No. 34 - North Tyneside Steam

NORTH TYNESIDE STEAM RAILWAY ASSOCIATION
NEWSLETTER
No. 34: Summer 2001
Reg. Charity No. 508092.
Siemens Built ex Harton Colliery Company Railway locomotive no.
E4 having been restored and adapted to run on a bank of batteries.
The locomotive is seen here on its inaugural day on 29 June 2001.
Photo: Keith McNally
NTSRA Newsletter
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Summer 2001
CONTENTS
Editorial
Bob Stapley
3
Chairman’s Report
Malcolm Dunlavey
The 1948 Bus Service
Lewis Lycett
Les Downs - an Obituary
Les Ferguson
6-7
Restoration at Kirkby Stephen
Bob Stapley
8-9
Kirkby Stephen - Photographs
Bob Stapley
10 -11
All aboard the Merry - go - round
Ken Hedley
12 -14
Harton electric locomotive E4
John Clayson
15 -17
A4 Pacific - Sir Nigel Gresley
John Maughan
18 -19
E4’s Battery Wagon
Keith McNally
20
4-5
5
NORTH TYNESIDE STEAM RAILWAY ASSOCIATION
COMMITTEE MEMBERS
Chairman
Vice Chairman
Secretary
Treasurer
Other Members:
Malcolm Dunlavey
Les Ferguson
Bob Stapley
Keith McNally
Mark Beresford,
Ken Hedley,
Peter Jack,
George Richardson,
Joyce Smith
Correspondence address for the Association, newsletter and the Museum:
North Tyneside Steam Railway Association, The Stephenson Railway Museum, Middle Engine Lane, North Shields NE29 8DX. Tel: 0191 200 7146
Association web address: www.ntsra.org.uk
Superintendent: Lewis Lycett
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Summer 2001
Editorial
by Bob Stapley
I will start this editorial with apologies for lateness of both the Spring
edition and this edition of your newsletter.
The Newsletter is printed by Northumberland County Council and we
always receive good service and a product of high quality. Since I took
over as editor a year ago, I have been very pleased when I have had
first sighting of each edition. When our Spring edition was due to be
printed, we were in the midst of the General Election, and naturally our
printers were very busy. The newsletter therefore had to be delayed,
and it did not appear until the last week in April, which left it very late
for anyone interested in the proposed trip to Skipton and the Embsay
Railway. Particular apologies to the Association member from Whitley
Bay, who wrote to us showing interest in the trip. In the event, the trip
did not go ahead, and with Saturday operations soon to start, we will
have to wait until the Autumn before such an event can be arranged.
Last year we did the North York Moors trip on 7 October; perhaps we
can look towards a similar Saturday this year.
The second apology is for the lateness in the delivery of this issue.
However, whereas the Spring edition’s delay was circumstantial, this
one has been deliberately delayed, so that an article on the Harton
electric locomotive E4 could be included, after its inauguration on 29
June. This loco has a very interesting history, not least in the recent
years whilst it has been with us. John Clayson’s article on pages 15-17
gives full details.
Finally, I would like to add my words of welcome to the new volunteers
who have recently joined us, to the Chairman’s welcome on page 4. In
the last Editorial, I made the point that our numbers are dwindling, and
that extra effort would be very useful indeed. It was therefore pleasing
to see such interest shown in the Association on Volunteers’ Day. I
hope that these new members enjoy working at the Railway for a long
time, and that this will encourage others to take a more active part.
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Summer 2001
Chairman’s Report
The running season is well under way, starting with a civic day on 6
May when Councillor David Charlton, Mayor of North Tyneside, invited
other civic leaders from around the region to the railway. The event
was well attended and, as they say, “a good day was had by all.”
Our first open day was Sunday 7 May, and the counter in the museum
recorded 2 260 visitors, and instead of the normal 5 trains we ran 6,
with 3 coaches full on each run. A very good start to the season.
School visits to the museum and railway are very popular thanks to the
efforts of Sarah Gouldsborough, the education development officer
based at the museum. Of course, school visitors enjoy a train ride, and
some join the train at Percy Main, so thank you to the volunteers who
are able to crew the locos and trains for these events.
