Ribble Pilot - Issue 43

The Ribble Pilot

The Journal of The Ribble Steam Railway - Issue No.43

Do NOT PRINT See “Cover” attachment

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Bagnall 0-6-0T No.2680 pulling the tankers at Preston Dock Swing Bridge - PhotoShoot 14.09.2015 (James Roche)

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Ribble Pilot 43 What a year we have had with more cakes than even TV’s Bake Off presented during its recent run... We’ve not only celebrated our own 10th anniversary of public opening but many locomotive birthdays along the way too.

A very varied small band of volunteers have managed to help run all the integral parts of both the museum and the railway throughout the season, and at times it has put a strain on many shoulders, but as always we have all battled through to ensure our visitors have had a good experience, as proven by feedback not only in social media comments and by personal emails but via review sites, enabling another award and star ratings. Well done to everybody who has given time to help throughout the year.

Thankyou on behalf of all those who have enjoyed a visit to RSR. My personal thanks go to those who have helped me grow our online presence with some superb photography this season. We had a reach of over 26,500 persons via Facebook during the build up to our Diesel Gala, about triple our usual viewership!

Its all about getting our name out there as an attraction worth visiting, a place worth travelling to and paying the admission money, a place that has interest and good value. CSM

MEMBERSHIP FORM ON p41 - TIME TO RENEW FOR 2016 Issue 43

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10th Birthday Weekend Gallery

Photos: John McClenaghan

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Photos: Michael Garnett

There are hundreds of fabulous photos from many sources online, our own Flickr Collection, Facebook page and Group online all showcase the great events we’ve enjoyed throughout the year.

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Secretary Report - Autumn 2015 It is now the beginning of November as I pen this and save Christmas our 2015 operating season is at end. 2015 saw a new steam locomotive (Jimmy Dutton's "Linda) enter regular service after many year's restoration and we also had two guest locomotives visit us for our Autumnal events to round things off.

Passenger numbers wise our operating days were overall fairly similar to 2014 although it does vary from one weekend or even one day to the next.

The one noticeable drop in visitor numbers compared to 2014 was the August Bank Holiday "Friendly Engines" event, although relative to our other special events it was still busy. In September we held our 10th birthday weekend to mark the decade since we opened to the public in September 2005. Key to this was the visit of Graham Magee's locomotive "Princess" from the Lakeside & Haverthwaite Railway. Princess is the last surviving steam locomotive from the Preston Dock Railway and operated in tandem with our resident sister Bagnall steam engine Andy Booth's "Courageous" for the two days. The following weekend both were in steam again along with "Linda" and Barclay No.6. The passenger numbers for both of these were fairly similar to the events we held in September 2014. Princess returned to the LHR shortly afterwards but also took part in a photo event including the NRM's "Deltic" which had a day out from display in our museum. These events gave us a useful PR boost with photos in the magazines and some good articles in both "Steam Railway" and "Heritage Railway" covering our 10th anniversary.

In October we held the Autumn diesel gala with this year a visitor in the form of class 14 diesel locomotive D9537 based at the East Lancs Railway. Overall we carried over 800 passengers over that weekend although the Saturday was boosted by another outing by "Deltic". Later in October Deltic then returned to it's normal home at Locomotion, in Shildon, at the end of it's loan period to us. The final event was the Halloween weekend with again over 800 people carried on the trains. The Saturday was significantly busier than the Sunday perhaps due to the fact the following Monday was the end of the school half term (for many). When we started running this event several years ago we tried to organize a timetable with a later start and then the last trains running in the early evening to give a "spooky" feel to it in the dusk. For some reason the later

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trains never attracted that many people (were they going trick & treating instead perhaps?) and so this year we ran our normal 45 minute interval service starting at 11.00 and this seems to have paid off so is likely to be the model for future years.

On the Saturday evening after the train was safely put to bed the Furness Railway Trust organized a social event in their new shed for the volunteers at the railway with a nice buffet followed by a musical rendition of various railway songs to give a nice ending to the season.

In October we also had two party bookings involving a special train including one being run one for the Branch Line Society who have visited us on a number of previous occasions. We also had on the Thursday of the half term week another joint event organized with our partners in the "Preston Museums Group" which again seems to have been reasonably successful and no doubt there may be more of these in 2016.

Thank you to everyone who helped out in the running season either on the trains, in the front of house or keeping the wheels moving.

Christmas will be upon us by the time you read this and our Santa trains will need a lot of helpers to run the service. Helping on just one day can make a difference so if you can spare a day (or even two!) please get in touch with us as soon as you can.

Moving on to some changes in the months ahead we have been re-assessing our needs regarding which volunteers and staff ought to be subject to DBS checks and also some other refinements in terms of issuing safety guides to members and the like. In a few days time from now we will be attending a seminar arranged by the HRA regarding management of young volunteers and the Board will probably agreeing a new safeguarding policy once we have digested the latest updated guidance that the HRA are putting forward for heritage railways. It's important that members know we keep this under review and that we do our best within the guidance to balance the need to be careful with the need also not to be over the top with bureaucracy. It is not an easy task! The HRA are also amending guidance on the medicals that are needed for traincrew working on heritage lines in part relating to the highly publicized fatal accident in Scotland involving a lorry with the driver who had various medical conditions.

Mike Bailey

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Important Notice - Asbestos

Museum Puzzle

Many of you will be aware that four years ago we had to tighten up our procedures on managing asbestos material after a quantity was found on a steam locomotive. Subsequently we employed a contractor to remove much of what remained on various rail vehicles (even though that was not essential) to make it easier to manage maintaining many of our vehicles. Since then odd bits of low risk material do occasionally get found on vehicles being dismantled (which is something we can expect) and it's important that when this happens the material is identified and properly disposed of.

The only material our trained volunteers are allowed to remove are basically gaskets so it's important anything found that requires a licensed contractor is identified. Can people please consult someone on the published list on display of trained volunteers if they locate anything which might be asbestos. Not everything that is insulation in rail vehicles is risky as we have recently had an example that our contractor tested to make sure it was safe and wit as found to be harmless. If in doubt consult the section on asbestos contained within the member's safety guide.

If you are missing a copy of the latter (it's edition number 3 with a blue cover) let us know.

During this year the archivists have continued cataloguing the RSR Railwayana and to date two hundred and sixty of items of Railwayana have been appropriately identified and entered in the register. Occasionally the archivists have come across items which cannot be suitable described and or dated.

The item featured is a very fine brass cast engine number plate, the archivists think that it has GW type numerals and that it may be off an industrial locomotive or a locomotive built for an overseas railway. The Archivists have consulted a number of railway publications which are in the possession of the RSR but have not been able to find this particular number so we are asking the readers of the Pilot to help identify it.

Please send your thoughts to the Editor...

To celebrate his 70th birthday and to raise money for the NSPCC, Peter Skinns, who is a volunteer at the South Devon Railway, has cycled from LANDS END to JOHN O'GROATS calling at as many railway preservation sites as possible on the way. He recently called in at RSR, if you would like to sponsor Peter you can do so on line at virginmoneygiving selecting make a donation and then type his name.

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Autumn Steam Gala Gallery

Photos: Michael Garnett

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Photos: John Balaam

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"The best thing we ever did!"

The Ribble Steam Railway is home to arguably the finest collection of industrial locomotives in the UK, as well as being the only preserved railway still seeing regular 'real' freight services.

It is hard to believe, therefore, that this North West success story has only been operating for ten years.

Article by Gary Boyd-Hope with thanks to Steam Railway Magazine.

The dilemma of a preserved railway having to 'up sticks' and move to a new operating base is no stranger to the news pages of Steam Railway, the current threat faced by the Colne Valley Railway being a case in point, as well as that encountered by the Helston Railway following the closure and sale of the Trevarno estate and gardens in late 2012. As in the case of Helston, which had to relocate its headquarters to a site further along the line, or with the compulsory purchase of the Chasewater Railway's former Brownhills station site to make way for the M6 Toll, these moves were not made by choice but were instead forced upon the railways.

But not Steamport in Southport.

As some will recall, Steamport was based in the old Lancashire & Yorkshire Railway steam shed in the coastal resort, having opened its doors in 1973. The museum boasted a short running line and housed an extensive collection of industrial locomotives, but over time the costs of maintaining the former 27C began to escalate as the building's condition worsened.

The directors therefore decided to look for pastures new and scoured the locale for suitable sites where they could establish a new railway operation, while maintaining their own individuality. They enlisted professional help in the search, which resulted in a major developer offering a seven figure sum for the Steamport site. This was gratefully accepted by the

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directors and the Southport base was officially closed in 1999. To bring the curtain down, a final steam charter was organised that brought both surviving L&Y 'Pugs' together in a fitting closure to the old engine shed.

