The R&ER Magazine Number 230 September 2018

The Journal of the Ravenglass and Eskdale Railway Preservation Society The R&ER Magazine No.230 Editorial September 2018 Keith Herbert

Years ago now, I heard it said that, to live the lifestyle of a millionaire, you would Published quarterly by the Ravenglass and Eskdale Railway need not one million, but five million pounds in your back pocket. One obvious Preservation Society Limited consequence of carrying such riches in your back pocket is that your trousers Member of the Heritage Railway Association would be very heavy; another is that you might forget just what a sum of money Editorial Team: Keith Herbert, Di Chase, Bill Seddon, Opinions expressed by contributors and one million pounds actually is. Mark Harrington, John Taylor in editorial comment do not necessarily Editorial Designer: Julie Hutchinson reflect the collective views of the Society. What would you do with a million pounds, anyway? Thoughts of simple The R&ER Magazine is always pleased to receive pleasures – a stick of rock and a donkey ride at Blackpool – gradually morph correspondence, photographs and articles for possible PRESS DEADLINE: Material for inclusion through a new conservatory and a luxury sportscar until, predictably enough, inclusion. Most nowadays arrive via our e-mail address, in the next issue of the Magazine must you’re picturing your dream steam locomotive snaking round the reverse but postal contributions remain welcome. Please reach the editors not later than curves at Rock Point with a well-filled train in tow on a sunny summer’s day; include a name and contact address with any prints. Thursday 18th October at noon. the crisp beat of the exhaust at the chimney and the melodious crow of the Scanning facilities are available. Please send material earlier if possible. Britannia three-chime… I digress… Society website: http://www.rerps.co.uk We gravitate naturally to causes dear to our hearts, and the Ratty is cherished by Council Chairman: Simon Thompson, ‘Hilltop’, Fen Road, Pidley, Huntingdon, so many of us; with a million pounds to burn, we might at least give it a thought! Cambridgeshire PE28 3DD. Email: [email protected] So now: imagine that you really could invest that money in the Ratty… Hon. Secretary: Mungo Stacy, 34 Mayfield Road, Manchester M16 8EU. And now: imagine that you already have… Email: [email protected] Hon. Financial Secretary: David Lees, 31 Water Street, Ribchester, Preston, Lancashire PR3 3YJ. In reality it is perhaps not in the gift of the individual to conjure a brand new Email: [email protected] locomotive powered by the might of one’s own fantasy; personally we each Hon. Membership Secretary (enquiries, life membership, Nos. 1000-1999 and 2900 onwards) : might feel able to contribute little. But communally we can do much; investment Sarah Bennett, 2 Stanley Villas, Drigg Road, Seascale CA20 1NW. Email: [email protected] on such a grand scale, made by the collective enthusiasm we share for the best little railway in the world, remains a fait accompli, and there is proof of that all Assistant Membership Secretary (Nos. 2000-2899): Jim Wilcock, ‘Porthlow’, Neston Road, Ness, around us. Neston CH64 4AZ. Email: [email protected] Sales Officer: Vacant With £100,000 invested in the new museum, £100,000 loaned to the Company to support the new workshop, £325,000 invested in Whillan Beck, some £35,000 Magazine Distributor: Cumbria Mailing Services Ltd. Penrith CA11 9FQ. invested in Katie, around £50,000 budgeted for the overhaul of Douglas Heywood House Bookings: Mary Harding. Email: [email protected]. Tel: 01229 717080. Ferreira, and the rough equivalent of a further £400,000 invested by volunteer Volunteers: Peter Mills & Danny Duckworth. Email: [email protected] labour (see Di Chase’s article, page 21), all in just the course of the last three General Manager: Peter Brendling, R&ER Co. Ltd. Ravenglass, Cumbria CA18 1SW. Tel: 01229 717171. years, we can say truthfully that we (not forgetting our non-member colleagues) Editor: Keith Herbert, 7 Dalegarth Cottages, Boot, Holmrook, Cumbria CA19 1TF. have invested a seven-figure sum in the future of our favourite railway. Email: [email protected] In spite of the calls by some, and previously in this Editorial, to continue investing, specifically in another new steam engine, the word ‘consolidation’ is creeping into the Society idiolect. When the scale of the Society’s financial contribution to the railway in recent times is put into context, the compulsion to consolidate 150 years of Ratty history perhaps should be considered a respectable one – and it is a respect earned, not ravenglassrailwaymuseum.co.uk @rermuseum simply given. Hopefully a part of that consolidation can involve invigorating the membership, ready to bang the drum for the next milestone project in future, Front Cover: River Mite glides into Ravenglass with an afternoon train in whatever that might be. September 2017. Photo: Jackie Pharaoh 2 3 General Manager’s Report I just wondered what other people thought about other alternatives. Solar power Peter Brendling maybe. It would have worked well so far this year with the hot sunny days we have been having, but what about in a normal year? What about a hydrogen- fuel-cell-fuelled steam locomotive? Truly 21st century! I always find it amazing what willing volunteers can do. One weekend ago (as I write this) two such willing volunteers gave up a day to help paint the wall by Platform 3 at Ravenglass Station. The transformation is amazing. A fresh coat Operations & Engineering of paint in a lighter colour has made the whole station so much brighter! So I Martin Cookman would like to start by thanking Will Tilston and Kathryn Brissenden for all their hard work. Here as I write in July; we have completed the first six months of the new I appreciate that many people give up their time to help the Railway in several Operations & Engineering relationship with John Fowler Engineering. Morale different roles; from guarding to working in the engineering workshop and, is high and a tremendous amount has been achieved already, with much more not forgetting, on the permanent way, so I would like to extend that thank being planned for the future. I would just like to thank everyone for being so you to all of our active volunteers. I would also like to actively encourage positive and helping to make this work. more volunteering initiatives, particularly ones where we can get a group of volunteers working on a project together. If two people can change the face The railway has fulfilled all its operational commitments, and even had to change of a station in one day imagine what a group of volunteers could do! The other loco turns whilst we had a heightened fire risk during the hot weather. This advantage of working as a group is that it is a social thing, where you get a involved the sole diesel double-heading with steam locos (see page 8) to reduce proper chance to talk to your fellow volunteers. I am very keen that volunteers their workload, and is hard to do with a current shortage of diesel power; it also get as much out of their time volunteering, as the Railway benefits from what draws more on staff availability and volunteer labour. The railway rose to the they put into it. I would welcome any suggestions as to how we can encourage challenge and made it work, in the great Ratty tradition. the social side of volunteering. Particularly with guarding it seems to me that Jackie Pharaoh has very kindly joined the department in a volunteering capacity we will usually benefit from one half of a couple, but I sometimes wonder if the to help with keeping up with the administration, as in the running season my “other half” might welcome the chance to be doing something on the Railway; time is constantly drawn elsewhere. The opportunity to take on an engineering or perhaps they welcome the chance to have some time to themselves. apprentice is currently being looked into. Again, as I write, I am looking forward to next weekend, when we will see River Locomotives and Coaches Esk finally, fully back in service. I am sure others will write lots about this, so all I would like to say is a big thank you to everyone involved in its return. Wheel reprofiling continues; we have now completed 48 sets with some 152 to go. This process has now been halted, as we need the rolling stock for the Next weekend is also the AGM of the Preservation Society, which I hope to summer season, and will resume in September. The fleet has had its second lift, attend. I will be sorry to see Sam Dixon step down as chairman, as he has done grease and service of the year and is ready for the high season. A new open a great deal for the Society and to show me how the Society and the Railway coach has been fabricated and awaits paint shop and engineering time, with the work together. I know it has taken me some time to understand it fully. I also final disabled access coach being worked on by our volunteers. look forward to Simon Thompson taking over and hope we can develop a good understanding and work well together. With us well into the running season I have introduced a weekly servicing routine where, every Tuesday, one locomotive is brought into the workshop Before writing this piece, I spent some time reading through the last Magazine. for a detailed examination and remedial works to be carried out on it. This is an Obviously, a lot of the Magazine is dedicated to articles about the locomotives, attempt to keep on top of running repairs before they deteriorate into failures. which of course I understand, but I would also be interested in reading more The system seems to work well from a motive power point of view and is also about the people who have played a big part in the development of the Railway. being embraced by all the staff. This might be because I am fairly new to the Railway and don’t know many of the characters who have been involved over the years, but there must be other River Irt – in service. The loco has been returned to traffic having had winter people in the same position. boiler works and the steam pump overhauled, and has been painted. The ‘bottom end’ running gear was serviced for the season, but the engine is due back into the One of the other articles was in support of a sixth locomotive, a steam locomotive. workshop in September to have the rolling chassis components fully refurbished. 4 5 River Esk – in service. The loco rebuild has finished.Esk has successfully funds. Katie was also used, double-heading a train to Dalegarth with River Irt, to completed a comprehensive running-in phase and has entered the running commemorate 100 years since the last trains ran to Boot Station in 1918. fleet again. The engine pulled its first passenger service train on 29th June at Douglas Ferreira – under repair. The locomotive is currently in our workshop 16.50, and to date has now run 492 miles. As with all things new, adjustments with the bogies being worked on by Complete Engineering in Carlisle. Complete have had to be made and it’s realistic to think that more might be needed as the has been subcontracted by Forth Engineering, who did not have the time or mileage increases. On Saturday 14th July there was a day of celebration to thank the machinery to rectify the axle/wheel boss problem that had been identified. everybody for all their hard work in completing this demanding project. Work is being pushed ahead and we are hopeful of having this diesel available River Mite – in service. River Mite is in traffic, having had workshop time for traffic some time in September, if not before. including being fitted out with a complete set of new driving wheel springs. Lady Wakefield – in service. This diesel is available for traffic and in use every We are currently working up plans for a winter overhaul in 2019/2020, this to day. Being the only diesel we have had available this year so far, even with daily/ involve some boiler work and fitting air brakes to the locomotive itself. It is also weekly servicing, the signs of wear and tear are obvious. It will need considerable in need of a new tender and, as a separate project, I have suggested to the RERPS work to the drive chains and sprockets when the opportunity arises. Council that commissioning a new-build is thought about, in the same way the Company has just done for River Esk. This will mean that on completion of the Perkins – under repair. The wheel and axle work has been completed by John loco overhaul, we will have a new tender already built and waiting at that time. Fowler Engineering, giving us the opportunity to rebuild the rolling chassis. The engine has been test run, the transmission overhauled and all joined together. Northern Rock – in service. Also in traffic, Northern Rock has been used for the Perkins ran for the first time in four years on 17th July, on trial around Ravenglass training of new regular driver Sam Wake. Sam passed out on 19th July; we wish station. In the next couple of weeks, the loco will be relocated to Old Hall Farm him a long and enjoyable career. for all body works to be completed. We are aiming to have the loco in service Whillan Beck – in service. Making five engines out of five in traffic, the Krauss- for winter permanent way work, if not before. built machine is still performing very well and attracting a lot of very positive Shelagh of Eskdale – stored, unserviceable. Awaiting summer assessment for attention for the railway. It has now completed 3,708 miles to date (as I write), project plans to be worked up for a rebuild in the budget year 2019. pulling service trains almost every day since being commissioned into traffic. Cyril and Les are also in service for shunting activities. A report by Owen Ryder Synolda – stored, serviceable. Available for use by the museum during in Magazine Number 210 of September 2013 showed six engines in service, as the summer season. It is due a boiler inspection this winter, and plans are against nine now; two under repair, as now; and three stored unserviceable, as being drawn up for an overhaul at the same time. John Fowler Engineering against one today. Now at last do we see the light? Well done to all involved in is appraising the task and we hope to have estimates for the works soon, so making this progress! – Ed. funding for this project can be sought. Katie – in service. Available for use by the museum. It will be used throughout the summer for the new ‘Driver for a Fiver’ event, which will help raise museum

