My resume of the weekends event, highs and lows!! From PB
Friday 15th - 12 hours and 100 miles on D1010 with the Chairman at the helm. A very early start. Despite an early scare when the B engine started chuffing a bit at BL before working its first train, a successful day all round.
Best bits - 7076 "volcanic" eruptions away from stations!
Worse bit - Finding out I had to get up at 6am the day after to have a secondman duty on the 14's = Not much beer!!
Saturday 16th - 7 hours and 40 miles on D9526 with D9520 with Colin Girle and Simon Purvis. Worked my first goods train duty from MD-BL. Many photographers out to record our train which looked superb in the sunny weather at the beginning of the day. The return passenger working from BL was notable for D9526 ploughing up to Crowcombe from Whiskey Train Crossing unassisted when D9520 decided to "idle" only. Load 6 and a dead 14 made D9526 thrash quite a bit with a top speed of 12.5mph on the climb into Crowcombe! All the coach window were full of "cranks" heads enjoying the thrash - reminded me of a railtour!
Best bits -
1. A great day on 2 small engines.
2. The West of England 1970s recreation when 33048/6566 rescued the Warship to complete the Heritage era "set" of rescuing Waterloo-Exeter loco types (42, 50, 47)!!!
3. The BBQ - top marks to JC, Julie and Paul Tucker, and to Jon Tooke for Adnams Ales!!
Worst bits -
1. The rain on Saturday afternoon!
2. Graham Perry eating the most cremated sausage ever!
Sunday 17th - 7 hours and 60 miles on D1010 with the Chairman at the helm. The B engine was still chuffing but lasted the day to secure Pat Langan's £20 bet! Another successful day!
My weeknd memories from JT
Friday, earlyish start after a drive to MD with Julien Bracchi to help prep the Hymek 7076 with Martin from ELR in readiness to take out the loaded ballast train.
Left train at BL and took up pax diagrams for the remainder.
Best bit-deafening Martin as he was trying to tune the horns on the cab roof at MD! Plus driving 7076 from BL to MD under supervision.
Worst bit-none.
Saturday had to be up hyper early to get D1010 off shed and L/E to BL. Held at CH due to bobby at BL forgetting his keys, so all our rushing about on shed with the Western was knocked back somewhat! JB and I worked D1015 off charter with Chris Guntrip (DTG) on one round trip. The two Westerns doubleheaded MD-BL on charter back working with the "Wesern Requiem Remembered" on the front. Big thanks to Oliver of Alpha Signs in Yeovil for supplying the lettering FOC.( http://www.thebestof.co.uk/yeovil/37773/1/1/the_best_of.aspx)
Best bits-being out on the Westerns all day.
Worst bits-coupling up in the pouring rain at MD, plus the hoses on D1015 are 180 degrees out! (coupling up in the pouring rain and me sweating buckets!)
Sunday started at MD prepping the Warship, all went well until the portable generator seized up, so we borrowed some WSR elecrtic from the loco shed for pre-heating! On the Warship all day, and what a beastie she is! Can't wait for her next visit!
Best bit, thinking that all the hard work over the past 12 months, I, like my colleagues, was sat in the best seat, the one up the front!
Worst bit, it all ended a bit too soon, I could have gone on for a few more days!
A few (hundred) words from SH....
Set off from darkest Sussex Friday morning in the car and arrived BL having successfully negotiated and avoided the four-wheeled numpties en-route. Waited 45 mins for the next working (15:00) , but availed myself of a new publication from Arkwright's emporium and got some snaps of the rather odd-looking 47. Offered to snatch the ped too so that we could work our restoration magic on it at WN, don't think it was taken up. Rode up in 1010 to WN to have a quick catch-up and change into uniform, then behind 7076 to MD (nice) ready for duty with Mr Jones on 7523, to find Darren also on-board catching a lift back to BL. Shunted over from BS1 to the main, then endured minor farce as Cl14 shuttle ran into Bay, on top of stock brought in by 4160, only prob was back carriage and 9526 were foul of T/C so we couldn't depart. Simple solution, couple 9520 to rake and shove forward, oh no ! drop off shuttle rake and 9526 and take them to yard so that 18:30 was delayed by 12 minutes. hey-ho. Then, on arrival at BL, run over and fire up 3462 to release stock so that 7523 would be at MD end for the morning, then oiled axle boxes on 3462 and got soaked ...