Now back in 1992 Steamport had provided and transported RSH 0-4-0ST Agecroft No. 2 (W/No. 7485) and two Mk1 coaches (plus Andrew Barclay 0-4-0ST No. 22 from Embsay) to run during the Preston Guild celebrations - something that occurs once every 20 years. These railway events took place on part of the former Preston Corporation docks system where Bagnall 0-6-0STs once, and Sentinel diesel locomotives still, held sway. Although maintained by Preston City Council (PCC) for the conveyance of petroleum/bitumen traffic, the system was effectively redundant but offered great potential for anyone with vision and money. The Steamport team certainly had both, so when it came to finding a new home, Preston was naturally at the top of the list. Luckily for them PCC could see the tourism potential of a preserved railway in the city, and in 2000 agreed a 105-year lease for the docks railway from Strand Road westwards to a site just short of the old PCC diesel shed, a distance of around 1½ miles including a substantial parcel of land for a running shed and museum. With a wallet bursting from the Southport shed sale, the new tenants began the process of turning a brownfield site into the headquarters of what would hence be known as the Ribble Steam Railway.

On completion of the not insignificant task of transferring all the stock, exhibits, track and tools etc from Southport to Preston, and after a very long wait, the lease was finally signed.

This provided the green light for construction work to begin, and a new running shed - incorporating a purpose built workshop and machine shop with 25 ton overhead crane - was completed in 2001. This quickly gave the new railway a self-contained facility capable of handling all but the most major of engineering requirements; a facility to rival some of those found on much larger preserved lines.

Yet while this took care of the operational side of running a railway, there were the other nonoperational ex-Steamport locomotives and exhibits to consider, so the RSR took out a loan to build a museum and visitor centre, incorporating a shop, cafĂŠ and passenger platform (Preston Riverside), which was completed in 2004. All was set for the

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commencement of operations under the Ribble Steam Railway banner.

It was during this period that an unexpected approach was made to the RSR by the rail freight giant English, Welsh & Scottish Railways (EWS).

As mentioned previously, petroleum products had long been the mainstay of traffic on the docks system prior to the coming of the preservationists, and EWS was naturally keen to see this traffic return. The idea was for the RSR to not only provide a rail link to the Total (Bitumen) plant (just a stone's throw from the railway's new headquarters), but also provide the motive power and manpower to operate these bitumen trains on the branch. This would involve collecting loaded tankers brought in to the RSR exchange sidings by EWS from the Lindsey Oil Refinery, taking them into and from the Total site, and assembling the empty trains for EWS to take away again.

The negotiations led to a ten-year deal being signed with Total, and so Ribble Rail was born as a wholly owned subsidiary of the Ribble Steam Railway. Today Ribble Rail employs four full-time members of staff who are not only responsible for operating the bitumen trains over the branch, but also for the maintenance and upkeep of the line's permanent way, as well as the three Sentinel diesel locomotives (two of them being ex-Preston City Council) which form the mainstay of the Ribble Rail fleet. A fitting link with the line's history is maintained by these locomotives as they carry names formerly born by the famous Preston Corporation Bagnall 0-6-0STs - Enterprise, Energy and Progress.

Before the operation of the bitumen traffic could begin there was the usual amount of red tape and paperwork to be dealt with, as well as the installation of a barrier crossing at the Strand Road end of the line, marking the end of RSR metals and the beginning of Network Rail's. As such the railway successfully completed its first ten-years as a freight operator in 2014, with Total signing another five-year agreement ending on December 31 2019. It is hoped that a further contract extension will be forthcoming as traffic continues to grow; five trains per week running during the peak periods, although EWS is no more (having been bought by DB Schenker) and Colas Rail has taken over the movement of

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the bitumen traffic over the national network. In 2010 the aging wagon fleet was replaced by a fleet of 30 specially designed bogie tankers.

This income stream has helped towards underpinning a lot of the RSR's subsequent success, enabling it to pay off the loan for building the museum building, relay parts of the line with 120ft lengths of continuously-welded rail, and above all, operate completely debt-free. Even the lease is fully paid up for the next 99 years!

The Ribble Rail operation has undoubtedly been a major bonus for the RSR, but the prime driver for coming to Preston in the first place was always the operation of steam-hauled passenger trains. The first such workings commenced on September 17 2005 with Robert Stephenson & Hawthorns 0-4-0ST Agecroft No. 2 performing the honours. Today's operation is relatively unchanged from that of 2005, with some passenger trains being top-and-tailed from Preston Riverside to Strand Road. A typical journey takes the passengers along the banks of the River Ribble, leaving the industrial estate behind as the railway crosses Lockside Road and then curves south-eastwards and crosses the entrance to Preston Marina on a road/rail swing bridge on Navigation Way. The passage of trains across the bridge requires the road users to give way once the warning lights begin to flash; the rails being laid through the roadway along the length of the bridge.

Past the bridge the railway turns eastwards again and runs alongside the north bank of the Ribble the photographers' favourite vantage point paralleling Navigation Way and Port Way, passing through the exchange sidings and on to Strand Road. In cases when trains are not top-and-tailed, the locomotive will then propel the train back to the exchange sidings in order to run round prior to the return to Riverside.

Maintaining the service is a group of around 100 loyal and active volunteers who cover all aspects of the railway's operation, from train crews and engineers to shop and refreshment room staff.

Overseeing them all is the railway's board of directors, headed by Chairman and Treasurer, Dave Watkins, a former banker with a keen head for figures.

"We can have about 20 or 30 volunteers on a good day, but are happy to welcome more," explains Dave. "We could do with a few more railway experienced volunteers to help bolster our up and coming younger members who are taking a bigger role in the running of the railway."

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Like many of the industrial preserved lines, the RSR has a healthy crop of younger volunteers working their way through the ranks. This is particularly evident in the catering department where the average age of the cafĂŠ staff is about 18.

"What the youngsters are doing in the cafĂŠ is fantastic, but we'd like to see some younger blood coming through in the engineering department too," adds Dave. "What we're lacking though are the natural teachers; those who can pass on their knowledge to the next generation."

Although Dave was not in the chairman's seat in the early Steamport days, he has been actively involved in all the negotiations involving the Southport developer and Preston City Council.

As such a 'young' railway in the grand scheme of things, visitors from the early days in the late 2000s may not notice a vast amount of difference in the visual face of the RSR today.

However that does not imply that the railway has not developed in ten years; it most certainly has.

One of the most significant areas of development has been in the locomotive department, which has been greatly added to since the Steamport era. For example the museum building today plays host to the Beet family's BR red Ivatt '2MT' 2-6-0 No. 46441, while the National Railway Museum has also placed locomotive's in the railway's care. These include former LNWR Ramsbottom 0-4-0ST No. 1439 and the prototype English Electric 'Deltic', which has been at the railway since the Preston Guild events of 2012.

Following the departure of the Furness Railway Trust from the Lakeside & Haverthwaite Railway in 2009, the group has made its home in Preston and has recently erected a new building which is shared with RSR and Ribble Rail. Consequently this industrial stronghold is also the official home of GWR 'Hall' 4-6-0 No. 4979 Wootton Hall, '56XX' 0-6-2T No. 5643, Furness Railway 0-4-0 No. 20 (currently based at Locomotion, Shildon) and 'Austerity' 0-6-0 'Cumbria', along with a variety of coaching stock.

Add to this the numerous private owners who have moved their locomotives to the RSR too, notably Andy Booth (owner of L&Y 'A' class 0-6-0 No. 1300 and Bagnall 0-6-0ST 'Courageous') and Dave Watkins' own growing

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fleet, and you can see that this 'little' railway attracts some 'big' players in the preservation movement.

So does this mean that the RSR plans to move away from its industrial steam roots?

"Not at all!" confirms Dave Watkins. "We are an industrial railway and will remain that way. We've no plans to have a fleet made up of panniers, 'Jinties' or other BR types, but that doesn't mean we can't evolve. There are plenty of things still to do on the agenda, as and when the money becomes available.

"For example I've been impressed with the Foxfield Railway's 'Knotty' train and would like to see a Victorian train running here, perhaps using the Grant Richie [0-4-0ST W/No. 272 of 1894] and the Furness Trust's North London Railway four-wheelers, to help increase our educational offering.

"Coupled to this we have a plan to create a classroom for school use, put heating into the museum building, rotate the exhibits and ultimately see us grow in the market. Last year [2014] was our best year to date, and I don't want us to sit on our laurels. We can grow from this, by improving the visitor experience further and consequently their dwell time at the railway."