We’ve had a lot of publicity this year, and it’s obviously paying off as
visitor numbers are very encouraging. A significant event in May was a
volunteers’ open day to celebrate International Year of the Volunteer,
and to encourage people to join us. Talks about what we do and workshop visits were provided and a lot of interest was shown by potential
volunteers. I am pleased to say that this has resulted in 5 new volunteers joining us. This addition to our ranks is pleasing and the new volunteers are very welcome indeed.
Malcolm Dunlavey, Chairman.
Carriage and Wagon News
20 Ton Hopper wagon
Excellent progress is being made on the wagon. Since my last report
all of the drop doors have been completed and the axle guards fitted.
The puprose of the axle guards is to prevent the coal from damaging
the axle as it is released (see photo on page 7).
(Continued on page 5)
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Summer 2001
In recent weeks we have been fitting the axle boxes and bearings and
springs. Our target to have a rolling chassis for 29 June, the inaugural
day for the Harton Electric Loco no. E4, was met.
MkII Coaches
In my last report we had suffered 5 broken windows. 3 have now been
repaired, and we are now awaiting delivery of 2 frosted glass windows
for the toilets.
Malcolm Dunlavey, Carriage and Wagon Foreman
The 1948 Bus Service
As advertised in the last edition of this Newsletter, it was arranged that
Chris Ledyard, ex - owner of the Rolling Stock model shop in North
Shields, would bring his restored 1948 Leyland PS1 bus to the railway,
to run a shuttle service to and from North Shields town centre.
Chris arrived at the Museum in the morning, and took the bus to the
town for it’s first departure at 1200. This journey attracted about 30 people, and a lot of interest was shown. Because of the publicity that the
event had received, it was decided that a second bus would be useful,
and so Chris contacted Derek Thompson, owner of a 1975 Bedford
coach, who brought his vehicle along to support the event.
Five journeys were made, giving plenty of time to connect to and from
trains at Middle Engine Lane, and the vehicles drew a lot of interest,
both from those who rode on them, and from the general public as they
passed through the streets of North Shields.
The next bus event will be on Saturday 25 August (Bank Holiday weekend), and with the same publicity, this should prove to be just as popular as in May.
Lewis Lycett, Manager
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Summer 2001
Les Downs—An Obituary
The funeral took place, on May 4, of Les Downs who, along with his
wife Jean, had been an active member of the Volunteers Association
for many years.
Les was a skilled engineer and he contributed much in helping to
maintain the locos. More recently, his ill health forced him to give up
the physical side, although both he and Jean remained in touch with
the Railway.
Les spent part of his life in the Merchant Navy where he rose to be
Chief Engineer, spending the war years on the North Atlantic Convoys
running the gauntlet of the German U-boat Wolf Packs.
Later he became secretary of the Russian Convoy Club which was
composed of surviving veterans of the extremely hazardous convoys
to Murmansk and Archangel, carrying supplies for the Russians in their
battle against the German Eastern Front. Many of these men came
from around the country to pay their respects to Les, wearing their distinctive white berets their medals and carrying their banners to form a
guard of honour. The members of our Association have expressed
their sorrow at his passing and extend their sympathies to his family
and friends.
One permanent reminder of Les and his work can be seen on Loco
401. Look on the driver’s side of the cab at the underside of the Mark
IV combination brake valve and you will find a beautifully made twin
track ratchet which was made by Les in his workshop at home to replace the old one on which most of the teeth had been stripped off. It
has given several years of service and looks good for many more. A
photograph of the ratchet appears opposite.
Les Ferguson
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Summer 2001
The ratchet on Locomotive
401, mentioned in the Obituary to Les Downs.
ratchet
Photo: Les Ferguson
The current state of play with the 20—ton hopper wagon
Photo: Keith McNally
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Summer 2001
Restoration at Kirkby Stephen
It has often been documented that a major problem with railways in
the past was their remoteness from the towns and villages which bore
their name, as railways tended to follow natural features which did not
always coincide with centres of population.
Kirkby Stephen was no exception. The town had two railway stations,
the East station being situated at the south western edge of the town
and about ½ mile from the centre, with the West station one mile beyond. The west station still, of course survives on the Carlisle - Settle
line and its situation still means a bus journey or a walk of about 1½
miles to reach the town centre. This article concerns the East station,
on the former South Durham and Lancashire Railway which passes
under the main road, on its way from Darlington to Penrith and Tebay.
