Ribble Pilot - Issue 42

The Ribble Pilot

The Journal of The Ribble Steam Railway - Issue No.42

Do NOT PRINT See “Cover” attachment

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Do NOT PRINT See “Cover” attachment

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Ribble Pilot 42 Fifteen years ago we were faced with a rather large challenge, to do something with a piece of derelict land near the River Ribble.

So we built a Museum...

Ten years ago, on 17th September 2005, we officially opened the Ribble Steam Railway to the paying public visitors.

.... and a Workshop ....

and then we set about opening a railway line to the visiting public.....

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It is unbelievable to conceive what has been achieved by such a small band of enthusiastic volunteers in a relatively short time period.

An achievement not matched by any other similar venture. Happy Birthday to us all - and here’s to the future of Ribble Steam.

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FROM THE SECRETARY SUMMER 2015 As I write we are half way through the running season. Having done a check on our passenger figures, the 2014 and the 2015 figures from January to June are virtually identical at just over 10,000. Some of our events have done better than the same ones in 2014 but others fell back a bit so it is always difficult to predict how the rest of the season will go although our two events planned for September to tie in with our 10th anniversary of opening will hopefully be a boost. We have just had a successful event for PR with locomotive "John Howe" having a trip to Preston city centre on the 4th July to get public attention and we are always looking at these kind of opportunities.

Whilst 2015 has so far been a reasonable success but one or two problem areas do need looking at.

Like any volunteer group we are always on the lookout for bodies to help and it is the main running season and at Santa weekends when the need to run the advertised service each day that it becomes more of a strain.

All bits of the organization can do with more help but on the operating side things have become quite acute this year caused by a number of problems including ill health of some regular volunteers. Obviously it's not a five minute job training someone to become part of the train operating team but having just a couple of extra bodies available would make a big difference in the long run.

Like with many groups RSR Ltd is not immune to wider problems in the volunteer sector. Those of you who buy "Steam Railway" magazine will have seen that there was an article recently about the challenges facing heritage lines in recruiting and retaining volunteers. The article was very well researched and made the point that contrary to the general assumptions the biggest problem group demographically in terms of recruitment and retention was not "youngsters" but those of middle age who have children or more demanding jobs as they get older and other interests / responsibilities.

From observation of our railway it is something we are familiar with and as retirement ages for most workers continue to rise relentlessly in coming years so recruitment of people taking early retirement etc as volunteers is inevitably going to dry up to some extent.

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There are no easy answers to these kind of problems (there never are) but helping just once a month by someone can be a bigger help than it might seem so if you would like to become involved but think you cannot come down every weekend don't let that stand in the way.

Elsewhere you will find the notice for the AGM this year. This is later than the date in the previous two years partly due to the date when the accounts were completed. If you are reading this magazine having not received it via the post as a current member can I remind you that to attend the meeting and participate in it your membership of RSR Ltd MUST be up to date which is a requirement of the Company's articles of association.

One of our directors Phil McNamara will be retiring from the Board this year. Many of you will not know Phil but he has been a volunteer with us going back to at least the early 1980's and supported the Company in other roles for many years so my thanks to him for all of those efforts.

———————————————————————— PLEASE SEE THE AGM NOTICE ON PAGE 41 ————————————————————————

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Health & Safety Reporting of accidents & incidents.

There have been several instances in the last 12 months where the procedures doing this have not been followed. Can I ask that ANYONE working on site as a volunteer refers to the notice board at the entrance to the workshop which sets out instructions of what to do should something happen. Clearly some things can be such that someone wonders "should I report that or not" but it is better that we know about even fairly trivial incidents and try to act on them or not as the case may be. In addition the HRA/ORR updated their guidance on accident reporting on minor railways last year and our procedures and paperwork are designed to be compliant with their requirements.

Steam Views

Bagnall 2680/1942 'Courageous' running around the coaches ready for the first train on Easter Sunday (Photo: Chris Mills)

Lone working.

In the last magazine I referred to the fact that we had marked up certain pieces of plant / machinery as "no lone working". I have had some feedback about this and I want to clarify a couple of points. The policy we have is required by our insurance company as well as under the general health & safety regulations / guidance.

The insurers are not asking us to prohibit people from being on site on their own (which would be completely impracticable anyway) but they were concerned that certain more hazardous activities be looked at and risk assessed as to whether certain pieces of equipment should be used when the user is the only person around. That risk assessment was done with a number of workshop volunteers and a copy of it is to hand in the workshop if anyone wants to look at it.

The policy needs to be followed. In the event of an accident if someone is hurt in breach of it there will be issues of the insurance cover and any breach of our responsibilities.

Linda on a test steaming 9th May (Photo: Phil Steer)

Fire exit routes.

Can people please ensure these escape routes in the buildings are kept clear. There are all marked by statutory signage and are there for the safety of our people and visitors. Just to show these risks are real to places like RSR there has recently been an extensive fire at a preserved railway station at Ballater in Scotland which destroyed 90% of the building fortunately with no injuries.

Peckett 2003/1941 'John Blenkinsop' awaiting cosmetic restoration in the FRT Shed (Photo: Chris Mills)

Mike Bailey (Secretary)

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Steam Loco Update A full list of all our Steam locomotives. Some are currently off site, awaiting arrival or away on loan at other Heritage Railway sites.

Andrew Barclay 1147/1908 'John Howe' - The 10 year ticket has now expired and the loco is likely to go into the museum for a period of storage after a washout and the removal of grate and ashpan.

Andrew Barclay 1598/1918 'Efficient' Andrew Barclay 1833/1924 'Niddrie' Andrew Barclay 1865/1926 'Alexander' Andrew Barclay 1950/1928 'Heysham No.2' (Fireless) Andrew Barclay 1969/1929 'JN Derbyshire' Andrew Barclay 2261/1949 'No. 6' - Technically in service, but the loco has not been used much lately as it tends to knock the train about a bit !

Andrew Barclay 2343/1953 'British Gypsum No4' * Andrew Barclay 880/1902 0-4-0CT Crane 'Glenfield No1' (not on site) Avonside 1568/1909 'Lucy' Avonside 1810/1918 'M.D.H.B. No. 26' Avonside 1883/1922 Bagnall 2680/1942 'Courageous' (In service at RSR - Annual boiler inspection completed) Borrows 48/1906 'The King' Borrows 53/1909 'Windle' BR Ivatt 46441/1950 * Furness Railway No.20 (currently based at Shildon) Grant Ritchie 272/1894 - Hydraulic test has been completed to the satisfaction of the boiler inspector. * GWR 0-6-2T 5643 (currently on loan at the Embsay and Bolton Abbey Steam Railway) GWR 4-6-0 4979 Wootton Hall - Work continues on the tender, The cab has been removed.

Hawthorn Leslie 3931/1938 'Linda' (In service at RSR - The loco is proving to be a valuable addition to the working fleet) Hunslet 1954/1939 'Kinsley' Hunslet 2890 0-6-0 'Douglas' - The cladding has been completed and work is presently taking place on the tender. * Hunslet 3155/1944 'Walkden' (currently on loan at The Spa Valley Railway) Hunslet 3696/1950 'Respite' Hunslet 3793/1953 'Shropshire' Hunslet 3855/1955 'Glasshoughton No.4' * Hunslet WD194/1953 ‘Cumbria’ (currently on loan at The Mid-Norfolk Railway) * L&Y Aspinall 1300/12322 - 1896 (currently on loan at ELR) L&Y Pug 1097/1910 ‘No. 19' (L&Y Trust) LNWR Ramsbottom 1439/1865 (NRM) Peckett 1925/1937 'Caliban' Peckett 1935/1937 'Hornet' Peckett 1999/1941 'North Western Gas Board' - The sample of copper from the inner firebox was tested and suggested it was a type that cannot be welded. A larger sample was removed and the results are awaited. Meanwhile work continues on the lubrication system.

Peckett 2003/1941 'John Blenkinsop' Peckett 737/1899 'Daphne' RSH 7485/1948 'Agecroft No.2' Sentinel 8024/1929 'Gasbag' Sentinel 9373/1947 'St Monans' Visit: www.ribblesteam.org.uk/exhibits/locomotive-check-list

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Diesel Loco Update A full list of all our Diesel locomotives.

BR Class 03 03189/1960 BR Class 03 D2148/1960 BR Class 05 D2595/1959 * BR Class 14 D9539/1965 (currently on loan at The Spa Valley Railway and in regular use on both passenger and works trains. D9539 is due to return to RSR in time for the diesel weekend in October) Diesel Railbus - 79960/1958 (operating Summer Thursdays) English Electric DP1/1955 Deltic Prototype (Loaned by the NRM) English Electric EE2098/1955 '671' English Electric EE788/1930 English Electric VF2160/D350/1956 '663' - The loco has been moved into the new paint bay where the repaint into NS green continues. 663 is due to be featured at our upcoming English Electric weekend where 671's (601's) 60th birthday will be celebrated.

Fowler 0-4-0DM 21999/1937 "Fluff" Fowler 4160001/1952 'Persil' Greenwood Batley 2000/1945 'Greenbat' Howard 965/1930 'Hotto' Hudswell Clarke 0-4-0 DM D629 'Sparky' Hudswell Clarke 1031/1956 'Margaret' Hudswell Clarke D628/1943 'Mighty Atom' North British 27653/1957 BICC Sentinel 10226/1965 'Energy' ex MSC DH23 Sentinel 10282/1968 'Enterprise' Sentinel 10283/1968 'Progress' - The new engine has been fitted and the many pipes and cables are now being reconnected. The old engine is currently being rebuilt by our volunteers with new liners due to be fitted. The donkey engine rebuild is nearly done and this will be fitted alongside the main engine once testing is complete.

Thomas Hill 160V/1966 'Stanlow No. 4' Yorkshire 2677/1960 D2870 Photo: Ade Tomkinson

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Preston Marina Celebrates 25 Years But it is not just boat owners who enjoy the marina. The Beach Hut café has always been a firm favourite with visitors to the docklands area, especially now that the Guild Wheel cycle route runs through it.