These aims may appear to be a touch unambitious, but as Dave says: "We never try to aim too high as you can fall to earth with a big bang." That said, the vision for the railway is getting clearer, including the notion of an extension to the line. There are currently two possibilities for extending the RSR, one being the more straight forward but less appealing, and the other having stronger appeal but triple the work.

The first would be to extend beyond the current limit of operations at Strand Road, and follow the existing line towards Preston Station. The logic in this is obvious, but as Dave says: "It would effectively be running through a green tunnel and would add nothing to the passenger's overall experience."

The second and more preferred option would be to extend the line westwards from Riverside to join up with the Millennium Canal, Preston's newest, but underutilised, tourist attraction. This would take the railway beyond its current boundary and bypass the former PCC locomotive shed where the Sentinel diesels were housed. "The problem with this scheme is that there was never a railway here," explains Dave. "Consequently we would have to create everything from new and it would be a very big job, especially for a railway like ours." There is obviously a very long way to go before any form of extension can be embarked upon, but the RSR's track record

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proves that it is more than just a pipe dream. It is a fair bet to say that the Ribble Steam Railway will extend one day in the foreseeable future.

In the meantime there are projects already on the boil to keep the railway occupied, such as the installation of a wagon turntable at the west end of the museum building to allow locomotives to be turned during galas etc, a plan to run freight trains during gala events, and ultimately run occasional brakevan rides using a BR ‘Shark' (which is about to head under cover for extensive repairs) and one of the ex-LMS brakevans. Not to mention a proposal to run periodic shuttle services onto the RSR direct from Ormskirk.

Deltic Departure

So has the move from Southport to Preston lived up to expectations?

"Absolutely!" says an emphatic Dave Watkins.

"We've come a long way in a very short period time and we are all immensely proud of what we've accomplished. I'm not being conceited, but our success has not been down to luck but down to good management, good planning and most importantly having a brilliant skilled and dedicated team of volunteers.

"I'd like to think that we have achieved everything we said we would when we left Southport and came to Preston.

In my opinion it was the best thing we ever did!"

21st October - Photos: Dave Manley

This article appeared in Steam Railway Issue 444 and is kindly reproduced by kind permission of Gary Boyd-Hope. www.steamrailway.co.uk/

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October Diesel Gala - Mike Garnett Reports...

On the first weekend of October each year, we put away the Steam locos and bring out the Diesels. Now the Ribble Steam Railway Diesel Department are a small bunch of shy individuals that don't often come out in daylight. You normally only see signs that they exist by the presence of an oily Hi Viz Vest or a pair of legs sticking out from an engine bay door. Now when we do get our chance to show off our Diesel Locos, we try to put on something different. This year was to be ‘Something Different’.

It started with around a month of planning, drawing up timetables, trying to get locos working (and stay working) organizing crews for the locomotives and making sure locomotives where in there correct places. This is the side that a lot of people don't see and is vital for a successful and safe Gala. On the Saturday of the Gala, several of the Diesel Department arrived just after 7 am to run through the order of the day and start to shunt stock into the best places for the days running. This Gala was going to be special as we had a guest loco, Class 14 D9537 'Eric' from the East Lancashire Railway. It was also to be Deltic's last days on public display at RSR.

This gave us an idea! Take Deltic for one final trip to Strand Road, the place where Deltic was built in 1955. To make this move a little bit more special, we used the two class 14's D9539 (RSR) and D9537 (ELR) to take her on her final journey to Strand Road. The rest of Saturdays Timetable involved most of the Diesel Locomotives we have at RSR. Lots of top and tailing using a variety of locomotives including two air braked locos (Enterprise and NS 663) from the Ribble Rail side of operations. A firm favourite of the weekend was the Stanlow No 4 trip (or now affectionately know as the Hellfire Express). Saturday went very well, roll on the Sunday.

The Sunday started a little later at 7.30am. We shunted the Freight Stock into the platform ready for the first trip of the day. Whilst that was being done, we also shunted Deltic from the Museum and came up with an Idea! Place Deltic on the front end of the 3 Mk 1 coaches and push it into the platform to look like its hauling the stock.

Enterprise did the honour of pushing the stock and Deltic into the platform.

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I had to place myself in the cab where I could see the track ahead and relay to the crew on Enterprise that it was clear and where to stop but not be seen by the crowds on the platform. Alan Whaley (The guard for the day) did a splendid job acting as Deltic's driver. Deltic was then placed in the Riverside Sidings for everybody to see. The rest of the day went well with and everybody seemed to enjoy.

I would like to offer my thanks to everybody who helped to organise and run the Gala. From the shop and museum staff to the train crews and the signalling staff, also to the East Lancashire Railway for the kind loan of D9537 'Eric'.

A big thankyou must go to the Drivers Matthew Burke, Matthew Darbyshire, Mike MacArthur and Dave Billington. Also to the Secondmen - Paul Rudge and Stuart Gibbs.

We tried something different with one of the trips involving the two Class 14's by heading towards the head shunt before powering through the platform to Strand Road and back. Total surprise to the passengers and some of the crews.

The last train of the Gala we try to do something completely unusual, this time we had a double Top and Tail with the two Class 14's on one end and the Class 05 and Class 03 on the other.

At Exchange Sidings we ran the two Class 14's round the train and had a four locomotive hauled train for the return trip. Something unique for RSR. Plans are already in progress for the April 2016 Diesel Gala.....

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Furness Railway Trust News All three of the Trust's operational locomotives have been busy over the summer months.

'Austerity' 0-6-0ST "Cumbria" settled in quickly at the Mid-Norfolk Railway, proving to be a reliable performer. This was particularly good news as there had been very little time for testing of the locomotive after its extensive overhaul at Preston, and it just left the staff at the MNR to take relatively minor action to tweak the performance by, for instance, improving the seal of the smokebox and chimney to prevent unwanted ingress of air. It is only right to record that the locomotive was kept in pristine condition during its stay in Norfolk and still looked ex-works at the end of its 46 steamings there. It had originally been intended that "Cumbria" would return to Preston after its last steaming at Dereham on Bank Holiday Monday, the 31st August, but the Battlefield Line in Leicestershire stepped in to hire it from the following weekend following the failure of the South Devon Railway's on-loan 28XX Class 2-8-0 No. 3803, which was near the end of its ten year boiler ticket. After successful steamings during September and October, it now looks likely that " Cumbria" will stay in Leicestershire until January. Our thanks go to George Fletcher who, on behalf of the FRT, has travelled many miles over the summer and autumn to spend time with "Cumbria" and to assist with its operation.

George Fletcher drills out rivets on Wootton Hall’s engine rear drag box – 15th August

Our GWR 0-6-2T, No. 5643, has spent this summer and autumn at the Embsay and Bolton Abbey Railway. There was a need to attend to the blower pipe in July, when water was occasionally seen to be issuing from the blower ring at the end of its days in traffic. By a time consuming process of elimination, it was found necessary to expand the blower pipe (which extends from the backplate to the front tubeplate), which necessitated the removal of the blower valve on the backplate. Amongst other things, a new brick arch has fitted by the staff at Embsay. The loco is currently scheduled to stay at the E&BAR until the end of 2015.

Keith Brewer cuts away corroded metal on Wootton Hall’s engine rear frames.

Furness Railway 0-4-0 locomotive No. 20, has spent the summer and autumn based at Locomotion, the National Railway Museum's annex at Shildon, where it has been in steam on the demonstration line there on a regular basis.

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However, as hinted at in my last report, a visit elsewhere was on the cards and arrangements were made for No. 20 to take part in the Bo'ness & Kinneil Railway's Autumn Steam Gala over the 24th and 25th October.

This was the first trip away for the 152 years old locomotive since its extensive tour and filming work in the first half of 2012. Bearing in mind the stiffer gradient profile of some of the upper part of the B&KR between Birkhill and Manuel, it was proposed that FR 20 should haul the two preserved1920 built Caledonian Railway bogie coaches, totalling 60 tons, from Bo'ness to Birkhill. The last two miles to Birkhill still involved a two mile climb ranging from 1 in 75 to 1 in 95, so No. 20 would nevertheless have some serious work to do! There was a healthy gathering of FRT members at Bo'ness over the weekend, all wanting to witness the first known operational visit to Scotland of a Furness Railway locomotive.