Perkins, driven by Jack Dibnah, shunts Whillan Beck in the workshop yard River Esk on trial at Irton Road. Photo: Nigel Day while Katie raises steam. Photo: Bob Tebb 6 7 Traffic News Northern Rock has also worked throughout the period largely without major Peter van Zeller issues. It has had the occasional rest for a boiler washout, but little respite otherwise, with the need to train its new driver. On 27th June it was stopped at Muncaster Mill having developed its own regulator problem. This early summer quarter of the year has seen an unprecedented variety of largely steam-powered train workings, including the rarest of all, a completely River Esk had its first trials on the main line, reaching Dalegarth on 11th and 14th steam-powered day from start to finish on nd2 June because Lady Wakefield, the May, then started its formal programme of test running on 13th June. Following only functioning main line diesel, was briefly confined to the workshop. This a level of overhaul comparable to Whillan Beck, it needed to follow the same was followed at the end of the month by a fortnight of working the normally form of approval procedure. After this was concluded on 29th June, the loco was lightly loaded morning diesel turns with a steam loco to enable the potentially accepted for passenger service. It was formally re-launched on 14th July with more heavily loaded 10.25 and 11.25 trains to be piloted by Lady Wakefield on a short ceremony and a special train for those who had been involved in the the steep grades to Irton Road and Fisherground. This and limiting all trains to seven years of its restoration. The non-mechanical changes to the ‘front end’ eight coaches (plus the Eskdale Belle, if booked) formed a very practical gesture streamlining of the exhaust, with its state of the art Lempor and Kordina, will towards reducing fire risk in the prolonged high temperatures and dry weather, be monitored in service to quantify the benefits of free running – the quiet beat when our colleagues on the Vale of Rheidol lost a fortnight of operations from the chimney should achieve a measurable saving of fuel in the longer term. following a major lineside fire. Meanwhile, after two months of drought up to mid-July, the Fisherground water tank, our traditional and now only an emergency supply for steam locos, never stopped overflowing, fed by a spring from the onetime Ban Garth iron mines. The mains water, however, used at both ends of the line for locos and sourced from Ennerdale, was supplemented by 50% borehole water from 14th July instead of the now normal 20%. This summer the change was notified to users in advance so that pre-emptive changes to steam loco water treatment could be made rather than reacting to the puzzling evidence from the regular boiler sample pH tests and the popping kitchen kettles. Of the steam locos, Whillan Beck has exceeded all hopes and reasonable expectations by running virtually continuously since the start of daily services, with only the most minor issues in its first 3,500 miles. After its naming ceremony on 5th May, the loco worked a 14-hour day with a photo charter in the early hours of 6th May and a double-headed special with River Mite into the dusk. On 15th June the loco took the heavily loaded 10-coach ‘3 Peaks Challenge by Rail’ from a standing start up Beckfoot Bank, confirming its capacity for hard work. Exceptionally on 1st July, a small pin was noted missing from the valve gear at Miteside, so the loco returned to Ravenglass with River Mite’s train, while River Mite, coming down the line, transferred and took Whillan Beck’s up train back to Dalegarth, both locomotives now running in reverse. River Mite left for its gala weekend at New Romney on 8th May, returning ten days later. A broken trailing truck spring was replaced, leading to a full-line empty stock trial working on 23rd May. It then had a trial modification to the regulator, fitting a single valve instead of the Romney/Greenly style twin valve, th which was tested on an empty stock run to Irton Road on 19 June. However, Whillan Beck and Northern Rock have dominated the roster in 2018, and the after service experience, the 1975 fitting was replaced in due course. Eskdale Belle has also been in near-constant use - seen here at Muncaster Mill.. Photo: Sam Dixon 8 9 River Irt was partly repainted before working trains from 28th May to 2nd June, Permanent Way Notes then was back in the paint shop and resting until entering service with its old David Moseley steam air compressor mounted on the smokebox on 2nd July. The compressor ran beautifully until 20th July when assistance was needed from Northern Rock, Winter seemed to merge directly into summer this year. We allegedly had a the Irt having stalled up the bank into Fisherground loop, whereafter a series spring, but it was so brief most people missed it – instead we went from cold, of unsuccessful restarts used up all of the air in reserve, with the steam pump wet and grey days to a prolonged spell of the driest and hottest weather most refusing to cooperate! Irt took a special trial train, double-headed with Katie, of us can remember. By mid-July, when these notes were being written, we had on the evening of 10th July, before repeating the exercise with runpasts for the gone for over ten weeks without any significant rainfall. public on Sunday 15th to commemorate the centenary of the last train to Boot in that month of 1918. Both locos worked the full length of the original railway in This affects the railway in several ways: the short period it was reopened throughout. Lineside vegetation dries out, creating a fire risk. We have had a policy of cutting Katie also had to work through a formal test programme, on the main line out back vegetation over the past couple of years, which has drastically reduced the of normal running hours, but proportionate to its expected limited pattern of source of combustible materials, but the freshly cut and dried grass of course use ‘for demonstration purposes’. It was launched with a special train, for those creates another risk. involved in its restoration, over the full line on 28th April. It is interesting that Watercourses dry up and this in turn leads to the track bed drying out, though this loco now performs much as recorded on its trials when new at Eaton Hall Fisherground water tank has, rather surprisingly, remained usable despite its in 1897, and markedly better than the legends from 20 hard-worked years later. being emptied by persons unknown on occasions. Rarely used, it is handy to The other museum steam engine, Synolda, worked double-headed with Count have as an emergency supply. Louis on 8th May before that loco returned to its Midlands base. It was also Hot weather also causes expansion of the rails, which can lead to kinks steamed in the engineers’ yard for the ‘Young Engineers’ weekend on 9th and developing in the track. These have fortunately been extremely rare despite the 10th June, before going back into the Ravenglass Railway Museum two days later air temperature being over 30°C on occasions. The problem is usually rectified alongside two fellow Bassett-Lowke built machines, Little Giant and Blacolvesley. by pushing the track back into place using a large crowbar. Douglas Ferreira remained in the engineers’ workshop while its bogies received We had been out strimming quite a bit, before a temporary cessation was called further attention to the re-tyred wheelsets. Meanwhile Lady Wakefield handled as part of our efforts to mitigate any potential fire risk. The self-propelled flail has all commitments without insuperable issues other than on 2nd June. Cyril took also been out, though nowhere near as much as we would like, while the large the annual weedkilling train round the system, more than 25 train-lengths of rail-mounted flail has not made it out of Ravenglass as a result of an ongoing sidings additional to the seven miles of plain track. Fortuitously, because of the shortage of large diesel engines suitable for the purpose. wet winter, this was done on 14th May to hit the early weed growth and the residues did not form a particular fire hazard.Les has been workshop shunter, Regular line walks have taken place to keep on top of any faults that have occurred with a brief temporary role as the brakes for testing the 89-year-old rebuilt Muir- including any minor realignment following the hot weather. Weedkilling of Hill NG39. Perkins was put on its new driving wheelsets on 10th July when its the line has been completed over a couple of days. Some areas may require new Perkins engine was fired for the first time, moving under its own power a second visit in due course. The S&T gang has been out attending to faults as a week later to road-test the chassis over the pointwork around Ravenglass they have occurred and making progress on installing the lever frame and point station and sidings, before sending it to John Fowler Engineering at Bouth for rodding at Murthwaite. completion of new bodywork, controls and instrumentation. Preparations are being made for this coming winter’s relaying projects. A trip The coach fleet saw the new steel-framed chassis, with hardwood seats from former was made to Doncaster to look at a supply of ex-main line timbers which were ‘golden open’ 1-87, replacing the dismantled 1-69. However high the expectations suitable for our requirements. Since purchased, the sleepers have been delivered of the new luxury First Class Observation car, currently being completed at Boston to our contractors in South Wales for drilling and fitting with Pandrol baseplates. Lodge, the traditional open coaches with hard bench seats and unrestricted all There are two lengths to relay this winter. The first length to be relaid in round vision have been as popular as ever during the hot weather. The Eskdale November will be Miteside up and down loops. We need to replace two cross- Belle sees service virtually every day as a popular special hire package. track drains and improve both drainage and visibility while we are in the area. This section is now one of the few left on the main line laid on Murthwaite dust. 10 11 January 2019 should see the track gang at Dalegarth relaying outside the cottages River Esk and between the walls towards the station. Another stretch on Murthwaite dust, Nigel Day this area suffers badly in the heat with the track ‘wandering’ out of alignment. Some of the rails are also quite badly worn so will be replaced with rails we River Esk has progressively made its way back into service. There were days acquired last year from Eastriggs. The retaining wall between the Beckfoot of running up the Barrow headshunt, which went well; then, on 11th May Esk Lonnin road and the railway line also needs major reconstruction whilst we are escaped the workshop yard for the first time to shunt carriages back to their in the area. shed. ‘After hours’ we took Esk up to Miteside. All was well, with no hot bearings, November Track Week runs from Saturday 10th November through to Sunday 18th so we continued on to Irton Road. All still in order, it was Dalegarth or bust! November. January Track Week runs from Saturday 12th January 2019 to Sunday Later runs with six and then eight carriages started to prove the braking and 20th January 2019. Food is provided at lunchtimes during both of these weeks. power of the new River Esk. It runs very quietly, mechanically, and has a quiet exhaust beat. Coal consumption is very low, and the power is immense. It is all I As usual we would be delighted to have your company during these weeks in promised during the rebuild, in terms of upgraded performance, and we’ve had particular, but also at any time to assist in maintaining the track and the lineside. many compliments about the appearance, which are much appreciated by all We are out at least every Tuesday, and then daily (usually weekdays, plus Track who have worked on the locomotive. We’ve sorted some small issues, but there Week weekends) once the trains have stopped running, which this year is from has been nothing earth-shattering. Further testing followed, mainly to complete Thursday 1st November. In the New Year trains stop on Tuesday 1st January 2019 the requirements of the paperwork. On the last service of 29th June, River Esk so we will be out on the track from Wednesday 2nd January. hauled its first train for six-and-three-quarter years. My part is only the last three- Please do come along and help – we couldn’t do this work without you ! and-a-bit years of the total rebuild time. It’s a long story which is now coming to a visible end. To all those who have helped me bring back River Esk I offer my If you need any further information please don’t hesitate to make contact. thanks. I hope all those who have worked with me have enjoyed learning new skills. On Saturday 14th July an official recommissioning ceremony was held with invited guests, including those who had worked on the loco. The regular driver since 1973, Peter van Zeller, took the controls for a good round-trip, including a lunch stop at Dalegarth. What of the future? River Esk, like Whillan Beck, has put the steam fleet on a good footing for the future, along with all the many other repairs and upgrades in the last four years of relentless effort. The results are showing, with a full loco shed of working steam engines. Does the railway need another loco? That I don’t know, but Esk shows that the best can result from