs under the trackbed via an underbridge.(Hence the pic at the top).At 1:31pm 7812 arrived from Kidderminster allowing 7802 to depart Platform 2.We then boarded the stock which would make up the 2:15pm "Severn Valley Limited" Dining Train to Kidderminster,hauled by 7812.It was freezing so we were glad of the warmth of the train!Our table for four was set neatly ready for the first of the 4 courses.If you've never dined on a steam train,I gladly advise it to you! Its very pleasant and enjoyable! 7812 ran round straight away and took up her place at the front of the train.The road to Platform 2 was then set again as we awaited the arrival of another service from Kidderminster, this time hauled by 42968.

The departure time of 2:15pm arrived and yet there was still no sign of 42968.At 2:26pm the Mogul arrived and shrewly coasted into the platform.The road was set straight away and 7812 barked gracefully out of Platform 1.Minestronie was served and was duly polished off! The waiters took away the bowls before other waiters brought around ready-heated plates.Yet more waiters then arrived with varying full dishes of delicious food! I finally ended up with sprouts, roast potatoes, new potatoes, peas, carrots, corn, pork, stuffing, sausages-in-bacon and of course, gorgeous gravy! This 2nd course was then followed by rubard crumble and hot custard for desert and coffee/tea and an after dinner mint made up the 4th course. Oh, plus a hot mince pie! By the time we'd received our mince pies we'd passed Bewdley and were almost back at Kidderminster.7802 was waiting in the coaling road as 7812 rolled into Platform 2.
After we'd gathered our belongings we stepped off the train and headed to the front to take a closer look at 7812. She still shone after a full day out on the SVR! I watched her fireman uncouple the Manor from the train, remembering doing that myself at Shackerstone many a time this year! 7812 then moved forward and this is shown in the above photo. The engine wears one-headlamp to denote "light engine".It was now around 3:35pm and we got in the car and headed home.It had been a very nice day and we were now very very full up from the meal! I'd recommend it to anyone! It was also very nice to see the two Manor's out together for the day. Another sucessful and enjoyable visit to the Severn Valley Railway!

Exhibiting My Lego Model Railway at Warley 2008!

Over the weekend of November 22nd/23rd the National Exhibition Centre's Hall 5 played host to the 2008 Warley National Model Railway Exhibition. Over 65 model railways and over 100 trade stands attended to make a once again fantastic show! Centrepiece locomotive was the South Tynedale Railway's 0-4-0 "Thomas Edmundson". We took along our 'O Gauge' 6ftX4ft Lego Model Railway for the exhibition with over 18000 people were said to attend over the two days. Our layout received much attention especially, as you would expect, from the younger visitors! I answered so many questions over the weekend that my voice hurt by the end!

The show was open from 9:30am on both days, closing at 6pm on Saturday and 5pm on Sunday. Locomotives of all scales and gauges from 'N' to 'Gauge 1' were on display. Railway societies and associations also attended including the Tallylyn & Severn Valley Railways. The detail on the layouts was amazing and it was hard to believe that they were all created by the human hand! VIP Guest Pete Waterman was showing a DVD of his model railway "Leamington Spa". I actually ended up buying his new book ("A Train Is For Life") which Pete signed for me. In fact, I've already read it! The weekend was a great sucess and I look forward to visiting Warley 2009 next November.For now though, the Lego is back in its boxes and back in the attic for another year until the Town & Country Festival 2009 when it will no doubt be on display again! Thanks for reading!

Sunday At Shackerstone

Hello everyone.After spending the previous day on the B1 "Mayflower" and sleeping over at the railway,I signed on at 7:30am once again.1306 was out again and as soon as she was outside I began cleaning the inside inspection pit.Afterwards I was asked to prime the mechanical lubricators (meaning 200 turns on each of them!).A little later on I headed down to the Tea Room for Breakfast before returning to the loco yard to collect some wood with which to light the booking hall's open fire.I returned before lighting the fire.1306 then came off shed."Mayflower" completed the days four trains as a little work was continued on Peckett "Sir Gomer"s tubes.I left at 4:15pm after a sucessful day.I'll be at Shack on December 6th/7th.