Alan Middleton loosens off a cylinder cover on Caliban on 9th September

FR 20 stands at Birkhill on the Bo’ness & Kinneil Railway on Saturday, 24th October 2015 during the Autumn Steam Gala As usual, Victorian dress was the order of the day for those FRT members involved with the loco, and also for Alison Pinch, who sold FRT memorabilia on the trains. The weather outlook for Saturday proved to be challenging, with rain forecast, and heavy leaf fall along the heavily wooded upper stretches of the line caused the timetable to be amended to include topping and tailing of trains, apart from FR 20's runs up the line. Fortunately, the rain cleared by mid-day and FR 20 set off from the bay platform at Bo'ness and completed its eight mile round trip without a slip! Any doubts about its ability to perform on the two mile climb to Birkhill were quickly

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Adrian Tomkinson dismantles Caliban’s brake gear on 7th October

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dissolved as it tackled the task with flying colours, steaming freely at 120 psi even with the injector in operation. In the words of the B&KR driver, "You get the feeling that the loco would have kept climbing all day without any bother." Not bad for such a veteran of the rails.

FR 20 performed consistently well over the weekend with all concerned impressed at its performance, and there were many complimentary comments from visitors, who had come from far and wide to see the old loco in action. Also rostered that weekend were the B&KR's home fleet comprising LNER Class 'D49' 4-4-0 No. 62716 "Morayshire", which was making its last public appearances prior to overhaul, two 'Austerity' 0-6-0STs and an Andrew Barclay 0-4-0 which was used as station pilot. 'Black 5' 4-6-0 44871 also joined the fray on Sunday, having arrived back from Fort William with classmate 45407 the previous evening. Quite a gathering.

FRT members were shown every hospitality over the weekend and there were convivial gatherings in the local pubic house on Saturday and Sunday evenings, where the food and beers on offer were sampled. All in all, a splendid time was had by everyone and there is already talk of another visit to Bo'ness by the FRT in the near future.

Turning to Preston, the main focus of work has been on the FRT's RMB No. 1812. The sides of the vehicle have been stripped back to bare metal, which has exposed those areas of the body panels which require attention after suffering from the attention of the notorious tin worm (rust). John Dixon has just completed a range of repairs to the west corridor end and its connection, and is starting to make headway with inserting new metal into the sides. The newly purchased MIG welder is already proving its worth. Templates have been prepared by Trevor Bradshaw to enable new metal inserts to be welded around the buffet windows and filler has been applied extensively around the bottom panels where BR riveted on new pieces of metal. Once the filler has been sanded to present a satisfactory surface, the first coats of paint will be applied. As said previously, no target date has been set for completion of the overhaul and we are enjoying the job all the more as a result. It is interesting to reflect that the coach ran for 25 years in BR service but has now been in preservation for a further 33 years.

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Mike Rigg grinds off weld on a corridor end and John Dixon cuts out corroded steel on the side of RMB No. 1812 on Wednesday 28th October

Live Steam entertain at the End of Season Social on 31st October, Photo Alison Pinch

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Steady progress has been made on GWR 'Hall' Class 4-6-0 locomotive No. 4979 "Wootton Hall". Significant amounts of badly corroded metal have been cut away from the engine's rear drag box and is in the process of being replaced by new metal. Similarly, the tender's leading drag box has also been cut away to allow repairs to take place.

The frames of Peckett 0-4-0ST "Caliban" are now resident in the warmth of the FRT shed after some thirty years exposed to the elements, and some work has been carried out to clean and prime some of the steelwork. Various parts are being removed for examination, cleaning and painting as required, and it is intended to have a close look at the cylinders to see whether they need attention.

As usual, there is no shortage of work to do and again we thank everyone at Preston for their continuing help, assistance, and interest in the Trust's projects.

Tim Owen

Snaps From The Past

At Haworth on the K&WVR, Peckett NW Gas Board, Sept 1967

Middleton Railway, Claytons Works, Borrows 0-4-0WT Windle Sept 1965 FR 20 stands at the Collection platform at Locomotion, Shildon, during the Autumn Steam Gala on 19th September *** *** *** October 31st Saturday evening saw the joint RSR/FRT end of season get together take place in the FRT shed at Preston. Thanks go to Alison Pinch and to Pauline Allcock for the buffet, and also to RSR's Liam Diamond who arranged sausage rolls and pies. There was a pleasing turn out for the occasion and Live Steam (Alan, Tim and Peter, assisted on occasions by Alison) sang away the evening.

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BR Class 14 D9539/1965 High Dyke branch and associated British Steel line.

Buckminster sidings, Mill Lane crossing BSC on iron ore South Witham to Stainby sidings Sept 1970

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70802 on 6E32/6M32 Bitumen tankers train 30/07/15 (Photos: Mike MacArthur)

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Glenfield No.1 - Ken Philcox Meets An Old Friend Glenfield & Kennedy made large bore (diameter) valves for the water and water processing industry. These could be as large as 108 inches (2.75 metres) in diameter and weighing several tons. Glenfield No 1 was used to move the castings from the foundry into the workshop for fitting out, then into the paint shop and finally into despatch for crating for shipment. The larger gate valves would have been the height of the jib of the crane.

Glenfield & Kennedy was also a market leader in its field. During my time with the company one of the flagship orders was for fifty 48 inch (1200mm) diameter valves for the Hong Kong Government for the High Island Project to collect monsoon rain water.

When I saw the news story on our web site that the Andrew Barclay steam crane ‘Glenfield No 1’ was coming to RSR I could hardly believe what I was seeing. I immediately recognised the Glenfield logo as I worked for Glenfield & Kennedy in Kilmarnock in the 1970s, only a few years after this steam crane was withdrawn from service.

At this time Glenfield & Kennedy was taken over by the Crane Company of USA, the world’s largest manufacturer of valves, who in 1972 had worldwide sales exceeding £300 million. Following the takeover I was employed by the central publicity department of Crane Ltd in London with specific responsibilities for the publicity of Glenfield & Kennedy products. My work time was shared equally between Kilmarnock and London.

Glenfield & Kennedy is one of the oldest engineering companies in Scotland. In 1852 Thomas Kennedy designed the world’s first water meter. By 1865 the company was well established and joined forces with the Glenfield Company to produce the castings for the meters.

In 1899 the two companies were amalgamated to form Glenfield & Kennedy Limited. The company still thrives today, trading as Glenfield Valves within the AVK Group, with a product range that remains largely unchanged from my time with the company.

Photographs of Glenfield No.1 can be found on the website www.glenfield.co.uk/history.

Photos exist of Glenfield No.1 operating in the factory in 1966, but in 1969 the company invested £1 million (a considerable sum in 1969) to revamp the manufacturing facilities into a highly automated plant. At that time the 44 acre site in Kilmarnock supported a workforce of over 1600 people with a foundry, heavy engineering workshops, plus offices and drawing offices.

Sadly when I worked there most of the rail tracks had disappeared with the modernisation but I can remember photos of the steam crane around the complex. The loco was replaced with a road vehicle which obviously offered more flexibility moving the valves around the site.

Photos: Glenfield No 1 CT. Built by Andrew Barclay at their Caledonian works in Kilmarnock in 1902, the 0-4-0 CT locomotive was given the works No of 880.

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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' 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' Andrew Barclay 2343/1953 'British Gypsum No4' Andrew Barclay 880/1902 0-4-0CT Crane 'Glenfield No1' Avonside 1568/1909 'Lucy' Avonside 1810/1918 'M.D.H.B. No. 26' Avonside 1883/1922 Bagnall 2680/1942 'Courageous' (In service at RSR) Borrows 48/1906 'The King' Borrows 53/1909 'Windle' BR Ivatt 46441/1950 * Furness Railway No.20 (currently based at NRM Shildon) Grant Ritchie 272/1894 * GWR 0-6-2T 5643 (FRT - on loan at the Embsay and Bolton Abbey Steam Railway) GWR 4-6-0 4979 Wootton Hall (FRT Collection) Hawthorn Leslie 3931/1938 'Linda' (In service at RSR) Hunslet 1954/1939 'Kinsley' Hunslet 2890 0-6-0 'Douglas' * 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’ (FRT Collection - on loan at The Battlefield Line) * L&Y Aspinall 1300/12322 - 1896 (currently on loan at ELR) L&Y Pug 1097/1910 ‘No. 19' (on loan from the L&Y Trust) LNWR Ramsbottom 1439/1865 (on loan from NRM) Peckett 1925/1937 'Caliban' (FRT Collection) Peckett 1935/1937 'Hornet' Peckett 1999/1941 'North Western Gas Board' Peckett 2003/1941 'John Blenkinsop' (on loan from Middleton Railway Trust) 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, Electric & Battery locomotives.

BR Class 03 03189/1960 BR Class 03 D2148/1960 BR Class 05 D2595/1959 BR Class 14 D9539/1965 Diesel Railbus - 79960/1958 (Available for Private Hire / School Trips) English Electric EE2098/1955 '671' English Electric EE788/1930 English Electric VF2160/D350/1956 '663' Fowler 0-4-0DM 21999/1937 "Fluff" (FRT Collection) 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' Thomas Hill 160V/1966 'Stanlow No. 4' Yorkshire 2677/1960 D2870

Photo Special - Deltic photo charter on 27th September (Dave Manley)

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Andrew Barclay 2343/1953 'British Gypsum No4'

Arrived on site Thursday 16th July

Andrew Barclay 2343 is one of six 10" Barclay locomotives that are preserved. 2343 is unique in having a boiler that sits higher up than the rest.