adversary. I don’t claim absolute perfection with Esk, but it has shown ways to help build better locomotives in the future. There are various features which can now be introduced on the other locos as opportunity arises, thus upgrading them for the future. Hopefully the rebuild – and it can’t be described as Northern Rock approaches Fisherground water tank on 27th July. The water anything less – will see River Esk well source has not dried up despite the hot weather and drought. into this century and her centenary in Photo: Nigel Day Photo: Derek Walmsley 2023. River Esk is back!. 12 13 Last Train for Boot water ‘out of the dip’ ... ‘in addition to overcoming flooding of the mines, the Peter van Zeller management have also been faced with labour problems, while the mine has had to be retimbered throughout’ … ‘The mines will now come under control of the government’, through the Iron and Steel Production Department of the The Railway was reopened only briefly to its fullest extent ‘at a point in Nabb Ministry of Munitions. German submarine warfare was then at its worst, sinking Gill’ on the current 15-inch gauge. When the revival was conceived, ‘the fences alarming tonnages of allied shipping. were re-erected and repaired by the trustees’ along the whole route. In the lease of 22nd July 1915, ‘Edward Bousfield Dawson will at his own expense repair Without records as evidence, the arrival of Ella and Muriel by July 1917 after in a proper and workmanlike manner the fence or boundary of the said line,’ being in government custody would have expedited this expected expansion and for the next decade a dedicated trust fund maintained them all. Yet in the of mineral traffic. They had been sold to a front man for Hill Brothers, metal earliest description of ‘The Re-opening of the Eskdale Railway’ in the following merchants of Derby, at the Duffield Bank Railway dispersal auction on 31st May December Railway Magazine, ‘the last 5/8 mile to Boot forms a most toilsome 1916 but, according to a Heywood family friend, were requisitioned. Whether ascent’ ... ‘for a scale model locomotive, this is a most difficult road’ … ‘It has and where they saw use is uncertain as no photos of the Gretna Munitions not yet been definitely decided whether the concluding length to Boot will Factory show less than 2ft gauge tracks. However Muriel was seen in a crate, be operated or not, on account of the exceedingly heavy grade, and the fact immaculate and complete with all its tools, being unloaded at Ravenglass, as if it that the station lies high above the village and a considerable distance from the had been last packed away with the greatest of care. main road’ … From 8th June 1916 trains started to run to Beckfoot, ‘adjacent to Days later at August Bank Holiday 1917, there were ‘2,000 passengers on the former Stanley Ghyll Hotel’ and ‘almost as convenient for access to Boot Miniature Railway … The line nearing completion,’ reported the Barrow News. residents...’ ‘Three trains ran continually during the day, and all the rolling stock was in The Nab Gill mine reopened in July 1917, managed by William Lazarus, and use; passengers who could not be accommodated in the carriages were taken produced 30-50 tons a week in that August. The lowest No.5 level was being up in the goods trucks and even the sleeping car was requisitioned.’ ... ‘The worked 240 yards from the entrance, but pumping was required to drain initial difficulties which were many and formidable have been overcome at the Nab Gill iron-ore mines at Boot and 100 tons of ore has been raised and awaits transport on the completion of the railway to Boot, which is expected will take place during the coming week, and the line will be open for passengers and for mineral traffic’. The few wartime photos of Boot Station are the only record of what followed, and are most revealing. General Manager John Wills stood by an immaculate Muriel, driven by John Lister perhaps on an early train, comprising Heywood stock on Heywood sleepered track. Colossus, with its tender on a flat wagon (after a broken axle and derailment), posed with young Bert Thompson, first on the simple run-round loop and later on a backshunt to a third road alongside the iron ore loading bank. The demands of traffic evidently needed the Pacific in regular service even if it displayed battlescars like missing siderods, rather than the slow moving Heywood locos, hampered by their flexible wheelbase. Despite the mantra that the climb to Boot was steep, Bert said that trying to stop at Beckfoot with a mixed train of passengers and ore wagons going back down the bank with just a loco brake was even more of a problem! The last contemporary references to things which might have been are tantalising and point to hopes of continued mineral traffic – a report in the May 1919 edition of Locomotive mentions intentions to fit a locomotive-type boiler toKatie and build a 2-8-2 locomotive to the design of Loco Superintendant WV Cauchi, for Katie and River Irt make a rare sight double-heading through Irton Road. which a drawing survives, of scale model proportions and named River Esk! Photo: Sam Dixon 14 15 Meanwhile the mines closed finally and the last train ran to Boot in July 1918, Reinventing the Wheel after which the regular service trains again stopped at Beckfoot, until they were Stuart Marsh extended back to Dalegarth (but in front of the cottages) in July 1920, and the Woolpack Road in 1926. Now the empty track bed behind still remains a railway in law, established by Act of Parliament, while the section of running line past After more than two centuries of railway development we ought to have the the front of Dalegarth Cottages and between the walls to the turntable has technical business of running steel wheels on steel rails sussed out. Indeed, it pretty been a public footpath shared with the trains since the definitive rights of way much is, but as with so many things in engineering, there isn’t always a definitive were recorded. A century on from the unreported last train, a commemorative solution for everything. Sometimes compromises and subtleties become involved special was worked by the two locos that had run through to Boot. Katie and in meeting a technical requirement. And so it is with railway wheels. Muriel, now River Irt, stabled their stock in the siding while passengers walked George Stephenson wouldn’t see much difference in principle between today’s the last half-mile of railway property. It did not appear in the schedule of lands railway wheelsets and those of his own day. At the risk of stating the obvious, in the 1960 Auction catalogue, but the transfer from South Cumberland Granite the wheels are fixed on their axles and they have flanges to keep them on the Company was subsequently negotiated by solicitor Guy Moser for the additional rails. Or do they? sum of £50 before completion of the sale. It’s true that the wheels are fixed, therefore have to revolve at the same Whatever the possibilities, complications and dubious viability of ever turning speed, but there’s a popular misconception about the flanges. In fact, in most pub talk into an active train service, the ‘track bed of old railway’ has its own circumstances the flanges never contact the rails. On the big railway, assuming romantic charm and a delicate archaeology. The turf bears the print of the perfect track, modern trains could run in safety with no wheel flanges at all, sleepers laid in 1874. There are still two girders that are now the only physical except on very sharp curves. The reason is that the wheel tread is made slightly remains of the 15-inch gauge running to Boot. This all deserves conservation by conical, tapering outwards. The wheelset also has an amount of lateral freedom doing as little as possible, to complement the protected status of the Nab Gill so that it can move sideways across the rails. This feature is important because it mine site, itself a Site of Special Scientific Interest in the custody of The National means that when a wheelset enters curved track and tries to continue in a straight Trust. line, it becomes displaced sideways relative to the rails. When that happens the wheel tread taper (sometimes called the conicity) ensures that a rolling radius difference is set up between the two wheels on the axle. This difference typically increases with increasing lateral displacement of the wheelset. The greater the rolling radius difference set up, the greater the tendency of the wheelset to self- steer and return towards a centered position on the track. The sharper the curve, the greater the distance that the wheel on the outside rail has to travel compared with the wheel on the inside rail. Because the wheel on the outside of the curve becomes effectively larger than the one on the inside, where they contact the railheads, the wheelset will naturally follow the curve. There is a limit to this effect, which is when screeching flanges can be heard, but in general terms, increasing the maximum rolling radius difference will increase the range of curve for which pure rolling can be sustained. In other words, increasing the conicity allows sharper curves to be traversed without the flange of the outer wheel contacting the rail. So, what about the compromises and subtleties? The reason for those is that there is a snag, which affects the stability of a wheelset on the track. In simple terms, the greater the conicity, the greater is the tendency for unstable lateral and yaw displacements to arise. Above a critical speed the wheelset, and hence the bogies or frame it is attached to, will start to follow a sinusoidal meandering Katie gives the illusion of hauling the entire train up Beckfoot Bank all alone, path along the track. In railway parlance this is called hunting and its effect is not as River Irt is obscured from view. Photo: David Dixon 16 17 good for the wheels, the track, the wheelset suspension, or for the passengers’ The new wheel profile is based on one of the three profiles used by the Romney ride comfort. Hunting can also develop in wheelsets that have worn treads. The Hythe & Dymchurch Railway, but with additional design input from John Fowler greater the conicity of the wheels, the less is the critical speed at which hunting Engineering and the Train From Spain steering group. Although the tread taper will arise. There is thus a contradiction between the performance objectives for is the same as the RH&DR profile at 3 degrees (1 in 19) the angle of the straight curving and for the prevention of hunting. flange face is reduced from 25 degrees to 21 degrees. By comparison, the old R&ER profile had a tread taper of 1 in 24 and a flange design which was based As a rule of thumb, a wheel tread taper of about 1 in 20 (otherwise expressed as around two curves with no straight section. Acceptance of the new design was a conicity of 0.05) will satisfy most circumstances of steering effect vs. stability. overseen by safety advisors Green Dragon Rail. On the big railway the tread taper is generally not a constant value but varies across the running surface – another of those subtleties. There is now a larger clearance between the rail gauge corner and the flange root, albeit with a limitation. Here we have another of those compromises, this Having discussed all this, you will be pleased to know that we have now time between the lateral displacement of the wheel and the minimum required reached the main point of this article, which is to explain why on the R&ER thickness of the flange. The new profile will self-steer around a minimum curve the wheel profile specification has recently been changed. The entire fleet of radius of about 170 metres. There are sharper curves than this on the R&ER, coaches and locomotives will be involved, so that’s an awful lot of wheels that so for that reason the track gauge is increased by ¼ inch on those curves. This need to be reprofiled. This seeming extravagance is happening because the old increases the wheelset lateral freedom, which thus reduces the minimum radius profile, which had been in use for decades, did not satisfy the requirements for that the wheelsets can naturally follow. the wheelsets to self-steer on curves. The conicity was wrong and the lateral displacement was over-constrained. If a wheelset can’t self-steer there will be no In addition to reducing wear, the new profile offers an advantage in that less chance of hunting – which may explain why that wheel profile was adopted – metal needs to be removed in order to restore the flange profile. This should but with no steering effect the unfortunate result is that on curves, one or other allow at least one extra re-profiling of the wheels before they need to be of the wheels on an axle will have to slip relative to the rail (the outer wheel scrapped. With new coach wheelsets costing over £800 each this represents a having to travel further than the inner wheel around the curve). This slippage significant saving to the railway. creates undue wear to the rails and within the flange roots of the wheels. The Indications so far are that the new profile rides very well, with no instances of lifespan of a wheelset is therefore reduced because it will require more frequent bogie hunting. We will of course be looking closely at the wear patterns and for re-profiling – and there are only so many times that a wheel can be reprofiled any signs of hunting that might develop. before it reaches scrapping size.