A Day To Remember....On The B1 "Mayflower"!

The first thing I will say is thank you to the owner of the beautiful B1 "Mayflower" for my day on her footplate which came completely unexpected! The day is Saturday November 1st and I arrived at Shackerstone at around 7:20am knowing that 1306 ("Mayflower") would be in steam. The weekend would be the railway's last weekend before it closed until Santa Special season. The B1 had just been lit-up as I walked down to the shed.George & Marie would be crewing the engine for the first two trips.They would then swap with Neil & Steve.At Shackerstone, there is normally no need for a crew change but today was a little different. The day would see the railway's normal "Timetable B" in action.However, at 6:30pm that evening that would be a "Special" leaving Shackerstone.This was to be hauled by the 4-6-0 as well as the other 4 trips so an extra crew was needed to relieve George & Marie.Her owner informed me that if I helped clean and had nothing else to do that day, I could spend it on the footplate! I couldn't believe my luck! I never really thought I'd get a turn on the immaculate B1 but there it was! Thanks again!...

Immaculate is probably still not good enough a word to describe 1306! She is always clean. I don't think, in my 2 years at the railway, that I've ever seen her dirty! The above picture shows her backhead layout. The lever in the bottom left of the picture is for the vacuum brakes. The two gauge glasses and burnished regulator can be seen clearly in the foreground. To the right of the picture can be seen two "cocks". The left is the steam valve for the fireman's side injector and the right is the steam heat valve. The small brass handle just to the right of the vacuum brake is the blower. The silver handle just visible to the left of the regulator is the "pull out" steam valve for the drivers side injector. The small brass contraption just underneath the blower handle is the steam brake control.The three gauges at the top of the backhead are (left to right):-Vacuum Gauge, Steam Chest Pressure & Boiler Pressure. The small gauge in the bottom right of the picture is the Steam Heat Pressure. Unfortunately I don't the names of all the small cocks just under the pressure gauge. However I know that the tiny one directly under the Pressure Gauge is the shut-off for the steam generator...
The driver's seat can be seen above. Everything seems to be under the drivers hand. The reverser can be seen in this shot. The small brass lever to the right of the reverser is the control for the Steam Sanding gear. The Vacuum Brake gears and ejector handle can be seen again. "Mayflower" is of course fitted with the Steam Generator equipment which allows her to use electric lighting. Therefore there is an electric light in the cab and varying headlamps on both the front-end and the tender. The first train wasn't until 11:45am but we were ready by 11:15am. I had cleaned the nameplates and the drain cock pipes with the Brasso and had now also cleaned the cab roof with a special cleaner and some warm water. Once the Class 33 ("Griffon") had moved the 6-coach rake clear of the ground frame points (No11) then "Mayflower" was free. We came out of the 'dock' and I then went "in between" to "Shackle-Up". I had a new experience in coupling up too...connecting steam heat bags! They seemed heavier and more 'clumbsy' (for want of a better word) than the vacuum bags but I got them fastened in the end. 1306 was now ready to go! With George "on the handle", we pulled out of Shackerstone 5 minutes down (due to the shunting of stock) and with the Steam Sanders working to prevent slippage. After receiving the 'Single Line Token' we were away. 1306 soon got into her stride as we set course for Shenton...

