Ribble Pilot - Issue 39

The Ribble Pilot The Journal of The Ribble Steam Railway - Issue No.39

Do NOT PRINT See “Cover” attachment

Issue 39

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The Ribble Pilot

Do NOT PRINT See “Cover” attachment

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The Ribble Pilot

Ribble Pilot 39 Twenty issues ago I was handed the reigns or leash of this railways journal from a fellow member. He has gone on to build our state of the art membership database, organise the inner working timetables of our gala weekends and somehow rebuild the museums complete IT system without referring to a manual or having to contact a remote Asian call centre. We salute you sir and with that thought in mind I have been chewing the cud and contemplating. Don’t worry, it’s not serious. However, times are a changing and we need to change with the times, so I am looking for an understudy. Someone of whom I can pass the reigns too when my time comes and then there might once again be a seamless handover of the Ribble Pilot Baton and hopefully, you the reader will never notice as the tide turns and I drift off into the far horizon.

Seriously, at present, I am continuing as Publicity, Press, Advertising & Marketing person plus looking after our Social Media (as they call it) on Facebook, Twitter, Tumblr, Flickr (have I lost you yet?) and of course keeping our website and others up to date.

Blogging is fun as long as we have something to Blog about and our Chuffs, Puffs & Whistles posts include many a magazine article for archive purposes and also (to be quite honest) stuff nicked off others. Well, lets face it, that’s how the railway press work as they don’t employ any proper journalists as such.

As you are no doubt aware, I am at times a fairly computer based person, I have also become your new Membership Secretary which was a jolt to the system but once I had been on the intensive course of which buttons to press and which buttons (DON’T PRESS THAT!) that I must not touch, I think I have at last mastered it. Armed with printed out member cards on brightly coloured paper, a small laminator, some very small laminated pouches, which are fiddly and hellish to open for a person with big clumsy fingers, a pair of scissors, envelopes, event leaflets, compliment slips and a variety of different coloured stamps... I was transported back to my childhood memories of watching Blue Peter on my return from School. This system cannot continue and will not if I have anything to do with it, and therefore moves are afoot to modernize and by 2015 you will hopefully see the results, in the meantime please bear with me.

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All the aforementioned jobs or services are behind the scenes and it is worth mentioning to our membership as a whole that there are many others who work tirelessly behind the scenes on our behalf and just because they don’t get covered in coal dust, oil, grime, paint or rust or bang seven bells of Shannon out of a piece of metal does not mean that they don’t equally qualify as ‘Working Members’ on our railway. Even the lone regular photographer who manages to get their work published in the Railway Press and so publicise us is as valuable as the man who can put a rivet wherever a rivet goes.

If you are already a volunteer at RSR you need to ask yourself the question “am I enjoying myself”?

If the answer is yes, then great stuff and long may you continue. If the answer is no, then maybe you are in the wrong area of operations.

We have come a long way since we opened to the public 9 years ago and when we got going people found themselves more or less thrown into doing this or doing that, as probably there was no one else. For instance, I did a short spell in the shop and although I had run a similar shop in the old days at Southport, I did not enjoy being back behind the counter. Strange I know but I remembered one thing I really did enjoy in those pioneering days and that was being on the Buffet Car. At the time it wasn’t really being used so I asked the Board if we could get it functioning again and so we progressed and of course, I am glad to say, it is now doing very well on our train rides. So if there is something you are really interested in, don’t be shy, put yourself forward with a plan of action and maybe champion your little niche within the RSR. I do hope you enjoy the contents of this Issue and as I am not going anywhere yet, see you all in Number 40, later this year. (Chris Mills: Editor) Ribble Pilot would like to thank the following photographers for supplying images for use throughout various issues, including covers, and thank you all for your continued support.

Jack Harkins, Andrew Fowler, Gary Spain, Fionnbarr Kennedy, John Balaam, Richard Hargreaves, Dave Bramley, Mike Garnett, Dave Manley, Ken Mahaffey, John McClenaghan, Duncan @ Inspired Images, Max Waldron, Kenneth Philcox, Martin Clarke, Tim Owen, Aaron Roscoe and many, many others.

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Above: The happy footplate crew on 'Courageous' on Sunday 15th June - (photo Ken Mahaffey) Below: Driver Ben Valentine filling the loco from our landmark water tower.

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RIBBLE STEAM RAILWAY LIMITED (A company limited by guarantee) Registered Address - 3 Lincoln Drive, Liverpool, L10 3LJ Company Number-1112880 / Charity Number-507266 Vat Number-703965428 Chairman - David Watkins Company Secretary - Michael Bailey

The Ribble Steam Railway is pleased to announced that it has received a TripAdvisorÂŽ Certificate of Excellence award. The accolade, which honours hospitality excellence, is given only to establishments that consistently achieve outstanding traveller reviews on TripAdvisor, and is extended to qualifying businesses worldwide. Establishments awarded the Certificate of Excellence are located all over the world and represent the upper echelon of businesses listed on the website.

When selecting Certificate of Excellence winners, TripAdvisor uses a proprietary algorithm to determine the honorees that takes into account reviews ratings. Businesses must maintain an overall TripAdvisor bubble rating of at least four out of five, volume and recency of reviews. Additional criteria include a business' tenure and popularity ranking on the site.

"Winning the TripAdvisor Certificate of Excellence is a true source of pride for the entire team at The Ribble Steam Railway and we'd like to thank all of our past guests who took the time to complete a review on TripAdvisor," says Chris Mills, Marketing Director at The Ribble Steam Railway. "There is no greater seal of approval than being recognised by one's customers. With the TripAdvisor Certificate of Excellence based on customer reviews, the accolade is a remarkable vote of confidence to our business and our continued commitment to excellence."

"TripAdvisor is pleased to honour exceptional hospitality businesses for consistent excellence," said Marc Charron, President of TripAdvisor for Business. "The Certificate of Excellence award gives top performing establishments around the world the recognition they deserve, based on feedback from those who matter most - their customers.

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Directors:Michael Bailey, Matthew Burke, Matthew Darbyshire, Wilfred Helliwell, Philip McNamara, Christopher Mills, Edward Tatham, Alan Vernon, Russell Walker, David Watkins Company Officers including those of Ribble Rail Ltd:Chairman & Finance Director - David Watkins Company Secretary - Michael Bailey Operating - Russell Walker, David Billington Diesel locomotives - Matthew Burke Steam locomotives - Russell Walker Carriage & Wagon - Alan Vernon Train guards - Matthew Darbyshire Permanent Way - Edward Tatham Health & Safety - Michael Bailey Staff health & safety representative - Jason Finerty Membership Secretary - Chris Mills Marketing, Publicity & Advertising - Christopher Mills, Andrew Fowler, Ken Philcox Cafe - Wilfred Helliwell Magazine editor - Christopher Mills General Enquiries Email: ribblesteamrailway@gmail.com Phone: (01772) 728800 (Answer phone out of hours)

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FROM THE SECRETARY SUMMER 2014 The 2014 season continues. Generally thing seem to be holding up although we still have some spare capacity on ordinary steam days. The recent Father's Day event was a big improvement on 2013 in terms of numbers with about a 50% increase in passengers over the number the previous year.

One disappointment this summer was that the annual Riversway Festival which is held in July was cancelled this year due to a number of issues and there must be a question mark hanging over it taking place in the future. It was never a huge event for us given our station/museum is some distance from the main event area but it did give us a useful boost in part from people at the dock seeing the trains and then coming down to the site for a train ride. That kind of "free" publicity is always useful in getting people to visit us having seen the trains running along the railway.

Hopefully the vast increase in cyclists we now see on the riverbank every weekend since the Guild Wheel opened will also encourage some of them to visit us as well!

Even with a 3 issue per year magazine we do try and keep news up to date for you but just to show how things can change in the last article I penned I related how we had been advised that the number 75 bus service was being terminated on Sundays due to the withdrawal of funding. No soon had that appeared in our esteemed magazine then we discovered that this was not so and in fact the bus has been diverted back down Chain Caul Way stopping just behind our workshop building much closer than the other nearest bus stop on Peddars Way. It does only run every two hours on Sundays (hourly Monday to Saturday) but nevertheless any improvement in access to our railway either for visitors or members should be welcomed.

We are always on the look out for new volunteers to help particularly in respect of some of the "operating roles" either with the trains or in the museum when we are open to the public. As I related in the last issue we did have an increase in the number of volunteers last year but even then if someone can help with doing just one duty a month that would be a big help.

As regards the running of the passenger trains at weekends one position that is always difficult to fill is operating of the control tower on Saturdays (our paid staff cover the Sundays). The job does involve a lot of responsibility and consequently a prolonged period of training but does at least have the benefit of being in a building that is warm and dry with "en-suite" facilities and also a nice view. If you would like to consider doing this as a role then please contact Ed Tatham via the website.

In the last issue I mentioned we would be adopting a system called "HOPS" for rostering staff for operating days. It's not progressed as rapidly as I would have liked in part due to problems with a prolonged and extremely stressful house move by yours truly and partly setting up the staff details on it. Rest assured

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it's coming!