It worked all its life at the Kirkby Thore works, near Penrith, before being purchased for preservation and moved to Steamtown, Carnforth.

Built in 1953, she spent most of working life without a name followed by two thirds of her life as a static loco.

In 1965 she was named after one of the works managers, a gentleman by the name of Ken Boazman and she carried the nameplates until replaced by a diesel. Whilst at Kirkby Thore she worked with another Andrew Barclay, W.T.T which is also preserved.

In the early 1970's Steamtown, Carnforth were looking to obtain some smaller locos that were more economical to use than main line machines, to operate their footplate rides. The loco was purchased along with a number of sister locos, and was taken to Steamtown, Carnforth for preservation.

She was used briefly when she first went to Carnforth and after 1972/73 she remained a static exhibit.

She moved to Chasewater Railway and swapped boilers with Colin MacAndrew.

Purchased in the May of this year she moved to her new home at Ribble Steam Railway in Preston where she will be eventually overhauled to working order.

Facebook page: http://on.fb.me/1RvzNTs

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Gypsum Mining in Cumbria Gypsum is the naturally occurring form of Calcium Sulphate in its hydrated form (CaSO4 2H2O). The anhydrated form also occurs and is usually termed Anhydrite. These minerals occur mainly in three areas in Cumbria where they have been exploited commercially. These areas are around the village of Cotehill, just south of Carlisle, Kirkby Thore in the Eden valley and St Bees Head near Whitehaven. The only site working at present is the Kirkby Thore site.

Gypsum was originally quarried to produce whitening stones for applying to front door steps etc. But the main increase in commercial development came with the development of the plaster industry from the 1820’s onward.

The production of plaster involves crushing the gypsum and then heating it in pans to drive off the water of crystallisation. If heated to about 163c only part of the water is driven off and Plaster of Paris is produced. If heated to above 200c all the water is lost and a soluble anhydrite is formed. This differs from natural anhydrite because it will reabsorb water and will set as a solid mass. This is the basis of plaster.

Anhydrite was used in the chemical industry as a component in the production of Sulphuric acid. The Marchon Co. at Whitehaven used the extensive deposits below their site for this purpose. Large quantities of anhydrite were quarried in the Eden valley and shipped by rail to the chemical works at Billingham.

Most of the original extraction was by quarrying this was later replaced by mining as the seams got deeper. Originally the gypsum was transported to mills in the nearby towns. But soon processing mills were built next to the mines.

The main Victorian companies involved in plaster production were:- Joseph Robinson and Co. who had quarries at Knothill near Carlisle, Kirkby Thore and Barrowmouth at Whitehaven. J Howe and Co worked the Cocklakes site near Carlisle. Long Meg Plaster Co mines in the Long Meg area. All these companies were amalgamated into the Carlisle plaster and cement co. in 1911. This was taken over

by Gotham co. in 1916. Thomas McGhie and sons worked in the Kirkby Thore area also.

In the present day the remains of this industry are few. The modern plant and mines at Kirkby Thore are still working. The water filled quarries at Knothill near Carlisle are still to be seen in the forest area.

The Cocklakes site has now been cleared of the buildings.

The Long Meg site still has the area of the large number of railway sidings that were used to transport anhydrite to Billingham. Also on the river bank are the remains of the early plaster mill. At Whitehaven the site of the Barrowmouth mine is still visible.

FURTHER READING: Gypsum in Cumbria: Ian Tyler 2000

The British Gypsum Plant at Kirkby Thore.

Aerial photo by Simon Ledingham.

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Down To The Docks - Photos by Steven Brindley

An unidentified class 25 makes a lively run across Strand Road for the 1/29 climb to the mainline. The train is coming off the old dock system in the early 1980's.

47299 photographed on 23-09-1983

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25182 crossing Strand Road and entering the docks on the 14th June 1984. The train has 2 axle Bitumen tanks, the bogie flat would be carrying something for the swing bridge which was under construction at that time.

Two class 37's have come to a stop at Strand Road. The second loco had derailed hence reason for uncoupling the lead loco.

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During the development of Preston into a major manufacturing Lancashire town a small dock was built on the east bank of the River Ribble together with a warehouse for the import and export of goods. In 1845 with the coming of the North Union Railway a branch line was built from the west side of Preston station down a steep curving gradient with a short tunnel to cross what is now Strand Road to serve the dock warehouse and its associated, and later other, businesses.

In 1882 Preston Corporation acquired the Dock Navigation Company and the railway in order to develop Preston as a major port. The river channel was diverted and deepened, and the Albert Edward Dock of 40 acres was opened in 1892; the railway was extended to serve the docks, yards and warehouses, and at the time of greatest activity there were one and a half miles of quays, and 28 miles of railway track. There was never a passenger service; the line was exclusively freight and was always owned by Preston Corporation.

Plan of the Ribble Branch Railway and Preston Dock Lines. July 1899 Goods which passed through the docks were both coastal and international; cargoes such as timber, petroleum products, fishmeal, coal, china clay, horses, cattle, esparto grass (for paper making), and bananas. These bulk loads were moved by the dock railway system and its 8 steam locomotives. The shunting locos, steam until 1968 and later Sentinel diesel industrial shunters, marshalled wagons into up to 12 trains each day and these were then hauled up the branch line with its fearsome 1:29 gradient via Preston station to the main line south and Ribble Sidings.

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Notable engines for this work were the old ex LNWR class “G2,” 0-8-0 tender engines, known as “Super Ds” some of which were fitted with steam heating for the substantial banana traffic.

Although these engines had a reputation for moving anything on a whiff of steam, they would need all their power to keep the trains moving up the gradient, and when at work could be heard miles away. Heavily loaded trains often had another engine pushing at the rear.

Among the shunting locos was a fireless steam loco named “Duke” for use in the timber yards and the oil terminal. We hear that it was occasionally necessary to dispatch a Preston shunting engine down the Dock Branch as it was known to re-charge this engine when it was short of steam.

Interestingly, in view of what was to come, in the late 1930s the Armstrong-Whitworth Co provided a prototype 250hp 0-6-0 diesel-electric shunter for trials on the dock system, and this loco was later purchased by Preston Corporation. Steam haulage ceased in 1968 and was replaced by Sentinel diesels.

"Duchess" is a unique locomotive built by Armstrong Whitworth, Scotswood, Newcastle upon Tyne. During March 1935 this locomotive was purchased by the Ribble Navigation. Its works number was D8, it later gained the name 'Duchess' and was still in operation during 1960, and was noted withdrawn as late as the winter of 1968. It would be scrapped during 1969.

Despite being the first port to use the new system of containerisation, the estuary and the river channel to the dock were continually subject to adverse tidal conditions and silting, and this, combined with the rise of Liverpool and the general decline of West Coast ports as trade and traffic patterns changed, caused operations to

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become increasingly uneconomic; the docks closed in 1979. Buildings and installations were dismantled and the dock area earmarked for redevelopment to be known as Riversway.

However, the Dock Branch was retained to serve the business park, although the track was realigned from its original layout on the north side - the area now occupied by Morrisons Store.

An hydraulically operated swing-bridge was erected across the western end of the dock for road traffic and boat access to the marina, and also to allow a limited service for bitumen and tar rail traffic, diesel hauled down the branch, which continued until 1995.

In 1999 the heritage railway at Southport quit its less than adequate site there and moved to Preston with ambitious plans to develop and operate a heritage steam railway appropriate for a Lancashire city. Plans were drawn up for the station, a platform, museum, sheds, workshops and sidings, with a large car park for visitors. The work required substantial re-equipment to national railway standard of the level crossing at the busy Strand Road, and also the three crossings at the dock development. The running track was re-equipped with signal control gear to permit the safe running of passenger trains monitored from the distinctive control tower seen at the Marina entrance.

Preston Digital Archives

This view shows the 25 ton Hydraulic coaling crane built in 1893 by Tannet, Walker & Co. Ltd Leeds.

It operated continuously for over 70 years.

Below - Steam crane No.6 passing No.1 shed Feb 24th 1969.

An important development from the operating and revenue aspect was the resumption in 2004 of the bitumen trains to the Total plant adjacent to the site. These trains are loaded at Lindsay Oil Refinery on the East Coast and travel overnight to Preston at least three times each week.

So freight has returned once again to Preston Docks.