A – Flange, B – Flange root, C – Flange face, D – Wheel tread In the diagrams opposite & above we can see the old and new R&ER profiles E – Rail gauge corner, F – Cone angle superimposed on a standard R&ER rail head. 18 19 Painting of Whillan Beck Volunteering Statistics Keith Herbert Di Chase

We are indebted to David French, member of the Guild of Railway Artists, Once again, the daily signing-in book has been used to estimate the number who has very generously donated a painting of Whillan Beck for the purpose of days’ effort and, as usual, I am indebted to David Moseley (the Railway’s of raising funds towards the Train From Spain Appeal. The painting depicts Foreman) for providing the volunteer numbers for the permanent way (p-way), Whillan Beck ascending the grade towards Irton Road (coming down the valley, and to David Rounce (the Museum Project Manager) for providing the volunteer from Dalegarth to Ravenglass), with regular driver Will Sands at the regulator. numbers for museum activities. Of course the usual caveat applies – these are Harter Fell is quite prominent in the background (above the driver’s head). This only approximate numbers – but they give an indication of the volunteer effort to is an evocative and beautifully captured scene, showcasing much of what is support the R&ER. Unfortunately this year almost two months of signing-in sheets splendid about both the locomotive and the Ratty. The painting measures 25in have gone missing (from 3rd November to 29th December). However the main across and 18in high (including frame). work in November (after the railway closed on 6th November) was on the p-way and David Moseley keeps a record of these, and in December there were the The Preservation Society will be accepting sealed bids for this masterpiece, weekend service trains plus the Santa trains, so there is probably less fluctuation which should be sent directly to Society Secretary Mungo Stacy (contact details in operational volunteers during these two months. Several people volunteer are available on page 2). The deadline for bids will be at 11.59pm on 31st October regularly (e.g. twice per week) so these numbers have been lost, therefore I have 2018. As an indication of guide price, please be aware that David French also used last year’s November and December figures as a very rough estimate of donated a painting for fundraising, of River Mite, which sold at auction for a possible numbers (131 days) for those two months, and added these to the total, very deserving sum of £500. but it means that the figures this year are even more rough than usual! The painting is currently stored in Ravenglass. Anyone who wishes to view it in (year = 1st March to 28/29th February) 2013-14 2014-15 2015-16 2016-17 2017-18 advance of making a bid should contact Di Chase by emailing magazine@rerps. Task Days Days Days Days Days co.uk. Guard 856 837 820.5 921 865.5 Diesel driver 290.5 217 183 230.5 212.5 Steam driver 17 51 80 11.5 *7 Shunter 12.5 20.5 11 1.5 2 Trainee (guard / driver) 66.5 53 177.5 241.5 **140 Permanent Way (p-way) 351.5 362 422 524 439 Engineer 74 124.5 239.5 256 306.5 Stations (manning and maintenance) 86 55 48.5 62 39.5 Lineside 48 37 26.5 5 4 Litter-picking 11.5 8 9.5 10 13 Communications, signals/telephones (S&T) 35.5 66 65.5 15.5 9 BR Signal Box 12 0 4.5 2 27 Painter 2.5 0 4.5 8 3.5 Parks and Gardens 11 2.5 8 8 9.5 Various (Hallowe’en, publicity/PR, Museum, 42 33.5 117.5 57.3 75.5 Society coach, Society Sales, general helper, etc.) Museum 183.5 136.5 “As Required” 59 26 41.5 51.5 16 Estimated days for missing Noc & Dec signing-in sheets 131 TOTAL 1,975.5 1,893 2,259.5 2,589 2,475.5 Approximate financial benefit to R&ER £108,960 £98,410 £121,110 £149,130 £148,530

* Steam driver includes driving the ‘big’ locos on the line, and also driving Synolda on the engineers’ The beautiful painting, by David French GRA, of Whillan Beck approaching workshop sidings during special event days. Irton Road. Photo: David French GRA ** Trainee driver/guard includes 44 days of ‘assistant guards’. 20 21 As in previous years, I have removed anyone known to be under 16 years of age The number of p-way volunteer days remains healthy, and is approximately and temporary paid staff, and I have divided the effort into half-days (four hours equal to the staff input (438 staff, 439 volunteer). The number of volunteer days or under) and full-days (over four hours), and I have not included the time spent in the engineers’ workshop continues to increase and it will be interesting to at inductions (which are annual training sessions for staff and volunteers). see how these numbers change next year, now that River Esk is back in service. There is a significant increase in the work in the museum, and also behind the The total number of volunteer days appears to show a slight decline since last scenes, e.g. publicity, the Society Sales coach, and helping at special events such year (113.5 days), but as these figures are only a rough calculation, there is as Hallowe’en. no major cause for concern. There are likely to be additional volunteers who are not included (unfortunately the signing-in sheets were missing for several individual days, in addition to the dates mentioned above). Furthermore, Christopher Glover was employed for part of the year, but the arrangement was somewhat complex, so – with his agreement – I have left him out of the calculations altogether, even though some of his time would have been as a volunteer. Thus these figures are an underestimate of the volunteer effort although it still shows an impressive contribution.

These are the hours (or days) that were worked ‘on site’, so do not include the 1,000 hours (125 days) of work, by Dave Simpson, scanning (at home) museum photographs for the archive. Nor does it include (i) Society Council meetings and the time given freely by the Officers and Council members on tasks outside those meetings; (ii) the Train From Spain Appeal, and (iii) the Society Volunteers continue to cover almost all the diesel driving turns, but there appears Magazine contributors (writing articles) and editors (planning the Magazine to be more guards needed. However Christopher Glover worked many guarding and proofreading). These are not recorded anywhere and are impossible to turns, so this aspect of volunteering will be underestimated too. estimate, but are essential to the running of the Preservation Society and the contributions to the Railway. Compared to the 2016-17 season, 112 people continued to volunteer, 21 people have stopped but 35 new people have started volunteering. Some people have contributed only one or two days, but others were able to volunteer between 50 and 100 days, which is a very significant part of their lives, considering that full-time employment could be estimated at about 280 days!

!

Once again, if calculated at the minimum wage (for those aged 25 years and over), the Oncevolunteers’ again, if workcalculated represents at thea considerable minimum financial wage (forbenefit those to the aged Company 25 years – almost and over),£150,000 the volunteers’ in salary costs work alone, represents i.e. a ‘zero-hours a considerable contract’ with financialno holiday pay,benefit and without to the Companyany on-costs – almost (e.g. National £150,000 Insurance, in salary pension costs contributions, alone, i.e. etc.). a ‘zero-hoursAgain, I stress contract’that this is with anno underestimate holiday pay, of and the real without value of any volunteers on-costs to the(e.g. railway. National Insurance, pension contributions, etc.). Again, I stress that this is an underestimate of the real value of volunteers to the railway. 22 23 From the Secretary’s Desk Mungo Stacy

Annual General Meeting The Preservation Society AGM was held on Saturday 14th July and was attended by 47 members. At the meeting, the new chairman of the Society was announced as Simon Thompson. Simon has been visiting Ravenglass since the 1970s, and is the chairman of a number of arts-based charities. He has also acted previously as secretary and treasurer of other societies in a voluntary capacity. A vote of thanks was made to the outgoing chairman, Sam Dixon. During his 15- year tenure as chairman, he has overseen Society projects including the construction of the Society’s diesel locomotive Douglas Ferreira, the 40-year overhaul of River Mite, the refurbishment of Heywood House, the Train From Spain Appeal, and the support provided by the Society to the railway following the workshop fire and through the redevelopment of the railway museum. Regular Drivers, Start Your Engines!

