Shackerstone Working Day...

Hi everyone. Today was spent at Market Bosworth helping the team with the demolition of the Portakabin there. The building came a few years ago with hopes that one day it would be restored but, allas, with not enough volunteers available to take on such a task its condition has deteriorated badly in the last 12 months. Therefore, it was decided to demolish it. I was at Market Bosworth from around 10:30am until about 5:30pm tonight before heading for home. The JCB and the large team of helpers did a sterling job and by the time I left the first main section (with all internal bits removed and gutted) was ripped apart. The worst is now over and the portakabin will be gone in time to stand engines on that ground for the upcoming Rail Ale festival at the end of the month. The site will be so much improved without the building. A very worthwhile day. Cheers guys, Sam...

Return to Cleethorpes...

Hi all. Today, whilst holidaying in the area once again, myself & Maisie took in a round trip on the 15" gauge Cleethorpes Coast Light Railway. The railway runs daily during the summer months along their 2-mile long section of narrow gauge railway. We arrived at the headquarters station of Lakeside at around 11am and duly caught the next Kingsway-bound train. All services on this sunny day were in the capable hands of No24, an American style 2-6-2 tender locomotive, built at Fairbourne in 1990. The big black engine was due to arrive at Platform 3 from North Sea Lane shortly and so, with a few minutes to spare, I had a peek inside the museum. Inside are some very informative displays and some very interesting pictures of the railways fleet in bygone days. Cleethorpes takes pride in looking after the ex-Sutton Miniature Railway stock, made redundant when the line closed in the 1960s, and the two steamers were on display today, with the blue liveried "Sutton Flyer" standing alongside a much more forlorn looking engine, known as "Mighty Atom"...

SMR No2 "Sutton Flyer" was built in 1950, unlike her older sister "Sutton Belle" who wears an attractive red livery and was built in 1933. The two Sutton Atlantic's make for a nicely formed engine in 15" gauge I believe and would be nice running around your garden if you happened to suddenly become a lottery winner! Here, "Sutton Belle" rests in the museum, only inches from her sister...

With a shrill chime whistle having been heard, I walked outside to see No24 hissing in with the next train. We boarded an open but covered coach and, with tickets clipped, the train got away towards Kingsway. No24 barely murmured as she pulled away, the fairly lightly loaded train seeming no effort for her at all. In fact, as the engine slipped along the cycle path section the regulator barely seemed to open. The blower was used regularly too, presumably in an effort to maintain draft artificially as the loco plainly didn't need to chuff. The American styling brings out an attractive but very large locomotive in 15" gauge and perhaps No24 would be better with a train twice as long! Kingsway was reached easily and in quick time, before the 2-6-2 was shunted back for oiling up...

"A Portrait of No24"

The Driver applies oil to the motion on the 1990-built 2-6-2...

A side-shot of this impressive locomotive...

No24 duly ran round, ready to take up her place at the head of the train for a chimney first run to North Sea Lane via Lakeside...

"2-6-2 No24: Built 1990"

Having steamed easily along the cycle path section and got away smartly from Lakeside, No24 ran easily along the 'extension' towards the terminus. The gradient here was again no trouble for her and the engine barely uttered a sound...

"Sea Views nearing North Sea Lane"

At North Sea Lane, No24 duly ran round again...

I couldn't help thinking as I looked at her, that No24 is probably much more useful for heavier work. With a sizeable boiler, hefty looking motion and large outside steam pipes, she is no doubt a powerful engine that would really go if you wanted her to. The light train of today just seemed child's play for the American engine but I guess that oversize nature does make the job a lot easier for the Driver. She did give us a very smooth run and was very impressive to see...

After a quick coast down from North Sea Lane, No24 came to rest in Lakeside's Platform 3 where she took on water prior to the next departure...

"Journeys End"

Well, another very enjoyable visit to the CCLR has been made. No24 was a welcome change to see in service and was doing some sterling work today. I'm sure her large stature would make her a formidable engine if the stock was heavy enough! Best Regards, Sam...

