The Llangollen Railway...

Hi all. Today myself & Eddie were on route to Bala again. Our normal route takes us via Knockin, over the pass and down into Bala on little used mountain roads. However, the alternative route along the A5 takes you through Llangollen and, on a lovely day like today, a visit to the railway was on the cards! I hadn't been to Llangollen for years and as it was probably the first ever time that we've been heading to Bala and the railway hasn't been running a Thomas event, it seemed a good time to call in. As we gradually neared the town, a huge selection of hideously slow moving agricultural vehicles almost seemed to have put pay to our 3:05pm train ride: the last run of the day on the midweek timetable. Luckily, on time and tractor free, we made it with a bit of time to spare. As promised on the website, the wonderful BR Standard Class 4MT Tank No80072 was on service and stood glistening in the platform at the head of a 5-coach train...

Having spotted the tank, Eddie was in his element. He is a big fan of Cox; a man very influential in steam locomotive design of the period, and he of course did have a hand in the making of the Standard Classes. In 1958 for example, Cox became the Assistant Chief Mechanical Engineer. For anyone who isn't in the know, the Standard Classes were designed by BR following nationalisation and took almost everything good from previous steam locomotive designs to make them reliable performers whilst also providing ease of maintenance and making them more user friendly. The Standard Class 4 was no exception, with outside Walschaerts valve gear employing both oil pots and grease nipples, as well as seats in the cab for the crew, both injectors on the fireman's side, good weather-proofing, rocking grate, rocking ashpan and so on. They were very well thought out designs and I know it will please Eddie to read that I thought that! With a boiler pressure of 225psi and cylinders at 18" x 24", the 4MT's were powerful engines and carried 2000 gallons of water. The total class output was 155, and 15 have been preserved. 80072, based at Llangollen, was built in 1953 and had a working life of only 12 years, having been withdrawn in July 1965 and sent to Barry. Rescued in 1988, the engine returned to steam after a pain staking restoration a couple of years ago. It was soon time to board the blood & custard liveried coaches ready for our ride to Carrog...

"The Best of Cox: 80072"

The Llangollen provides a beautiful journey, particularly on a day like today. The track seems to snake through various wooded glades and then across open fields, following the winding course of the River Dee. The Standard Class 4 was certainly in good voice and the driver was definitely giving her some 'last run of the day stick'. With four very loud equal beats leaving her chimney and echoing through the trees, the big black 2-6-4 was soon at Berwyn...

Leaving Berwyn, 80072 made a cracking start, rocking from side to side as she accelerated the train in no doubt second valve!...

"The Land Is A Blur as 80072 Tears Along"

The shut-off for Carrog came as a great disappoint as we could have quite happily listened to the roaring tones of 80072 all day long. Soon enough though, the engine was simmering at Carrog as the trainee fireman uncoupled the stock...

The big 2-6-4 duly ran round at the current terminus, as the sun continued to shine...

A rear view portrait of 80072, showing her elegant and yet very powerful looks...

The loco was then recoupled for the return journey, before a break of about 25 minutes ensued. During this time, the fairly chatty driver came to talk to myself and Ed. We managed to extract most thoughts about the line's locomotives from him and, to our surprise, he said that the Standard Class 4 was..."a good engine, but she ain't no Manor". This gentleman was clearly, as he stated, "a Western man", meaning he liked to drive engines standing up, tender first in sleet & snow...and fair play to him. Jokes aside the Western's have many pro's to be admired but, to me, the Standard Classes give out very good performances whilst also providing the creature comfort required for us preservation amatuers! Before long, 80072 was cruising back along the winding route towards Llangollen, taking it a little easier on this flatter run...

Back at Llangollen after an enjoyable run, 80072 took a well earned break: another beautiful old gal...

"80072"

It was then time to walk back up into the village to fetch the car and continue on to Bala. 80072 is seen here from the road bridge...

A last look at 80072 and Llangollen Station, alongside the beautiful River Dee...