Phil Brown, aboard regular steed River Mite, runs round at Ravenglass. Peter van Zeller is reunited with River Esk after more than six years, here seen Photo: Lucy Wiggins (Aged 14) on Dalegarth turntable on 14th July. Photo: Sam Dixon

Will Sands is the first regular driver of Whillan Beck; here they pause in the Tom Whitbread completes his last trip as the regular driver of Northern Rock sunshine at Irton Road. Photo: Peter Trimming on 19th July. Photo: Christopher Glover 24 25 From the Secretary’s Desk New Whillan Beck DVD Mungo Stacy Society member Graham Whistler has made a new DVD production which focuses on Whillan Beck in service. He was able to obtain glorious footage Annual General Meeting under the cloudless skies during the early summer, and some amazing aerial drone footage thanks to the efforts of Chris Munn. The DVD (running time 70 th The Preservation Society AGM was held on Saturday 14 July minutes) is now available in the Ravenglass shop priced £11.99. A review will and was attended by 47 members. At the meeting, the new be in the December issue. chairman of the Society was announced as Simon Thompson. Simon has been visiting Ravenglass since the 1970s, and is the Volunteer Drivers chairman of a number of arts-based charities. He has also acted This year, 10 applications were received for the volunteer driving roles. previously as secretary and treasurer of other societies in a Interviews were held during the early part of the season, and six new volunteers voluntary capacity. have been offered training. A vote of thanks was made to the outgoing chairman, Sam Dixon. During Sarah Bennett, Ian Hodgson and Richard Tilsley have commenced their training his 15-year tenure as chairman, he has overseen Society projects including as volunteer diesel drivers. Morgan Cookman, Danny Duckworth and Chris the construction of the Society’s diesel locomotive Douglas Ferreira, the 40- Martin are training to become shunters. This represents a welcome influx to year overhaul of River Mite, the refurbishment of Heywood House, the Train increase the pool of available volunteer drivers, and the ability of the Society to From Spain Appeal, and the support provided by the Society to the railway support the railway in this manner. Alongside this, it is gratifying to see the new following the workshop fire and through the redevelopment of the railway staff members completing their training, including new steam driver Sam Wake. museum. It is not the intention of the volunteer driving scheme to take the place of paid The meeting also welcomed the new General Manager, Peter Brendling, who roles on the railway. offered his views on the future direction of the railway. A new Council member, Heywood House Christine Turkington, was elected. Terry Williams has stood down from the role of Sales Officer, but remains on the Council. There have been 170 bed nights in the last quarter with income exceeding £1,100. Usage remains moderate with spare rooms being available most nights. Society Locomotives A welcome exception was the Society AGM evening, when the House was Whillan Beck continues to perform well and has been in service most days of nearly full. the season. The locomotive hauled an evening special train for the Society AGM in beautiful weather. It was reported in the last Magazine that a new front wheelset had been fitted to River Mite. This report was premature: due to issues with the wheelset supplier, the new front truck has not yet been supplied, and it is still planned to carry out this work. Thoughts are also turning to the potential need for a new tender for River Mite, potentially to be constructed during the 2019 season. Douglas Ferreira returned to the railway following its overhaul on 18th April. However, the initial test runs quickly identified a problem with the bogies not running true and appearing to ‘crab’ along the line. Resolving this issue has not been straightforward and has demanded a lot of careful measurement and head-scratching. The cause appears to be related to fretting that occurred on the axles, leading to the wheels becoming slightly out-of-true when fitted to the axles. Following trials in late July, further works to the side-control mechanism are needed. The locomotive is unlikely to return to service before mid-September. River Irt works up the grade into Wet Cutting, July 2018. Photo: David Moseley 26 27 Membership Matters Track work last year focused on Barrow Marsh and Murthwaite. Work has had Sarah Bennett a significant impact at Murthwaite to create a new p-way yard. The Society Trust had provided a grant of £2,000 for this, in addition to the annual £500 to the p-way team. David Moseley was thanked for all the work he does. The last quarter has been a busy one for the Membership Secretaries. Many new memberships have been processed alongside late renewals. Renewals in the Volunteer drivers contributed about 28% to the total mileages, which was a summer months do take longer due to other commitments and we do ask that magnificent effort. This equates to almost 10,000 miles of diesel and 500 steam. you renew as early in the year as possible. The membership year expires on the River Mite celebrated its 50th anniversary last year, and teamed up again with the last day of February, irrespective of the month in which you join. The March traction engine Providence at Beamish, to provide great publicity for all concerned. Magazine, with a reminder if you are still to renew, will be the last one you Hopefully Mite will provide another 50 years of excellent service! Thanks were automatically receive for your year’s membership, and access to the members’ given to Phil Brown, Mite’s regular driver, for all the care he takes with his loco. only section of the website is only granted whilst membership is current. You may have travelled on the Ratty recently and been asked for additional ID along Douglas Ferreira continues to give good service. In January, Doug was with your membership card; please have some ready to avoid delay. A bank withdrawn from service, and sent to Forth Engineering (at Cleator Moor, West card is sufficient. Please look out for the renewal form on the reverse of the Cumbria) for a major overhaul. Thanks were given to Graham Worsnop for his December Magazine address sheet and please help us fill those long winter excellent project management skills, his time, effort and knowledge. It is not evenings with renewals to complete, and then we can get out and volunteer on yet back in traffic due to problems with the wheelsets but it was hoped that the railway during the summer months! Douglas would return in two or three weeks. Subscription rates for 2019 will be as follows: Adult £22, Senior £20, Junior £11. The Magazine continues to be of high quality. Thanks were given to Keith Life Membership remains at £380. Herbert and his team of editors, and to everyone involved, including Craven Design and Print, Cumbria Mailing Services, and particularly to Julie Hutchinson The R&ERPS AGM Summary Di Chase

The Chairman, Sam Dixon, welcomed 47 members to the 57th AGM at Dalegarth. Sam introduced the Officers: Mungo Stacy (Hon. Secretary) and Sarah Bennett (Hon. Membership Secretary); David Lees (Hon. Financial Secretary) was unable to attend. Sam also welcomed Peter Brendling (the new General Manager), Martin Cookman (Assistant GM), and also Trevor Stockton (former GM). Thanks were given to Will Sands for driving Whillan Beck on the train this evening, to David Moseley for controlling it, and to Kath and all at Dalegarth café for the delicious meal. Sam said that a painting of Whillan Beck, by David French (a member of the Guild of Railway Artists) was on display at the front of the room; this painting would be auctioned by sealed bids (see page 20), to raise funds. David French was thanked for his huge generosity. Report from Council Volunteer activities had remained strong this year, and Council thanked everyone involved. We continue to encourage more volunteers, and thanked Danny Duckworth, the Volunteer Liaison Officer. There are obvious roles, e.g. guarding and track work, but there is also a lot of other roles, e.g. station master, in the engineers’ workshop, and in the museum. Project engineer Nigel Day (right) and regular driver Peter van Zeller (left) pose alongside River Esk, 14th July 2018. Photo: Sam Dixon 28 29 the designer. Heywood House continues to be well used. There have been slight the matter with the previous Hon. Financial Secretary. The conclusions were changes, welcomed by many people; some bunk beds have been changed to that it is better for the Society and Trust to keep funds in low risk options. single beds, and the house now sleeps 11 not 12 people. Thanks were given to Election of Officers and members of Council Mary Harding the warden, for what is often a thankless task. Society Sales are steady, thanks to Terry Williams and his team. Terry is now standing down as Sam Dixon reminded members that the Chairman is elected by the Council Sales Officer; Council will discuss future plans in September. members. This year he was not offering himself for re-election, indeed was standing down altogether. Defibrillators, located at Ravenglass and Dalegarth, are supported by the North West Ambulance Service; the one at Dalegarth has already been used. The current Hon. Sec. (Mungo Stacy), the Hon. Financial Sec. (David Lees) and Hon. Membership Sec. (Sarah Bennett) were each re-elected unopposed. Five The Murthwaite Locomotive Group (MLG) continues to be active and supports the current members of Council were retiring at the end of their three-year term, and railway. Last September, work was started on refurbishing Quarryman. The diesel were offering themselves for re-election: Iain Aldred, Di Chase, Jackie Pharaoh, locomotive Cyril continues to be the shunter at Ravenglass; it is now 30 years since Richard Robinson and Tom Whitbread; all were re-elected unopposed. One this loco was named (after a long-standing member of staff, Cyril Holland). place is available on Council, and one nomination had been received: Christine Of course, the biggest and most significant impact by the Society is the new Turkington. Christine was elected unopposed. steam locomotive Whillan Beck! It is a magnificent loco, and proving to be a Relationship between the Railway Company and the Preservation Society very valuable addition to the fleet. The Company now has five steam locos (two belonging to the Society) and will soon have two diesel locos (one belonging CEO David Little, and Iain Aldred (the Society’s representative on the Board to the Society). of Directors), had each sent his apologies. Peter Brendling (the new GM), introduced himself to the meeting, thanked the Council for inviting him to the John Mitcheson asked if the Society could promote volunteer activities that can AGM and hoped that it would be the first of many. He said that many people who be done away from the railway. Mungo replied that most of the Train From Spain were guards may have seen his one-year-old son outside the house [Dalegarth work was conducted at a distance! Similarly, promoting the railway (including Cottages] waving madly; he was a great fan of the railway! Peter said that his role the distribution of timetables) and managing the website can also be done away was to ensure that the railway was successful so that, in the years to come, his from the railway. Most of the Officers do not live locally. son might be a member of Council, or a steam driver on the railway. Peter had David Dixon asked about the economics of Heywood House. The figures indicate been with the railway for just over six months [since November 2017] and it has that the people staying in Heywood contribute about one third of the total costs. been a steep learning curve, learning how the Company works with the Society. Last year, Heywood was supported by £7,000 from the Society; David asked if Good communication was essential between them, and he needed to improve this was the right balance. Neal Glover commented that most railways support that. Volunteering is extremely important and it also needs to be a social activity. accommodation for their volunteers, to a greater or lesser degree. Mary Harding There are lots of volunteering opportunities, including the weekend painting responded that if the prices were increased, then usage and income would fall. the back wall of Platform 3 at Ravenglass, which now looks much better; this activity was not very well advertised but shows what two people can achieve in Society’s Finances (David Lees had provided a report, in absentia) a weekend. There were also opportunities for the younger generation, who do The details were in the report so there was very little to be added. The year to not remember steam on the main line, so we need to inspire them, to enable the 28th February 2018 showed an overall loss, but this was due to the planned and Ratty to carry on, keep people interested and coming back. expected spend on Whillan Beck and the major overhaul of Douglass Ferreira. John Mitcheson asked if there could be any recognition of long-term volunteers. If these costs were removed, the account would show an overall balance of Peter replied that this is something that should indeed be recognised but at the £22,000. Subscriptions were up by about £6,000. moment he doesn’t know how this could happen. Following a question at the 2017 AGM, David had investigated various investment Peter Mills thanked the volunteers for the contribution that they provide year options. A ‘no risk’ investment was primarily a bank account. Higher returns on year, in particular for the extra effort in the last few weeks with the high fire might be available on accounts or schemes whereby money is ‘locked away’, risk and with training. e.g. for five years, but this might limit the Society’s ability to react quickly to major events, such as the fire in the engineers’ workshop. Various options were Christine Turkington said that members had been asked to give ideas for new discussed at the September 2017 Council meeting, and David had also discussed projects to be funded by the Society and/or Trust, but there was no further