Achilles Report No59: It Never Rains...

Hi guys. So, here we are again, a single victory lap a couple of weeks ago was swiftly followed by an unexpected (though I should have known better) visit by the fickle finger of fate. "Achilles": freshly painted and going very well: was failed following the run with a steam leak on the main steam pipe, between the wet header and the steam chests. Though annoyed, there was a suggestion that perhaps the job could be done; very carefully I might add; with the superheater unbolted and dragged forward from the flu's. Unfortunately, the fickle finger of fate was again in good form and ensured that the superheaters actually sat 1/2" higher than the top of the smokebox door ring, making them impossible to remove without the boiler coming off. Regular readers will remember that, throughout this repaint, I have not wanted to remove the boiler as it would disturb more bits & bobs than I thought necessary at the time...including the now broken superheater. The next plan was to attempt to fix the leak: caused by a loose nipple: in situe, with the superheater pulled right out and the pipe bent carefully outside of the smokebox. Though unorthodox, the repair would have been theoretically possible, with the smokebox being able to stay on the frames and the tanks and cladding untouched. This method was the one we attempted to use. However, in order to complete the well known phrase "trouble always comes in three's", the finger of fate ensured that the steam pipe also had a hairline crack in it right where it joined the superheater header. Unfortunately, there was no way to perform this repair without removing the smokebox, and thus the boiler. Therefore, in the words of many locomotive owners country-wide, I utter the violent outburst of..."BUGGER!". At this point, my immense feeling of disappointment was almost too much to bare, following months of blood, sweat and tears that have gone into turning this locomotive around. However, Eddie assured me that it is the way of things and to perhaps shelve the project for a while to regain the vital enthusiasm. On June 23rd, the locomotive had had the wet header undone and the superheaters brought forward, though after 25 years the latter were very reluctant to move. The pipe was bent out of the smokebox to try out a potential repair plan involving well-placed oxy acetylene, though the crack in the pipe was soon discovered...

Following a visit to Eddie's with the very much broken locomotive on June 25th, neither of us could even attempt to find a solution that didn't involve removing the boiler. The locomotive at this point received various name-calling attempts which perhaps cannot be repeated before the watershed, as is the way prior to a repair. Eddie's advice was to shelve the project for a while and let the enthusiasm grow back a bit first. So, the loco went home that night and languished in the workshop. On June 26th, I was so angry that the thought of taking the boiler off began to sound like child's-play and, within less than an hour...

"Boiler Off For First Time in 25 Years"

The boiler came out remarkably easily, and the plan I'd concocted during a very angry day at work definitely worked out fine. The smokebox has 6 holding bolts which came out easily and the blast pipe was undone easily from the exit ports. With the tank tops off and the two clack feeds taken off, all I had to do was lift. And, as if by magic...

The smokebox then has a selection of bolts of unknown size which skirt around its edge and, once they were removed, it just fell off without any sign of a struggle. I tell you what, hindsight is a wonderful thing. If I'd have known how easily this boiler came out I'd have taken it off in the winter and done these repairs. More "BUGGER" moments immediately ensued over a cup of tea, whilst I reasoned with the engine, almost trying to council her problems out of her - I must be going mad!...

Here is the radiant superheater and wet heater. The cracked pipe was broken off in a fit of rage by myself, and will now have brand new, proper thick-wall pipe attached and soldered into position to perform a full repair. If unsuccessful to the wide heating surface of gas (potentially melting other joints) it'll have to have oxy acetylene on instead to provide a more precise heat. The contract repair has thankfully gone out to "Three Courses Eddie" of Ryton...

The following day the engine was delivered to Eddie's where work immediately began. The required parts have since been ordered and I'm sure that, some way, we'll get to the bottom of this most annoying problem!...

A busy weekend then followed and, with no engine currently at my end, I just had the cladding to think about, which had unfortunately suffered some knocks upon removal. I could also not let it go back on with chips or boiler-band marks. I am very much aware that it will receive more when the bands go back on but I won't have to see them! Haha! On Tuesday I bit the bullet and set to with the paint stripper...