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56021 on the old Preston docks system, early 1980's

A derailment happened in the old exchange sidings in Preston docks when a 100 ton tank split the points. This photo shows it being re-railed by the Springs Branch depot crane after it was drained of oil.

All photos c. Steven Brindley.

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31430 & 31173 arrive with loaded bitumen tanks into the new exchange sidings in Preston docks.

"Enterprise" waits with the empties

An old photograph, from the early 1980's, of the Lancashire Tar Distillery, (now Total bitumen works), 4 wheel Hibberd shunter. Also note the power station still intact across the river Ribble.

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Leyland Society of Model Engineers

Members of the Leyland Society of Model Engineers gather most Sundays to operate the miniature railway in Worden Park, Leyland, from late morning till teatime.

At the Park there is an extensive (1617ft) continuous raised track in 3½ and 5 inch gauges and a ground level seven and a quarter track which has a circuit of one kilometre. This is complete with covered steaming bays, turntable, station and sidings.

The present Society is the successor to the formerly named "Preston Society of Model Engineers". The Preston Society was active during the 1930s but at the outbreak of war it fell common to the attitudes of the time and more or less died through lack of interest and members. At cessation of hostilities about eight members re-incarnated the Preston and District Society of Model Engineers.

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From this stage the society grew and was able to stage an exhibition of models to coincide with the 1952 Preston Guild. The problem of finding space for a locomotive track arose and it was thought logical to approach Preston Corporation for assistance in the matter. They in turn made it very clear that no such assistance would be forthcoming. Undaunted, the members continued prospecting and land was located in Towngate, Leyland. This site housed the Lancastria Co-op. in 1982, and now is the site for the new mega Tesco.

This part of Leyland has changed out of recognition in recent years! No security of tenure was possible but the members were satisfied to build a track and run on it for a few years.

An approach made to the then named Leyland Urban Disrict Council met with a very different response to that experienced with Preston. They provided the present idyllic setting at Worden Park at a peppercorn rent, the only stipulation being that "Leyland" was incorporated in the Society's title.

The re-naming very quickly produced the Leyland, Preston and District Society of Model Engineers.

Armed with this ponderous title the members set to work during the winter of 1952/53 and erected a two and a half, three and a half and 5 inch gauge track.

This 300ft long track was opened at Easter 1954

by Mrs Kelly who was then the Chairman of Leyland UDC. Happily Mr & Mrs Kelly were still regular visitors to the track in 1982. Consequently, on the increase of society membership and locomotive population, the track was extended to in 1968 to 565ft. About this time the Society took

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in the Darwen SMEE which had been running under the guiding hand of W Ewart Baxendale since before the war, but had few members. The track was further extended in 1972 to 805ft, in 1978 to 851 and yet again in 1983 to its present length of 1617ft. in 1995 a ground level seven and a quarter and five inch track was laid between the club house and the main car park.

Not having an off season, the railway runs all the year round, weather permitting, and can claim to have delighted generations of children with rides in picturesque surroundings. Worden Park railway has become a way of life for many children.

Photos from John Balaam.

More info, Directions etc via the website www.leylandsme.co.uk/

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Worden Park is a hidden gem, situated on the edge of Leyland it could be described as a Country Park in the town.

Worden, with its mature woodlands, open meadows, historic natural landscapes, varied wildlife and peaceful setting offers a haven of natural beauty where you can walk, picnic and relax in undisturbed surroundings.

In addition to Worden’s natural appeal, visitors can enjoy a range of facilities and people say it’s a great day out for the family.

Worden Hall was situated in Worden Park at the centre of Worden Park and the home for over 300 years of the Farington family until in 1941, when a terrible fire destroyed most of the building. The hall was eventually demolished leaving only one remaining wing, the outbuildings and the walled kitchen garden. Today, the remaining historic buildings house an Arts and Crafts Centre and a range of craft units.

The fantastic Georgian Walled Garden has been restored to show the wonderful working gardens that would have served the Hall, the garden can be found in the heart of Worden Park, where you can see the original historic features and a variety of veg, perennials, herbs and flowers.

Originally designed by the landscape architect William Andrews Nesfield, the Formal Gardens at Worden provide a quiet space for visitors to sit and enjoy the peaceful surroundings, surrounded by colourful bedding displays.

The Coffee Shop is located in the centre of the park adjacent to the Arts and Crafts Centre and occupies the space that was once the Worden Estate's stables and provides a comfortable space for visitors to relax and take a break from exploring the park.

The Miniature Railway - Open weekends and Bank Holidays (12noon to 4pm) and every Tuesday in school holidays. Free rides are provided to the public around the park's wildflower meadows on a newly extended route which is now almost 1km long.

Hedge Maze – this historic feature is open to the public at all times and is one of very few such mazes which is free of charge to explore. You can have some great fun finding your way into the centre, but it’s harder to find your way out. Due to the age of the maze, visitors are asked to take care not to damage the ancient hedging and young children must be supervised at all times. http://www.visitleyland.co.uk/worden-park www.visitsouthribble.gov.uk

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Death Of A Local Bus Company Following the closure of John Fishwick and Sons, Leyland, on 24th October, 2015, local historian, Heather Crook, looks into the history of the ubiquitous ‘green bus’ public transport company since its inception in 1907. (Article featured in Preston Blog).

The business of John Fishwick began in 1907 when John bought a steam propelled wagon from Leyland Motors. He ran a haulage business transporting goods for local businesses. In 1910 he acquired another vehicle, which was converted to carry passengers from Leyland to local towns. After World War 1 the fleet was expanded and in the 1930’s the company had a fleet of eight wagons and 25 buses.

Over time the haulage side of the business declined and was ended in 1953. The company then focused solely on their passenger business.

In more recent years, the company was known for its scheduled bus services and coach tours.

Looking back over the initial 70 years of the firms existence, it was a business that remained very much a private, essentially ‘family’ concern.

John Fishwick a man with a mechanical turn of mind – frustrated with a long period of unemployment – went into transport by purchasing a steam wagon with the aid of a loan.

The first vehicle attained a speed of eight miles an hour, reducing to five miles an hour when fitted with a trailer.

Almost from the beginning he saw the possibilities of passenger transport in the area, particularly market day traffic, and by 1911 had obtained an old converted Leyland petrol vehicle which he used for private hire work, and on Saturday afternoons as a service bus in Leyland.

Before and during the first world war – a very difficult time for a small operator – John Fishwick continued hauling goods and maintaining the regular bus in Leyland, assisted by his sons William and Bernard.

After the war new vehicles were gradually added, and a major step forward was marked by their acquisition of their first pneumatic tyred single deck bus. The main reason for its purchase (on a slender budget) was to effectively combat extensive competition for passenger service that had sprung up around the district and of the small operators in competition in those days; by the mid-thirties only Fishwicks remained. Vincent and Jack Fishwick joined the firm to assist their father, and upon John Fishwick’s death in 1934, William Fishwick was appointed General Manager/Chief Engineer and Bernard Fishwick Company Secretary.

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Business continued to expand during the Second World War and services (apart from peak-hour movement of workers) had to be cut down considerably. Nevertheless, records show that the period was a very busy one, and when hostilities ceased an even busier period ensued with fleet rebuilding. In 1951 the haulage side of the business was sold to J Canning and Sons Limited Leyland and Fishwicks concentrated on developing their stage carriage service, works and school contract work.

Fishwick’s had been involved in the takeover of local stage carriage operators, but it was not until 1963, when they entered the field of excursions, that they acquired the coach business from Singletons (Leyland) Ltd. Since that time they had been the sole operators of excursions and tours in Leyland.

Private Hire had also been successful, catering for all types of parties, including trips to the Continent.

Typical of their attention to detail had been their inclusion of mechanic on long continental trips, as well as two drivers, but vehicle service is such that no emergency had arisen to involve the mechanic’s service.

Jim Hustler being great grandsons of John Fishwick, the founder of the company. They continued the firms tradition of operating an all British-Leyland fleet, 37 in total, whose vehicles had proved most reliable and spares readily available considering the close proximity of the Manufacturer’s Works.

Extensive stage carriage service was provided between Chorley, Leyland and Preston. Buses were subsequently one man operated and staff co-operation allowed a full service to be run during the potentially difficult holiday periods, even during staff sickness and it was not unknown for the Managing Directors to take a turn at the wheel.

Anyone who has ever visited Fishwicks headquarters at Golden Hill, could not fail to be impressed by the efficiency of the depot and the smart appearance of the dual two-tone green buses. Drivers submitted daily reports and any faults were corrected immediately. All buses were cleaned and washed daily and maintenance was systematic, with all vehicles checked weekly, and work being recorded. Pressure cleaning plant had been installed on the premises. The same thorough attention was given to the coaches, although these were separately garaged at the Chapel Brow premises, half a mile distant.