30 31 news. Sam replied that there had been plans to discuss this at the March Council this year. The renovated museum, which reopened in June 2017, had won a meeting, but it had been deferred until September to enable the new Chairman Heritage Railway Award. The Society Trust had donated £100,000 to encourage to take the lead. In addition, the Society and Trust had had significant outlay in the matched funding and achieve overall project costs of over £700,000 (including past few years, and Council members had agreed on a period of consolidation. a major grant from the Heritage Lottery Fund). Over 16,000 people had visited the museum since it reopened. Thanks were given to David Rounce, the Project Steve Wood commented that Waterside, the property behind Heywood House, Manager, and to everyone who had contributed. Two Society members – Bob would be put on the market soon. The Society or Trust could consider purchasing it. Tebb and Stuart Harrison – are on the museum’s Board of Trustees. Mungo summarised the Train From Spain project. Since its launch, the loco has After more than 25 years, following major work by Station Road Steam and run almost every day, and was proving to be very successful. As the Project recently John Fowler Engineering, Katie returned to steam! This was marked Manager, this was very gratifying! Jack Dibnah (and Alex Sharphouse from John at an official ceremony on 28th April 2018. This is another monumental project Fowler Engineering) was engaged in the work, and had been the key driving brought to a successful conclusion. force behind the restoration. It was fantastic that the Society had been able to achieve this in the two years since the EGM in December 2015. The total cost Fisherground Halt has been improved with a proper platform and fencing; this was £326,000, while a new-build was estimated to be about £500,000. Whillan work being funded by the Society Trust. The Trust has also renewed the bark at Beck represented very good value! The money raised to date was about £47,000, The Green station’s picnic area, which is well-used. so the Society had covered the shortfall. Thanks to all the donors. The Company Financially, the Trust showed a balanced year, with an overall surplus of £2,000; now has five ‘big’ steam locomotives in working condition! Sam thanked Mungo this was due to a generous bequest of £45,000 to counter-balance the large for his project management skills and experience. spend on Katie. David Lees will follow up on Gift Aid, which adds significantly Sam said that three members of Council had offered to become the new to any donations. Chairman and, at the June Council meeting, members had voted to appoint The Trustees of the R&ERPS Trust are the same as the members of R&ERPS Simon Thompson. Simon first volunteered in 1972, and continued through the Council. It was proposed that new members are elected as Trustees. This was 1970s, then stepped back. He started volunteering again four years ago. He has agreed. considerable experience of volunteering in other societies and organisations. Sam said he would support Simon, but that he has a brilliant team around him. The next AGM and open public meeting would be held on Saturday 13th July 2019. Simon said he was delighted to take on the role and new challenge, which happens at a period of considerable change. He was looking forward to working with Peter Brendling the new GM. He repeated Sam’s statement that Volunteering Update the Society needed a period of consolidation; we had worked very hard to get Danny Duckworth Whillan Beck and various other projects to a successful conclusion. 2018 continues to fly by, and the number of new volunteers at the railway Mungo added that a gift had been arranged for Sam, to mark his chairmanship remains steady. over many years but, as it was railway-related, it was subject to a delay! He Of course, thanked Sam for his leadership, during a period of many major improvements: the railway is the new diesel (Douglas Ferreira), the major refurbishment of Heywood House, always on the supporting the Company after the workshop fire, the grant to the museum, lookout for new getting Katie back into steam and Whillan Beck into service. Sam responded volunteers, so by saying that it had been an incredible 15 years, working with an amazing don’t hesitate group of people – staff, volunteers and contractors. It had been a team effort; he to contact me couldn’t have achieved it without all the support he had received. In particular, to get involved. he thanked Zoe (his wife) and family for their support, particularly at times As I say in every when he was at home cursing about various matters! report, there’s River Mite and Hurricane double-head the Chuff Buff a growing R&ER Preservation Society Trust Annual Public Meeting Express on the Romney, Hythe & Dymchurch Railway in number of roles May. We hope to include a report in the next issue. Sam Dixon said that the Trust had contributed to several major projects available from Photo: Chris Kennedy 32 33 guarding to gardening and from archiving to permanent way, so we really do have something to suit everyone. The Best Thing Since Sliced Bread The railway relies on volunteers on a daily basis and, without us, would be a Michael Hill different place; the volunteers shape the passengers’ experiences and allow them to have the most enjoyable journey possible so, even if you’re not having “Excuse me, but, I don’t suppose the best day, and are guarding the last of three round-trips, keep smiling – it that you might know where I can makes all the difference! buy a small loaf of brown bread? You see it has to be small because A huge amount of passenger feedback recognises the work of volunteers and we are camping and it won’t keep we are praised for having such a large family of hardworking volunteers who long.” That was probably the do their best to keep the railway running, and for that I thank each and every least expected question which I one of you. was asked on my first day as the Fellow Council member Andy Cruickshank and I have just attended a meeting platform assistant at Ravenglass with General Manager Peter Brendling, on behalf of the volunteers, to discuss in the newly designed ‘meet and the issues with the new fare system and feedback received on it. [At the start of greet’ role. the year the traditional fares table was scrapped to introduce three ‘fare zones’ It is not so much fully designed, across the railway for intermediate ticketing – Ed.] The outcome of the meeting as a work in progress, and one in is that there will now be four intermediate ‘fare zones’ (instead of three) and the which I saw possibilities to adapt adult fare per zone will be reduced from £3.00 to £2.40. The child fare, although Michael Hill assisting the passengers. a role to suit my strengths and Behind, the wall is ready for its repaint. not half, will be made a round figure of £1.50 per zone. Andy and I feel this is a avoid my weaknesses. Over the last Photo: Courtesy Michael Hill positive result. few years I have to admit that my As I’m writing this we have just said our goodbyes (for now) to engineer Nigel biggest failing as volunteer guard (apart from my complete inability to calculate Day who, with the help of many volunteers and staff, returned River Esk to fares and give the correct change) was losing concentration on the job because service after an extensive rebuild. I’d like to thank Nigel for giving so many I was too busy talking to passengers. I have always been good at talking and volunteers the opportunity to contribute to a major engineering project and I still have, from 60 years ago, a copy of my junior 3 school report from Mrs for showing a real team spirit to get the job done. There are many smaller Edwards, which states: “If Michael worked a little more and talked a little less he engineering projects taking place that require volunteer involvement to ensure might do well.” Platform Assistant at Ravenglass Station seems ideal and allows swift progress, so if that appeals to you then get in touch. me to work and talk and hopefully do well for the Railway and its passengers. Oh, and it also permits me to dress up a bit. I am currently looking at volunteer roles outside of the realm of Ravenglass to allow volunteers to offer their services from a distance. A vast majority of our As at the time of writing this, there is no job description or list of dos and don’ts. volunteers have many transferable skills and I’m looking at ways to put these So what did I do on my first day? There were no passengers to meet and greet at skills to use in supporting the railway even when you’re not here. If anyone has first, but the platform needed a bit of a sweep and the odd bin needed emptying. suggestions of volunteer activities that can take place away from the railway The Eskdale Belle was due to go out on the 10.25 train and that needed a bit then, again, let me know. of a clean and tidy before its first trip up the line. I introduced myself to the guards as they began preparing their trains and offered to help if they needed As usual, I’d like to thank those who have given their time to volunteer so far this it. I firmly believe that the role does not require me to interfere with the work season and look forward to seeing many of you volunteering for the rest of this of the guard or even assume that a helping hand is needed, but to make myself year and in 2019. Remember that track work will take place in November and available should the need arise during the day. In busy times on a high season January so please contact us with your availability. Peppa Pig and Hallowe’en timetable I can, if asked, help with coupling up, checking tickets and assisting events are also upon us and we require plenty of volunteers to continue to passengers and cyclists using one of the specially adapted coaches. I can help make them such a success. with bringing down the Belle from the carriage shed and taking it back again If you’d like to volunteer at the best little railway in the world then email me at later. I can keep an eye on the ticket office, and let the guard know if there are [email protected]. any passengers hurrying to catch the train, or have not reappeared from the 34 35 toilets. When there is nothing else to do I can clear the tables outside the tea bar, and I get to alter the new ‘Next Train to Depart’ clock. But above all I get to talk to passengers, and greet everyone with a “good morning” or “good afternoon”, a “hello” or a “hope to see you again” – and I can try and answer their questions, which are surprisingly many and varied. There are the usual, expected ones about “which is the next train?” and “which platform will it depart from?” and “how do you get the The Roman Baths/Muncaster Castle from here?” There are also queries about where to find the beach and the shops. My years of learning from the guards who trained me have helped with questions about the origins and purpose of the railway – a task made much easier now that I can point people in the direction of our excellent new museum. I can suggest things to do and short walks to take and even where to find a good pub when they reach the other end of the line. I am happy to pose for photos and to take passengers’ photos. It’s all become part of a day’s work. The new observation carriage takes shape at Boston Lodge, FR. I really enjoyed my first week as the meeting and greeting platform assistant; thank Photo: Mark Harrington you to Danny Duckworth for encouraging me to give it a go. I am coming back From G Stocker, by e-mail: for October’s Peppa Pig event (need to do some background reading!) as well as a Regarding the new carriages, for which the Society solicited ideas from members week on the ‘yellow’ timetable. And, if you are ever asked, you can buy a small loaf at the design stages: I am following progress closely, and see there is a clip in of brown bread in the garage at Holmrook, or the village stores in Gosforth. the July Ffestiniog Railway video feature Moving Pictures. However; I don’t see any references to financial support from the Society in the last issue of the Correspondence Magazine, so is this purely a Company project at this stage? It was previously agreed between the two bodies that the Society would provide another steam locomotive – a certain Whillan Beck – while the Company would From Duncan Webster, by e-mail: undertake to provide new rolling stock. Moving Pictures is a free-to-view series of videos about developments and goings on at the Ffestiniog Railway, and can Nigel Day’s suggestion of building another River Esk has much to commend it. be found easily on YouTube. – Eds. The so-called No.12 design (pre-dating the acquisition of Whillan Beck which is now the No.12 engine) was much influenced by wanting a narrow gauge outline. From Simon Bradley, by e-mail: As the design progressed I became aware that inside frames have a lot going for Mention of possible changes to the Ratty’s stations brings Irton Road into focus, them, but would inside frames look daft under a narrow gauge outline? They as the sole survivor of the 3ft era. don’t on South African locos, whose loading gauge is as big as ours in the UK, but on track of only 3ft 6in gauge. Perhaps a photoshop wizard could combine Old photos, such as Mary Fair’s view on page 40 of The Bedside Ratty, show photos of River Esk and Northern Rock! Briefly, inside frames can be made stiffer, that the present open-fronted waiting shelter was once walled across, with an as there isn’t as much gubbins, wheels, etc. in the way of cross-frame stretchers, extra window and doorway in the now-missing wall. The still older photo on and the ‘hunting’ effect of the cylinders is reduced because they are closer to the page 5 of Ratty’s 100 confirms that the station was already in this form in late 3ft centre line. The difference between six- and eight-coupled wheels on adhesion days. A comparison with the building itself, with its carefully wrought quoins can be assessed by comparing River Esk and Whillan Beck. to the right of the shelter opening, strongly suggests that this wall, window and doorway were later additions that have since been removed. The steps into the Evidently nothing is going to happen for some years, if ever, so perhaps we shelter presumably date from this removal. should concentrate on trying to sort out some of the faults of the other locos. For example, Northern Rock has no side control on either front or rear axles, unlike It follows, therefore, that the building is now very close to its original 1870s Esk and Mite. This will affect the lives of the axle boxes and could cause flange form. As such, it must be a unique survivor of an English narrow gauge building. wear on the front drivers. Of course this might already be happening – it’s not Its juxtaposition with the 3ft-era bridge adds further value to this survival. easy for me to get to Ravenglass as often as I’d like, so I’m probably out of date. Neither building nor structure is listed, though there is surely a strong case for 36 37 this. Certainly, the Ratty should honour its history by continuing to treat the This display gave a golden opportunity to add a complementary large exhibit station with the same care due to buildings that are indeed listed. and something of an open secret around the museum over the last few months has been our negotiations with the National Railway Museum for the loan of As to a designer for the building, the Whitehaven News, 28th August 1873, Bassett-Lowke’s first 15in gauge locomotive,Little Giant. includes an invitation for tenders to build the Railway, to be submitted to the Westminster office of the engineer George Gordon Page (1836-85). That Page Little Giant was built in 1905 as a quarter-scale model of the full-size Atlantic or his office designed the station is a reasonable conclusion. Oddly, neither express locomotives of the time and, originally, operated along Blackpool front Gradon’s nor Davies’ history of the R&ER mentions Page, or names any engineer before working at a number of pleasure railways in the north of England. Its first in charge of the 3ft project. Like many civil engineers of his generation, Page visit to the R&ER was in 1965 after restoration by then-owner Tom Tate, where was thoroughly versatile; his other works include the iron bridge over the Tyne the delicate nature of its scale wheel flanges prevented it leaving the environs of at Haltwhistle, the splendid Gothic-style Skeldergate Bridge at York, and the Ravenglass station. Return visits between the 1970s and 2000s saw it venturing pierhead and promenade at Margate. It would be interesting to know more over the whole line. Since the passing of its current owner, John Henderson, about how he came into the orbit of Mr Faithful Cookson’s Cumbrian mine-and- Little Giant has been a static exhibit in the care of the National Railway Museum railway venture. until early 2018, when the Henderson estate and the NRM agreed for its loan for display in the rebuilt Ravenglass Railway Museum. These themes might have been explored before; my apologies if this goes over some old ground. [Peter van Zeller’s articles in Number 213, page 13, and On the night of 12th June a crack team of staff and volunteers gathered in York after Number 215, pages 28-30, do introduce Page, but make no reference to the closing time to extract the engine from a far corner of the NRM’s Great Hall, its station building at Irton Road – Ed.] home for the last few years. Together with staff from the NRM and members of the Gigantic Locomotive Company, Little Giant was eased from its plinth and rolled Ravenglass Railway Museum quite readily into a trailer belonging to Railway Support Services, who generously David Rounce