With the paint stripped and the cladding successfully 'flatted' with very fine wet & dry, it was ready for primer...

"Cladding Ready for Primer"

The following day the two cladding sections were in grey primer on their first coat...

Following flatting and a second coat of primer yesterday, today the two sections were flatted again with wet & dry and then received their three coats of blue: dust coat, main coat & top coat. They will now be allowed to dry and harden over the next 7 or 8 days. Section 1...

And the larger section 2: the main cladding section...

"Good As New? - I Hope So!"

So, that's it for now really. When the pipe arrives for the locomotive the repair can begin and I'm sure Eddie will find a way through. Then, I'll put it all back together and, before you can say "working locomotive" the fine fickle finger of fate will appear again and probably have the engine struck by lightning or something, but that is the life of steam engines...so I'm told. I am aiming for a return to work for a test on July 18th with a view to being in action on that Sunday (the 20th) but, as is one of my favourite phrases of late..."don't count your chickens". Anyway, we'll try our best and see where we end up, in our continuous fight to do what is best for the engine. I just hope the new toy (when she arrives) doesn't have many problems in the near future! Actually, that's a good point, I'll have to email the finger of fate and let them know that there is something else to point at...note to self. Best Regards, Sam...

Fourth Time "Alice": A Gremlin In The Ranks...

Hi everyone. Well, we arose this morning to yet another sunny morning, though feeling a little 'beached' after those 3-courses last night: cheers Ed! I thought for this post that I'd include more pictures and ramble less as most BLR outings are generally fault free and easy going. However, the fickle finger of fate which caused "Achilles" to implode the other day had found its way to Wales today, and "Alice" and her crew were in for a day of it! (For those not regularly reading, the 'it' in this case is a series of unfortunate events!). It was another 8:30am start at the shed (much more leisurely I feel than 5:30am!) and "Alice" was soon being dragged out into the morning sun by "Trigger"...

"Alice" ready for uncoupling and prep (so far, so good!)...

At 9am, a coal fire is now lit and the engine is singing merrily away in the sunshine whilst Eddie cleans the brass...

We went for tea as usual at 10am and I enjoyed my daily ham & cheese Panini (don't judge me I'm on my holidays!). When we returned to the shed, "Alice" was simmering away nicely with about 50psi on the clock and a light, bright fire: unlike "Achilles" who's wheel would have fallen off by now! A coach party on a 'Great Little Trains of Wales' excursion soon arrived and we were only too happy to discuss the engine and her workings with them before leaving shed. Leaving shed, the first problem occurred: "Alice" 'coughed' (primed) all over my brand new white shirt..."damn"! One expects a dirty shirt by about midday, but not before the first train...ahh well...moving on. At the coal heap I, unbelievably, managed to coal the engine without falling out of the wagon as would have probably happened with todays luck, before the engine was put at the head of the 11:15am train. We left on time in a good state, before a fallen telegraph wire was almost cut-up by "Alice". The wire had simply come loose...no matter, we'd stop on the way back. On the way back, having been held up at Bala, we stopped, losing about another 3 minutes and using more steam to start up and attack the bank from stationary. Nevertheless, "Alice" did well. The run round at the base was brisk but correct, though we only had 4 minutes before the next departure due to our lateness. We left slightly late with the next train (an annoyance of ours!), only to be held up at Bala losing further time. There was also a wait at Llangower on this train and so the break at the base was lost again. Nevertheless, we battled on. On this trip, with me firing again, the hot weather was beginning to cause me injector problems. But, with some tweaking, they kept working. Eddie runs "Alice" round here at Bala with the just-arrived 2:25pm train...

Oiling before the return...

A portrait of "Alice"...

"Alice" runs passed the ground frame which I had just used to allow her access back onto the main line during the run round...

"Alice" is seen here having just backed on to the bang on time return run...

Here I am seen doing up the slightly (much!) lighter than standard gauge screw link coupling...

Here, "Alice" is marching along beautifully with the returning train, leaving Bala...