The former Preston Port, known as Riversway or the Docks, has been the site of an expanding commercial and residential complex since 1988.

Saturday 11th April 2015 marked a quarter of a century since the opening of Preston Marina at the city’s redeveloped Riversway Docklands.

A “trial version” of Preston Marina was opened in 1985, before the surrounding land was re-developed. It had only six swinging moorings in the dock basin – but gradually boats started to come and found the site to be a useful winter or laying-up base.

The marina, operated by the same family since 1990, has become an icon of the city of Preston, and maintains the city’s historic links with both the sea and the surrounding canal network.

In 1990, the Marina was fully opened, with fully serviced pontoon berths, boatyard, a chandlery and lifestyle shop and its very popular waterside coffee shop.

Tony Worrall, who runs the Preston Flickr group regularly takes pictures of the Marina and Preston Docklands. A Tony Worrall sunset picture is a regular on Twitter of the Docks basking in the glow of the sun going down.

Visit : https://www.flickr.com/groups/prestoncity

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‘Princess’ on the Docks

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150th Birthday of LNWR Ramsbottom 1439/1865 No. 1439 was built by the LNWR at Crewe in 1865. As LNWR No. 3042, it worked for a period in and around Liverpool Docks, being fitted with bell gear and oil fuel apparatus for this purpose.

All LNWR locomotives were painted black from 1873; for many years the goods engines were plain black, but passenger engines were given red, white and blue-grey lining, and most goods engines were similarly lined from the 1890s.

Before 1873 locomotives had been green with black lines, and this seems to have been the normal livery from London & Birmingham and Grand Junction lines.

In 1914 it was loaned to Kynoch Ltd., at Witton, Birmingham, subsequently being purchased by them in 1919, becoming their No. 4. Larger round buffers were fitted. A new boiler was supplied by Bagnalls in 1935, to the same dimensions as the original boiler, except that the pressure was increased to 160psi.

A new dome top, of increased strength was fitted.

The boiler has a cylindrical steel firebox, not unlike that of a Lancashire boiler. This feature is most unusual in a steam locomotive. The Ramsbottom smokebox, with flap door, was retained.

The loco became redundant in 1953 and was given by ICI (as successors to Kynoch) to the BTC in 1954.

It is considered to be the only remaining loco of the Ramsbottom era. It was stored for a while at Hellifeld, prior to the opening of the NRM at York.

The loco joined the collection at Riversway during January 2009, and is on display in the museum building. 'Ramsbottom, 1439 is on loan from the National Railway Museum, York'.

Happy 150th Birthday !

RIBBLE STEAM RAILWAY INVITES YOU TO OUR 10th BIRTHDAY BASH SATURDAY & SUNDAY 5th & 6th SEPTEMBER A SPECIAL VISITING STEAM LOCOMOTIVE AND LOTS OF BIRTHDAY SURPRISES !!!

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DELTIC 60

Photo: Ken Philcox

The prototype Deltic arrived at RSR on 9th August 2012 and is on public view in the museum until at least October 2015. She has kindly been loaned by the NRM. The loco was built in 1955 in Preston, only about a mile from where she is now proudly displayed.

Deltic DP1 celebrated her 60th Birthday with several cakes and a special mix of steam and diesel traction on our 'Anything Goes' train services.

The Deltic remained in the Museum during the Event. Visitors were able to go on board each day for a fully guided tour of the locomotive.

Special Deltic Souvenir Sales were on sale in the Shop, Mugs, Fridge Magnets, Bottle Opener Key Rings Various Postcards and Postal Covers, all with a DP1 Photo on them.

The event saw the return to steam of two newly out shopped locomotives, the Timetable ran as follows -

Photo: John McClenaghan

1100 - Hawthorn Leslie 3931 'Linda' / BR Class 05 D2595/1959 1145 - Hunslet WD194 / 1953 ‘Cumbria’ / BR Class 05 D2595/1959 1230 - Hunslet WD194 / 1953 ‘Cumbria’ / BR Class 14 D9539/1965 1315 - Hawthorn Leslie 3931 'Linda' / BR Class 14 D9539/1965 1400 - Hunslet WD194 / 1953 ‘Cumbria’ & Hawthorn Leslie 3931 'Linda' / Sentinel 10282/1968 'Enterprise' 1445 - Hunslet WD194 / 1953 ‘Cumbria’ & Hawthorn Leslie 3931 'Linda' / Sentinel 10282/1968 'Enterprise' 1530 - Hunslet WD194 / 1953 ‘Cumbria’ & Hawthorn Leslie 3931 'Linda' / English Electric VF2160/ D350/1956 '663' 1615 - Hunslet WD194 / 1953 ‘Cumbria’ & Hawthorn Leslie 3931 'Linda' / English Electric VF2160/ D350/1956 '663'

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Deltic and Vulcan Works I had the pleasure, today, of reacquainting myself with an old friend. "DELTIC".

Whilst I had last seen the dear old giant in London, in the Science Museum, my previous encounter had been prior to that at Vulcan Foundry.

During my apprenticeship at the English Electric works I had the pleasure of attending the locomotive prior to mothballing and it was a special pleasure today to be able to tour the engine room and remember the closeness of all it's workings.

I had the honour of working on all the Type 5s (now known as Class 55s) that followed and I must admit I remember the special relationship I have enjoyed with Deltic's daughters.

During my time at Vulcan, serving an apprenticeship that allowed me to serve in most of the departments, I was privileged to spend a few months in the locomotive test section. I had the pleasure of working on a great number and variety of the Company's locomotives.

I well remember assisting in the testing of several of the "deltic" models, that thunderous roar of its twin engines and the almost unbearably tight space of the engine room.

Taking performance figures with such a highly strung machine was not only arduous but at times virtually terrifying.

Having to lie across the top of a Napier Engine at full load can be rather daunting at times but nevertheless the memory of the locomotives lingers on with enormous pride and affection.

I have been delighted, once more, to be able to acquaint myself with "the old giant of locomotive history".

Sadly I was unable to talk to someone and share my thoughts but nevertheless at least modern methods of communication allows me to pass on a few of my memories.

Regards, Vernon Broadhurst Walking around a 2000hp Type 4 (class 40) at the mouth of the Woodhead tunnel, checking to see that it's bearing were not overheating was for a 20 year old apprentice a privileged experience.

As a young member of the Vulcan Foundry Locomotive Test Department asked to accompany such a formidable machine on its first run from the factory to delivery to British Rail was indeed a privilege.

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My association with this particular locomotive had been several weeks earlier, when during a night shift I had carried out a "ringing out" of the electrical system. (using a fairly primitive bell to check that the electrics had been connected correctly). My next encounter with the loco was when it was delivered into the test department, a complete build except for its final paintwork but still requiring all it's functions testing. The loco test teams consisted of 5 or 6 team members headed by a senior tester with each team responsible for a particular locomotive.

The engine was checked, oiled and moving parts rotated, all other components tested and when finally satisfactory results were achieved the locomotive was fired up. At this stage the driving motors had been disconnected to enable the testing of all electrical and mechanical components. The resultant performance figures were essential for verification purposes.

A particular memory remains of the number of ear plugs and various items sucked out of overall pockets whilst taking fan tachometer readings.

This procedure was carried out on every locomotive prior to movement on the factory railway system but special arrangements were carried out on every new model.

Together with the aforementioned each new model was put through severe endurance test procedures. The test team were literally locked in the locomotive with all windows, air vents and doors sealed and the machine was run on top load for 4 hours (known as the heat run).

Reading were taken every minute for temperatures, electrical outputs and machine oscillations. This was then followed by a 200 hour test whereby the engine load was taken from idle through to full load every minute for the duration of the test. One can possibly imagine doing a 12 hour shift going home and throughout ones sleep hearing the constant rise and dwell of the engine.

Finally of, course, the locomotive was driven out of the test shed and having passed it's objectives was finally painted and prepared for delivery.

Hence the honour of delivering one of these beauties to British Rail, or rather accompanying since the machine had to driven by a British Rail driver.

Type 4s (class 40) were my particular favourite because I worked on so many of them and whenever I see a picture of one I instantly recognise a particular part that I manufactured.

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The Deltic, probably, one of the most recognised of diesel electrics locomotives always plucks the heart strings. Whilst it was housed at Vulcan prior to its dispatch to the Science Museum it was the forerunner of the Type 5s (class 55).

I was quite privileged to work on every one of them from helping to manufacture some of the subsections to working on test. The ultimate experience surely for any apprentice was reaching across a Napier engine taking readings only to see the same engine returned to the works with a piston failure. It doesn't really bear thinking about.

The "Deltic's", however, were most formidable machines and it is especially pleasing to see so many of them being preserved.

A good variety of locos were manufactured while I was there, Type 3s (class 37), locomotives for Rhodesia and Poland and with the beginning of the era of electric locomotives British Rail type 86 and 87. The Polish locos were particularly difficult to work on with aluminium brake pipes which I remember were hard to make satisfactory joints.

My apprenticeship started in September of 1958, four months in the training school, making the tools that would be required as I passed through my Vulcan working life. From there to a lengthy stint in the fitting shop, the marking out and fabricating section where I made scores of Type 4 buffer beams (my recognised item mentioned previously). On passing my ONC in mechanical engineering I was rewarded with a technical apprenticeship and a programme of work in many of the departments of the works.

Again a special memory of a couple of months spent in the Standards Department checking machine tools and using a variety of techniques to very exacting tolerances.

My time in the test department was, however, the highlight of my 5 years at Vulcan Foundry.

Deltic was always a legend at Vulcan Foundry.

Whilst the engine had been built at The Preston factory, Vulcan was a renowned locomotive manufacturer and as the works became part of English Electric Group it was natural that DP1 would be attached to Vulcan. The locomotive had served on British Rail for a number of years but engine failure eventually resulted in withdrawal from service.