"A Wonderful Setting"

Following this enjoyable visit it took us around 45 minutes to make Bala and, after a wash & brush up, it was off to the Eagles for, yes, as Eddie is with me, he insisted on three courses again! Cheers guys, Sam...

Achilles Report No58: Returning to Steam...

Hi everyone. Today, at long last, "Achilles" appeared at her home track of the Ryton Pool Miniature Railway (CMES) once more. This appearance was her debut/trial steaming in operation, as she had only run whilst on blocks so far. The blue tank engine was unloaded from the slightly bemused BMW (its first meeting with steam locomotive grime!) onto the approach line at around 5pm, and the engine was duly steamed up. Everything, so far, was going to plan. Hooked up to the trusty RPMR-liveried driving truck, the loco came around nicely and was soon ready for action...

With a loud whistle, the locomotive hissed gently forward, expelling lots of water from her cylinder drains. The engine was then moved over, via the traverser, to the run-up-rail. Here I decided that it would be a good idea to 'warm' the cylinders before 'going mad' and heading out onto the track because, once you're out there, if you drop to bits you're stuck! Slowly but surely, "Achilles" trundled down to the carriage shed and then back up, and down, and back up. After a few runs back and forth the exhaust seemed less condensed (less condensation in the steam circuit/cold cylinders) so I decided to try the track. Through the bendy beam we went and then came the third consecutive oiling inside of 10 minutes. Due to the addition of the four new trunnion bearings and the rear pair of brand new axleboxes, the loco was heavily oiled so as to prevent any running hot. Soon enough, it was time to take the plunge. I climbed aboard the truck, selected forward gear and opened the regulator...my face wincing at the no doubt approaching self-destructing explosion! But, wait...it hadn't blown up...all was well...it even moved...and the bells of hallelujah rang down from the heavens! Easily and freely, "Achilles" steamed around the track and past the carriage shed before attacking the bank in gentle fashion. Half way up, I stopped to check her over. All was well and everything was working: spot on. So I continued, through the station and back to the steaming bay where the loco was watered. The blue tank then steamed further on and made a few consecutive laps but was definitely not her usual self. The various checking-over stops did allow the newly painted loco to be photographed though...

The laps continued and the loco, though fighting with me a bit, continued to run herself in at her own pace. And then, just like the never-ending hanging of the "Achilles" repair albatross around my neck, the fine fickle finger of fate pointed down from the sky and burst the steam pipe to the cylinders..."cheers mate". In reality my suspicions were aroused by the lack of steaming ability. The engine was struggling to even keep 50psi whilst on the run (very unlike her) and the fire refused to remain bright no matter how much rock you put on it. The constant jousting match with the fire irons provided little aid and my intuition of "if you think its not broke it probably is" came into play. I've got into the mentality now of model steam engines..."if you're having a problem, and thinking its a simple fix, think again...and get your spanners out". To be fair though, I have been through the mill a bit of late...if I think its a coal problem the back wheels will probably fall off...etc. Anyway, enough of my moaning...the loco was retired from the track after I discovered a fracture on the nipple which joins with its nut to connect the steam pipe to the steam chests. This repair will require removal of the spark arrestor, blower, superheater and wet header...I cannot wait...*insert hideously sarcastic face here*. Ahh well, another learning curve. However, there is one thing, my anger will ensure that the locomotive gets repaired, some way, some how...

Achilles - "Better Luck Next Time, Sam"

Thank you for reading guys and look out for an "Achilles" post no doubt in the near future, either documenting its repair or its conversion to electric! Best Regards, Sam...

The Kirklees Light Railway...