However, the gremlin then struck again as "Alice"s firemans side injector refused to play ball. A combination of the hot weather, warm feed-water and some crud in the feed line was the cause I believe. Having used the drivers injector for most of the run to Llangower, I had managed to sort the problem with the fireman's side as we continued for home, still on time. With the crud freed and the injector working perfectly again, "Alice" left Llangower only a minute or two down, steaming well and in fine form...

Eddie: looking like Toad of Toad Hall in this picture for some reason: was pleased, as was I, that time was kept in difficult circumstances...

However, true to form, the fine fickle finger of fate then appeared from the clouds and a problem with the track was spotted ahead. "Alice" was carefully brought to a stop before assistance was called. The problem wasn't serious but did require some P-Way tools to sort. As quickly as possible, the train was secured and the passengers informed of the slight delay before "Trigger" and the very reliable BLR track team appeared. The track was rectified to a high standard in quick time, rigorously checked and then given the OK. They were very efficient I must admit. There was then the time-saving suggestion of "Trigger" hauling us back to save the diesel having to clear the section with the token before we could continue, as per the rules. However, the gremlin struck yet again as the tow bar had been left behind! The diesel then returned to the base before we were allowed to continue, at full steam, on our journey. "Alice" romped up the bank with the returning train in good voice, though was very 'hot' from standing at the foot of the bank with a good fire (we had been ready to attack you see, before we stopped). Therefore, as well as arriving at 4pm: the next departure time(!): "Alice" blew off...a cardinal sin! The gremlin strikes again!...

"Alice" Blows Off

We ran the little engine round as quickly as possible, but not before Eddie accidently soaked my shirt with the hose as he removed it from the tank...this gremlin certainly knew how to do the job right! The last train left 15 minutes down unfortunately, but it could have been much more if the team hadn't been so effective and the engine so reliable. The passengers certainly understood and we received many pleasant comments as to how the day was handled in sometimes trying circumstances. Well done everyone! We completed the last journey without mishap (thank goodness) and "Alice" returned easily with happy passengers. It had been a most eventful day, and far more stressful than usual...but interesting none the less! After all the thank you's and goodbyes, it was time for home again with a 120-mile journey ahead. Cheers guys, Sam...

I Don't Believe It..."Alice" Again...

Hi guys. When we did our first Bala Lake trip of the year last month, we were in disbelief at the weather forecast: wall to wall sun! This gave us the chance to take the open-top sports car of a Quarry Hunslet that is the wonderful "Alice". That weekend we enjoyed two marvellous days with the red 0-4-0 and it couldn't have been better. This time we were planning torrential storms fit only for a cabbed engine like "Maid Marian". However, despite our depressing predictions, we could not have been more wrong. There must have been some kind of special planet alignment in a parallel universe somewhere lightyears away as, unbelievably, the sun was shining on Bala again! Eddie commented that in his 15 years of crewing for the BLR, he has never had "Alice" twice on the bounce! We were so pleased to wake up this morning to sunshine and take "Alice" again. On a day like today, there is no better engine. We arrived at the engine shed ready to go at the usual start time of 8:30am, before setting to work. Tubes cleaned, smokebox swept, ashpan emptied and fire lit, "Alice" simmers on shed...

Here, the diesel locomotive "Bob Davis" (known as "Trigger") performs her daily duty of dragging out the stock ready for cleaning, whilst "Alice" looks on under blue skies...

Having enjoyed a leisurely preparation, we took a sparkling "Alice" up to the headshunt for coal & water at around 10:45am. By 11am, the loco was stood simmering nicely at the head of the train, patiently awaiting the first departure...

Today was one of those wonderfully easy days. We each fired two trips, and drove two trips, with pleasant company in Bobby as the Guard. "Alice", as usual, was in very good form and performed well during this, one of her countless 40-mile day's out...

"Leaving a Sunny Llangower"

After four very enjoyable journeys, we disposed of "Alice" before scraping off the grime and later heading down to the Eagles again. "Come on Eddie, surely not 3-courses again?...If you insist". Cheers guys, Sam...

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...