The powder blue paintwork with cream strips had been a clear indication of here is something

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different, something unusual, something not to be missed and a real stab at freshness of thought.

Deltic was housed in one of the paint booths and for some time it was thought that it would be sent to America for promotional purposes.

It was in this location that I first encountered Deltic and some work went on to preserve the locomotive.

Eventually it was decided that a return to some sort of service was out of the question and the decision to donate the locomotive was given. Some cosmetic work was carried out and maintenance with safety in mind so that the engine could be presented in a proper manner.

The locomotive was duly loaded on to a vehicle for transportation to London and it was dispatched from the works by a very large crowd with great sadness.

Deltic, with its 3300 hp engines was too good a thing to miss for British Rail, the locomotive could do the work of several steam engines, was more efficient and therefore a cheaper option.

Hence the decision to build 22 similar machines, albeit with a more effective power unit more suited to railways.

The headlight used on the DP1 was removed (the headlight had been on Deltic because it was thought that America would be a market).

The use of 2 engines and therefore 2 power generators together with a steam generator for train heating meant that the body of the locomotive was going to be extremely compact. This, of course, proved to be the point, movement in the engine room was precarious at times.

It was very hot when on test especially when performing for long periods under heavy load conditions. The Napier engine had been, perhaps, problematic, it was revolutionary with its complicated opposing piston movement, new but you could say inspirational.

Deltic had been inspirational, a locomotive that encouraged rail people to look out for it, to plan to visit wherever it appeared. Here were 22 of them, exciting beasts of machines with their own particular heartbeat their own strong presence and what power.

To be part of the manufacture, to be part of testing them was exciting, especially for an apprenticed engineer. There could have been no more exciting diesel electric locomotive on British Rail at that time as is quite apparent by the number of preserved models. Long may they reign and long may Deltic be admired and coveted.

Apprenticeships in engineering are surely worth their weight in gold, a path I am glad I took and one I would recommend heartily to any aspiring teenager.

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Sentinel Shunters ‘In The Wild’

Above: Ship Canal Sentinel/Rolls Royce DH23 & DH24 leaving Container base. (Photo: DeanM66A) Below: 'Enterprise' and 'Energy' with T.S.S. Manxman moored alongside, Saturday 23rd July 1983.

(Photo: Dave Chamberlain)

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4wDH 'Progress' (Rolls Royce works No.10283 of 1968) stabled outside the 'state-of-the art' loco shed at Port of Preston Docks on 10th September 1993. (Photo: Gordon Edgar)

Ship Canal Sentinel/Rolls Royce DH23 & DH24 crossing Park Road. New in October 1965, Rolls Royce 10226 (DH23) and 10227 (DH24) were modified for tandem working in 1971. The majority of MSC's chain drive Sentinels were sold to Thomas Hill after barely six years service. (Photo: DeanM66A)

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Signal and Telegraph News July 2015 As predicted previously, No.6 barrier at Maritime Way failed again during the Santa steamings.

After spending most of the night changing the motor and gearbox I was nearly driven to tears when a last test (all the components had been tested on each stage of reassembly) failed and it was back to square one. After giving the drawings a serious coat of looking at the following weekend I decided the overload cut out must be faulty and when that was removed it was indeed found to be partly burnt out.

A number of relays have been tested and swapped over in the plant room under the control tower. A few more need to be swapped and tested in the route locking and releasing circuits for the swing bridge. A relay test unit has been made to test the resistance of each individual contact in each relay.

Not only was "A" track circuit altered so that it was fed by a track circuit feed set but "B" track was also converted. This programme is now complete and all batteries have been removed from the track circuit feed arrangements. The level crossing batteries have recently been serviced although the ones at Lockside Road will probably require replacement in the next 12 months or so.

Dirty freddys (or electronic treadles) caused a few issues when it was occasionally not immediately possible to raise the barriers after the passage of a train. Three freddys have subsequently been replaced in an effort to track down a further route release problem that has been intermittently encountered. A freddy test rig has been constructed so that each component can be tested "off track".

A clip cabinet has been provided near to the North catch points and a second one should be provided for the south set soon. These cabinets hold emergency equipment that is used in the event of a points failure.

Two location cases are presently being refurbished to allow both sets of catch points to be fitted with electric heating. This will considerably improve reliability during the winter months and remove the need for regular manual de icing.

R Walker.

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Schools Pilot During 2014, it was realised that our Schools offering was falling far short of standards and it was decided to totally revamp the offer and bring it in line with the National Curriculum.

The only way forward to achieve this was to use our In House expertise allied to Professional Support. The new Team was formed with Frank, Wilf, Terri, Philip, myself & Lou from Elementas, aided and abetted by John Meredith, who is a Museum Educational specialist and enactor.

After a few meetings we started to see daylight at the end of the tunnel and with John's expertise to the fore we were guided into areas previously totally alien to us.

The way forward was to produce a semi detailed brief which could eventually be delivered by certain RSR volunteers, the most important and vital factor being that whoever delivers should do so from a predetermined script but with options to add their own personal touches. The secret being that all Schools of a similar age bracket would get an almost identical presentation.

We held a demo for ourselves to determine if we were on the right track (pardon the pun) and after a de-brief we realised that a little fine tuning was required before we would be in a position to do a live performance for a School.

Around this time we were approached by Ribby with Rea Endowed Church of England Primary School from Wrea Green who wanted a School Visit, this was an ideal opportunity to deliver a Pilot of our new offering, on this occasion as a freebie in return for a detailed response and feedback.

Dave Watkins

More news on our schools programme will be reported in future magazines.

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FURNESS RAILWAY TRUST NEWS In my last report, the FRT's former GWR 0-6-2T No. 5643 was being prepared to set off for an unexpected trip to the West Somerset Railway to take part in its Spring Steam Gala on 26th to 29th March. I am pleased to be able to tell you that the trip was very successful, Matt Bedford being sent down to accompany the locomotive as the FRT rep. On return to Preston, the loco was stripped down and readied for its annual survey and steam test for the insurance company's surveyor, which was concluded just in time for 5643 to be able to head off to the Embsay and Bolton Abbey Steam Railway to take part in its Branch Line Weekend over the early May Bank Holiday weekend. A new set of superheater elements has been ordered for 5643 and these will be fitted as soon as they are received. The loco is due to remain at Embsay until the end of the year.

The main task that has consumed the time of our volunteers over the spring months has been the completion of the overhaul and repairs to 'Austerity' Class 0-6-0ST "Cumbria", Hunslet No. 3794 of 1953. The extensive nature of the overhaul meant that there was a huge amount of work to be undertaken to fasten the new components together. For instance, the presence of a new smokebox and new saddle tank have caused a considerable number of additional holes to be drilled. The Mid-Norfolk Railway had expressed an interest at the beginning of February in hiring "Cumbria" from the end of May to coincide with the start of its summer steam timetable. There being no other alternative locomotive option for the MNR, there was, considerable pressure on the FRT not only to get the loco ready in time, but to have the chance to accumulate some very necessary running in mileage before it set off to Norfolk on the 26th May. Long hours were worked by many working parties but, in the end, "Cumbria" was extracted out of the workshop on the 6th May with most of the paintwork completed and successfully passed its steam test a week later on Wednesday, 13th May. With the deadline for movement off to the Mid-Norfolk less than a fortnight away, it was now imperative that "Cumbria" was given some work to do, so it joined freshly restored Hawthorn Leslie "Linda"

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Linda about to leave Preston Riverside on Saturday, 16th May with its first passenger train after restoration during the ‘Anything Goes’ Weekend

Cumbria stands ready at Preston Riverside to take out its first passenger train since overhaul on 16th May at the ‘Anything Goes Weekend’

The grimier side of steam preservation. Fred Jones cleans out 5643's smokebox on Friday, 3rd April in readiness for the annual boiler survey.

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in the Anything Goes Weekend on the 16th and 17th May. It was a credit to all concerned that both locomotives worked 'straight out of the box' over the weekend and was just reward for all the volunteers involved. After the installation of a new brick arch during the week, "Cumbria" was once again back in traffic the following Saturday and Sunday, more than satisfying the delegation from which had come up from the Mid-Norfolk Railway to see the locomotive in action. After a day to cool down, "Cumbria" set off down to Norfolk on the Tuesday and was subsequently given a shake down run on the Friday before commencing service on the Saturday. It then had a baptism of fire as it had to complete four round trips on the eleven miles long railway, which no doubt tested the capacity of the newly restored bunker! George Fletcher was on hand to give help and assistance during the handover and running that weekend, and fortunately all went to plan. Not bad for a loco that had had an extensively repaired boiler, new smokebox, new saddle tank, new blast pipe, new valves and a re-bore with new pistons fitted! "Cumbria" has since worked every weekend and is now running four days a week since the second week in July. It is due to return to Preston at the beginning of September.

Furness Railway No. 20 passed its annual survey and subsequently its steam test on the 22nd May. It has been working regularly at Locomotion, Shildon and is scheduled to be there for the rest of the year. Its planned trip to Llangollen at the end of May was cancelled, but there is the possibility of another trip away later in the year.

With "Cumbria" completed and the new palisade fencing erected alongside the new shed, work at Preston has now turned to completing the overhaul of the Trust's RMB No. 1812. All the exterior bodyside paint is in the process of being removed and rusty sections of steelwork cut out to enable new steel to be welded in. A new MIG welder has been purchased by the FRT in order to accomplish this work and also for future restoration projects. The RSR's Board has asked for the vehicle to be turned out in red and cream livery rather than the current standard RSR livery of BR maroon. Still, we know how to paint the red and cream livery as we have done so many

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5643 stands at Preston Riverside with a train during the RSR's March Steam Gala on Sunday, 22nd March 2015.

A full team is seen here removing paints from the side of the FRT's RMB in the new shed at Preston on Wednesday, 25th March 2015

John Dixon re-attaches Cumbria's nameplates at Preston on Wednesday, 13th May 2015

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many times before! No date for the completion of this project has been set - it would be nice for once not to have a deadline ticking away all the time!