At the Company’s garage in Hastings Road, former premises of an associate company of body builders W & J Fowler, they had repair facilities for their own and customer’s vehicles. Recently they had extended their body work section to manufacture trailers either for sale or hire.

Up to the firm’s recent closure, Fishwick and Sons had many long serving staff who cooperated and worked closely with management and therefore it is not difficult to comprehend its 108 year success. What does appear more difficult to understand, is how a firm with such an amazing track record can simply come to an abrupt and untimely end.

Whatever the reasons, I’m sure that everyone will agree that the firm of Fishwick and Sons and its work force will always hold a place in the hearts of those who have used the services and travelled on the much loved green buses.

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Austrian Steam - John Balaam Visits The Tyrol The Achensee Railway (Achenseebahn) is a 6.78 kilometres (4.21 miles) long metre gauge railway running between Jenbach and Seespitz on Lake Achensee in Tyrol (Austria). Within its length it rises some 440 metres (1,444 ft) in height, with the steeper sections using the Riggenbach rack system, at a gradient of 16% and a journey time of 45 minutes. It is Europe's oldest cog railway which is still steam operated, having opened in 1889. The lake Achensee is the largest lake in Tyrol.

Preserved Zillertalbahn engine 1 Raimund at Jenbach. 8 July 2015 (Photo: John Balaam)

Achenseebahn 2 Hermann at Jenbach.

8 July 2015 (Photo: John Balaam) In 1886, Theodor Friedrich Freiherr von Dreifuss proposed to connect Jenbach to the Achensee.

Despite concerns by villagers in the area, the proposal was supported by the monastery at Fiecht, which owned the Achensee and ran steam boats on the lake.

Consent to build the line was given on 1 August 1888 by Emperor Franz Josef. The line was constructed by the Soenderop Company of Berlin. The official opening of the line was on 8 June 1889. The line originally ended a short distance short of the pier for the steamboats as it was intended to run a luggage service between Seespitz station and the pier at an extra charge.

The railway was extended to a new station serving the steamboats in 1916.

The railway carried its highest numbers of passengers during World War II and after the war the railway was an important method of supplying the region with goods and materials. In 1950, the Tirolean Water Company (TIWAG) acquired a majority of the shares in the railway, Carriage of freight ceased in 1973.

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Zillertalbahn 83-076 being prepared for work to Mayerhofen. 8 July 2015 (Photo: John Balaam) The Zillertal Railway or Zillertalbahn is a 760 mm (2 ft 5 15/16 in) gauge independent railway running along the valley of the river Ziller (Zillertal) from Jenbach to Mayrhofen within the Tyrol area of Austria and is nearly 32 km long.

Running through a picturesque valley in a high amenity rural area, the line is much appreciated by tourists but is also well used as an ordinary transport method by local people. Railway enthusiasts are attracted to it because of its use of steam engines and its unusually small track gauge.

Most of the passenger train services operate using modern diesel locomotives and railcars but the Zillertal Railway also has several steam locomotives which are used with heritage veranda

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rolling stock for special trains targeting tourists.

Goods traffic is carried; standard gauge wagons from and to the main line network are carried on transporter wagons.

In Jenbach the Zillertal Railway meets the Ă–BB standard gauge line between Salzburg and Innsbruck and the metre gauge Achenseebahn.

Jenbach is the only location in Austria where railways with three different gauges meet.

Zillertalbahn 83-076 at Mayerhofen. 8 July 2015 (Photo: John Balaam)

Zillertalbahn 83-076 at Jenbach waiting to work 1017 to Mayerhofen.

8 July 2015 (Photo: John Balaam) The line was opened on 31 July 1902, serving the needs of residents of the upper Ziller valley and giving them access to Jenbach and the main line railway in the Inn Valley. In 1965 the line was extended by 2.5 km to bring materials and equipment to a power station; the extension line has subsequently been removed once more.

However at that time two diesel locomotives and some transporter wagons were acquired and the Zillertalbahn became the first railway in Austria to use "Zugfunk" train control by radio. In 1976 extraction of magnesium ore from Tux came to an end; this traffic had been an important source of income for the line since 1928. In 2010 the annual freight traffic amounted to 320,000 tonnes, predominantly in connection with the forest products industry. 1.54 million passengers were carried in that year, a half-hourly service of train and bus journeys combined being introduced.

Zillertalbahn, Diesellok D10 in Mayrhofen (Photo: Friedrich BĂśhringer)

Two locomotives at Jenbach station (Photo: Herbert Ortner)

Some of the Zillertal Railway's redundant rolling stock was donated by the railway to the Welshpool and Llanfair Light Railway in the UK.

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A Vanished Britain To many people who grew up in the Britain of half a century ago, the Fifties are a clearly and dearly remembered age. We walked to school, had open fires and no central heating. We played in the street with our friends and were safe; we climbed trees, skinned our knees and ripped our clothes, got into fights and nobody sued anybody. Sweets were a treat, not part of lunch. We got a clip round the ear when we had been naughty, and Mum gave us a teaspoon of malt and cod liver oil before school. We played cards and board games and talked to each other. We were allowed to answer the phone on our birthdays as a special treat. It was an innocent time, gone for ever.

Airfix Spitfires, sold by Woolworths for two shillings, proved to be the toy firm's most popular model, while boys' comics were full of stories of 'Braddock, Ace Pilot', 'Sergeant Allen of the Fighting 15th' and 'The Eyes that Never Closed' (about hunting German U-boats).

Wartime values were still very strong.

Respectability, conformity, restraint and trust were what underpinned the Fifties. When a Sunday newspaper asked readers in 1954 what sort of school the five-year-old Prince Charles should go to, a quarter declared it was none of their business or the paper's.

Signs were unveiled for Britain's first stretch of motorway - the eight-mile Preston bypass in Lancashire, the symbol of the opening of a new era of motor travel in the United Kingdom and the anti-litter Campaign poster of 1958.

Yet it would be wrong to assume that Britain in the Fifties was invariably a land of carefully calibrated politeness. There were pointers to a more casual and selfish future in the emotive issue of bus queues. A newspaper correspondent recalled 'their neat and orderly double-file formation during the war'.

But not any more.

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'Today they straggle and lack not only their former parade-ground precision, but also bonhomie.' A clergyman complained of queue jumpers sidling on board 'with great skill and an appearance of disinterestedness'.

Few people disagreed with corporal punishment. A poll in 1952 found that nine out of ten teachers wanted it retained. Oddly, the victims agreed. In a survey, schoolboys were just as unanimously in favour. It was swift and brief in its execution, whereas alternative punishments, such as withdrawing privileges, were seen as generating greater resentment. Still, its frequency was starting to diminish as the Fifties went on, and this caused alarm. 'These days, masters dare not touch little Willie or mistresses cane little Mary,' complained a newspaper reader in July 1954. Since teachers couldn't bash the children, 'you must do it yourself in the home.'

In the early Fifties, the anti-social antics of 'cosh boys' and 'Teddy boys' led commentators to worry that a lack of parental control, caused by mistaken kindness and the fallacies of modern psychiatry, was turning out a generation of delinquents.

There were calls for strong action - the birch, at the very least - after a widely publicised fight took place in Kent in which gangs of 'sinister' Teds in stovepipe trousers and velvet-coloured jackets fought a battle with wooden stakes and sand-filled socks. A stalwart of the Boys' Brigade warned that dangerously soft attitudes in society were whittling away all personal responsibility for wrongdoing. Scout leaders worried about the large number of boys who left its ranks in their teens, particularly those of 'a lower calibre who will not knuckle down to discipline or accept the demands made on them'.

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It's not surprising that small boys developed an early interest in trains and railways, most youngsters did during the less-worldly Fifties. With the country still recovering from the burden of post-war austerities, the 1950s was a decade of 'make do and mend' and children were expected to provide their own entertainment from the simplest of pursuits, which, for many cash-strapped families meant the cheaper the better.

Indeed most families faced a constant uphill struggle to make ends meet, which probably explains why parents gave train spotting a universal thumbs' up, because all you needed to start collecting engine numbers was a notepad and pencil, which was cheap by anyone's standards!

Perhaps there were a few additional costs, such as an Ian Allan abc Locospotters book which didn't come cheap. Costing half a crown (this equates to 12½p in today's money) it took a huge slice out of your hard-earned paper round money, but it was the only major expense you had to get started. Above all else, a 1d platform ticket gave small boys the chance to get up really close to the giants of steam at major railway stations, which at that age took some bottle!

LEST WE FORGET. . .

IN THE HOME...