Museum Exhibits The Museum’s Community Exhibition Gallery has recently seen the installation of a new display produced by the Gigantic Locomotive Company. The exhibition tells the story of the Bassett-Lowke 15in gauge locomotives, and details the GLC’s plans to replicate the unique Pacific Class 60Colossus , which worked on the R&ER between 1916 and 1927.

River Esk, River Irt and Little Giant, on a previous visit to Ravenglass, in 1965. Little Giant (left), Blacolvesley (centre) and Synolda make a stunning line-up Photo: RRM Archive in the museum. Photo: David Rounce 38 39 provided their expertise at much less than their commercial rate. There had been end of the year, and a visit to the Gigantic Locomotive Company’s exhibition is fears that Little Giant would require shuffling around the NRM to find a suitable to be highly recommended. exit, track panel by leap-frogged track panel, similar to how River Irt had been Katie installed there during its visit to the Minimum Gauge Railways Exhibition in 1981. Fortunately, temporarily moving one of the NRM’s cafes allowed road vehicle On Sunday 15th July the Museum marked the centenary of the end of services access to Little Giant’s position and loading proceeded smoothly. to Boot, with a special train to Dalegarth and guided walk along the abandoned track bed. Hauled by Katie and River Irt, the only surviving engines which had The following morning, Little Giant arrived in Ravenglass and was eased into the worked to Boot a century ago, the event was believed to be the first instance of RRM, space for its display being created by temporarily removing Quarryman, two Heywood engines double-heading for over 90 years. which currently resides in the workshop awaiting engine work. A popular feature of the journey was the opportunity for photo stops and run- What could be better than borrowing a rare Bassett-Lowke locomotive? Why, pasts, particularly at Fisherground water tank and Beckfoot bank. Big sister borrowing two of course. Thanks to the Tebb family we are also pleased to River Irt, with regular driver Keith Herbert in charge, might have provided most welcome Blacolvesley back to the R&ER after a number of years’ absence. of the grunt but little Katie held its own and put up a spirited performance in Blacolvesley was built in 1909, commissioned by Charles Bartholemew for his the hands of Jack Dibnah and Peter van Zeller. Blakesley Hall estate in Northamptonshire, and holds the twin distinctions of not only being the world’s first steam-outline petrol locomotive, but also the From Dalegarth the walk to Boot station along the 3ft gauge track bed was led world’s oldest workable internal-combustion railway locomotive. In a scene by Museum Curator Peter van Zeller. Taking in Dalegarth miners’ cottages, the reminiscient of the National Railway Museum’s reunion of the six surviving Nab Gill mines and incline and, of course, the remains of Boot station itself, standard gauge A4s, Little Giant and Blacolvesley have joined Synolda for our Peter’s fascinating talk brought to life the industrial history of the sleepy valley own ‘Great Gathering’ of three Bassett-Lowke designs. – though tales of his exploring some of Eskdale’s more unstable mine workings should perhaps be titled ‘don’t try this at home’. Little Giant and Blacolvesley will be on static display in the museum until the A bonus was a brief stop and overview at Eskdale Mill, shortly to begin a major HLF redevelopment, before rejoining the Heywood sisters for the journey back to Ravenglass. The Museum would like to thank the R&ER operational staff for their cooperation in organising the event. Forty Years Ago John Taylor