Steady progress has been made on former GWR 'Hall' Class 4-6-0 No. 4979 "Wootton Hall", with most of the work being concentrated on the tender. This is gradually being stripped down so that new steelwork can be inserted into the front of the frames and a new drag box constructed. New draw links for the tender have been manufactured in the workshop and the tender vacuum cylinder has been mostly overhauled. Work continues on the tender brake shaft. New crinolines are being made for the boiler and the remains of the cab were removed on the 8th July so that new side and front panels can be can be made; it is hoped to be able to retain the original roof.

By the time that you read this edition of the "Ribble Pilot", the main components of Peckett 0-4-0ST No. 1925 of 1937 "Caliban" will have arrived at Preston. Formerly based at the Courtaulds Red Scar works near Preston, it was moved to Carnforth by rail for storage there prior to moving, again by rail, to the embryonic Lakeside & Haverthwaite Railway in October 1970. There it became the first locomotive to steam on the line and, on occasions, worked passenger trains on its own after the line re-opened in 1973. After many years in storage back at Carnforth, Caliban's frames, cab and boiler were due to move to Preston on Tuesday, 14th July. Work has already commenced on some of the smaller components, which have been delivered to Preston over the past year.

John Dixon and Fred Jones hard at work on Wednesday, 6th May 2015 cleaning out FR 20's tubes at Shildon prior to the annual boiler survey.

As always, on behalf of the FRT, I should like to thank members of the Ribble Steam Railway for their assistance and for the interest shown in our projects.

Finally, the FRT wishes the RSR a very Happy 10th Anniversary!

Tim Owen

Keith Brewer works to remove the right hand cylinder cover from Wootton Hall at Preston on Friday, 4th April 2015.

All photos c: Tim Owen / FRT

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Ex-Preston Locomotive Returns Home

‘Caliban’ arrives 14th July - Photos: Ade Tomkinson The locomotive used to work at Courtaulds, who had a large factory called Red Scar Mill on the outskirts of Preston near the crematorium in the Ribbleton area. It was a relatively new factory built in 1939, and processed man-made fibres, i.e. viscose fibre spinning (rayon). This was mainly used in the tyre industry (Tyrecord).

There were 2 large cooling towers, 385 feet high, which were close to the M6.

In November 1979 Courtaulds announced closure of the mill with a loss of 2600 jobs. A fairly bleak time in Preston with the docks closure being announced as well.

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Steamport Southport Memories

Lots more on www.facebook.com/steamport

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Where It All Began - Steamport Southport The small band of people who got together in 1971 to establish a transport museum in the former Lancashire and Yorkshire Railway locomotive shed at Derby Road, Southport must surely be looking back with some satisfaction at the fruits of their early labours.

For just over 44 years have passed since that historic occasion when members of the Southport Locomotive and Transport Museum Society obtained permission to begin tidying the semi derelict site. This followed an appeal for support launched through the local press by the small group of local railway and bus enthusiasts and which led to the formation of the Society.

That site may have eventually closed but the collection and many of the members formed the backbone for what we have now at the Ribble Steam Railway in Preston. Without that initial band of members in the early pioneering days, chances are, we would not be where we are now.

The motive power depot had closed in 1966 and by 1971 the Derby Road site had become vandalised, having first been stripped by British Rail of all recoverable materials, with the result that the volunteers had to contemplate a building without doors, with no glass in the roof and without electricity, water or any other services. The shed yard was strewn with rubble, there was no track in position, neither was there rail connection with BR. Negotiations proceeded with BR regarding a lease of the premises and work progressed with the building and the yard. By 1973, 80ft of track had been laid in the shed, and by August of that year the first locomotives were installed.

These were Lucy, an 0-6-0ST built by

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Avonside Engine Co in 1909, and which worked at Widnes Docks until 1971, and Efficient, an Andrew Barclay 0-4-0ST built in 1918, and which also had operated in the Widnes area. Both locomotives were owned by the Liverpool Locomotive Preservation Group.

Elsewhere in the shed building a museum shop had been opened, and work had begun on placing exhibits in the entrance hall. The Society had reached an agreement with BR for a lease of the shed and yard, and to administer the business of the Museum and conduct formal business with BR, Steamport Southport Ltd (a Company limited by guarantee) was formed. By early 1974, agreement had been reached as regards a connection from BR to the yard. This was effected by slewing over some 60ft of track across to Steamport land from the adjacent Kensington Road goods depot (formerly Southport Central station, closed to regular passenger traffic in 1901). Track from the severed depot siding was purchased from BR and used to extend the line along the yard towards the shed.

This then left a gap of about 600ft, which was completed with additional rail bought from United Glass, St Helens.

With the arrival, in March 1974, of a Smith-Rodley diesel crane progress accelerated somewhat, and in mid-May track had almost reached the 80ft length laid in earlier days from the shed.

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Members worked every evening and weekend that spring to get the track ready for use at the Spring Bank Holiday weekend. That occasion marked the first run at Steamport of a steam locomotive, the Avonside 0-6-0ST Lucy. The newly laid track was kept under observation that weekend, for this was our members’ first experience of tracklaying, but all was well, and since then the Museum built up a team of competent tracklayers and signalling staff who extended and improved the layout and installations.

Elsewhere things were proceeding well, back in 1974. The Bus and Tram Group, who had taken over roads 5 and 6, by now filled in, was expanding its collection and new locomotive exhibits were arriving such as No 2153, a large Peckett 0-6-0ST. This arrived by rail, and initially resided at the adjacent Kensington Road goods depot until the Steamport line was established.

By August 1974, the first main line steam locomotive had arrived, with the coming of LMS ‘3F’ 0-6-0T No 47298 ex-Barry, and LMS ‘Black Five’ 4-6-0 No 44806, which was transferred from the Lakeside and Haverthwaite Railway. No 44806 was steamed on several occasions but in 1975 was found to require further work, and awaited major firebox repairs. In that year, a Peckett 0-4-0ST arrived at Steamport — No 1999, on loan from the Keighley and Worth Valley Railway. No 1999, a Southport locomotive, being built for use at Crowlands Gas Works, Southport in 1941, and working there until transfer to Darwen in the early 1960s.

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By spring 1976, the Museum had reached agreement with the Railway Inspectorate as regards the formalities necessary to enable brake van rides to commence. A new line, road No 3, was put into use, with a suitable platform, after full approval from all the parties involved. By this time, the locomotive fleet had been further augmented with the arrival of Hudswell Clarke 0-4-0ST Waleswood, built in 1906 as Works No 750, and the oldest working locomotive at Steamport. After resting quietly as a garden exhibit and named Samantha, Waleswood was to find a new lease of life, and was successfully steamed in July 1975. After moving off very gingerly at first, the 0-4-0ST made a strong impression on the writer and others assembled, if only for the violent eruption of soot and other black material which descended on the yard, after the locomotive slipped on a greasy rail. After that, Waleswood’s two owners then never looked back, for the grand old lady was simply getting into full fettle and became a regular performer on the brake van service every year.

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Other long term preservation projects were getting under way, apart from the restoration of No 47298, with the arrival of BR Standard ‘4’ 2-6-0 No 76079 in August 1974, and of Hunslet 0-6-0ST No 1954 Kinsley of 1939, in 1975. No 47298 was fully restored as LMS No 7298, taking part in ‘Rocket 150’ in May 1980, and making guest appearances at Liverpool Road, Manchester, and at Dinting Railway Centre.

Prior to ‘Rocket 150’, however, No 7298 made local history by being in steam at Southport station during the Steamport/British Rail Joint Exhibition in April 1980.

The Museum had not neglected other forms of motive power. Indeed, in 1972, Steamport’s first ever locomotive was the Fowler diesel mechanical 0-4-0, Persil (Works No 4160001), kindly donated by Messrs Joseph Crosfield and Sons Ltd, Warrington. Persil was hauled by rail to Southport, being stored initially on a disused headshunt near the Museum. Since then, Persil became the reserve diesel shunter, its duties being taken over from 1978 by Ruston 0-4-0 diesel electric Trevithick, acquired from ICI.

Development of the road transport section continued with vigour, and various buses of local interest arrived, including No106, a Southport Leyland Titan PD2/3 of 1950. This double deck vehicle was presented to Steamport by the outgoing Southport Corporation Transport Authority which was taken over by Merseyside Transport as from April 1974. An open top Leyland TD3, N043, one of the replacements for Southport’s last trams in 1934, was also preserved.

Two tramcars were also at Steamport to add to the growing collection of road transport vehicles: Blackpool ‘Coronation’ No 323 of 1953 and Liverpool ‘Baby Grand’ No 245, one of a series of tramcars put into service between 1937 and 1942.

No 245 was on loan from Merseyside County Museums. These were not the only tramcars, for in March 1972 Society members had located a Southport horsetram body (from car No 7) dating back to 1873. It still had 19th century advertisements in the saloon. Also in the Museum, was Stockport tramcar No 5, which arrived as part of a Territorial Army engineers’ training exercise in April 1974.

Steamport was also home to two steamrollers, and a rail mounted steam crane built in 1949 by Grafton and Sons, from Bold Colliery, St Helens.

There were various items of rolling stock, including a passenger coach of LMS design built in 1951 at Wolverton and a vintage Midland Railway brake van built to Diagram D 390. Also added to the collection was a Green & Batley battery electric locomotive, No 2000, in full working order.

A feature of the Museum was the entrance hall, containing many exhibits including a Lancashire and Yorkshire Railway platform indicator which towered over the smaller items on display, historic photographs, signs and locomotive models.

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The Museum running line was extended as, having outgrown the original installation, a new line was commissioned in 1980 running alongside the shed and from a new platform.

Fully signalled, from the ex-Riverside signalbox loaned by Merseyside County Museums, this extension almost doubled the distance over which the locomotives were operated. This line was approved by Major Olver in 1980 and was put into use that Easter. Passengers embarked and alighted from the brake vans using a platform built to standard railway specifications.