Hi guys. Today, whilst in the Bradford area, myself and Eddie decided to head slightly off course and take in a first time visit to the 15" gauge Kirklees Light Railway at Clayton West. The railway operates during midweek from Wednesday onwards at this time of the year so we thought that it would be rude not to call in. The KLR runs for 3.5 miles through the picturesque scenery of the Yorkshire countryside. The trackbed originally carried the standard gauge metals of a branch line which formed part of the Lancashire & Yorkshire Railway, but this was closed in 1983. The 15" gauge formation was begun in midsummer 1990, with train services starting in October 1991 following the presenting of a Light Railway Order. The first stage of the KLR included only a mile of track, running as far as Cuckoo's Nest. The line was then extended to Skelmanthorpe in 1992 and further on to the current terminus of Shelley in 1997, giving the full 3.5 mile run. Most of the materials used to construct the railway came redundant from old collieries in the area, aiding the construction process massively. We arrived at the base station of Clayton West in time to catch the 11:40 train for Shelley, which duly arrived behind "Fox", a 1987-built 2-6-2 based on the Hunslet design, in shining red livery...

The KLR has four home-based steam locomotives, all of which were built by experimental engineer Brian Taylor: the railways founder. "Fox" was the first engine, completed in 1987, followed by "Badger" in 1991 and "Hawk" in 1998. The final engine to make up the foursome is "Owl", a most unusual 2000-built 0-4-4-0 bogie locomotive which employs gears and prop-shafts (similar to the American Shay locomotives) to provide drive to its four driving axles. The pioneer KLR locomotive "Fox" ran round briskly during the short layover at Clayton West and took up her place at the head of the 11:40 departure. Here we see the large cab...

Here, "Fox" is seen not long before departure as myself and Eddie prepare to take our seats...

"Ready to Go"

Leaving Clayton West, "Fox" immediately began climbing, though was fairly quiet in her voice as she hauled the 4-coach train. Rocking from side to side at a modest 12mph or so, the train rattled towards Shelley through the pretty countryside...

After passing through Cuckoo's Nest and Skelmanthorpe, "Fox" passed through the impressive 511-yard long Shelley Woodhouse Tunnel, obviously built to standard gauge proportions! The tunnel is the longest to feature on any 15" gauge railway line in Britain and is certainly an experience to leisurely pass through. Before long, we arrived at the terminus station of Shelley and the shining "Fox" was duly ran round via the turntable...

The locomotive took on water at Shelley, and the driver briskly oiled round whilst "Fox" happily simmered away...

Another capture of "Fox"...

2-6-2 1987-built Side Tank Engine "Fox"

Having climbed easily all the way up the line, "Fox" enjoyed a 'gravity trip' back down, with the driver seemingly only using the regulator to get the train up to line speed before shutting off for most of the run. "Fox" was certainly able to rest on this journey. Here I took a picture of the impressive standard gauge tunnel as we approach from Shelley...

Upon arrival back at Clayton West, the ever hard working "Fox" was run round again ready for the 12:50 departure. At this point we were about to leave until I was unexpectedly asked onto the footplate for a run with the driver up to Shelley. This was rather a surprise but one that, naturally, I couldn't pass up. Leaving on time, "Fox" began the climb towards Shelley and then climbed all the way. It seemed a lot 'flatter' when aboard the coaches but "Fox" was certainly working well. Little wheels coupled to large pistons and cylinders give her a surprising amount of tractive effort and the driver (Ian) explained that on a dry rail the loco will handle up to 7 loaded coaches rather than todays 4. He drove the engine on fairly minimal regulator and linked up to about 30% which certainly made her run. She kept an easy 10-12mph for most of the run and steamed very well on the Russian coal she was being fired on. Here, we climb the straight track towards Cuckoo's Nest...

As "Fox" chugged merrily along, it was quite an enjoyable experience being aboard a KLR engine. I was very much looking forward to passing through the tunnel, and that time soon arrived...

"There May Be Tunnel Ahead"

In the tunnel the strong headlight of "Fox" was switched on, as well as a handy cab light. The loco whistled loudly as we exited the large tunnel mouth and continued on course for Shelley. The steam-operated drain cocks, air brakes, strong injectors and large all-welded steel box all seemed to be in favour for "Fox". She is a very nice little engine. At Shelley I thanked Ian before leaving the footplate, and "Fox" duly ran round...

For the return gravity run Eddie was on the footplate whilst I rode in the coaches and we were soon back at Clayton West. Ian kindly said that we could walk into the engine sheds to look at "Badger", "Hawk" and "Owl", all three of which stood silent in the loco shed. "Hawk" in particular looked like a powerful engine, with articulated bogies set out in Garrett formation. She made "Fox" look like a bit of a toy!...