In March I attended on behalf of RSR Ltd the 6 monthly meeting held by the Heritage Railway Association. There are always useful bits of information at these meetings and we got an offer of an engine (industrial one) for use at one of our galas in 2015. The Office of Rail Regulation did a brief resume of safety on heritage lines in 2013 and in general the safety record has improved since the problems experienced on several railways a few years ago. There were just two people seriously hurt last year out of 8 million visitors. However those of you who read any of the steam magazines will have seen coverage of the RAIB report into the accident involving Tangmere and more recently problems at the Teifi Valley Railway in Wales. As always we should never be complacent. The HRA have been concerned for some years about encouraging young people to volunteer and also to try and ensure that skills are carried over to the next generation. The meeting heard of a successful campaign to recruit young members at one line and also the scheme to produce more people skilled in working on steam locomotive boilers. Although the HRA are prioritizing young volunteers their guidance remains that volunteers under 16 should be accompanied and in general terms that's what we will follow also. One final item reported was that there is a company producing plastic railway sleepers from recycled refuse which are already in use on the Ffestiniog Railway. It seems that even steam railways can do their bit to help save the environment although in fact most of our man line is already laid with concrete sleepers with many years left in them.

Health and safety. We have undertaken a further risk assessment on lone working on the site as a result of some observations from our insurance company. Lone working by volunteers or our employees won't be prohibited but we have identified various items of machinery that should not be used by someone if they are the only person on the site. Some notices will be put on the equipment concerned and we need to make sure these are observed.

We do keep our training needs under review and in April did some retraining on working with asbestos the regulations having changed since we did the last training in 2012. Although it was not legally required we decided in 2012 to use a contractor to remove the white asbestos such insulation tape found on some of our rail vehicles rather than put in place a work procedure to for people work around it.

Realistically items like gaskets will still be found on some locomotives and coaches in the future but

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Realistically items like gaskets will still be found on some locomotives and coaches in the future but provided we follow the training given these kind of low risk items can be safely removed by those who have been certificated. Obviously we will continue using a contractor for any more substantive work.

Fire Safety. Each week I do a check of our fire extinguishers to look for any damage and check the fire doors work correctly. Can I emphasise we need to ensure fire exit routes are kept clear of any obstructions. In the latest issue of "Steam Railway" magazine is a report of another fire in a building at a heritage railway (thought to be arson) and we must make sure we keep our buildings are safe for our volunteers and paid staff just in case the unthinkable ever happens to us.

‘Teddy On Tour’ It’s been 50 years since the first class 14 locomotive was built at Swindon works.

To mark this anniversary the East Lancashire Railway organised an event in July to gather together as many of the survivors of the class as possible. At the time of writing 10 locos were due to attend the event.

The first to arrive however was D9539 from Ribble Steam, which made the journey by road on 24th April. The reason for such an early arrival was to carry out test runs and also to cover a number of running days leading up to the event.

Finally by the time you read this we will have had the annual general meeting on the 29th July. A report (and hopefully the minutes of the meeting) will be contained in the next issue of the magazine.

Mike Bailey

Please note: there was never any asbestos in the café from the course!

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Everyone was very impressed with how D9539 performed during the test runs and the locomotive went on to appear at the summer diesel gala at the beginning of July. After the actual 14s @ 50 event D9539 will soon be back at RSR, currently planned for August, and is likely to appear at a number of our special events later this year.

Photos: Michael Garnett

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July Jottings NEW BUILDING Wareings & Avalon Doors will have finished their work on the FRT joint building by the time this reaches you. A lot of work by the FRT & RSR gang has gone into concreting both inside & outside the building, saving large sums in contractors' costs. There is still however a lot remaining to do. The area designated as the new paint bay is nearly complete and has extractor fans already installed.

Once all of the building is secure, we will be looking to improve the external vehicular & pedestrian access on what was known as Williams Yard.

We have just purchased 2 wagon loads of concrete sleepers from Network Rail at Crewe with the intention of replacing (during the winter months), certain sections of the main railway which currently have wooden sleepers.

Amber Trains continue with their P Way training on site, but Davis have lost the contract to repair the TOTAL/VTG Tanker Fleet, & currently the replacement contractor Axiom Rail does not have an agreement in place with us to work on site.

We had been contacted recently by both DRS & Colas about additional traffic, DRs with low level waste and Colas with Tamper maintenance, but nothing further has come of this.

SHOP/CAFE/RMB Further improvements have been made to the shop layout and many positive comments have been made. The Shop Manager Darryl left suddenly recently and I would like to thank him for the efforts he put into rejuvenating the shop.

The Cafe is going from strength to strength and the New Menu has been well received. Likewise the decision to run The Buffet Coach more frequently has borne dividends with the Cafe complementing the Buffet Coach and vice versa.

VOLUNTEERS As part of the move to strengthen the Museum side of the business we are developing a more professional approach to Schools Visits in line with the National Curriculum. In order to do this successfully & to improve the facility, we desperately need a number of new volunteers who would like to assist with the potential schools visits. This is primarily a mid week function, in the first instance please contact me, Dave Watkins at wattyrail@aol.com.

MUSEUM Jayne and Terri have recently put many hours into renewing our Museum Accreditation and we have had to do some last minute revisions and updates following the initial submission, no news to date.

We have received some Arts Council Funding to enable us to hire in Professional Museum people to help devise the way forward for the Museum.

Chairman Dave Watkins is seen here giving a presentation to members of the Preston Museums Group at RSR.

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Can you help us to do even better?

Have you ever watched Bargain Hunt at lunchtime on Weekdays with Tim Wannacot?

At the end of the programme he often closes with the words: "I know, you are sitting at home saying", "I could do better that that" (referring to his current contestants) Says Tim "Well what's stopping you" If you would like to become a Volunteer like us, then "What's stopping you?"

My wife and I, rail enthusiasts for many years, spent hours on railway bridges, beside lines, and a few other places not to be mentioned in pursuit of our? (probably my interest). In the 80's we got co-opted by a friend into BR Train Catering (part time) with a trolley and spent a number of years travelling in the area between Penzance and Glasgow with Scheduled and Charter Trains - loved it. Did I tell you about the time a student offered a credit card for a Kit Kat - another time perhaps.

Then there was that incident with a mother's organisation on a day out to London - sorry must press on.

There is no place like being on a train in the Guards van on the S & C in the middle of winter.

The train toilets are frozen solid, all water is frozen therefore no hot drinks, and arrival into Glasgow from Warrington is so late that turnaround is minutes and there is no time to get running water for the return journey. Hey ho.

Retirement has the advantage of giving you the chance to become your own Time Manager. A retired person once advised me "Don't do today what you can put off till tomorrow" Comments on the back of an unused postage stamp please.

In our case enter Ribble Steam Railway. Following a first visit my wife and I became members and volunteered for the Café which was short staffed, very. We stayed about 3 years, eventually got more volunteers, and also during this time I became involved in the driving the Miniature Railway, and in the early days volunteers for the Café were definitely very scarce, Eventually for varied reasons we left the Café (at differing times) to take up other duties. I became more involved in the Miniature Railway particularly the Admin side of things which I still do today, and my wife went onto the train to assist in manning the Buffet Car and ensuring that train cleanliness standards were maintained for our boarding passengers.

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Together and sometimes with others we can be seen on site during 'closed' days again making sure that the carriages internally are at the high standard we expect to see on other Heritage Railways which we visit. We are in the First Division.

Not all Volunteer efforts take place on Running Days, as there can a lot going on which is not always visible to members and visitors, and there are many unsung Volunteers who see very little of our visitors.

As well as those of us who are of 'a certain age', we need more young people to become volunteers who would like to gain experience in the various areas of the Museum work, Café, Shop.

You may have an interest in Operational Aspects ie. Guard, Shunter, Cleaner, Fireman and so on.

Remember these are Volunteer posts which require training, sometimes lengthy, but sticking with it will bring rewards, in terms of friends you make and experience you gain.

It will all add up to enable you to say "I'm a Volunteer at Ribble Steam Railway" Come and join us!

Ken Mahaffey

Volunteer Martin Allott receiving the outstanding contribution award, from the chairman of the governors, for work on the railway in the college volunteer awards.

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Audience Development Activity Behind the scenes a small team has been working steadily to improve the RSR visitor experience.

“The Audience Development” (AD) group meet ups every 6 weeks and brings together volunteers from front of house, paid staff and directors. This aim of the group is to discuss and share ideas and then agree actions (approved by the board where necessary) to help the organisation be more audience focused.

“The term Audience Development describes activity which is undertaken specifically to meet the needs of existing and potential audiences and to help arts [and cultural] organisations to develop on-going relationships with audiences. It can include aspects of marketing, commissioning, programming, education, customer care and distribution.” Arts Council of England In practise being an audience-focused organisation means valuing that we are all different. We all have different needs and wants and so do our visitors. Our customers may be enthusiasts, tourists, families or school children and all have slightly different reason to visit RSR. Customers expect to be spoken to in a way that addresses their needs and wants, makes sense and that they can hear. In reality every one in RSR is involved in Audience Development in some way or form be that keeping the trains maintained and running to ensuring that the site is safe and tidy and that the gates are open on operating days.

The AD team started with a business tool know as a marketing “swot” analysis. This helped provide a snapshot of RSR’s internal strengths and weaknesses and lay them down against the opportunities and threats of the market place to plan for the future. A flexible plan was formed and a journey to delivery improvements started.

You may have noticed how the shop has changed perhaps? Professional expertise was employed and volunteers were given specialist retail training and mentoring to support them with this project, which included the introduction of Gift Aid to bring in more revenue. Time and effort has been spent working with Preston Museums Group (PMG). This has brought increased access to professional museum skills and expertise, training and funding to RSR.

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Improvements will be evident in the shiny new signage.