The line proved satisfactory in all respects, and passenger trains with steam and diesel haulage and usually using two ex-LMS ‘Queen Mary’ brake vans were operated every 15 minutes on summer Sundays and at Bank Holidays. The line had fully interlocked signalling, with facing pointlocks on the main running line, and was fenced off, but in full public view. To all intents and purposes, this was a completely self contained standard gauge railway, based on mainline practice, and, what is more, physically connected to the rest of the BR system.

Steamport was active in other pursuits, too. In 1978, a 60ft turntable was acquired from BR, York, and that August it came by rail to Steamport on a Borail wagon. Its installation was completed and the turntable used, having

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been placed in position in the former L & Y turntable pit from which about 400 tons of rubble had first to be removed. Some alterations to the boundary fence were necessary as part of the site lay in the adjacent coal yard, and these changes had first to be agreed with the owners. A rail connection was completed and, as an extension to the project, a Midland Railway parachute type water column, rescued from St Pancras, was also erected nearby.

This column, like the turntable, had to be removed within deadlines laid down by BR, and the group who travelled down to St Pancras had between 04.00 and 16.00 on a miserably wet February Sunday during 1980 in which to lay down a temporary sleeper road, move a vehicle on to the site, free the column base, and prepare for the BR engineers who would be in charge of lifting the column. The job was satisfactorily completed, and the load arrived safe and sound at Steamport two days later. Reports suggest that BR’s own attempts to remove the column had failed, so it was fortuitous for Steamport’s officers who had been looking for a water column for some time.

More stock made its way to Steamport, and continued to arrive. GWR ‘S101’ 2-6-2T No 5193 came from Barry in 1979; a third Peckett, from Ironbridge in 1980; a BGZ parcels van; an Esso tank wagon; two ex—LMS electric multiple unit coaches, and so on. The Liverpool and Manchester Railway replica coaches visited Steamport, and the venerable Lion entered in steam on 24 March 1980, from Wigan, to be exhibited until 16 May when it then ran in steam to Bold Colliery in readiness for ‘Rocket 150’. Lion was steamed most Sundays when at Steamport and also ran trial trips to Burscough and back on 12 May. One of the Steamport officials travelled to Burscough in his official capacity by Lion and vintage coaches, and changed there to a

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following DMU service to travel to his office in Wigan! Lion paid another successful visit in midJuly for six weeks, and was to be popular as ever, both with visitors and the locomotive crews, proving to be trouble free.

It is said that it takes ten years to become established.

Though Steamport only opened to the public in 1974, the honour went back to those beginnings in 1971.

Compiled at the time by Mr John Eccles Hon. Public Relations Officer, Steamport Southport Ltd.

Steamport staged its first joint exhibition with BR at Southport station in April 1980. Included were: Lion; No 44806; the L&M replica coaches and the Class 502 electric set. The last was formally handed over to the National Railway Museum, and then into Steamport’s care, at a ceremony on the second day of the exhibition. The star attraction was No 47298, in steam throughout the four day event, and enthusiasts were rewarded by seeing the 0-6-0T making several special movements, including hauling a Class 507 unit from Platform 3 to Platform 5, the EMU having arrived as part of the exhibition. The Cooperation of BR’s management enabled this special movement to be made with the provision of a purpose; made adaptor coupling, and it proved to be a complete success.

All these happenings helped to establish Steamport.

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Collectors Corner - Train and Platform Tickets

Railway Tickets break down into two main types, travel tickets and platform tickets. Initially, railway companies used handwritten tickets, as was the practice for stagecoaches, but it was laborious for a ticket clerk to write out a ticket for each passenger and long queues were common at busy stations. A faster means of issuing pre-printed tickets was needed. There was also a need to provide accountability by serial-numbering each ticket to prevent unscrupulous clerks from pocketing the fares, since they had to reconcile the takings against the serial numbers of the unsold tickets at the end of each day. Thomas Edmondson, a trained cabinet maker, who became a station master on the Newcastle and Carlisle Railway in England.

He introduced his system on the Manchester and Leeds Railway. The Edmondson system came into general use with the creation of the Railway Clearing House in 1842, becoming the essential standard feature. The Edmondson railway ticket was a system for recording the payment of railway fares and accounting for the revenue raised, introduced in the 1840s.

The whole system, from printing, bulk storage, ticket racks, dating and issue, was based on the measurement of the tickets which were printed on card cut to 1 3/16 inch by 2 1/4 inch , with a nominal thickness of 1/32 inch. The traditional

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material was pasteboard, pre-cut to the size with the centre layer of the sandwich was a cheap board with thin white or coloured paper laminated to it. The tickets in each series were individually numbered. When a ticket was issued, it was date-stamped by a custom-made machine which was bolted to the ticket office counter. The tickets to different destinations and of different types were stored in a lockable cupboard where the lowest remaining number of each issue was visible.

Different colours and patterns helped distinguish the different types of tickets. British Railway's centralised paper and printing centre at Crewe had a number of pre-1900 Waterlow printing presses which met its annual demand for 320 million tickets. The last press was switched off in 1988 and the use of Edmondson tickets by British Rail ceased in February 1990.

Vertical-format Edmondson card-size tickets were the final manifestation of the Edmondson in the UK. The NCR21 system was used at Southern Region station booking offices from the late 1960s to the mid 1980s, until supplanted by the early generation of computerised systems including INTIS and APTIS. Vertical-format Edmonson tickets were validated in NCR21 cash registers— this is the machine printed date/fare/machine number on the ticket front. The Edmondson system is still in use on many heritage railways in the UK, but has been superseded on other railway systems. The Severn Valley railway, the West Somerset Railway, the Bluebell Railway, the Isle of Wight Steam Railway and the Swanage Railway print Edmondson tickets for their own use as well as for a number of other heritage lines. In Sussex the Bluebell Railway has a number of Edmondson printing machines that are to be placed on display in a specially-built museum at the front of Sheffield Park station. There are several small companies that still produce Edmondson tickets on request.

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Blood and Custard

For many, ‘Blood and Custard’ was a fine combination of colours and was particularly suited to Mk1 stock.

British Railways came into being on 1st January 1948 but in respect of liveries no clear policy had been decided. Accordingly the individual works carried on as they had always done, painting rolling stock in their own liveries. The only indication of the new ownership was ‘BRITISH RAILWAYS’ being substituted for the former Company Titles on the sides of locomotives, soon followed by the re-numbering of locomotives into block sequences based around the newly created regions.

In terms of the font used to display ‘BRITISH RAILWAYS’ on locomotives former SR classes utilised Bulleid’s ‘sunshine’ lettering, LNER Gill Sans, LMS a mixture of LNER Gill Sans (initially in white thence off-white /cream) and bold Sans-serif whilst GWR used Egyptian-style in metallic gold or yellow with red drop-shadow and black outlining /detail.

British Railway’s Plum & Spilt Milk In respect of ‘Blood and Custard’ livery the use of ‘carmine’ does not appear to have been used

by British Railways and seems to be a simple misnomer, possibly from the London and North Western Railway’s 'plum and spilt milk' livery; a version of this livery that was trialled by British Railways in 1948.

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This LNWR livery was described as having lower panels and mouldings in a 'carmine lake', the upper panels were a shade of white. Carriage ends were painted chocolate with black underframes /running gear. The fixed window frame mouldings were usually ‘Indian red’ with door and drop lights in varnished wood.

Certainly on the Southern nine Bulleid and three Maunsell coaches (used between Waterloo and Bournemouth) received ‘plum and spilt milk’ as a livery before repainting into Crimson and Cream.

The Eastern also trialled in this livery (on the former Great Eastern) as did the Western in a fifteen coach ‘Riviera’ set; they may have been more around the regions.

Plum and spilt milk did not find favour and British Railways made the decision to adopt Crimson and Cream.

British Railways’ Crimson & Cream In terms of passenger carrying stock, British Railways’ Crimson and Cream livery first appeared around 1949. This livery rapidly gained the nickname ‘Blood and Custard’. The original edict was for main line corridor stock to be in Crimson and Cream livery and local steam and passenger brake vans to have just Crimson Lake. The official Railways Executive designation was Crimson Lake - British Standard colour reference BS381C colour no.540 ‘crimson’. The cream was normally bordered by black and gold lining. Lining comprised 3/8” gold and 3/4” black lines; the latter adjoined the cream painted panel.

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On a Mk1 coach the cream panel was 3’ 6 ½” deep.

British Railways’ Mark I prototypes coaches arrived in 1950, followed in 1951 by the first production coaches. For Mk1 locomotive-hauled stock the specification was generally simple to adopt; corridor coaches receiving ‘Blood and Custard’ livery and non-corridor stock received crimson. However, on the railways ‘exceptions’ frequently arise and some batches of ‘BG’ full-brakes received plain crimson. Indeed this general overview will miss out a number of ‘exceptions’!

Multiple unit stock was generally (but not always) green livery and Pullman cars retained their Pullman livery.

Hauling Crimson & Cream On the locomotive front, although in 1948 ‘BRITISH RAILWAYS’ started appearing on the sides of steam locomotives this was rapidly replaced by the ‘Lion and Wheel’ crest also nicknamed the ‘Unicycling Lion’. Derived from the British Transport Commission Crest this comprised a gold /yellow lion stretching over a railway wheel, which in turn had a ‘British Railways’ nameplate across its centre. Initially the crest came in three sizes (26.5” wide, 15” wide and 8.5” wide) although examples of the latter use appear to be scarce. The lions faced forward with the locomotive; something that would later cause embarrassment with their replacement design.