The Powerful 0-4-4-0 Locomotive "Hawk"

Having looked at the engines we decided that we should continue in our quest...(more on that in a few weeks!). It had been a very enjoyable visit to the Kirklees Light Railway and I must say that it is a very pleasant, friendly little line. Thanks for reading guys and thank you very much to Ian for allowing myself & Eddie to ride with him on "Fox": a grand wee experience. Best Regards, Sam...

Diesel Shunting at Shackerstone...

Hi all. A busy but uneventful day today at Shackerstone. I arrived at 10:30am and was immediately put to work driving the Class 02 Diesel Hydraulic shunter "Diane". We (myself on the 02 and Jason on the 73) were shunting various parts of the shed and the south yard in order to move "Sir Gomer", "Dunlop No7" and retrieve some wagons from the south cutting. This job went on for a few hours and I also shovelled seemingly endless amounts of ash from the pit. Myself and Jason then joined the gang on 'Jessie' for the 3pm round trip behind GWR 3803 before heading for home afterwards. A tiring but rewarding little day! Cheers guys, Sam...

Statfold Grandeur with "Trangkil No4"...

Hi everyone. Yet again today myself & John had kindly been invited to crew a locomotive at the Statfold Barn Railway, this time for their summer open day. A total of 13 of the SBR locomotives were in steam and the day began, as usual, at 6am on shed. The weather forecast was a mixture of thundery storms and sunshine though, as we lit the engines, the dark clouds were already rolling in. Myself and John were rostered on the much admired Hunslet 0-4-2 "Trangkil No4", built in 1971. "Trangkil" was the last steam locomotive to be built at Hunslet's Jack Lane works and was supplied new to the Trangkil sugar mill estate, Java, Indonesia. She worked out there for 33 years before being made redundant and was repatriated in 2004 to become part of the Statfold collection and was thoroughly restored. Since then she has become a regular and reliable SBR performer and we were glad to be aboard her today. I lit "Trangkil" up at 6am after the usual inspection, and continued to tend the fire and clean the brasswork throughout the morning. Trainee firewoman Caroline was oiling around the engine, whilst driver John joined in with the cleaning. By 7:30am, the engine was beginning to look smart...

Just after 8am, having had our breakfast and a cuppa', we were asked to leave shed and join "Marchlyn" at the head of the first train. As a positioning move, after the 9am safety briefing we would steam down the line, double-headed with "Marchlyn", and traverse the balloon loop before halting in the platform at Oak Tree Halt, where the Avonside would return to Statfold leaving us behind. As we left shed, the rain came down and we even spotted some lightning in between the regular crashes of thunder. Later, with the safety briefing complete, we returned to the engines and were prepared for the off. With a green signal and a right-away from the Guard, "Marchlyn" and "Trangkil" steamed out into the fields. Having run down the line and around the balloon loop as planned, the pair romped back up the bank and were separated at Oak Tree. The powerful 0-4-2 "Trangkil" is spotted here after the Avonside had left...

Leaving Oak Tree after having been passed by the first freight train, "Trangkil" steamed easily back up to Statfold Junction on a light, bright fire. The 160psi blowing off pressure was easily maintained and the Gresham & Craven injectors certainly provided great boiler filling capacity when required. Having had a successful first run, we returned to the shed to join the queue behind about 3 engines, meaning that 3 round trips would take place before we'd be required again. This layover allowed time for a cuppa' whilst "Trangkil" simmered merrily away to herself quietly. For the second trip, Caroline fired and we enjoyed another swift, easy but very wet journey. Following a second layover, "Trangkil" was out again, this time facing chimney first and with myself on the shovel again. This Hunslet was supplied new with a brilliantly quirky steam generator and electric lighting. She has both front and rear headlamps with both dim & full beam settings, as well as a cab light too. The generator; mounted on the drivers side near the smokebox, provides good lighting with minimal steam consumption as the input is 'governed' internally by a winding mechanism. So, for the third run at about 1pm, we thought we'd again demonstrate the lighting across the dark fields. Here, "Trangkil" arrives at Oak Tree with her very wet third journey. Note the brightly shining electric (but steam generated!) headlamp!...