Dabitoff, Windolene, Duraglit, Brasso, Brillo, Lifebuoy, Silvikrin, Ammi-dent, Delrosa Rose Hip Syrup, Mr Therm, Toni Perms.

DRESSING UP...

Hairnets, head-scarves, Ladybird T-shirts, rompers, knicker elastic, cycle clips, brogues, Start-rite (that rear view of two small children setting out on life's path), Moss Bros, crests on blazers, ties as ID. ON THE ROAD...

AA patrolmen, driving gloves, Austin Cambridge, Morris Oxford, Sunbeam Talbot, indicator wings, sidecars, Raleigh, Sturmey-Archer.

IN THE PLAYROOM...

I Spy, Hornby Dublo, Tri-ang, Dinky, Meccano, Scalextric, Subbuteo, Sarah Jane dolls, Plasticine, Magic Robot, cap guns.

HAVING A PUFF...

Capstans, Player's Navy Cut, Senior Service, cigarette boxes, Dagenham Girl Pipers.

ENTERTAINMENT...

Saturday-morning cinema, Uncle Mac, Nellie the Elephant, The Laughing Policeman.

FOOD...

Napkin rings, butter knives, volauvents, Brown Windsor soup, sponge cakes, Garibaldis (squashed flies), Carnation, Edam, eat up your greens, Sun-Pat, Marmite sandwiches, hardboiled eggs, semolina, sucking oranges through sugar cubes, Tizer, Dandelion & Burdock, Tom Thumb drops, Sherbet Fountains, Spangles, Trebor, blackjacks, fruit salads, aniseed balls, pineapple chunks, flying saucers, traffic-light lollipops, gobstoppers. The agonising dilemma at the ice-cream van: a big one for 6d or two small ones for 3d each? ************************************** Have you any memories from the 50’s or even the 60’s - send them into the editor (who was only born in 1957). **************************************

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Why did we ever get rid of steam trains?

Increasingly we choose to ride behind main line locomotives hauling special trains from Edinburgh to London over Shap Fell or along the Devon coast where rails meet the sea and mingle with steam and salt spray and with the sound of rollers breaking over rocks and the compelling rhythm of a Great Western “king” or “castle” at speed. While many of us remain in thrall to the steam locomotive this most soulful of machines has all but disappeared from everyday service worldwide.

A number of powerful SY class locomotives are still hard at work on China’s industrial railways.

Remarkably the last of these 1,800 engines were built as recently as 1999.

Elsewhere you can commute by steam on Polish state railways between Poznan and Wolzstyn, where British enthusiasts, who run the Wolzstyn Experience have an agreement to keep scheduled steam pounding into the future.

The question of why steam went is one to address and even challenge when remembering the Giants Of Steam, a homage to the world’s last great steam railway design engineers and the emotive machines they conjured. The why is important because, in the hands of engineers as refined as Britain’s Nigel Gresley and William Stanier, France’s André Chapelon, Germany’s Otto Wolff and Paul Kiefer, and William E Woodard, of the United States, the steam locomotive was raised to prodigious heights of power and speed.

In Britain, France, Germany and the United States, from the mid- Twenties and for the next 20 years, what was known as “super steam” – a phrase coined in the land of Superman, streamlining, starlets and skyscrapers – gave the first generation of rival diesel and electrics a very good run for their money indeed.

On July 3, 1938, 4468 Mallard, a brand new streamlined London and North Eastern Railway Pacific designed under the direction of Gresley and named after the birds the famous engineer kept in the moat of his Hertfordshire home, streaked down Stoke Bank between Grantham and Peter borough at two miles a minute, peaking for a few critical yards at 126mph. This was a world record for steam on the railways.

It has yet to be beaten.

Two years earlier a streamlined Deutsche Reichsbahn Baltic, 05 002 designed by Wolff, had soared to just over 200kph, or 124½mph,

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on level track near Friesack between Berlin and Hamburg. Across the Atlantic the silver streamlined locomotives of the Milwaukee Road, designed by Charles H Bilty and the Alco locomotive works in upstate New York, galloped daily between Chicago and Minneapolis and St Paul at well over 100mph but may well have sprinted up to 120mph and more.

Some Americans claim speeds of 140mph for the largest and longest passenger steam locomotive ever built: the Pennsylvania Railroad’s vast and solitary S1 6-4-4-6 of 1939, streamlined by industrial designer Raymond Loewy, better known for styling Coca-Cola bottles, Lucky Strike cigarette packages and Studebaker cars.

This is wishful thinking, though the greatest steam locomotive engineer of all, Chapelon (1892- 1978), was working on plans for a future generation of highly efficient passenger loco motives for SNCF, the French state railway, with top speeds of up to 270kph, or 168mph.

Such locomotives could have been built. Chapelon believed that steam should have been progressed throughout the Fifties and Sixties, giving way on main lines in the developed world only to the high speed electrics we admire in France and Japan today. However what Chapelon and the other last great steam engineers railed against was the change from steam to oil-burning diesels, especially if that oil had to be imported. And the extraction, supply and politics of the oil needed for diesels led to disputes, embargos and war. This argument holds today and so much so that the development of steam is back on the rails again.

Environmental researchers at the University of Minnesota have started work recently with the nonprofit SRI (Sustainable Rail International) to design and build the world’s first carbon-neutral steam locomotive. Burning “bio-coal”, the exhaust from the 130mph locomotive will be nothing more than water vapour. If it works might US railroads be tempted back to steam? Whatever the future for steam the emotional pull and aesthetic tug of this enchanting machine is unlikely to ever go away completely.

In 1739, French engineer Bernard Forest de Belidor wrote: “Here is the most marvellous of all machines of which the mechanism most closely related is that of animals.” British engineer David Wardale likens the elemental forces at work in a steam locomotive to “the power of a thunderstorm”, contrasting this with “the monotonous drizzle of our ever more synthetic world”. I'm sure most of us agree.....

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Ribble Pilot

2016 Membership 2016 RSR Membership is valid until December 2016 - Membership rates have remained the same for the fourth year running.

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

Please include a stamped, self-addressed envelope in all communications.

Membership rates for 2016 (Applicable to December 31st 2016) Adults £15 (3 year offer £40) Family £30 (Children under 16 must be accompanied by parent / guardian at all times)

Chairman - David Watkins Company Secretary - Michael Bailey Directors:Michael Bailey, Matthew Burke, Matthew Darbyshire, Wilfred Helliwell, Ken Mahaffey, Dave Manley, Frank Masson, Christopher Mills, Edward Tatham, Alan Vernon, Russell Walker, David Watkins Company Officers including those of Ribble Rail Ltd:-

Adult Life £150 Senior Life £90

Chairman & Finance Director - David Watkins

2016 Quick & Easy Renew

Company Secretary - Michael Bailey

Send your old membership card (if you can find it) together with your cheque and a stamped self addressed envelope to:

Membership Secretary - Chris Mills Operating - Russell Walker, David Billington

RSR Membership Secretary, 34 Tag Croft, Ingol, Preston, PR2 7AQ

Diesel locomotives - Matthew Burke Steam locomotives - Russell Walker

Cheques should be made payable to Ribble Steam Railway.

Carriage & Wagon - Alan Vernon Train guards - Matthew Darbyshire

Your new 2016 card will be sent by return within 7 days (or as soon as humanly possible !)

Permanent Way - Edward Tatham Health & Safety - Michael Bailey

All volunteers need to be fully paid up RSR Members.

Staff health & safety representative - Jason Finerty Marketing, Publicity & Advertising - Chris Mills, Ken Philcox

If you're simply wanting to visit the site and enjoy a train ride, your membership also entitles you to half price admission on most operating days, on production of your membership card. On some special events this facility may be restricted.

Life members enjoy free admission at all times, except Santa Special Weekends (this latter restriction applies to all classes of membership).

Members also receive 3 issues of 'The Ribble Pilot Magazine' per year.

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Shop Sales / Museum Catering - Liam Diamond Buffet Car - Chris Mills, Eunice Mahaffey 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)

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Ribble Pilot

Rolls-Royce Sentinels PROGRESS (10283/1968) and ENTERPRISE (10282/1968) stabled with a short rake of wagons used for track maintenance, then operated by the Borough of Preston Council. The occasion was an IRS visit of 18th June 1997. (Alex Betteney)

Do NOT PRINT See “Cover” attachment

Ribble Pilot is printed by Ashton Print 5-7 Plungington Rd, Preston PR1 7EN 01772 882806 RSR Publications © RSR 2015

Ribble Pilot

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70802 30-7-15.

Making it's debut on the Preston Docks Bitumen Tanks sees a very Grimy 70802 approaching Blackburn .

(Photo: Mark Ainsworth)

Do NOT PRINT See “Cover” attachment

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