In March 1949 a decision was taken to paint express steam locomotives in lined blue livery before lined ‘British Railways’ green (passenger), lined black (mixed traffic) and plain black (freight) became the norm from early 1951. At least two shades of the blue were trialled and even purple was experimented with. Most early diesel locomotives were black. It is stated that whilst British Railways’ green appears close, it was not quite the GWR’s ‘Brunswick’ green (which was achieved through using multiple layers of paint). However, the Railway Correspondence and Travel Society (RCTS) identify British Railways ‘Britannia class’ as being Brunswick Green; speculation may be that any differences may simply have been in terms of the differences in painting technique.

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Blood & Custard’s Demise Blood and Custard was not to remain, for in March 1956 two corridor seconds appeared trialling single-colour livery variations and by May 1956 two new Derby-built coaches appeared in lined maroon.

British Railways had decided to discontinue the upper cream panels (a major factor being uneven cleaning) and regions were able to adopt regional colour schemes. In the same year 'third class' was abolished.

The Southern Region rapidly reverted to using green livery on its repaints and the Western Region adopted chocolate and cream for its named express trains; possibly a slightly ironic decision given the decision to abolish cream! The Western Region used chocolate and cream until 1962 when it followed the other regions and adopted maroon livery for most of its hauled-coaching fleet. Generally these chocolate and cream coaches sported carriage ‘roundels’; useful for identifying them in black and white photographs.

On the Southern, in July 1956 Mk1 coaches S9 and S80009 were amongst the last coaches to leave Eastleigh in ‘Blood and Custard’ livery. However, the Southern’s expert varnishing techniques along with the use of fixed coaching sets (denoted by 6” high numbers on the set ends) and their associated maintenance regime may well have assisted in prolonging ‘Blood and Custard’ livery on some Mk1s into the 1960s.

It must be noted that when ‘foreign’ maroon liveried coaches were transferred onto the Southern they were usually very rapidly repainted green. Ironically some Southern Region Mk1 coaches that were redeployed onto the Midland Region remained in green livery as late as 1969.

Locomotives at Blood & Custard’s demise 1956 also saw the use of ‘D’ prefixes on diesel locomotives and the decision to replace the ‘unicycling lion’ crests with the ‘Ferret and Dartboard’. However, many steam locomotives survived with their ‘unicycling lion’ into the 1960s and withdrawal. For example the Southern Region’s USA tank No.30069 early crest survived at least as late as February 1966. Printed in just two sizes (43.75” wide and 30.25” wide) the ‘Ferret and Dartboard’ was essentially a lined circle surrounding a red lion sejant rampant sitting in a crown holding a wheel.

In turn this was placed between lined boxes – the left stating ‘British’ and right, ‘Railways’. On coaching stock a variant was used essentially comprising lined circle ‘carriage roundel’ but with

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‘British Railways’ appearing in a circle around the lion sejant rampant sitting in a crown holding a wheel.

Britannia Class no.70016 ‘Ariel’ (of Laira shed) was recorded by the RCTS as being the first locomotive to receive the new ‘Ferret and Dartboard’ crest; being displayed at Marylebone station on 21st June 1956. Other Britannia classes (70004 of Stewarts Lane /70023 of Old Oak Common and 70048 of Holyhead) also received this new crest during 1956.

On the Southern Region new-Standard 4MT no.80153 left Brighton works in February 1957 with ‘unicycling lions’ but a month later no.80154 (the last of its type) emerged sporting the new ‘ferret and dartboard’ crests. Another early example of the ‘ferret and dartboard’ crest was ex-Ashford Works U-class mogul no.31612 (May 1957). An example from the Western Region was Caerphilly Works where its first locomotive to receive the new ‘ferret & dartboard’ crest was 5600-class 0-6-2T no.5690 ex-works in March 1957.

Of further interest, previously black Western Region passenger engines (such as the County class) had started appearing in lined green from June 1955 (‘modified’ Halls from September 1955) with the early ‘unicycling lion’ crest.

Interestingly plain green Standard 3MT no.82007 was carrying large ‘unicycling lion’ crests in January 1957.

Unsurprisingly application dates for the new ‘ferret and dartboard’ crest differed between both regions and works.

Tale of the Lion Originally all lion crests faced forward but this emerged to be a major blunder as Heraldic convention decrees that as the lion faced left on the official British Transport Commission Crest, it must always face that direction on any emblem or logo derived from that crest. Accordingly British Railways bowed to representations from the College of Heralds so from 1959 the lions had to face just one direction, left. Not only did this decree apply to locomotives but also to carriage roundels although presumably right facing carriage roundels were only going to be applied to certain locomotive classes. However, locomotives and coaches were rarely corrected until a repaint took place; many simply saw their ‘incorrect lions’ remain in place until withdrawal.

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This lion is often referred to as the rampant lion but in heraldic symbols a rampant lion would have its forepaws raised (like the lion sejant rampant) as well as a hind leg. Although the crown obscures the hind feet of British Railway’s lion, its right hind leg should still be partially visible above or even through the crown; that is not suggests that the lion is probably sitting and is therefore most likely ‘segant rampant’ (also referred to ‘segant erect’) and not merely ‘rampant’.

On the Southern Region carriage roundels were normally only applied to the motor-coaches of multiple-unit stock and special coaching sets such as ‘The Royal Wessex’. Elsewhere they were normally applied to lined maroon coaches and the Western Region ‘chocolate and cream’ coaches.

There were of course the many exceptions.

Blood & Custard into the 1960s During 1959 crimson non-gangway stock started receiving lining and in 1960 the Southern Region first used the UIC cantrail banding (yellow above first class and red above dining cars) to its (greenliveried) boat-train coaches. By 1963 this convention was being applied to all carriages across BR. There is no indication of the UIC banding being added to Blood and Custard coaches although some Blood and Custard coaches have received the yellow ‘first class’ cantrail band in preservation. On the Southern Region’s Eastern District some Blood and Custard Mk1 coach sets could still be seen in service as late as 1963 (single coaches even in 1964) although the number of

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Blood and Custard Mk1 coaches appears to have rapidly diminished after 1959. One example of a set that survived into the sixties was Mk1 set no.549.

Similarly odd Blood and Custard coaches could be found on the Western Region in 1963 and the RCTS reported that Mark I CK W15622 was still in crimson and cream in February 1964.

Mk1 locomotive-hauled coaches were still being built right through into 1964 (Southern Region Mk1 emus were still being build much later) so many Mk1 coaches arrived too late for ‘Blood and Custard’ livery. However, one RMB (of 1960s build) received ‘Blood and Custard’ livery in preservation.

With the introduction of spray painting at Eastleigh Works, coach ends started to became the same colour as the bodywork from 1964. With both ‘Blood and Custard’ (crimson /cream) and BR(W) chocolate /cream liveries now obsolete this only appears to have been applied to green and maroon stock until 1965, when British Rail introduced its ‘corporate blue’ identity. It was around this time (1964) that the BR(S) finally obtained some BGs in Green livery and even then only three can be identified.

Locomotives’ Livery Changes Accompanying these changes to coaching stock, diesel locomotives were generally green (many Western Region hydraulics appeared in maroon and from their introduction in 1959 the Midland Region’s AC electrics sported blue with a cast aluminium lion sejant rampant (no encircling ring) similar to British Railways’ cap badges), furthermore black had been discontinued on diesel shunting locomotive repaints. Some experimental liveries were also trialled but the future appeared to be with AC and blue livery; Glasgow’s suburban AC ‘blue trains’ first entering into service in November 1960.

On the third-rail Southern Region OHLE electrification flashes have been reported on Bulleid pacifics in June 1960 (nos. 34003 /5 / 16/ 17 /21 /22 & 25) with depots 73A and 73B appearing to lead the way.

The first yellow warning panels on the front of diesel and electric stock appeared in the early 1960s; an early example being Southern Region no.E6001 (Type JA) in 1962 - before it was repainted with a plain green front! However, it was not long before other new locomotives (such as the BRCW class 27) were being delivered with yellow warning panels.

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On the Southern Region some 4-subs received yellow warning panels in 1962 with the first EPBs gaining theirs from November 1963 onwards. As an experiment one of the Southern Region’s Hastings Diesels motor coaches appeared with an experimental central yellow panel (solebar to cantrail) covering the middle (vertical) panel of the cab front. However, it was not long before the decision was made to applying full yellow ends to all main-line diesel and electric stock.

Corporate Blue British Railways was rebranded British Rail in 1965 with its new ‘corporate’ blue livery. Like ‘Blood and Custard’ livery, blue and grey was initially applied to mainline locomotive-hauled stock (the last maroon MK1 received blue /grey in 1974) with plain blue initially on suburban and multiple unit stock. As an aside any remaining 'Ladies Only' compartments vanished in 1977.

Corporate blue represented British Rail’s new modern image and the livery was not normally applied to steam locomotives. However, like everything else on the railway exceptions existed in the form of the narrow gauge Vale of Rheidol steam engines in plain blue with British Rail ‘arrows of indecision’ adorning their sides; coaches were plain blue.

On the Southern Region main line stock such as the Hastings Diesel sets and the Bournemouth electrification 4-Rep and 3/4-TC units initially received plain blue before the decision was made to adopt blue /grey livery.

In many ways the wheel had almost come full-circle as many facets of Blue and Grey livery (and its application) mirrored ‘Blood and Custard’.

Blood & Custard: a resurrection In 1996 ‘Blood and Custard’ livery was resurrected when Strathclyde PTE made the decision to repaint some of their Class 156 dmus into a crimson and cream livery. Even the numbers were applied in gold in the original gill sans typeface – these units looked superb! In time some of Strathclyde PTE’s class 314 emus were similarly painted in ‘Blood and Custard’.

Blood and custard was still apparent now and then up until about 1962-ish. Green made it up to about 1968. Maroon lasted the longest, very much in the minority by 1968/9 but Derby could still put together a couple of full Maroon sets for Summer holiday traffic as late as 1972. A few crimson/cream vehicles were still around after 1962 though they were rare after that time. Green Mark I stock just about made it into the 1970s. Maroon stock was still around well into the 1970s, including the 'Derby Red Set' - a full rake of maroon stock still running in 1974. Some non-passenger vehicles lasted longer than that. The last known chocolate and cream vehicle was Mark I BSK W34885 in 1968.