"The Bright Light of Trangkil" (Pic by Geoffs Pages)

After another very enjoyable run on our third journey, "Trangkil" was proving to be a consistent and powerful performer and, apart from the occasional sticking of the backhead injector clacks, she was pretty much fault-free! Having enjoyed yet another coffee whilst on shed, John allowed me to drive our fourth and final journey at around 2:30pm. The weather, as if by magic, had changed dramatically and, if you compare the image below to the one above, you can hardly believe it! "Trangkil" is unusual to drive in a way, when light engine, as she doesn't have a steam brake, only a handbrake, and that is operated by the fireman as it stands on the opposite side of the cab to the driver. Throughout the day I'd been working the brake when light engine, but when myself & John swapped you almost felt out of control when driving! Still, as soon as you were on the train and had the luxury of air braking to stop you, all was well again. "Trangkil" was very pleasant to drive and was another good experience. She was very responsive and enjoyable to work, and the 'full size' Britannia chime whistle is certainly a popular item to play with! Here, I drive "Trangkil" around the bottom bend ready to climb the bank...

"Driving Trangkil" (Pic by Geoffs Pages)

Here I am opening the regulator slightly wider to get the weight of the train well underway at the foot of the bank. The loco climbed the bank beautifully in second notch on the reverser and about half regulator...

"Opening Up" (Pic by Geoffs Pages)

Here is a quick capture of mine when the sun went in again, showing John oiling up the large 0-4-2 ready for some shunting and the finale cavalcade...

Having performed some shunting, we took "Trangkil" down the line for the cavalcade under instructions from the signalbox at just after 5pm. All 13 locomotives again joined the line-up prior to the big finale whistle...

In front of us for the cavalcade stood the shining example of 'Big is Beautiful': Bagnall 4-4-0 "Isibutu". "Isibutu" had ran down with GP39 the Hudswell Clarke 0-6-0...

Following the cavalcade and many blasts on "Trangkil"s very loud whistle, we returned the 13 locomotives to the shed frontage where they were all disposed. "Trangkil" was disposed, cleaned and checked before we headed off for something to eat after a most enjoyable day. I must thank John & Caroline for their company as well as Phil and the owners of Statfold Barn for allowing us to crew for them again: we always have a lovely time. Another fantastic day on the footplate! Best Regards, Sam...

Achilles Report No57: Outshopped...

Hi guys. So, having finished most jobs off yesterday, here is the outshopped locomotive. I am very pleased with the result and I hope that she will run just as good as she looks. The loco will be attending the CMES members evening steam up on June 18th; all being well and weather permitting. With the sun shining today I thought it would be nice to take some photographs of the engine out in the garden. Very pleased with her...

The cab with fittings polished and ready for action...

The engine's new little brass plate which is fitted in the cab...

A final look...

There is still the matter of the dummy whistle for the front of the cab, which still needs to go on, and also the cab roof may well find itself having a respray again as I'm not quite 100% with it but for now, this is how she'll run. In my biased opinion, she looks great. Best Regards, Sam...

Achilles Report No56: Finishing Off...

Hi guys. The final jobs were done on "Achilles" today, such as the new steam chest gasket, resealing of the tanks, checking of all fittings and the polishing of the brass. Look out for a post tomorrow where I'm sure the loco will be spotted in outshopped condition! The end is near. Best Regards, Sam...

Flying Visit to Toddington...