We soon reached the 5mph slack at Hedley's and the pace eased. However we soon accelerated once clear of the restriction. It wasn't long before the 10mph slack loomed however and the pace was eased yet again! 1306 was like a "dog out of the traps" however and was soon back up to speed. We slowed for Market Bosworth and passed through the slumbering station. We then chugged happily on the remaining part of the journey to Shenton where the B1 was uncoupled, ran round and oiled up again ready for the return run. The pic above shows the Great Eastern type firehole door. The rocking grate & damper controls can also be seen as well as the "wash pipe" equipment. We left Shenton on time and were soon back at Shackerstone again. There we had a 40-minute (for lunch as it was now 12:40pm) and the 3 of us enjoyed a cup of coffee and a slice of the cafe's homemade cake. (Throughly enjoyable I might add!). It was then time to go back onto the stock for another trip which was completed in good time. On our arrival back at Shackerstone, relieving driver Neil was standing attentively on the platform. Once 1306 had ran round ready for the 3rd trip, Neil & Steve took over. I was allowed to remain on the footplate for the day's last 2 runs & the special! What a treat! By this time I was very much enjoying myself! What a way to spend a Saturday afternoon! The 3rd trip went without hitch and it wasn't before we were off again on the 4th trip. The sky was already darkening as the B1 made her way to Shenton for the 4th time that day. There were a few passengers on the platform waiting for their return train to Shackerstone and the cosy steam heated train offered a welcome retreat from the cold wind and light rain!...

The gas look-a-like lamps were lit at Shenton as we readied ourselves for departure. 1306 already had her generator working powering her own lamps too. We arrived back at Shackerstone on time and then moved into Platform 1 to await the passngers for the evening special. It was now dark, very windy, cold & very rainy. Myself & Steve sheltered in the cab whilst Neil went off to carry out another task. It was only 5pm, and as we weren't due out until 6:30pm we sat for a while, chatting about this and that. All of the signals were illuminated and the only thing that could be seen in the Shenton direction were the lights of the Signalbox! At around 6:05pm "Mayflower" was taken through the south junction and onto the front of the 'Special'. The Steam Heat was turned back on and all was ready. Many ghostly figures were wandering around on the platforms (in the form of the dressed up staff!) as well as the final bulk of the passengers. The Signal was shining green before long, and at 6:30pm we looked out for the guards signal to depart. "Right Away!", and off we went. I'd never travelled on the footplate in complete darkness so was in for another experience!! 1306 chugged out of a very wet Shackerstone and up past the Signal Box. Once past the box, there was no light at all(!)-Only that of the moon shining on the railheads which curved left towards Hedleys and beyond.

1306 was in her stride and it was clear that the driver wasn't listening very carefully to the engine as there was no way of seeing the road ahead! This was somewhat un-nerving but also quite fun. The dynamo's under the coaches kept the compartments lit as we made our way to Shenton. Along the way, we saw many firework displays from villages around the area but nothing else! A walker on Market Bosworth bridge seemed surprised as we coasted under the station bridge and through the platform. The man who we could see in his armchair in the station house didn't seem to bat an eyelid as we rumbled through though!! 1306 then accelerated for the 1 & 3/4 miles to Shenton. On arrival I took the staff to the guard whilst a Dracula sort of character followed my footsteps! We then ran round before receiving "Line-Clear" into Platform 1 at Shackerstone. We left on time but there was one more surprise in store!! At the distant signal, around 1 mile from Shackerstone, we halted, following instructions to do so of course!! Then, in turn, all of the lights in the coaches went out. This must of been scary for some of the passengers! Meanwhile, the cab was still illuminated by the steam driven lights! Following instruction from the guard, we set off again and the lights came back on in the train! Phew! We arrived back at a very wet & windy Shackerstone before I uncoupled 1306 and we ran up to the Signal Box. We then meandered through the points and back to No11 (the Dock Road). 1306 was then driven backwards up the yard and into the shed. With the shed doors shut behind her and all safety precautions for disposal having been carried out, we left 1306 to rest ready for her work the next day.

I thanked my crew and headed to the Bonfire & BBQ which was in full swing! Many passengers commented to us on the fantastic experience they had had that evening. Its always pleasing to hear such comments! My day, I believe, had been my best yet. 5 trips of the line on "Mayflower", 1 of which was in complete darkness! What could be better! With the time now 8pm I was ready for a sit down in the Bar Coach "Jessie" and I managed this shortly afterwards! What a day...I'm very looking forward to the next time. Thank you to 1306s Owner, Support Crew & the engine herself for a fantastic and memorable day!