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Windscale Works On the Cumberland coast south of St. Bees Head considerable activity occurred during the last War which was naturally not publicised, for here two Royal Ordnance Factories were built and were busily producing T.N.T. during the whole of the hostilities. One of these factories was at Sellafield and it was here that a new spate of activity began during 1947. The little-known Sellafield factory changed its name at this time and in due course the name Windscale became almost a household word and its connection with the Atomic Energy Industry very widely known indeed.

Before this could happen, however, much heavy construction work was necessary and the moribund Sellafield factory, in the intervening time between the cessation of T.N.T. manufacture and the decision to use the site for the country’s first large scale atomic piles, had quietly been getting rid of equipment as surplus.

Thus the original stock of shunting locomotives had gradually been reduced to one, and even this one was redundant when, almost overnight it seemed, this engine found itself extremely busy.

The British Railways marshalling yard at Sellafield became choc-a-bloc with wagons of all types loaded with heavy girders, steel plates, concrete and all the paraphernalia of a large building project. Soon one engine only was incapable of dealing with the flood of materials and more were sought and obtained quickly enough from other establishments less lucky than the erstwhile Sellafield R.O.F. in finding alternative work.

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Five engines eventually comprised the stud. They were:Peckett 2027 of 1942 0-4-0 saddle tank (the original Sellafield engine) Peckett 2072 of 1945 0-4-0 saddle tank (ex ROF Bishopton) Barclay 2084 of 1940 0-4-0 saddle tank (comparable to the two Pecketts; ex ROF Drigg, the second and neighbouring Cumberland Ordnance Factory) Peckett 0-4-0 saddle tank (small loco ex Admiralty) Ruston & Hornsby 4-wheel diesel (ex Ministry of Supply, Capenhurst, an establishment which later became a UKAEA works.) * IRS records list two other 0-4-0 saddle tanks at Sellafield – Peckett 2028 (ex-works 5th August 1942) and Peckett 2030 (ex- works 16th September 1942). These two, together with Peckett 2027 (ex-works 6th July 1942) would no doubt comprise the "original stock" referred to by the author.

All except the Ruston & Hornsby engine were put to work immediately. The diesel was in a completely run-down condition and was overhauled and repaired by the Windscale staff. It was then disposed of and did not actually work at Windscale.

The tiny Peckett engine was for a time used for shunting odd wagons from the coal dump to the boiler house until in its turn it left for duties to which it was more suited, much to everyone’s secret regret for it had an endearingly quaint and comical appearance. It needed much heavier and more powerful engines however to bring heavily laden bogie bolsters and 20-ton fully laden coal wagons into the Works up the stiff gradient from the marshalling yard on a practically continuous curve and, after a few brief yards on the level, to resume climbing to the site of the new construction work at the northern end of the enclosed area.

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The three remaining engines coped efficiently with the considerable traffic flowing into the new Works. In the case of the original engine, it now entered on a new phase because it was early in the construction period that it was converted from oil to coal burning. The risk of using coal burning locomotives on explosives factories is obvious and to lessen this risk, the Sellafield engines were originally supplied new as oil burners.

Getting up steam each morning with these oil burners was a distressing experience for those unfortunates working in the vicinity of the shed.

The air drawn in by the burners and the effects of combustion set up a considerable throbbing which could be felt unpleasantly in the adjacent machine shop and main stores building. It was agreed that this need not be tolerated since the necessity for oil burners no longer existed.

Consequently it was decided to revert to coal firing and the conversion was readily carried out on the plant. The oil tanks, burners and associated pipework were removed and firebars fitted. An ashpan and dampers were made at Windscale and instead of a side bunker on the footplate for coal, which is the usual place for it in this type of engine, a small bunker was attached to the rear of the cab. It had always occurred to me that these engines bore a sneaking resemblance to a Manx cat with their flat cab back sheets down to frame level. The bunker, which had a capacity of 15-cwts, remedied that.

The saddle tank of the Andrew Barclay engine engine had a gently curving top, merging into vertical flat sides. This gave a tank of adequate capacity with a lower line than the Pecketts and this, together with slightly larger driving wheels, gave it a less top-heavy appearance.

The engines were numbered by the rather cumbersome method of prefixing their book

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numbers with the type or class number in the Capital Assets register and also the symbol denoting which of the Authority’s works they belonged to. Properly therefore Peckett 2027 should display the legend 4300/B/0001. This means a steam locomotive (4300), belonging to Windscale Works (B), and No.1 of a series (0001).

This latter indicates a generous provision for adding to the locomotive stud at Windscale!

Needless to say this information (which had to be put on somewhere) was recorded on a small plate attached to the rear of the bunker and the number ‘1’ was painted on the cab sides and also on the front buffer beam with the addition of ‘No.’.

A small two-road shed was provided for housing the engines. Looking into the shed from the locomotive entrance, the left hand road had a pit practically the whole length, and was capable of taking two of the bigger engines between the doors and the buffer stops at the pit’s extremity.

The right hand road had no pit and was not restricted by buffer stops and took therefore two engines such as the larger Peckett and one small steam or diesel engine similar to the ones already mentioned. A water tower was located just outside the shed, and on the side adjacent to the pit was a small fitting shop, a mess room and a small stores.

It was never the policy to undertake major overhauls at Windscale and, as an instance, no lathe big enough to swing the driving wheels for tyre turning existed on the site. Such work as this was therefore contracted out, the stripping and erecting being done by the Windscale staff. Some fairly extensive repairs, however, were carried out by the Windscale staff such as boiler retubing and of course the conversion already referred to, and in one instance necessitated by the accidental destruction by fire of the original wood lagging, the re-lagging of a boiler.

A marked feature of all these engines has always been the care and attention given to keeping them in spotless condition. The paintwork has been preserved and cleaned assiduously and all brass parts such as dome covers, safety valve columns, whistles, etc., polished to a state of gleaming perfection. Although small in comparison with any BR locomotives they came alongside in the Sellafield yard, they made the majority of these appear shabbier than usual.

This article on the Windscale Works of the United Kingdom Atomic Energy Authority first appeared in the April 1965 issue of "Nucleus", published by the Sellafield Area Sports & Recreational Association. H. Stubbs (IRS Archives)

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The Guild of Railway Artists The railway for more than one hundred and fifty years has been a favourite subject for artists. Monet, Turner, Frith and Bourne all depicted 19th Century trains and railways. Gore and Hopper, to name but two depicted the heyday of the steam railway from the turn of the 20th century to the 1940's.

The Guild of Railway Artists was formed in the 1970's to forge a tangible link between artists whose interests include the depiction of the railway scene in all its facets both past and present.

Founder members include renowned artists: Terence Cuneo, Don Breckon, David Shepherd, Philip D Hawkins and Alan Fearnley.

Amongst the aims of the Guild is the furtherance of the artistic portrayal of railways; the staging of Railway Art Exhibitions and assistance in the historical research necessary to accurately portray railway subjects with correct detail.

Since its formation the GRA has mounted successful Rail-Art exhibitions annually throughout the United Kingdom.

Members of the Guild include professional, semi-professional and amateur artists painting in a wide variety of mediums - oils, acrylics, gouache, tempera, watercolour, ink, pencil, pastel, airbrush, silk screen and even digital.

Although primarily a UK guild, membership extends throughout Europe, USA, Australia and South Africa.

The GRA meets on a regular basis at Members Days, Selection Panel meetings and the Annual General Meeting. Area Group Meetings are also held in locations throughout the British Isles.

The Guild is managed by The Guild Council which is elected by the membership at the AGM and contains full and associate members.

Picture Of the Year 2014: ‘This Is The Night Mail’ A painting in oils by John Austin, FGRA. The Picture of the Year Award 2014 was voted for by the visitors to the Guild's 'Railart 2014' exhibition staged at Kidderminster Railway Museum in The Severn Valley Railway Station from late August to early October 2014.

The Guild is to stage its annual art exhibition for 2015 at: National Railway Museum, Leeman Rd, York YO26 4XJ

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Emotions of Railway Art is now available from all major retailers.

The recommended retail price is £40 - However you'll find it at W H Smiths for around £28. Some Amazon sellers too are offering it at bargain basement prices.

The book is printed to a very high standard, is hardback and features around 120 full colour pages.

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Steaming through Settle. A Britannia pacific crosses the town viaduct in 1964.

(Artist: Chris Holland)

Chris Holland Chris was born in Wigan in 1946 and currently resides in the town. He had an ability to paint from a very early age and became interested in railways during the 1950's. The natural result were many paintings of steam locomotives being produced whilst he was at school. After leaving school the painting ceased until 1976 when more work was produced, culminating in sales and exhibitions. He is completely self taught and has worked mainly in oils, acrylics and gouache. Most notable dates for Chris were in 1979 and 1983 when works were accepted at the Royal Academy Summer Exhibition in London. He appeared on Granada TV's 'Granada Reports' and also on the BBC TV 'Newsnight' as a result of the RA exhibitions. During this period he also exhibited at the Manchester Academy.

During the 1990's Chris produced some Lake District landscapes (as well as his locomotives) in a photo-realistic style which he has now perfected. Working mainly in gouache, his paintings display a depth and integrity rarely found in watercolours. His fine draughtsmanship skills, attention to detail and ability to capture the lifelike realism of the subject combine to make his work much sought after.

Examples are in a growing number of collections.

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Industrial Railway Archives - Unusual Pecketts Amongst the dozen more prominent builders of industrial locomotives in Britain it can probably be fairly claimed that Peckett strayed least from the orthodox, failing to indulge in articulated or geared creations. It becomes a rather difficult task therefore to consider contenders to be described under the above heading and one finds in many cases that a candidate is a superficial adaptation of a standard design rather than a deviant from the traditional mechanical norm. The following examples are locomotives of relatively normal outline but differing from their maker's usual product in some way.

fact the alterations were largely superficial - the short saddle tank again, the open cab and the narrowness of width.