Hi guys. Today myself & Maisie visited Bourton-on-the-Water and then Cheltenham before heading for home during the afternoon. On this warm summer afternoon we thought we'd stop for an ice cream and so, with the path of the BMW drawing very close to Toddington station, we thought we'd nip in. In the car park stood the perfect example of Great Western steam preservation: the magnificent 4575 class 2-6-2 No5542. Regular readers will remember that 5542 visited us at Shackerstone for our April gala and I enjoyed a brilliant day aboard her footplate: she's a wonderful engine. 5542 looked today as if she were about to depart the GWSR for home, and I would later find out that she was doing just that, heading back to the South Devon Railway at Buckfastleigh. Across the way from a cold 5542 stood recently returned to service No7820 "Dinmore Manor". Built in 1950 at Swindon under BR, 7820 returned to work this season after a lengthy overhaul. Today she was out hauling trains on the GWSR, alongside Black Five No45379. The Manor was certainly a sight to see...

No7820 "Dinmore Manor" gets away from Toddington with the 2:40pm departure...

Having watched 7820 depart easily into the distance, we enjoyed an ice cream before continuing the journey home after a most enjoyable weekend. Best Regards, Sam...

The Last Elegant Excursion...

Hi guys. Today was to involve another fine dining experience and would feature our third trip aboard the fabulous "Elegant Excursions" Dining Train at the Gloucestershire & Warwickshire Railway. As you may notice in the title, this would be our last visit on behalf of "Elegant Excursions" as the company are running their last trips now and operations will cease in early August. The dining cars have been sold and are just waiting to leave the GWSR now, with plans afoot to return them to the national network in the future. Without the stock, the dining car trains would be in trouble anyway, and so they are unfortunately ending their services. This is such a shame as the service offered aboard their trains is second to none and it has to be our favourite dining train experience. When the news broke about the ending of services, our usual October slot became obsolete and so I managed to move the booking to this evening so that we could have one last outing on the train. This one was a "Midsummer Murder Mystery" Special, departing Winchcombe at 7pm, with boarding at 6:30pm. We had never done a Murder Mystery before and so were looking forward to it with intrigue. We arrived at Winchcombe early, at about 6pm, and the train was yet to enter the platform. In the distance, a mournful hooter was heard and the unmistakable clicking of snifting valves approached with haste. Even before she turned up, I knew she was a Black Five. The locomotive for the evening, by some divine miracle, was visiting Black Five No45379 of the Mid Hants Railway; an old friend after her Shackerstone visit in 2012. The engine was signalled into the carriage sidings and, following all of the necessary checks, began to lift the train into the platform...

With four distinctly gruff beats leaving the chimney at equal intervals, the Five got the train easily underway and dragged the ECS through Platform 2. Just after the shot below was taken, the Driver cracked Main Valve and the voice of 45379 echoed all around...

The beautiful Five roared through the platform and the noise she made was music to the ears. The locomotive then took the stock away towards Greet Tunnel ready to propel it back into Platform 1...

With the stock shunted and secured, the Diners were boarded in the traditional manner. The six actors who played the 1930s-themed Murder Mystery troop were positioned in amongst the crowd as we boarded and began to play out their main storyline, with little bits of dirty gossip about each character thrown in for your own consideration. We were given our complimentary drinks and then shown to our well-laid table for two in the luxurious centre Dining Car known as "Margaret"...

 

The Black Five then took us, in good voice, on two leisurely round trips between Winchcombe and Cheltenham Racecourse. The train was cosy, the weather was pleasant and the meal was just brilliant. We enjoyed the scenary and the food whilst the Murder Mystery troop continued to act their way through the coaches, providing quite a humorous and interesting display...

Now and again the train would stop for a short while for the actors to perform larger parts of the play, whilst the locomotive also had to run round. Maisie looks quite bemused at the actors in the shot below!...

After 10pm the train was now running in darkness and the meal had been well and truly polished off. We all made our guesses on the killer who 'bumped off' two of the troop during the journey and I'm pleased to say that mine was correct. We arrived back at Winchcombe behind the beautiful Black Five at around 10:40pm and slowly began to detrain. It had been a most pleasant evening once again, and a credit to "Elegant Excursions". I will be so sad to see this company go and its such a shame that we cannot travel with them again. Everything they did was just perfect, and many of the other passengers clearly agreed, with many wonderful comments floating around the coaches. So, now folks, off back to the hotel! Best Regards, Sam...