Sat morning lift with Chairman Bob (thanks, advance planning for the BBQ !) via BL to check 1010 all OK (early morning call put wind up him, she's OK Bob !) and on to WN to relieve Driver Bracchi. Run to MD, back to BL and await arrival of D832 for first highlight, double-heading of two hydraulic beasties. Sadly, this was curtailed by Onslaught leaking its coolant earlier and the decision to take it off at WN to be replaced by 6566. Nice to see a warship on WN shed though !! On arrival at MD retrieved the headboard from the guards office (new bit of route-knowledge for me !) and went over to loco sidings to await 1010 running across, but it didn't (Control's Plan G enabled then ...) and had to dash back to Bay loop, quickly fit headboard then run loco over to shunt railtour stock back for watering, in process also managing to change headcode to 1Z53 ready for the big highlight, 10 & 15 in harness MD-BL on the return Padd. For me, this wasn't quite the barn-stormer expected as 15 seemed very quiet, only saw pluming from both locos once (southbound departure from WN) but the ascent of Washford was a cracker because of this as 10 did ALL the work, 1500rpm both engines and a balancing speed of 26mph, not surprising with an idle Western and load 11 in tow. Personal panic at MD for me because various minor delays gave us 7 minutes to run onto 15 and couple up from BS1, couldn't get the air pipes to mate. Assistance from a colleague (thanks Jon !!) made it good, only for a false start to make me think we'd got something wrong . 8 minutes late out of MD was rectified to about 2 minutes at BL thankfully, with the delay at MD didn't get a personal view of the pair on the camera but again Jon T helped by doing the uncoupling at BL whilst I wielded our two cameras at the pairing before they were split. Also good to see 832 made it back out, piloting the 16:25 BL from WN in the charge of 1661. The tour got on its way and we took 1010 back to WN L/E, including a very pleasant summer's evening interlude at Crowcombe awaiting the steam working, the approach to WN was signalled by the aroma of slowly-charring flesh as the group BBQ was well under way and the evening progressed nicely.
A more-relaxed start to Sunday saw me leave my temporary abode at 9:30 for a leisurely drive to WN again, to meet up with my driver, Driver Bracchi, and check on travelling arrangements for our duty, starting and finishing at Minehead with its notorious lack of staff car-parking. We agreed to take the train and also managed to negotiate away the requirement for us to shunt the 14 and 33 after the finish of our duty, this was done by Driver Girle earlier in the afternoon ready for us to drag them home to WN later, of which more anon. On the cushions behind 7076 again ready to start at 12:30 on 1661. This was ready in the bay for us to take over to the main once 9520 & 9526 had arrived. So, a new loco 'cabbed' for me, mmm, aren't the seats comfy. Decidedly un-1960s, they came out of an HST power car ! With the semi-fast up run concluded, we had about an hour to kill before our return 'all-shacks' run to Minehead, during which quite a few people, staff and punters, took the opportunity to 'cab' the new loco. Driver Bracchi meanwhile went to play with the 1:72 version or something, leaving his secondman to meet-and-greet ! Its OK, I don't mind really ! Finally set off on the return run, taking the stock off 4160 and arriving back into MD on-time, concluding a reasonable set of time-keeping for the weekend from my point of view. Then, after cutting off the stock, over to BS1 to couple to 9526 and 6566 to drag them back to WN. Forewarned of the small bore of the buffer-beam air pipes on the 14, we expected the pumping up of the air tank pressures in order to release the brakes to take possibly 30 minutes maximum. 40 minutes after starting with the 47 in air-pass brake setting, thus bringing in the second exhauster, and having fired up 6566 to assist in the process, we had only reached the halfway-point. The fairly violent hissing from the number 1 end bonnet was a bit of a clue, what had been assumed to be the shut-off valve that would seat properly at about 40psi turned out to be a drain cock that had been preventing the pressure building quicker ... On shutting this the cab gauge indicated such a sudden increase in pressure that Driver Bracchi immediately opened it up again, fearing unintended consequences ... To cut a long story short, Secondman Hodgson ended up travelling in the cab of the 33, with the controller in forward and the brake handle in release, foot firmly on the DSD to keep the vacuum brake off whilst Driver Bracchi remained at the front in 1661. Williton was reached at 20:00, still within the alloted time expected despite the problems, due to having to wait the remaining down services en-route. With all locos shut off, isolated and locked up, and the grime of a day on a loco cleaned off as best as possible at the first attempt, I personally got away at 20:30 ready for 3 1/4 hours in the smaller chair for the drive back to Sussex, which was actually one of the best runs I've had due to the time of day. I was very glad though that I had booked off the next day from work ...