Peckett 1966 at Beckton on 9th March 1947. Note the reduced ("flattened") side to the cylinders.

Other points are the lower steam dome with the safety valves and whistle mounted flush with the saddle tank top, the short chimney and the large Beckton spring buffing plates and slip coupling ropes. Note also the pump for operating the rolling stock doors. Peckett 1966 had a relatively short life, being scrapped about February 1957.

Peckett 1682 at Oxford on 14th June 1958. She lasted until 1960, being scrapped sometime after August (R.E. West)

Peckett 1682 was a new design delivered to the Oxford & District Gas Company in 1925.

Designated Class 1682, it had 9in by 14in cylinders and presumably was quite sufficient in power for the limited yard shunting requirements at the gas works. With the saddle tank stopping short of the smokebox, 1682 displayed a feature which probably more than any other altered her visual appearance from the pattern normally expected of Pecketts. She appears to have remained unique although further locomotives - for 3ft gauge and looking quite different - were classified 1682 and despatched to Singapore.

For its third generation of locomotives the Beckton Works of the Gas, Light & Coke Company turned to a variety of makers. In 1939 Peckett supplied their No.1966, classified Special R2 and of course based on the medium powered 12in four coupled saddle tank. Titled No.2 at Beckton, the loco appeared very different from the standard design although in

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Peckett 2029 at Wellingborough on 31st August 1947.

Turning to the narrow gauge for our third subject, in 1942 Peckett supplied the Wellingborough Iron Co Ltd with a large 0-6-0 saddle tank for their modernised 3ft 3in tramway to the ironstone mines.

An enlargement on previous locos supplied in 1934, it was the last really large narrow gauge engine supplied for use in this country. It was not a particularly handsome machine and certainly bore little resemblance to its sire which appears, oddly enough, to have been the four coupled R4 class, as the loco (Peckett 2029 of 1942) was classed Special R4. The boiler and 12in x 20in cylinders of No.2029 certainly correspond to the 0-4-0 but obviously

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frames and superstructure were completely new rethinking and the overall result was something that appeared but once from the Bristol works. The engine was withdrawn from service when the mines closed in 1966.

Official photograph of Peckett 753 (IRS Collection)

Lastly, Peckett 753 was constructed in 1898 for the Westbury Iron Co Ltd, Wiltshire, for use on their 2ft 0in gauge lines. Classed "Westbury", the locomotive appears to have been named COSSINGTON by its owners and numbered 3, joining two Hudswell Clarke & Rodgers 0-6-0 saddle tanks. The cylinder dimensions were 7in by 12in. An un-Peckett like feature appears in what seems to be a raised firebox and, having noted the short saddle tank again, other features worthy of mention are the semi-circular shaped (on plan) coal bunker and the arch shaped weatherboard. The latter, having supported the pressure gauge, seems to do little beyond waste the material used in forming the two spectacle glasses. A rather long rear wheelbase for narrow gauge appears to have resulted from dropping the firebox between the axles. No doubt the crew had comments regarding the access to and egress from the footplate, seemingly dropped between the frames, with the rear springs as particularly effective shin barkers! The locomotive was sold by auction in February 1939 and was most likely cut up at once, though its exact fate is not known.

(IRS Archives)

Ribble Steam Railway houses a collection of treasures, including many priceless people. Due to year on year growth, this popular Preston attraction is now looking for people with new skills to join their enthusiastic volunteer team. To keep pace with this staggering growth, Ribble Steam Railway is looking for more volunteers to help with their café, shop and museum.

We are calling out for enthusiastic volunteers, of all ages, to bring their ideas, experience and skills to make their attraction the best it can be. People with the time, energy and the “know how” in catering, retail or customer services, who can spare at least 2 days or 4 half days per month.

Volunteers are extremely important to create, and deliver the inspiring “hands on” Ribble Steam experience. Shop volunteers are often the first point of contact at the attraction, offering a warm, friendly welcome. They keep customers happy, selling them their entrance tickets for the museum and trains-rides, and adding that extra sparkle to the shopping experience. Café Volunteers help organise and run the café, keeping “rumbling tummies” at bay, preparing, presenting and serving food to a high standard, while visitors take a break. Museum volunteers meet, greet and guide visitors from the young to the elderly. Again with a warm and friendly disposition they will enjoy sharing interesting, engaging, and fun facts about the museum, people and its history, whilst always showing care and consideration for people, museum and displays.

A working museum, the Ribble Steam Railway volunteering teams create a safe, enjoyable space for all to relax, learn and have fun. All volunteering roles are suitable for young people, needing work experience, or more mature people, who enjoy working with the general public, and particularly with families.

If want to have an informal chat leave please call Ribble Steam Railway on 01772 728800 and leave a message with your contact details (Monday to Friday) or by email to enquiries@ribblesteam.org.uk

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The Engine Shed That Never Was !!!

The Gem Shed, Preston Dock 1970.

This barrel roofed warehouse was completed in 1845 at the same time as the Victoria Warehouses which can be seen at the extreme right of the image. Both buildings were made from the same brick and stone. Prior to the diversion of the river channel this shed stood on the quay side.

It took it's name from the Paddle Steamer 'Gem' which sailed regularly between Preston and Liverpool in 1852-3. The quay directly opposite this building was adapted to berth the 'Gem' and later paddle steamers by cutting a recess in the wall to accept the sponsons and paddle gear thus eliminating the need for extended gangway planks from ship to shore.

The structure was built to allow rail access from both ends but we have no evidence that rails ever entered the building. This was once the western extent of the Ribble Branch Railway.

The Gem Shed was finally demolished on June 17th 1981.

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Preston Excursion Steamers Excursion services from Preston were never very successful, although Blackpool steamers often ran from there during the annual Wakes holiday weeks.

The Ribble Passenger Transport Co had two vessels named Ribble Queen based in Preston. The Ribble Queen was a twin-screw steamer built in 1903, which was used between 1903-1905. The second attempt came in 1922, when the 1896-built paddle steamer Ribble Queen was tried until 1925.

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NOTICE OF ANNUAL GENERAL MEETING Notice is hereby given that the Annual General Meeting of the Company Ribble Steam Railway Limited for the year ending 2014 will be held at Ashton on Ribble Bowling Club on Tuesday 25th August 2015 at 20.00 hours precisely for the following purposes: To receive apologies for absence.

To approve the minutes of the Annual General Meeting held on the 29 th July 2014.

To receive the reports of the Board of Directors and the Auditors.

To receive and adopt the accounts for the Company for the year ended 31 st December 2014.

To re-appoint messrs Satterthwaite Brooks & Pomfret, Chartered Accountants of Oriel House 2-8 Oriel Road, Bootle, Merseyside as auditors of the Company.

To elect directors. Article 52 provides : “No person other than a director retiring at the meeting, shall, unless recommended by the Directors as eligible for election to the office of Director at any General Meeting unless, not less than three, nor more than twenty one days before the date appointed for the meeting, there shall have been left at the registered address of the Company, notice in writing signed by a member duly qualified to attend and vote at the meeting for which such notice is given, if his intention to propose such person for election and also notice in writing signed by that person of his willingness to be elected”. Messrs Helliwell, Tatham & Walker are retiring by rotation and being eligible offer themselves for re-election. Mr Philip McNamara is retiring by rotation and does not seek re-election.

To transact any other business which may lawfully be transacted at an AGM. Any member who is not a life member of Ribble Steam Railway Limited is respectfully reminded that in order to attend and vote, his or her membership must be up to date.

Any member entitled to attend and vote may appoint a proxy to attend and attend on their behalf. A proxy need not be a member of the Company. To be valid a correctly completed form of proxy must be delivered to the registered office of the Company by 17.00 hours on Sunday 23rd August 2015.

By Order of the Company Secretary Michael Bailey Registered office: 3 Lincoln Drive Old Roan Liverpool L10 3LJ RIBBLE STEAM RAILWAY LIMITED ANNUAL GENERAL MEETING ON 25th AUGUST 2015 _____________________ of _______________________________________________ Hereby appoint The Chairman of the meeting or ___________________________________________ To be my proxy at the meeting to vote in any election of Directors at that meeting at the proxy’s discretion.

Dated_______________________ 2015 _____________________________ Signed

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2015 Awards As a result of a recent assessment, We are pleased to confirm that Ribble Steam Railway has once again been awarded the accreditation of VisitEngland Quality Assured Visitor Attraction.

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 Directors:Michael Bailey, Matthew Burke, Matthew Darbyshire, Wilfred Helliwell, Philip McNamara, Ken Mahaffey, Frank Masson, 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 Membership Secretary - Chris Mills Operating - Russell Walker, David Billington Diesel locomotives - Matthew Burke

Ribble Steam Railway was given a food hygiene rating of 5 out of 5 by a food safety officer representing Preston's hygiene authority.

To get the top rating of ‘5’, the business is considered to have very good hygiene, and excels in the following three areas: - How hygienically the food is handled - The condition of the structure of the buildings - How the business manages what it does to make sure food is safe, and standards will be kept high.

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 Marketing, Publicity & Advertising - Chris Mills, Ken Philcox Magazine editor - Chris Mills Website / Social Media - Matt Burke, Chris Mills General Enquiries Email: ribblesteamrailway@gmail.com Phone: (01772) 728800 (Answer phone out of hours)

Ribble Steam Railway has received a TripAdvisor® Certificate of Excellence award.

Now in its fifth year, the award celebrates excellence in hospitality and is given only to establishments that consistently achieve great reviews on TripAdvisor.

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Annual General Meeting of the Company Ribble Steam Railway Limited for the year ending 2014 will be held at Ashton on Ribble Bowling Club on Tuesday 25th August 2015 at 20.00 hours precisely

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Do NOT PRINT See “Cover” attachment

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Do NOT PRINT

Sentinels at Preston Docks c.1983 Photo: ©1983 Ian Boyle

See “Cover” attachment

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