‘Mr Ribble’ has now grown up and found some new friends! All designed and tested on the target audience to ensure they had family appeal. Terri was very specific on the uniforms to make sure they were historical accurate (Mr Ribble’s watch and hat, Mrs Ribble’s skirt length) as these will be used to explain social history. The characters help create more attractive offerings and stories for school children and families e.g. the “Explorer” packs developed by Jayne and the PMG. As you all know volunteers are the life-blood of RSR and we have an on-going job to recruit more front of house people ‘to the RSR volunteer train’. To help us improve and grow we need people from different backgrounds including education and the service sector. We have developed a more structured approach to advertise for the kind of people RSR are looking.

We have volunteer role descriptions and application forms (all available online), and we are introducing a more formal induction procedure for new starters. A recent SIF (Sustainable Improvement Fund grant) from the Arts Council will help us continue these improvements.

The Ribble Pilot

July’s RSR open evening brought new and different people from Preston’s Museums staff and volunteers down to the site. It was a great evening building better advocacy and understanding about the great work you are all involved with at RSR.

This picture of Alex Walker (Head of Arts & Heritage for Preston Council) and Councillor Veronica Afrin Cabinet Member for Culture and Leisure Services Preston Council summed up a relaxing fun summer evening that was had by all. A special thanks to all the RSR team that made this happen.

Schools are an important audience for us. They directly link to family visits. Mum, dads or other family members may be teachers or work at schools.

After a great school visit children may pester their parents to bring them back!

We know any future funding bids application will expect us to be offering a strong educational package. Jayne is currently focused on developing a new high quality schools offer linked to National Curriculum changes for September. She is working with schools and events specialist John Meredith. To deliver this exciting new schools package we will need more experienced and trained volunteers. We may have some volunteers already that would love to be involved. If so, please let Jayne or Dave Watkins know as soon as possible. This is also a learning and development opportunity for current volunteers who would like to do more work in guiding schools tours.

The next meeting of the Audience Development Group is on Thursday 14 August at 2pm. If you want to know more or wish to join us please contact Lou Booth Lou@elementas.co.uk

Shop transformation - From this (above) to this (below)

Callum Gill swotting up on his engines

We have advertised in simply schools again this year to give us a wider promotional coverage in Lancashire and the border Counties. This is promoted and distributed to teachers by the Lancashire County Council Learning team. We have some lovely new images including this one, which I am sure you will agree is fabulous!

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Steam Loco News Andrew Barclay 2261 "No.6". In service.

The engine has gained a poor reputation for buffeting the coaches. Experiments have taken place with different draw bar springs, couplings and driving styles. A slower journey than some of our drivers seem to be able to manage seems to work best.

Hunslet Austerity 3155 "Walkden". In service. Passed its annual boiler exam after the top mud hole door openings were built up with weld, the lower mud hole doors were replaced and one washout plug hole was retapped. It is now fitted with its original steam brake valve once again. The loco is presently being fitted with a brick arch, baffle and protector ring. The engine should be leaving in the next couple of weeks for 12 months away.

Hunslet Austerity 3793 "193 Shropshire".

Presently waiting for replacement slide valves which are about to be cast. New mud hole doors have been made.

Barclay 0-4-0 ST "John Howe". After its annual boiler exam which also saw its other overhauled clack valve refitted the engine departed for 6 months or so to Beamish where it has been well received. We may get another gala out of it before its 10 year overhaul falls due next May. Hawthorne Leslie 0-6-0ST "Linda". Has now passed both hydraulic and steam tests with the boiler out of the frames. The boiler has now been returned to the chassis. The tanks are the last big item needing repair and these have been moved onto the vacant well wagon where they are more accessible.

Hunslet Austerity 3696 "Respite". New axlebox brasses and thrust faces have been cast and new slide valves are about to be cast. New mud hole doors have been made.

Bagnall 0-6-0 "2680 - Courageous". In service.

Has now become a regular performer and seems popular with the crews. Only normal running maintenance has been required.

Peckett 1999 "North Western Gas Board".

Repairs are presently centred on the water tanks which have been moved nearer the fabrication area in the workshop. The space vacated by the tanks has been filled with the boiler which has subsequently has its front tubeplate removed. This will allow further assessment of the barrel and firebox.

Grant Ritchie 0-4-0 ST+T works number 272 "61". The boiler work is more or less complete. The regulator requires sorting out as do the safety valves. Efficients old valves would provide some of the parts required but they cannot be located at present. A suitably qualified "independent competent person" is presently being sought to approve the work so far carried out on the tender and assist with the design of the tank.

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Hunslet Austerity 3794 "Cumbria". Extensive boiler repairs continue at the Severn Valley Railway.

The new pistons have been fitted to the cylinders.

New slide valves are currently being machined and should be fitted in the next week or so. The new blastpipe has been machined and new plates have been obtained ready to make a replacement ashpan.

Repairs continue on the bunker.

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L&Y "A Class" 1300. Back in regular service at Embsay after winter maintenance.

Walkden goes back to war (compiled by Andrew Fowler)

GWR 56XX 5643. In service. Has had new piston rings fitted at the Bluebell Railway after it lost a beat.

Hunslet 0-6-0T 3882 "Douglas" new style hand rails have been made and fitted. New slide valves are being machined. It is intended to make a new set of cladding before the boiler is removed for overhaul.

The overhaul is underway in an effort to save time later on we are doing the cosmetic modifications first along with the pipework then will move onto the boiler and mechanical overhaul.

Russell Walker.

* Summer Visitor *

Ex Industrial shunting engine, Vulcan Foundry 0-4-0ST 'Vulcan' works no 3272 will be visiting the RSR from early August and leaving after our September Steam Gala.

With the near completion of the new building we are looking forward to welcome the arrival of Furness Railway Trust GWR 4-6-0 4979 "Wootton Hall" from Appleby.

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The Ribble Steam Railway joined in with Preston's Armed Forces Day celebrations on 28th June 2014 by returning Walkden to its wartime identity.

Built for the War Department by Hunslet of Leeds to help move munitions and supplies during the latter part of World War II, it was built cheaply to a basic but rugged design and intended to last a very few years. The locomotive entered service in 1944 as No. WD75105; it spent a few weeks shunting goods trains in Britain before being shipped to France to help with the Allied advance in early 1945.

After hostilities had ended, No. WD75105 remained in Continental Europe, initially helping to rebuild war -ravaged areas before eventually being sold to Nederlandse Spoorwegen (Dutch state railways) for use in the coal industry, where it lasted in use far beyond its intended life, finally being withdrawn in the late 1970s. It was repatriated to England in the 1980s and the lengthy process of restoration started. A large number of parts were missing and these were acquired from the National Coal Board's workshops in Walkden, after which the locomotive was later named, just prior to its closure. The locomotive returned to steam in 2008 and has been a popular performer on the RSR's dock and riverside line ever since.

Thanks to the railways at home and abroad, the necessary troops, arms and supplies could be moved quickly to the places they were needed, and it is no exaggeration to say that engines like this played a significant part in winning the war. This engine is presently the oldest working member of the class to wear wartime colours, and in its return to its World War II appearance acted as a fitting tribute to the thousands of railwaymen that fought in the conflict.

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Diesel Report D2148 – The radiator has been refitted but there are still a few small jobs to do around the engine before the bodywork can be put back on. The loco will hopefully be seen on a passenger train in the near future.

NS663 – It’s becoming increasingly hard to start the engine as the batteries are beginning to fail. This is due to a problem with the AVR which was fixed some time ago, but caused permanent damage to the batteries. There is also another electrical problem on the traction circuits which is currently being investigated.

Stanlow No 4 – A minor problem with the air system was corrected recently. The loco is performing well and is in near daily use as the shed shunter.

D9539 – The replacement starter (from a HST) mentioned in the previous Ribble Pilot was fitted in time for the April diesel weekend. On 24th April the loco was moved to the East Lancashire Railway in order to take part in their summer diesel gala and also the 14s @ 50 event at the end of July. With the new starter fitted the loco has so far proven to be very reliable and should be returning to RSR in August.

D2595 – The fuel problem seems to have been cured and the engine no longer shuts down when idling. The timing will be checked when D2148 is back in service.

Enterprise – Available for service.

The hydrovane compressor will be swapped with a spare unit shortly due the current unit starting to pass oil.

Energy – Available for service. An intermittent problem with the reverser will be looked at soon.

Progress – A major overhaul is currently underway with the engine now being ready for lifting and swapping with a spare unit. It’s also planned to swap the wheelsets with spare units as part of the overhaul.

BICC – The replacement compressor belts have been fitted however another problem has developed preventing the engine from being started. So far there has not been any time to investigate the cause.

Sparky – The repaint continues, with some of the cab now in primer. It’s hoped that the removal and overhaul of the engine will resume soon.

Matt Burke

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Diesels Galore at our April Gala (Photo: Richard Hargreaves)

After our Diesel Gala in April we received much praise - for example: “I came along for your diesel gala yesterday and quite frankly enjoyed every second of it. The trains were superb, the food was lovely and all your volunteers were top class, they are doing you all proud - I couldn't bear to miss any trains to get lineside pictures”. Dave Bramley DIESEL LOCO MILEAGES 2013 ENTERPRISE 785 RAILBUS 313 ENERGY 263 STANLOW 220 NS663 216 D2595 157 PROGRESS 124 D9539 16 BICC 8 TOTAL MILEAGE 2102

Thomas Hill 160V 'Stanlow No. 4' made a rare appearance on a passenger train on a normal operating day - 22nd June (Photo: Andrew Fowler)

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Spring Diesel Gala Gallery

Thanks to John McClenaghan for this selection.

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The Ribble Pilot

The Salwick Shunter's Wheels keep on turning The wheels have kept turning in the world of the Salwick Shunter since the last article in Ribble Pilot Issue 37. D629 'Sparky' has moved from her position in the museum yard sidings outside to the lovely warmth and dryness of the running shed. This has two benefits, 1- It stops the weather from getting to Sparky and causing her condition to deteriorate. 2- It helps to keep the dedicated band of brave volunteers dry and relatively happy seeing as autumn and winter are fast approaching (sorry to be a spoil sport).