PS I hear Mr Langan conceded on the £20 before 1010 split one of its own hoses at Whisky trail crossing on its run to WN piloting 832 ready to go on shed ...
Highlights definitely the visiting hydraulics, the Western pairing particularly 10s efforts despite the presence of 15 up Washford bank, the quite subdued barbecue (think people were a bit cream-crackered) and riding 1661 for the first time. Feels quite plush in comparison to some, think its the Co-Co arrangement.
Views from MH
My main memories concern the Warship. I can just remember them at work on the WR in their final days, Dawlish sea wall and Newton Abbot shed/works. My last memory of one was D821 (with D7029) parked at the old Gas Works siding on the north side of the GW main line just east of Reading station in (I think) 1974. Not having seen one in the flesh since then, I was particularly keen to see one in the flesh. Finally achieved this when D832 failed and was under repair at Williton on the Saturday. Had a good look round and enjoyed a short ride on it when it shunted out to re-attach to the train to work back to Minehead. I managed to get a ride on D9526 on the Sunday and found out en route to BL that Simon was supposed to have been with me. JC solved this situation by putting him on the Warship for a round trip! Jealous or what!! Got my own ride later that day though.
Excellent BBQ. I was surprised and pleased that so many people were there. A collective round of applause for all involved.
Shaking about on the 14s.
Martin (?) from East Lancs trying to give me the Warship!
Mekydro gearboxes!
Enjoyed a short run on D7076 so got my MD870/V16/Mekydro fix. Outstanding!
Double-headed Westerns. Memories flooding back of 1976/7 and the various Western hauled railtours that I was on together with the final Western Tribute tour in Feb 1977 which I was also on. Wow!!
Overall a very pleasant and memorable weekend. Eagerly awaiting the next one!!
My Mixed Traffic Gala Weekend . Bob Tiller.
For many the Gala started many months ago, particularly in organisation and getting the locos fit to run, repair and prepare.Personally for me, D1010 had not been involved in a Diesel Gala for 3 years so it was a must to ensure the loco performed well, so with the past three years doing heavy repairs, all this culminated in the recent test runs and start ups that were completed successfully and so to the Gala.
On the Thursday, last minute checks, oil levels, run ups, etc were completed. Friday morning, dawned wet and over cast. Geoff Miles met me at my house and we took a quiet leisurely drive across from Taunton to Williton (Anyone who knows me will chuckle at that).
At Wtn with the loco on preheat both engines warming up, a cup of tea was taken when our secondman Paul Britton turned up having consumed several breakfasts in the local B&B (not jealous you understand). Soon and with loads of time to spare I pressed the buttons and D1010 roared into life. Disconnecting shore supplies we ran out the shed and awaited the ground signal. Soon we were off to Bishops Lydeard, the three of us (Geoff, Paul and myself) taking in the morning air and exhaust.
Having coupled to the set at Bishops Lydeard No.2 siding we pulled the stock into the platform, all was well. However, the note of "B" engine changed to emit a chuff, on investigation we found that one cylinder was obviously blowing by either an injector or valve. With no time to look further the right away and we were off. There was no way we were going to run on "One" the £20 bet from Pat Langan was to be coveted like the Schinder Trophy. The engine held up and with tea suitably taken D1010 took the day in its stride doing 100 miles trouble free. Having completed the day another leisurely drive home was undertaken with the thought of a lay in bed in the morning as i was not due to take over D1010 until 09.44 at Wtn.
Having awoken early anyway on Saturday morning by the bl**dy dogs and then for some reason making the wife a cup of tea (i need the points) the mobile was going off, the International Rescue Thunderbird theme filled the kitchen and woke everyone up (oops). Julien Weston - we can't start "B" preheater, help, a quick over the phone diagnosis, 2 mins later and "B" preheater was running the over temperatur sensor had tripped, reset and the preheater roared into life. On two engines Julian Bracci took D1010 to BL and then up to Williton where myself, Geoff and now Stephen Hodgson (both suitably awaken by the slow drive to Wtn) were waiting. Climbed in took are seats, right away and a "Willtion departure" filled the air with that wonderful sound of a pair of MD655's causing untold damage to the enviroment.