Edited highlights of previous editions of the Society’s Newsletters/Magazines: Issue No.71: dated Autumn 1978 The cover picture showed River Esk ready for action, on the turntable at Ravenglass on 6th June 1978 News from Ravenglass Despite a rather miserable summer and apparently fewer visitors to Lakeland than usual, the Railway has carried more passengers than ever before. By the beginning of September passenger journeys were up on last year by 13%. Wednesday 2nd August saw the most passengers carried on one day: 5,011. A largely trouble-free season was marred when Silver Jubilee, being towed by Katie is dwarfed by the trees as it passes Miteside Halt in April. Shelagh of Eskdale, became completely derailed on the inside of the curve at Photo: Simon Thompson Rock Point. Fortunately, no passengers were injured and damage to the train 40 41 was not great. The line was cleared and the track repaired, re-opening to traffic Firing up the Esk two and a half hours later. The cause is known but the matter is still being (an edited version of an original article by Peter van Zeller) considered by the Department of Transport. Alterations are being made to the train set which will prevent such a thing happening again. Eight o’clockish, the day begins. I wander across the BR footbridge, along the platform past the volunteer cleaning the coaches. A clanking noise from the On 5th July we handled the largest single party to date. 680 ten-to-eleven-year-olds toilets tells me that the Controller is within swabbing the decks. With luck, I’ll travelled by rail from Leeds, with steam haulage from Carnforth to Ravenglass. be in the shed before the morning train arrives. I squeeze past Mite in the back Bonnie Dundee shop and check the roster. It’s BR Steam Special day, and I’m on the 11.40, 2.00 and 4.10 turns. One 20-minute and one 30-minute turn-round, so I’ll have to Decisions were finally made on the next form this engine was to take. These were look sharp later on. in consultation with Ian Fraser who has donated the loco. She is to become an 0-4-2 tank engine, retaining much of the Drummond look at the front end. Once A volunteer is cleaning out the old fire and the tubes; the smokebox and ashpan the decision was made, advantage was taken of a lull in maintenance work, and were cleaned last night. A glance in the firebox shows that the corners of the the old engine was knocked-down in a matter of days. The frames were soon grate are clean, the tubes and fusible plug are tight; I check the gauge glass to widened and reassembled, the cylinders re-fitted and the horn blocks reversed. check we have half a glass of water. The fire can now be lit – a shovelful of rags Much work is still to be done but a start has been made. soaked in paraffin, an armful of wood, all covered in coke as[ it was then – Ed]. Oh to be a Controller Now for the cleaning; I start on the cab brasswork – a drop of Brasso on an old woolly vest really brings the tarnish off – the brasswork is smooth and rounded (an edited version of an original article by Graham Withers) from 50 years of polishing. On Fridays during the high summer when the 5.40 round trip is running, almost Keep an eye on the fire now, it’s burning through nicely and just wants half a without fail this train has been worked by River Esk. This is because the crew aboard dozen shovelfuls. 9.30 already and it’s bait time, and this will be the last break are the only Ravenglass steam crew who don’t have the desire to go rushing off I get until we reach Dalegarth at 5pm. Back in the shed again I go underneath to Workington Speedway. This is one of the things which I have to bear in mind to the wheels and rods. Cotton waste soaks up the oil and rail dirt. Wipe the when I work out each week’s roster, along with the rest day roster and which of the frames and under the running board so that oils won’t collect to drop on to the volunteers wants which day off. I have also to remember that one member of staff wheels and cause slipping. Next fill the lubricators, and I’ll need full cans of oil likes an early finish on Wednesdays so that he may go and rescue some mountain. for topping up lubricators later in the day. On Tuesdays and Wednesdays this year we have had the added complication Rock has left on the 10.40, so it’s time to go out for coke and to make up the fire. of finding six crews with which to run the 20-minute service. This has been First a rake through, to clear the grate of ash, and then add a thin layer of coke managed, though the car park has lost its attendant and Silver Jubilee has been to get hot, top the boiler up and fill up the box ‘Ratty’ style. I fill the tender with one-man-operated on a number of occasions. Some drivers have helped out by our day’s supply of coke and fill it with water. I then wipe down the smokebox altering their rest days. and wash the glossy boiler, cab and tender paint. Human nature being what it is, the most important thing to bear in mind is Finally, we move to the headshunt and then back down on to our train, cracking whether the driver gets on with the volunteer I’m thinking of rostering with on the steam pump so that all the condensate will blow out in the exhaust. A him. I try to keep everyone happy but I don’t always succeed – not one week quick timecheck with the Controller and we are ready. goes by without the roster having to be altered! And finally: Besides the drivers’ and guards’ rosters, I try to provide morning staff for Eskdale Green station as well as providing a body to cover Dalegarth Booking Office A man came to the Booking Office and asked if the train standing in the platform on their days off, and I usually get a daily request for help in the Ravenglass went over the passes. He was told that it did not, whereupon he said that he Booking Office. The most unpopular job by far is Ravenglass car park attendant. would wait for the next one that did. On being told that such a line was as yet To make it fair, each volunteer takes a turn, except when the one who prefers to not built, he uttered a cry, turned and fled down the car park shouting “Come do the car park turns up – this person is always assured of a very warm welcome. back”!

42 43 Who’s Who during family holidays from Di Chase about 2007, when he was 10; at this age, he wanted to be a steam engine driver when he grew up! Peter Brendling took on the role He first volunteered on the Ratty of R&ER General Manager on in February half-term 2014, and 13th November 2017. Before this, has been a regular volunteer ever he was Head of Holiday Schools since, mainly in the workshops, and Principal of Windermere helping with the rebuild of River International School (July 2016 Esk. Sam has just completed a four- – November 2017). Prior to that, year apprenticeship in Engineering he was the Commercial Director Manufacturing (machining and at Mountain Goat (January 2014 working with lathes, etc.). For the – May 2016) and, before that, past 10 years, he has worked as a the General Manager of the YHA volunteer at the Beamish Open Air (England and Wales) (December Museum, mainly on the 7¼-inch 1999 – January 2014). Earlier, he gauge railway there - particularly Sam Wake. Photo: Di Chase had set up his own successful tour track maintenance and driving. Last company that specialised in tours year he bought his own 7¼-inch gauge steam loco, which was completely seized for young backpackers who wanted up, and restored it back to working order. to tour Great Britain (March 1996 – Peter Brendling. Photo: Di Chase th November 1999). Sam replaces Tom Whitbread (who left on 19 June to train to be a secondary school teacher) as the new regular driver of Northern Rock. We wish Sam a long, Born in London, Peter was raised in Essex but left the area when he was about happy and successful career with the R&ER. 18 years old. Since then, he’s worked both in the UK and abroad – including the south of France, the Caribbean and Australia. Hobbies include walking and Alex Sharphouse was born and raised in Cartmel. He was brought up with watersports – and railways! steam in various settings and first came on the Ratty as a child. When Alex left school, he became an agricultural contractor and engineer, and ran his own Peter has two teenage children (a son and a daughter) from a previous plant hire business. Steam remained his hobby, and at 18 he bought a derelict marriage, and first visited the Ratty in about 2003 when they were 2 or 3 years steamroller which he restored. He started working with the Lakeside and old. He now lives in one of the Dalegarth Cottages with his partner and their Haverthwaite Railway, and built up a collection of steam locos, one of which one-year-old son. he refurbished and now runs there. He sold his plant hire business and took Peter says he is still getting to know the railway and how it works with the on steam engineering full-time at Old Hall Farm, where he has been based for Preservation Society, and he is starting to improve the customer/passenger about seven years. Three years ago, Alex bought the name John Fowler & Co. experience. He believes that the railway runs very well as a railway, but feels (Leeds) Ltd. – one of the leading manufacturers of steam engines throughout that people come for a day out, without necessarily being railway enthusiasts, the 1800s and 1900s. so wants to focus on the customer aspects. “My aim is for the R&ER to become Alex, as John Fowler & Co., was approached by the Preservation Society, which the best preserved railway in the United Kingdom. I aspire to have the best was planning to buy the ‘Train From Spain’. He successfully bid for the restoration possible operational standards for a railway, with staff and volunteers who all work, and the locomotive was delivered straight to Old Hall Farm. Alex worked work towards giving our customers a positive and memorable experience that with both the Society and the Company and forged good relationships. As a they will treasure for a lifetime.” result the Company approached him to cover the backlog of engineering work Sam Wake joined the Ratty staff on 25th May 2018, both as a steam loco driver at Ravenglass. John Fowler & Co. is now leading the engineering team on the and to provide additional manpower in the engineers’ workshop. railway, under the management of Martin Cookman. Alex (Chief Mechanical Engineer) and Jack Dibnah, plus Dan Robinson (and others as required) come Sam was born and brought up in Sunderland, and first came to the railway to Ravenglass every week, while the bigger jobs are undertaken at Old Hall 44 45 Farm. They have built a new tender for the Esk, and are currently working on Ratty Diary 2018 the diesel loco Perkins (which has been in the engineering workshops since 2014), and plan to complete a major overhaul of each steam loco in rotation. E&OE. Please check details before travelling Jack Dibnah was born in Bolton, and had his first ride on the Ratty at about three years old! He lived in Bolton until the age of ten, when the family moved to the DATE EVENT CONTACT Isle of Man. After leaving school, he took an apprenticeship with the Isle of Man SEPTEMBER Steam Railway, and worked there for eight years. He moved back to England about five years ago and worked for Israel Newton and Sons Ltd., boilermakers Saturday 8th Council Meeting, Ravenglass Secretary in Cromford, Derbyshire. About four years ago, he moved to Old Hall Farm Engineering. His hobbies include restoring a 1904 traction engine, and running OCTOBER his father’s steamroller (Jack is the son of the famous Fred Dibnah; steeplejack th and television personality). Saturday 6 - Peppa Pig Ravenglass Sunday 7th

Thursday 18th Press deadline, December issue Editor

Friday 26th - † Hallowe’en Ghost Trains Ravenglass Saturday 27th

NOVEMBER

Saturday 10th - Track Week Secretary Sunday 27th

Saturday 24th - † Santa Express Ravenglass Sunday 25th

(left to right) Alex, Jack and Dan at Ravenglass, July 2018. Photo: Di Chase DECEMBER

1st, 2nd, 8th, 9th, † Santa Express Ravenglass Ann Edwards 15th, 16th, 22nd, 23rd 5th October 1956 – 7th July 2018 Saturday 8th Council Meeting, Ravenglass Secretary We are sorry to announce the death of Ann Edwards, after a short illness. Ann married husband Sid at St Catherine’s Church, Boot, on 8th October Ravenglass Station will play host to a Christmas Market to run alongside our hugely 1994, and had a wedding train on the Ratty. Sid was a long-time volunteer popular Santa Express trains on 24th-25th November, 1st-2nd, 8th-9th, 15th-16th, and 22nd-23rd and was a member of staff from July 1992 until February 1996, working December 2018. Bookings are now open for anyone who wishes to hire a stall. Stalls variously in the Ravenglass Booking Office, as controller, diesel driver and cost £15 per day or £25 per weekend. For further information or to book your stall guard. Ann trained as a guard and primarily looked after the red coach – please contact Anna Tilsley at [email protected]. the Eskdale Belle. In those days, barbecues were held at least once a year at Muncaster Mill; Sid drove and Ann guarded those trains. She made a lot of Full details of all Railway events can be seen on the website: † Please book in advance friends through the Ratty. http://ravenglass-railway.co.uk/events/ Ann leaves husband Sid, and her two sons, Andrew and Stuart. They all Back Cover: Katie poses alongside Fisherground water tank during the really appreciate the support from various railway friends in recent weeks. centenary celebrations of the end of trains to Boot. Photo: David Rounce The R&ER Magazine is published by the Ravenglass and Eskdale Railway Preservation Society Ltd. 2018. Registered office: The Station, Ravenglass, Cumbria CA18 1SW. Incorporated in England. Registered No. 697768. 46 Printed by Craven Design and Print, Shropshire. www.cravendesignandprint.co.uk 47