Work on the Cab interior has started to pick up pace, removal of most of the controls has taken place and they have been given a quick clean up and placed in storage. Some of the conduit (that carries all the electrical wiring) have been removed and stored. Inspection of the Fuse and other electrical boxes has revealed surprisingly good condition for their age. A start on the interior plate work of the cab involved removing the window frames and runners, Angle work and other minor fixings and then the use of a wire brush to remove 69 years of paint and rust followed by an application of Anti-corrosion primer. Moving on, the cab roof has had some attention building on from the work the previous owner had started, the roof was wire brushed several times and given a good coat of anti-corrosion primer. The next area of the cab that requires attention is the guttering that has done its job well but are in a terrible state. The side walls of the cab have had some work done to them with a temporary application of primer applied.

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An inspection of the engine bay and gearbox has been made by me and Matt Burke and a quick evaluation made regarding the removal of the engine so work on its complete strip down and rebuild can take place. A few items will need removing first and a space in the Ribble Workshop (a rarity in a busy workshop like ours) will be required. A big THANK YOU must be passed onto the Volunteers who have helped so far with the restoration and the kind words of encouragement and support. Also a Special Thank you to 2 former BNFL employees who have been extremely helpful with providing lots of information and interesting stories about the working life of both Sparky and Mighty Atom. This information is as important as the engineer's drawings and manuals that will see Sparky ride the rails again. Now where did I leave my tin of green paint?

Mike Garnett

Catch up with the latest news on Sparky via www.facebook.com/groups/friendsofd629sparky

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WD75105 (alias ‘Walkden’) crossing the swing bridge (Photo: Jack Harkins) Driver Dave Billington guides Bagnall 'Courageous' across Lockside Road crossing Sat 17th May (Photo: Robert Yelland)

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The Lancastrian Transport Trust visited on Father’s Day Photo: Andrew Fowler

‘John Howe’ has gone on loan to Beamish Museum Photo: Dave Manley

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Permanent Way News I realise that Permanent Way reports are as rare as England winning a game at the World Cup Finals, but a project that took place at the end of March this year probably warrants a few words, so here goes. The job in prospect was scheduled to entail digging up the road surface in and around the rails approaching the swing bridge on Navigation Way. We were looking at approximately 30' on the northern approach and 10' on the southern approach to the Swing bridge. Once completed, the rails would need removing, prior to relaying them on new substantial metal plates, re-grouting the whole areas and replacing the 'black top'. Throw in welding up a couple of rails and that was the main thrust of the job in hand. Alongside this, should we have had sufficient time, we hoped to replace two dipped rail joints in the concrete pad which runs just off Navigation Way to Maritime Way. We had decided that instead of trying to pack and weld up the dipped joints in question, we would cut the rails approximately 10' in each direction from the dipped joints, remove these four lengths of rail, replace with two new 20' lengths and weld up what would now be four joints. It all seemed a tall order for a weeks work, which was the timescale originally planned, and so it proved.

Like most major projects to do with upgrading the track at RSR we are faced with having to fit any work in around the Total bitumen trains, as well as our normal steam and diesel calendar.

This generally means work has to be done in November, January to mid February, or the period between the mid Feb steam Gala and Easter. The general rule of thumb as far as Total is concerned is that we are allowed two weeks a year for essential track maintenance, with these periods agreed with them well in advance. Their preference is for when the demand for bitumen is at its lowest. Usually this equates to anytime between November and early Spring, which obviously fits in with our running schedule.

The problem which we were hoping to resolve had been on the agenda for a year or more. In a nutshell, the rail in the road was moving and causing the road surface around it to break up.

There was also the problem that the rails coming off the road were no longer perfectly

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aligned with those on the Swing bridge itself. In order to try to get to the bottom of why the rails were moving, we hired a local firm (Pyes of Longridge) to dig up various patches of the road alongside the rails to see how and at what intervals the rails were held down on the concrete base. This was done a year or so previously. The results showed that there were anchors holding down the rails to the base, but these were at very sporadic intervals. We had hoped to find that the rails were held down every 3' or so but there was one 10' stretch which wasn't held down at all. This appeared to be the main problem as to why they were moving in the road. The alignment problem was more puzzling, as we at RSR thought that the bridge itself could be to blame for the misalignment and not the rails in the road. Our thinking behind this was that although the rails were moving vertically, we couldn't fathom out why they had moved sideways nearly an inch or so. Looking at the kerb stones and the fencing between the footpath on the bridge and the road seemed to reinforce our view that it could be the bridge itself to blame as they seemed to be similarly out of alignment. Several meetings took place on site with representatives from Preston City Council, Pyes, HIM Associates (local civil & structural engineers) and ourselves. The eventual outcome was that the misalignment was adjudged to be the rails moving laterally in the road. I guess that's why I was a computer operator and not a civil engineer! Had the problem been attributed to the bridge we should have had recourse to claim some of the costs of the repair off the Council. Sadly it wasn't to be.

We then had a quote off Pyes to do the work, to which we agreed. This would only give us one week prior to the Diesel Gala scheduled for Sat/Sun 5th & 6th of April. Total were informed and were happy with this and Pyes agreed to submit the 'Road Closure' notice. From memory this has a lead in of about six weeks and we were able to borrow the signage usually used by Preston Council for when they shut the road for bridge maintenance. The Ribble Rail lads were informed and I thought, that's it, all sorted, sit back, go and observe the contractors every few days to see how the job's going. Well it didn't quite work out like that as I decided to contact Pyes early on in the week when the work was due to start to check everything was ok. Yes they said," We're ready to start on Friday 4th of April". Realising this wasn't exactly what I'd hoped to hear, they explained that they couldn't start on the 28th as for whatever reason the road closure notice hadn't gone in on time. This was

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obviously of no use to us and we thought the work would have to be postponed. However having informed our Chairman, Dave Watkins, of the situation he worked a bit of magic with the Highway's Dept and they agreed to a closure from Friday 28th March.

And so to the work. I wasn't there on the Friday but Pyes started digging up the road, as agreed, shortly after the bitumen tankers had been brought over the bridge. Pyes were already on site when Russ Walker, Matt Darbyshire and myself arrived early on Saturday morning. They had excavated the ground around one set of rails on the northern approach to the bridge, as well as most of the 4' but no rails had been removed. The reinforced concrete base was taking them longer than expected to break up. As they continued to excavate the other set of rails (running and check rail) we spent the time disconnecting and removing the already excavated set.

Only about 7' was excavated on this side though as we had realised that to repair and realign the rails on both sides of the bridge was going to be a tall order in the time we had available. We also took the decision to ask Pyes not to excavate the rails on the concrete pad alongside Maritime Way. On Monday Jason and Mike Mc from Ribble Rail and myself managed to get the other set of rails out and the base was fully cleaned out by Pyes. We also tried, unsuccessfully, to realign the tracks on the southern approach to the bridge, even though they weren't held down with any anchors. This side was then put on the back burner as our efforts were put into the northern approach. At this point Pyes were in a position to sort out the metal plates they were to use to pack the track as well as obtaining the lindapters and resin anchors to secure the rails to the concrete base. We also contacted Renown, a firm who we had arranged to weld up the two rail joints on the bridge, and they were scheduled to arrive on Wednesday morning. The plates had to be made and it was Wednesday before any further meaningful work took place. It was then that the running rails were put back in position and laid on the new metal plates.

Pyes continued excavating around the other rail on Sunday a.m. as well as digging out on the other side of the bridge.

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These were spaced at 2'6" centres but the rails abutting the swing bridge were resting on a large 3' plate. The rails were secured just in time for the Renown welding engineers to weld up the two joints. As well as the Renown lads welding up the two rail joints, Jason from Ribble Rail was welding the ends of the rail abutting the swing bridge to the new large metal plates. It was a 'belt and braces' approach which we hope will pay long term dividends. We also decided whilst the Renown chaps were here that we would ask them to weld up one of the two severely dipped joints on the, previously mentioned, concrete pad.

Mike Mc and I duly packed it as best we could and although we couldn't raise the rails as high as the Renown chaps would have liked, they eventually agreed to weld it up.

By the end of Wednesday the running rails were both welded up and levelled on their new plates.

Thursday was spent getting the check rails into position.

This was made more difficult as the both had to be cut out at all points where the new anchors were holding down the running rails.

Again Jason did a fine job achieving this and by Thursday evening the rails were in position ready to be concreted into position.

I wasn't on site on Friday but was glad to hear that the special concrete mix had been applied around both areas, north and south of the swing bridge. This mix flowed under and all around the rails up to a few inches from the top of the rail.

You'll have now gathered that we ran out of time to attempt to sort out the southbound approach.

Saturday dawned and Pyes were on site early in the morning to apply the tar macadam finish and reinstate the double white lines on the road. The job was completed with barely an hour to spare before the first diesel train of the Gala ran. Cutting it fine or brilliant planning. I'll let you make your own mind up!

Ed Tatham.

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‘Courageous’ at Lincolnshire Wolds Railway Photos - Max Waldon

Lincolnshire’s only Heritage Steam Railway, The Lincolnshire Wolds Railway at Ludborough held a Easter Steam Gala.

For the first time, four heritage steam locomotives featured over the weekend, Beattie 2-4-0 Well Tank 30585; ‘Courageous’ (Bagnall 2680); RSH ‘Birkenhead’ Class 0-4-0ST 7386, plus the railway’s own Peckett ‘Fulstow’ no.2 which has previously visited RSR as our guest loco.