Saturday was the best day, it was the day we all looked forward to, D1010 would be tested to the limit - well for the WSR anyway - at 17.30 we would be on the front of the 1Z53 to Paddington with that great sister machine D1015 Western Champion. I met up with some old friends from the DTG, discussed engine repairs and spares with Richard Williams and Bob Clegg, shook so many hands and saw so many faces just like old times it was brilliant. Needless to say D1010 worked well all day, we did some engine tests enroute, with the covers removed and found injectors ok on "B" so it was an exhaust valve which meant the cambox and cylinder heads to come off. Now if this valve drops then we could cause serious damage to the piston and engine, but we took the view that it had only just occurred, engine revs were only down a bit and no excessive smoke so she could run until Sunday night then no more. It was a risk yes, but calculated and one that paid off.
In the afternoon we double headed with the Warship D832, but with a coolant pipe holed she was taken off at Wtn and replaced by the 33 for the half trip, however D832 was quickly fixed by the team at Wtn and re-entered service.
So onto the 17.30, two Westerns ticking over - one chuffing. Right away, Geoff in the engine room checking things over, me driving and Stephen doing the secondman bit we were off. Interestingly, D1015 only powered out of Minehead and not much during the whole journey leaving the hard work to D1010. Out of Blue Anchor and up toward Washford, we took it steady (as always), 11 coaches, and a Western makes approx 510 tons plus D1010 makes it 618 tons. D1015 helped a bit but not much, we took the summit at 25mph, both engines approx "A" 1500rpm and "B" about 1410 roared over the top D1010 did well, D1015 seemed silent. This was fantastic, its a credit to all who worked on D1010 in the past three years that she made it to Bishops Lydeard quite safely and reliably. None of us had seen so many line side photographers and well wishers before it was amazing.
A few things did happen, working so hard, the first time for many years opened a few wounds. An oil leak to the radiator fans in "B" end Cooler Group, a slight gasket leak on a pipe to "A" end Transmission Heat Exchanger, a very hot coolant leak from a hose on "A" engine, thats a good test run!
An uneventful light engine home back to Wtn, drink and burger at the bar-b-que, a Chairmans speak to rally the troops and another quiet drive home in Thunderbird 9 (Vectra) suitably elated.
Sunday morning, another lay in, well almost, yes another call, this time, Julien Weston - " we can't get fuel to "A" engine - another diagnosis on the phone, theres only three things to look for 1) is ful getting to "A" filters (yes/no) - no, - is fuel pump running (yes/no) - yes, - is fuel getting to pump - check filter from tank in underframe - yep blocked and Secondman Paul Tucker got wet with diesel removing and cleaned the filter, and "A" roared into life. Again taking over from Julian Bracci at 9.44 at Wtn and with Geoff and now Secondman Paul Tucker who was relieved by paul Britton at lunch time we undertook the rest of the days duties. Had to top up a few oils during the day were the previous days leaks and lowered levels slightly but not much to worry about. Discussions with WSR MD Paul Conibeare at Minehead confirmed that the weekends takinga and passenger figures and indeed past the budget and everyone was pleased both by revenue and performance.
The day went well, the last train, the 1830 BL-MD we double headed with D832 to Wtn , sitting at BL, we welcomed Pat langan into the cab of D1010, he gave up gracefully and admitted that D1010 had run all weekend on two engines and agreed to pay up the £20.00 to Graham Perry as full settlement of his bet. To be fair, he gave in gracefully and admitted that D1010 had indeed proved herself.
On the trip back to Wtn we found a water leak on "A" end under the cooler group but managed to get back ok however at Wtn again fuel starvation occurred, so having struggled for fuel, i drove D1010 into the Wtn shed and home.
The three days of this Mixed Traffic Gala were indeed a great success, it was an all round effort by the DEPG members. Organisation started sometime ago and hard work by volunteers made sure that all locomotives performed well and reliably. After the three days i made a list of defects/repairs required on D1010 which includes now removing the camboxes and cylinder heads from "B" engine before we do serious damage but what should not be forgotton is that after three years of repairs and hard work, electrically, transmissions, cooler group, cabs, D1010 completed the weekend in style.
Thanks to everyone involved who made the weekend so successfull, thanks to the organisors, thanks to the Williton Team who repaired and made the locos ready for traffic, and a real big thank you to all those who made D1010 a credit to the DEPG.
Thanks to my secondman, Paul Tucker, Paul Britton, Stephen Hodgson (and Jon Tooke with D832), thanks to Geoff Miles my fellow Panzer Engineer for his engine room duties, and to everyone else who made and enjoyed the weekend.