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The LWR is situated in a beautiful part of the Lincolnshire countryside between the Wolds and the coast, and is only a short distance from Grimsby, the seaside resort of Cleethorpes and the historic market town of Louth.

The railway operates on a stretch of line that was part of the Great Northern route from Boston to Grimsby.

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Signal and Telegraph News Its been that long since I last sent any S&T notes in I'm not really sure where we are up to so I will begin by confirming that all the wig wags at Maritime Way were changed over to the "new" system as planned. What has not progressed so well is the installation of the new barriers and the completion of the 2 manholes. Number 6 barrier has given no further problems since a lose connection was discovered on a contactor in the bowels of the machine. Its only a matter of time though and the installation of the replacement barriers is still a priority. Some of the internal wiring requires final testing and the wiring diagrams require drawing out in CAD. Minor alterations to the line side fencing are still required.

Strand Rd ABCL Crossing failed again due to dirty bands on the detection circuit on the trap points.

This usually occurs once or twice a year and a suitable compound has yet to be found which prevents the contacts forming a layer of insulating contamination on them.

The ground frame at the Preston end of the exchange sidings has been completely rebuilt after its poor condition almost rendered it unserviceable. Almost a complete day was wasted searching for the timber previously obtained in readiness for the renewal which turned up in a container which I couldn't get into, hidden on the top shelf of the mezzanine, in the plant store and where it originally was on Respite. The actual renewal was accomplished on a very long and hot day.

The South Catch points recently required the hydraulic hoses renewing after a passing steam loco decided to deposit a load of burning ash onto them. Once again the replacement hoses which I know I had previously obtained could not be located so a couple of hours were wasted firstly trying all the places where a well meaning person may have moved them to and then cobbling up a temporary set out of various bits of hose that could be found. A midweek evening out was also required to fit the correct type when some more new ones were obtained.

The latest gremlin to appear occasionally prevents the swing bridge barriers from raising after the passage of a train. I will shortly embark on a programme of relay testing and replacement and to this end a relay test rig has recently been constructed.

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So what other jobs are on the horizon? Hopefully "A" track circuit will be converted soon from a battery fed type to one with a track circuit feed set. The ground frame at the Blackpool end of the exchange sidings requires a spacer installing on the lock stretcher and new stretchers fitting to correct a wide switch opening which is stressing the ground frame as its working harder than it should, not to mention the strain imposed on the operators arms!

The final long term outstanding jobs are the connection of the points to the ground frame at the "siding end" of the crossover near the station.

This will probably require at least one new half set of switches as the existing ones are heavily crippled. The other is the connection of the shed yard points and traps to either the spare lever on the existing ground frame or to a new ground frame nearer the points. Both options have their pros and cons, I will let you know how it progresses.

R Walker.

The Diesel Railbus will be operating train rides on midweek dates throughout the Summer Holidays.

Wednesdays 6, 13, 20 and 27 August.

Trains at 1100, 1145, 1230 1400, 1445, 1530 Extra workings may be added if possible.

The lunchtime break is to accommodate operational requirements for shunting the Bitumen tankers by Ribble Rail.

Please note - dates of operation are subject to change as per operational requirements. Check before travelling.

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The Ribble Pilot

Teddy Bears Specials A Weekend of Fun!

7th Annual Father's Day Classic Vehicles Event

Visitors gave the thumbs up for one of our favourite events of the year with our Spring Bank Holiday Teddy Bears Specials.

A treat for all, not just the dads, was the display of classic vehicles on our car park, organised once again by Andrew Fowler. Many thanks must go to all the vehicle owners (and their pets) for attending.

Some bears come back every year and bring their friends along too. !!!

We have had to set traps on the RMB as someone or something was eating all the cakes, but we are not convinced it was Minnie Mouse (as played by Gina from Tigerfeet Entertainment)

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Photos by Chris Mills : you can view the entire album on our Facebook page.

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The Ribble Pilot

Andrew Barclay 2261/1949 'No. 6' has joined the regular rostered running locos for 2014.

Seen above backing into the running shed to couple onto the three coach set ahead of the days service.

Below: Train Guard Alan Whaley guides the coaches onto the museum platform ready for the first train.

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Driver Steve Boreham on Andrew Barclay 2261/1949 'No. 6' brings the train to a stop in the museum platform.

Below: The footplate crew Steve Boreham, Dave Stoodley & Neil Roberts on the swingbridge.

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The Ribble Pilot

Furness Railway Trust News

restoration projects.

Good progress continues to be made on the three key projects currently in hand, namely the fitting out of the new shed, the overhaul and repairs to our 'Austerity' class 0-6-0ST "Cumbria", and the refresh of the second class North London Railway coach.

John Dixon, Bradley Taylor and Mike Rigg busy laying blocks for the new FRT pit on 26th March 2014

The new forty feet long inspection pit has now been completed after the consumption of around 600 four inch concrete blocks, which were laid over a number of weeks by John Dixon, Mike Rigg, Bradley Taylor and Chris Rycroft, with Keith Ray in charge of supplying mortar from the concrete mixer. Others very helpfully moved the blocks around and passed them down into the pit as and when required.

John also spent many hours constructing wooden shuttering around the back of the block walls, robust enough to cope with the heavy weight of the concrete. Most of the concrete had to be delivered on site by wheelbarrow and, whilst we were able to make good use of an offer of help from the Amber Trains trainees for the first wall, it was down to the full time gang and available volunteers to shift it on the second occasion. Some second hand staging boards and some brand new trestles were purchased to enable the wheelbarrows to access the pit, but this saved the expense of having to hire in a concrete pump and we will, of course, be able to make very good use of the boards and trestles when tackling future restoration

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The new pit has recesses and conduit installed to enable lights to be fitted, and 110v sockets and an air line have also been included. Flat bottomed rails have now been laid on top of the pit walls and connected to the remainder of road three. It has to be admitted that there is a slight kink in the track at the moment, which will be rectified once stored rolling stock is moved from the eastern end of the road and the track slewed. Contrary to some mischievous speculation, it can be confirmed that the pit has been located in exactly the right position and doesn't need to be moved sideways by a couple of inches to take out the aforesaid kink!

Meanwhile, Wareings have made a number of visits to move forward completion of the shed. It has been decided that twin doors can now be fitted at the eastern end of roads three and four and a centre stanchion has been erected in readiness for

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the fitting of the doors. A new doorway has been cut into the west end of road one of the Railfreight shed, so enabling access to the new paintshop. A new wall has been erected by Wareings to screen off the paint shop from the rest of the new shed and the floor in the paint shop has been concreted, as has most of the area outside that has been earmarked as a shotblasting pad. Following the work done by Wareings, Keith Brewer has now been able to complete the installation of conduit, lights and plug sockets adjacent to the new paint shop wall.

John Dixon, Bradley Taylor and Mike Rigg busy laying blocks for the new FRT pit on 26th March 2014

Laying concrete for the new shotblasting area on 14th May, 2014

The shotblasting area outside the new paintshop

The extent of the woodwork required to hold the pit wall shuttering in place

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One of the most frequently asked questions over the past year has been, "When is "Cumbria's" boiler due back?" Well, at the time of writing, the question still

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remains to be answered although we are assured that good progress on its overhaul has been made in recent times at the Severn Valley Railway's Bridgnorth boilershop.

Recent tasks have included riveting the new doorplate and fitting a new piece of copper into the firebox crown to replace an area found to contain cracks. Once the latter had been achieved and tested, the new copper tubeplate could be riveted into place. The main remaining tasks are the re-fitting of the foundation ring and the installation of the new tubes, after which the boiler will receive both hydraulic and "in steam" tests.

Meanwhile, back at Preston, the opportunity has been taken to extend the work being undertaken on the rest of the locomotive. Once the re-boring of the cylinders had been completed, the new piston heads were machined for us by Bill Norcross and new rings were fitted along with the associated inside motion; the latter work was mainly undertaken

by Keith Brewer, George Fletcher, Adrian Tomkinson and Matt Bedford. However, before re-assembling the buffer beam, it was decided to take advantage of the production of a batch of new bronze valves and a pair of these are being machined up for "Cumbria" at present.

Once finished, the remainder of the motion and the bufferbeam can be re-assembled.

A significant number of new bolts have been manufactured in readiness for the latter to replace those damaged during the difficult process of removal. Extensive work has also been carried out by John Dixon, Fred Jones and Roger Benbow to repair corrosion on the bunker and cab floor, and Alan Middleton is renewing much of the ashpan in readiness for the return of the boiler.

Our other project has been the overhaul of the second class North London Railway coach, which was first restored in 2003. After many weeks of sanding down and undercoating the exterior of the coach by the Blackpool Gang of Alan Wolstencroft and Trevor and Tom Bradshaw, John Dixon and I were left to apply the final coats of gloss paint and varnish. Some more work remains to complete the overhaul, but the coach should be available for traffic shortly if required.

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Keith Brewer and Adrian Tomkinson re-assembling Cumbria’s motion on 26th March 2014

Turning now to our operational locomotives, both have needed some attention over the past few months.

Furness Railway No. 20 has been steamed regularly at Locomotion, Shildon, as part of the Museum's programme of events, including the very popular Driver Experience and Driver Taster Sessions. Alan and Alison have generally been the FRT's representatives for these occasions, with Alison raising some much needed cash through a sales stand. However, part of the engine's right hand rear cylinder cover joint was blown out one weekend, which required Alan and I to spend a busy day mid-week dismantling the slide bars and moving back the cylinder cover so that the remains of the offending joint could be removed and replaced. We finished re-assembling the engine at five minutes to five, just as the museum was closing, with the staff there commenting that we had achieved a very well planned operation. What they didn't know was that we hadn't even had time for a lunch break!

Shortly after, a steam leak was found emanating from the smokebox, which turned out to be from a small leak in the main steam pipe. This caused Alan to have to make two more visits to Shildon as well as a trip to his former workshop at Longridge to repair the offending item. Finally, the right hand clack valve, which had previously caused some problems, decided that it needed a more permanent repair, and more work to dismantle and re-fit it. Still, no planned steamings were missed and we hope that the loco will settle down again and behave itself for a while.

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What’s That In The Yard?

Following an enquiry from one of our visitors, I thought it might be worthwhile posting the following information for all our readers..

FR 20’s r/h rear cylinder cover drawn back to allow a new joint to be fitted on 16th May 2014

Down at the Bluebell Railway, 5643 has been used on a number of bank holiday services and also as back up to the Southern 'U' and 'S' Class locomotives. All appeared well until we received news in June that this usually reliable locomotive had been stopped with a suspected broken piston ring. Keith Brewer quickly made arrangements to make the 275 miles trip down to the Bluebell Railway to investigate the problem, taking Matt Bedford with him to assist. They soon confirmed that a ring in the left hand cylinder had broken, but that there was no damage to the cylinder. Examination of the right hand cylinder found that the piston rings were worn, but again no damage to the cylider. After making the long trip home, arrangements were made for John Marrow to manufacture replacement rings for both pistons over the weekend to enable Keith and Matt to fit them and re-assemble the locomotive the following week. The result was a swift repair and successful test run from Sheffield Park to Horsted Keynes bringing the verdict that the locomotive appeared to be far more efficient with its new rings in place. Well done to Keith and Matt!

Finally, on behalf of the FRT, I should like to thank everyone who has helped us with our projects over the past four months. Such assistance is very much appreciated.

Tim Owen Latest news - http://www.furnessrailwaytrust.org.uk/ and www.facebook.com/furnessrailwaytrust

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The six wheeled CCT at the Ribble Steam Railway is former L&NWR No. 11010, built to diagram 444 of 1913.

These vehicles were designed with vents and originally built for conveying motor cars. Some were also used as circus vehicles – hence ours has the nickname “the elephant van”!

The vehicle has carried various numbers during its career: 11010, 4041, 36903 & DM395081. It was purchased from Wolverton Works in 1981, where it had been converted to carry battery cells – the workshops had its own battery manufacturing facility. Although originally meant to be a donor chassis for a North London Railway carriage body (subsequently restored using a PMV chassis), it is hoped one day to restore it as originally built.

Owned by the Furness Railway Trust Visit the website www.furnessrailwaytrust.org.uk www.facebook.com/furnessrailwaytrust / twitter: @furnessrlytrust If there is an item that you photograph, especially in the carriage or wagon category, whilst visiting the railway, just send us the photo and we will do our best give you as much info as we can about it.

Maybe becoming a regular feature in future editions of the magazine. ribblesteamrailway@gmail.com

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6E32 / 6M32 Traction Gallery

Due to the closure of Holme tunnel on the Copy Pit route, 6E32 was diverted via Wigan, Parkside, Chat Moss, Manchester Victoria and Rochdale, picking up it's normal route at Hall Royd junction. On the first day of the diversions, 60063 does the honours, and is seen passing the site of Manchester Exchange as it crossed on to the Down Slow for a crew change at Manchester Victoria. (November 11 2013 - Down to nowhere Flickr collection)

Heading east over Rishton reservoir and towards the short tunnel, 60017 is on the 6E32 Preston Dock - Lindsey oil refinery empty bitumen tanks.

60039 approaches Manchester Victoria with 6E32 Preston Docks - Lindsay Oil Refinery empty bitumen tanks on Friday 22nd November 2013.

(Stephen Willetts)

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60074 with the loaded tanks coming down the dock branch March 24th 2014.

The shot is taken over the wall in West Cliff as the 6M32 is just about to enter the short tunnel on the branch.

(Roger Sutcliffe)

60074 'Teenage Spirit' working 6M32 Lindsey oil refinery to Preston docks passing Balshaw Lane Junction 24th March 2014 (Alan Naylor)

60007 on Farington Curve with 6E32 on April 7th 2014.

The Lindsey-Preston tanks came via Man Vic and Parkside but the return was via Copy Pit, seen here the tanks has just left the WCML at Farington Curve Jct and will soon cross over the main line as it heads towards Blackburn.

(Roger Sutcliffe)

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Preston Museums Group - part 2

On the outskirts of Preston's bustling city centre the Museum of Lancashire is your perfect introduction to all things Lancashire.

From entertainers and seaside holidays, to archaeology and industry, wildlife and the war years, the range of family friendly displays and activities means that there really is something for everyone. Uncover fabulous stories and the hidden histories of local Lancashire folk past and present as well as celebrating some of the more well known characters from Lancashire's past.

Housed in the former Quarter Sessions House, one of Preston's oldest buildings, the Museum of Lancashire is your gateway to more than 2000 years of Lancashire's history.

Explore the new family friendly galleries including: Lancashire Through Time: See objects found across Lancashire revealing how the county has developed since prehistoric times. Get interactive with the archaeological dig and find out about the work of conservators to preserve these long buried treasures.

Lancashire at Play: Roll up, roll up for a celebration of Lancashire humour, music, entertainments and seaside holidays!

Lancashire Law and Order: Take part in your own mock trial and uncover stories of crime, punishment and transportation from the museum's early days as Preston's court house to the present day.

Lancashire at Work: Did you know that Reebok, Vimto and Fishermen's Friends all started life in Lancashire? From the traditional to the modern, find out just how important Lancashire industry has been to the world.

Lancashire Goes to War: Experience the sites, sounds and smells of life on the front lines in our brand new WW1 trench. Discover the stories of Lancashire soldiers and the women on the homefront supporting Britain's wartime industries.

Lancashire People: Who better to tell you about the Lancashire identity then the people of Lancashire? The Museum welcome approaches from groups or individuals to display their own items and share their stories in our People Gallery and Collectors Corner.

Museum of Lancashire, Stanley Street, Preston, PR1 4YP Tel: 01772 534075 Email: museumoflancashire@lancashire.gov.uk Website: www.lancashire.gov.uk/ museumoflancashire Open Tuesdays to Saturdays (and Bank Holiday Mondays) 10.30am-5pm and Sundays 12-5pm

The Museum of Lancashire gives you a great introduction to all things Lancashire. With displays, interactives and activities aimed at different ages, there is something for all of the family to enjoy.

Celebrate the achievements of our famous Lancastrians and discover the objects and hidden stories of Lancashire folk past and present who have helped to shape our county.

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Bananas by Rail

Although the edible banana (from the botanical sub-genus Musa sapientum - "the fruit of the wise men") had been known in Great Britain since the seventeenth century, the fruit was first imported in quantity by Edward Fyffe in 1901. Bananas grow on a large plant with a single flowering head which bears around 6 to 9 clusters or "hands" of between 10 and 20 bananas. Most of those sold in the UK used to come from the West Indies or the Canary Islands where the fruit had been grown, with the similar plantain, as a subsistence crop since its introduction at the end of the fifteenth century.

The easily perishable fruit is picked when green and unripe and transported by sea in ships with insulated and refrigerated holds. These vessels used to dock (depending on the customer or shipping line) at a variety of British ports.

Avonmouth (Bristol), Hull, Southampton, Garston (Liverpool) and Preston (Lancashire) were among them. A large trade with Britain existed in the 1920s and 1930s. An average shipment would be 4000 bunches, these being a large stem containing four or five hands. The bunches of most varieties had to be straw packed in returnable wooden crates, while the tougher variety from Jamaica could be carried loose. With the need to quickly transport a large volume of the fruit to the ripeners and wholesalers throughout the country, the railway was the obvious choice for many years.

However, the fruit required special handling and heating and ventilating conditions en route.

Therefore, from the pre-Grouping days of the early 1920s, dedicated banana vans were designed by several railway companies (LNWR, GWR and LSWR) in conjunction with

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the trade to work in complete trains or rafts (groups of wagons) to carry the fruit by rail from the ports to its destination.

For most of their life, these vans were insulated and fitted with steam heating pipes on the ceilings and adjustable ventilators to allow the ripening process to continue en route. The sides were usually marked "Steam Banana". When the vans were emptied at the ripening shed, railway staff had to sweep them out and burn any loose straw left inside, always keeping a watchful eye out for any tropical spiders that may have accompanied the bananas!

World War Two saw the suspension of the British banana trade in November 1940. The wartime Ministry of Food decided to focus on maintaining a good supply of fewer varieties of fruits rather than a poor supply of several. Citrus fruits were chosen and the banana ships, which had refrigerated holds, were allocated to other cargoes. The growers in the West Indies were given basic compensation for the loss of trade. The railway vans were allocated to other traffic.

At the end of hostilities and following pleas from the colony to the Ministry, the first shipment from Jamaica (containing ten million bananas) on the Fyffes ship S.S.Tilapa docked at Avonmouth in December 1945. As a new generation of Britons sampled the fruit, the trade was rebuilt to its pre-war level and beyond. In the 1950s, more bananas were imported from the Windward Islands (Dominica, Grenada, St.Lucia and St.Vincent). This group of islands is around 1000 miles closer to the UK than Jamaica.

To cope with the increased traffic, 100 new insulated and steam heated banana vans (570000570099) were built by the London Midland and Scottish Railway to diagram D2111 under Lot No.1421 in 1946. They had a 10-ton load capacity and were fitted with vacuum braking but, as their wheelbase was only nine feet, they could not run at passenger train speeds. Their tare (unladen) weight was 9 tons 2 cwt. British Railways built 1550 more to this and similar designs between 1951 and 1958, the last batch being built without steam heating.

From 1954, the ventilators (on those railway vans fitted with them) were removed and the apertures sealed up as the vehicles passed through workshops. The branding "Steam" was removed from all vans so marked at the same time. From 1956, the steam controls on individual vehicles were removed.

By the late 1950s new, more disease resistant varieties of banana were being developed which yielded heavier crops. However, these were of a more delicate variety and prone to damage and

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bruising than existing varieties.

This problem was overcome by cutting the hands off the stem and packing them in cardboard boxes at origin. "Tropical Packed Bananas" allowed more fruit to be housed in a smaller space. The problem of returning empty wooden crates was also thus eliminated.

In the late 1950s a new British Railways standard 12-ton capacity insulated banana van was designed in conjunction with the trade to reflect their contemporary requirements. This van was more heavily insulated than previous designs and was not steam heated, although it was fitted with a through steam pipe so that it could run with older vans. The steam heat pipes were removed from all banana vans from 1963.

During the 1960s, the banana trade's use of rail transport steadily diminished due to changing distribution requirements and the increased efficiency of road transport following changes in road regulation. This saw the withdrawal of many of the pre-Nationalisation vans. The final move from rail was made in 1979, rendering the last seventeen operating banana vans redundant.

A Sunday Afternoon In Preston April 1969

Loco line up, in a final buffered up embrace!

The modern 0-6-0 Saddle tanks from the 1940's, built by W. G. Bagnall of Stafford

The Ribble Steam Railway hopes to restore one of its vans as a Banana Van in the near future to reflect on the heavy traffic that passed through Preston Dock in its heyday.

Original article by Martin Skrzetuszewski for the Bluebell Railway - with thanks to Fyffes PLC for supplying information for this article, from "Fyffes and the Banana, 1888-1988, A Centenary History" by Dr. Peter N. Davies, published by Athlone Press.

With thanks to the Preston Digital archive online.

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Manchester Ship Canal Railway Trafford Park was linked to the canal's docks by the standard gauge Manchester Ship Canal Railway, built to service freight to and from the canal's docks and nearby industrial estates, and which connected to the various railway companies that had track near the canal. Unlike most other railway companies in the UK it was not nationalised in 1948, and grew to become the largest private railway system in the country; at its peak it had 790 employees, 75 locomotives, 2,700 wagons and more than 200 miles (320 km) of track.

The MSC Railway was able to receive and despatch goods trains to and from all the UK's main line railway systems, using connecting junctions at three points in the terminal docks.

Two were to the north of the canal, operated by the Lancashire and Yorkshire Railway and the London and North Western Railway, and one was to the south, operated by the Cheshire Lines Committee.

The MSC's steam locomotives were designed to negotiate the tight-radius curves of the tracks on which they ran; the middle wheels of the 0-6-0 arrangement were flangeless, and the coupling rods had a hinged central section that permitted several inches of lateral play. A fleet of diesel locomotives was purchased between 1959 and 1966, but it was eventually run down and the remaining engines stationed at Ellesmere Port and Stanlow. The last operational section of the MSC Railway, at Trafford Park, was closed on 30 April 2009.

The sidings of Irwell Park Wharf. It was one of the Port's main bulk discharging points for such cargoes as sulphur and ores onto either road transport, or into goods wagons for onward delivery via the railway network. (c. 1955 Salford City Council)

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The Canal railway was originally formed from the contractors’ railway, following the completion of the canal. The contractor: Thomas A Walker; suddenly died on the 24th November 1889, leaving his executors with the job of negotiating with the canal directors. After nearly a year of wrangling, the directors took charge of the contract, and in so doing, acquired for the MSC company all the plant and equipment, including the temporary railway assets. During construction some two hundred and twenty-eight miles of track were laid, both in the canal bottom and along the banks. The contractor had owned one hundred and seventy-three locos and six thousand three hundred wagons. The construction railway originally had a connection to the CLC main line, east of Irlam station, to bring in construction materials. At its peak, some ten thousand tons of coal and eight thousand tons of cement a month were delivered by rail to the various construction sites along the canal excavations.

Using remnants of the contractors’ railway, the MSC slowly developed a canal-side railway of over thirty-three miles of the canal, at its peak it had two hundred and thirty miles of track, seventy-five locos, two thousand seven hundred wagons and employed seven hundred and ninety staff. The largest concentrations of rail and equipment were at Salford Docks and Trafford Park, but there were extensive facilities at Partington North Coaling Basin and Glazebrook sidings. Partington Basin, described below, was split between the north and south of the canal. The north side operations were the largest, managing both traffic for the Coaling Basin and the Steel Works sidings.

The MSC railway originally followed the line of the old River Irwell, through what became the CWS Soap Works site and under the rail bridge, across

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the now dry river bed, but, with the construction of the Soap Works and the Steel Works, it was realigned along the canal banking under the Irlam viaduct.

Irlam and Cadishead figure often in the history of the canal railway. The MSC track ran on the north bank of the Canal and entered Irlam from Barton in the east as a single line. The MSC railway was single track from Weaste Junction, all the way through to Latchford. The line between Weaste Junction through Barton, Irlam, to Partington North Basin was the busiest on the network. There was a small marshalling yard just east of Irlam Locks, now lost under the A57 by-pass, but the main operations were at Partington North and Glazebrook sidings.

Major sidings were added and expanded during the war years, near Sandy Lane Bridge, to manage the huge increase in traffic.

The third connection to the CLC main line was to be over the canal at Partington (South), this connection also used the redundant truncated low level line to feed the Partington (South Side) Coaling basin. The south coaling basin closed on the 30/12/1966.

The canal railways had connections to most of the major companies in Irlam and Cadishead.

Hudswell Clarke 775 Manchester Ship Canal 44

D14 0-6-0 built by Hudswell Clarke in 1962 scrapped in 1983 heading up from the north coaling basin to Glazebrook siding.

The original CLC rail lines through Irlam and Cadishead incurred the Canal Company in great cost for elevating and deviating them to cross the Canal at the required seventy five feet clearance.

But there was to be a benefit as well. The Canal Company took over the truncated remnants of the old lines and their connections to the Cheshire Lines railways at Irlam, Glazebrook East and Partington. The truncated Irlam branch of the CLC mainly provided a connection for the CWS Soap Works, but also connected to the MSC canal side rail line, next to the Irlam CWS wharf.

This line was known locally as Queens Road.

The major CLC connection was however, in Cadishead, originating at the Glazebrook East Junction with the main Liverpool Manchester line and the vast expanse of sidings. This connection was to be a major freight facility importing coal, limestone and scrap steel to the Steel Works, coal to the Partington (North side) Coaling Basin and exporting of finished steel products.

The MSC railways converted from steam working to diesel on the 6/7/1966, but, as freight moved to the roads the MSC railway slowly contracted and closed as traditional heavy industries declined.

Maintenance on the line trough Irlam from Weaste to Partington North was halted in 1977 and all traffic except engineering trains stopped on the 21/12/1977. The line was finally closed to all traffic in 1978.

The Manchester Ship Canal Railway took delivery of its first diesel electric locomotive on the 17th March 1959. It was named the Alnwick Castle and given the locomotive number 4001. The colour of the Livery was new too, instead of the drab grey it was painted Sheffield Green. A second locomotive of the same class arrived in April of the same year.

Compiled by Chris Mills

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It is with great sadness that we have to announce that we are no longer able to offer boat trips at Preston Marina.

We have been offering occasional trips here since 1992, firstly with our boat "Preston Puffin" and then since the 2012 Preston Guild, with "Preston Belle" - always without incident, and not as a profit It making is with great exercise sadness but asthat a contribution we have been to the informed that general Preston ambience Marina of arethe noRiversway longer ablearea, to offer and boat trips giving on Preston visitors something Dock. a bit different to do and They to provide have been a means offering for occasional people to gain tripsahere unique since 1992, perspective firstly with of Preston the boatfrom "Preston the water.

Puffin" and then since Unfortunately, the 2012 Preston increasing Guild, insurance with "Preston requirements Belle" always have now without put incident, this activity andway not beyond as a profit what making is exercise viable for butour as asmall contribution companytoand, the although general we do Yet another transformer delivery on the River ambience not disagree of the with Riversway these requirements, area, and giving we can visitors no Ribble during June. A 400 tonne transformer was something longer justify a bitthe different operation to doofand a trip to boat. provide a lifted off the river by specialist barge, the Terra means We hope for people that those to gain whoa did unique takeperspective a boat trip with of Marique, for another delicate drop off operation Preston us at some from point the water. over the years enjoyed it even for the South Ribble power station.

Unfortunately, slightly as much increasing as we enjoyed insurance running requirements them.

The unique specialist heavy lift boat Terra have Although now put wethis will activity not be offering way beyond boat what trips is viable Marique drifted down the Ribble, then twisted forourselves, the smallwe company are very and, open although to and they would dobe not very sideways across the river so the back end could disagree supportive withofthese any other requirements, individuals they or can organisations no unload the cargo. longer who feel justify they themay operation be ableofrun a trip a pleasure boat. trip boat The Terra Marique is an 80m long and 16.5m They attraction hope that herethose at Preston's who diddocks take aand boat wetrip canwith wide specialist barge weighing 2211 te. them always at some be contacted point over forthe discussions years enjoyed on thisit even The Terra Marique is unique. Its design has slightly subject. as much as they enjoyed running them. combined state-of-the-art technology with Although Contact theyPreston will notMarina be offering on 01772 boat trips 733595 or traditional marine and heavy transport themselves, they info@prestonmarina.co.uk are very open to and would be engineering. The design has been developed to very supportive of any other individuals or maximise the utilisation of UK and European organisations who feel May they2014 may be able run a ports, rivers and inland waterways. pleasure trip boat attraction here at Preston's docks There are a number of specific attributes that and that they can always be contacted for contribute to making the Terra Marique unique in discussions on this subject. the European shipping market: Terra Marique's hydraulic roadway and ballast system will allow the vessel to offload on varying quay heights and riverbanks.

Terra Marique has a specially strengthened hull to allow the craft to beach land with minimal need for on site preparation, thus facilitating direct delivery to coastal and waterway sites.

On The River

Contact Preston Marina on 01772 733595 or info@prestonmarina.co.uk May 2014

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Preston Buoys

Most visitors to the Ribble Steam Railway will see one or other of the two ‘Nelson Buoys’ positioned at the entrances to Riversway Docklands. Many will have wondered what they are and where they came from. Hopefully this small article may help explain.

The two ‘Nelson’ safe water landfall buoys were originally moored eight miles out to sea off the coast of Lytham, where the Ribble Estuary meets the Irish Sea. Today, however, they stand at two of the main entrances to Riversway, a modern development comprising a marina and a range of industrial, commercial and residential buildings.

Today the Nelson buoys mark the original course of the river Ribble, which was diverted in the 19th Century to enable the construction of the docks.

In 1890, in preparation for the opening of the new dock in 1892, Preston Corporation purchased two Bell Boat Buoys from the Irish Lights Commissioners for marking the Nelson "Safe Water" mooring at the entrance to the estuary and the Penfold channel. The lights on these units were powered by acetylene gas and the bells were rung by wave motion.

In 2010, Lancashire based painting and decorating contractor T Harrison Limited completed work on the refurbishment of two historic ‘bell-boat’ buoys that once marked the safe approach to Preston Docks. In the first phase of the project, T Harrison staff cleaned and pre-treated the 50 ton steel structures, which had become corroded when their protective coatings started to fail.

Their maritime history, combined with their present location close to the marina meant that

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they had been continuously subjected to chloride attack for well over half a century, so it was important to reinstate cover as soon as possible.

Over a period of ten days, the team prepared the substrate by hand, removing any friable material using wire brushes and chipping hammers before applying primer and polyurethane finish.

‘The marker buoys are well known city landmarks with a long and interesting history, said T Harrison’s contracts director Bob Roberts. ‘Preston City Council commissioned us to repair and protect them in order to prevent any further deterioration, preserving them for many more years to come.’

Meanwhile, you will have all noticed the recent roadworks on the approaches to Preston which were the result of massive works by United Utilities.

Previously, dirty Preston sewer contents and rainwater spilled out into local streams and on into the River Ribble and the coast. Beneath your feet in Preston a whole new sewer network is in place in order to reduce river pollution. Huge pipes wide enough to drive a car through, and storage tanks the size of Olympic swimming pools.

During heavy rainfall once the sewer pipes are full, stormwater which previously would have spilled into local watercourses are now be diverted to a new 3.5km long underground tunnel, holding 40 million litres of stormwater.

In normal weather stormwater is pumped back into the sewer network, to go on its journey to Preston Wastewater Treatment Works. The end of the £119m United Utilities sewer tunnel network under Preston finally nears completion. The seemingly endless frustration of roadworks in and around Preston Docks is almost over. A series of storm water underground tanks and tunnels have been created to improve the bathing water quality off the Fylde coast.

Chris Mills

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Scenes From The Past Dredging The River Ribble

self-propelled. The propulsion machinery is used to move the vessel from site to site, but is not used in the extraction operation.

Bucket Dredger 'Arpley' at work near the Bull Nose. December 5, 1963 A Bucket Dredger is a stationary dredger, fixed on anchors and moved while dredging along semi-arcs by winches. The bucket dredger is one of the oldest types of dredging equipment.

It has an endless chain of buckets that fill while scraping over the bottom. The buckets are turned upside down and empty moving over the tumbler at the top. The dredged material is loaded in barges.

Bucket ladder dredgers are one of the oldest types of dredger. They usually comprise a rectangular pontoon with a central well in which a heavy steel frame or ladder is suspended. The ladder supports an endless chain of buckets, each of which is equipped with a cutting edge. By rotating the bucket chain about flat-sided wheels (known as tumblers) at each end of the ladder, material can be loosened and transported. A small proportion of the dredgers of this type are

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The dredging action starts when a bucket reaches the bottom of the ladder, where it loosens and scoops up a quantity of material. This material is carried in the bucket to the top of the ladder where, at the highest point of the chain, the bucket overturns and the contents are offloaded. The material falls into drop chutes and into a barge moored alongside the dredger. Each bucket then returns empty on the underside of the chain to the bottom of the ladder where the cycle begins again.

The size of a bucket dredger is usually described by the capacity of the buckets, which is in the range 100-900 litres.

Oil Fired Bucket Dredger, 'Dredgeall' Preston Dock, December 14, 1959. At work removing silt in the dock basins.

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Bucket ladder dredgers are able to dredge almost any material up to the point where blasting is required, and if fitted with ripper teeth may even be directly able to dredge weak rock. A minimal amount of water is added to the dredged material during careful use of the buckets. This is advantageous to production and costs, especially when dredging in silt and mud.

Preston Corporation suction dredger 'Margerison' A Suction Dredger is a stationary dredger used to mine for sand. The suction pipe is pushed vertically into a sand deposit. If necessary water jets help to bring the sand up. It is loaded into barges or pumped via pipeline directly to the reclamation area.

Preston Corporation Bucket Dredger 'Gilbertson' Gilbertson Built in 1886 by Fleming and Ferguson Ltd. Paisley for £18,764 Sold: 1927 to Workington Harbour for £7,756.

Finally broken up on the Clyde in 1935.

Named after Alderman William Gilbertson In operation, a bucket ladder dredger is held accurately in position by up to six moorings or anchors and the bucket ladder moved from side to side to excavate material. The mooring wires can obstruct other shipping, and high noise levels are a common problem if special steps are not taken to control sound emissions. Much of the power of a bucket dredger is used in turning the chain, but the high inertia of this can also assist in overcoming localised hard spots.

River Ribble Shore Discharge Pump.

December 5, 1963

The maximum weekly output of a bucket dredger can vary between 10,000 and 100,000 m³ (in-situ) depending upon size, location and material. Maximum dredging depths are normally around 20 m. Bucket ladder dredgers are complex and expensive machines to operate but can dredge to the required depth very accurately. *********

Thanks to Preston Digital Archive, the Lancashire Evening Post and www.imcbrokers.com - typesof-dredgers.

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Tiny Stations

Reddish South, Greater Manchester Pity Reddish South for it is served by a single solitary train each week. Passengers wishing to visit the station must wait for Friday and board the ‘Denton Flyer’ – the 10.13 service from Stockport to Stalybridge. Those who miss it face a 168-hour wait for the next train which, even by British standards, is quite an interlude.

Worse still, if you’re stricken by an unquenchable desire to arrive at Reddish South from the north you’ll have to charter your own train. To add insult to infrequency the station doesn’t even get a proper mention in the timetable, appearing merely in footnote F to Table 78. A visit is well the worth the trouble though for the place is kept immaculate by the Friends of Reddish South Station and, beyond the flower beds, a bright and bold mural bears life-affirming aphorisms.

Tickets through northernrail.org

Reddish South, Bootle & Burnley Barracks are all featured in Tiny Stations by Dixe Wills (AA Publishing, £16.99)

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Bootle, Cumbria Shockingly, there is no plaque on Bootle station to commemorate the heroism of driver Harold Goodall and fireman Herbert Stubbs. On 22 March 1945, Goodall’s train was passing Bootle when he noticed a fire in a wagon containing depth charges. He stopped a safe distance away and he and Stubbs uncoupled the burning wagon from the ones behind it. Goodall drove forward and the pair returned to uncouple the wagon from the rest of the train, taking the remaining wagons up the line. Stubbs ran forward to prevent any other traffic from passing but Goodall approached the wagon a third time to try to extinguish the flames. He was killed instantly when the depth charges detonated. The explosion left a crater 45ft deep and shattered windows over a mile away. One can only imagine the devastation had all seven wagons containing depth charges gone up. Harold Goodall and Herbert Stubbs, we salute you.

Cumbrian Coast Line (cumbriancoastline.co.uk) Burnley Barracks, Lancashire It’s something of a miracle that, 156 years after it was opened, Burnley Barracks station is still with us.

Originally named Burnley Westgate, it was intended as a temporary terminus for an extension from Accrington to Colne. Indeed, after four months’ doughty service, the station was closed as planned.

However, these were the busy days of Empire and along came a cavalry barracks next door. The station was hastily re-opened and re-named. The most notable cavalryman to pass bandy-legged through its doors was James Yorke Scarlett, best known for leading the Heavy Brigade at Balaclava.

Unlike that of its doomed lighter brother, the Heavy Brigade’s charge met with success and Scarlett became a national hero. A campaign in 2008 for the station to be re-named again came to nothing, which is sad because Burnley Barack Obama has a nice ring to it.

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Ribble Pilot is printed by Ashton Print 5-7 Plungington Rd, Preston PR1 7EN 01772 882806 RSR Publications © RSR2014

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