The importance of Kirkby Stephen on the route was illustrated in its facilities. It had an engine shed capable of housing a dozen locomotives,
a turntable and a wide area of sidings. Originally built to link Darlington
with Tebay, a junction from Kirkby Stephen East also linked the town to
Appleby and Penrith.
In 1952, the Tebay section closed to passengers. Ten years later, after
100 years of operation, the line was cut back to Barnard Castle, closing all railway facilties at Kirkby Stephen. The station was taken over
as a bobbin factory, and the platform wells were filled in. Trackwork
was removed and much of the site became derelict.
The bobbin factory closed in 1992, leading to the prospect of the
whole site being razed to the ground for development. In 1997, Stainmore Properties Ltd purchased the site and since 1999 a group of volunteers has been working on it. The aim, in the first instance, is to create a railway heritage centre, however ultimately it is hoped that, with
cooperation from the Eden Valley Railway Trust who are aiming to reopen the 5 mile section of track between Appleby and Warcop, a further
extension will be built to Kirkby Stephen providing a total stretch of
(Continued on page 9)
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Summer 2001
about 11 miles.
In 1½ years the volunteers have cleared much of the site, and have laid
down hard core. The eastbound (Darlington) platform in the station has
been dug out. About ¼ mile of track has been laid in the direction of Appleby, and is awaiting inspection. In 1986, managing director of the newly formed Stainmore Railway Company Mike Thompson bought Peckett
0 - 4 - 0 saddle tank locomotive no. 2084 which he has restored to working order, and this is resident on site along with three Gresley teak
coaches, an SR parcels van and an NE brake van.
Over the Easter weekend the railway took part in this year’s Classic
Commercial Vehicle Rally which saw a large number of lorries, vans,
buses, tractors and fire engines on display over a 5 mile stretch, from the
West Station yard, past the East Station and through the town to the village of Brough. At the yard, the Peckett was in steam, coupled up to the
NE brake van, and at the end of the day I was privileged to ride on the
footplate for a distance of about 100 yards (as far as foot and mouth restrictions would permit). Boarding the locomotive was by the platform
ramp, with most of the excavated platform behind, housing one of the
Gresley coaches. Inside the station building were various displays, and it
was interesting to note that the geography of the building could still be
discerned, with many of the old features such as the ladies’ waiting room
and the station master’s office still in place.
Whenever I attend a rally day there is always a great feeling of enthusiasm from organisers and visitors alike. But on this occasion there was also a great sense of optimism. The organisers were most positive in the
future of the railway and their determination to succeed was impressive.
In addition to the ¼ mile of track already laid, there are plans to erect a
water tank, to install a locomotive pit, to restore a footbridge and to carry
out repair work to windows, lighting, the station roof and platform. This,
coupled with the delightful scenery in which the station is set, makes this
NTSRA Newsletter
2000
#
a very attractive
project. The organisers
are hoping toAutumn
open
the station
from the end of June 2001. For further details visit the website at:
www.stainmorelocos.co.uk)
Bob Stapley
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Summer 2001
Kirkby Stephen East…
Mike Thompson’s 0 - 4 - 0 Peckett Saddle Tank Loco no. 2084
“F. C. Tingey” alongside part of the Darlington - bound platform
A restored Gresley coach
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Summer 2001
… and West
Looking south as a Carlisle - bound train approaches…
… and looking North
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Summer 2001
ALL ABOARD THE MERRY-GO-ROUND
In the last Newsletter I wrote about the method of working at the Blyth
“A” Power Station. As the “B” Station became nearer to full construction, it was becoming more apparent that the existing arrangements
would not be sufficient to feed both stations together.
By 1967 dieselisation was beginning to replace steam which allowed
larger trains of 25 x 24 and a half ton hopper wagons hauled by a
Class 37 loco, and brake tender for extra braking capacity during entry
into the “A” Station. However this proved still to be insufficient so this
was changed to two Class 20 locos coupled together in multiple hauling 30 x 24 and a half ton wagons with a brake van coupled next to the
loco for extra braking. These trains were loose coupled with Instanter
couplings in the short position.
By 1968, both steam depots had been closed and the new Cambois
MPD has been built close to the Power Station. A larger and deeper
bunker was built east of the existing “A” station bunker, and most of
the sidings taken out of use as were the Central electricity generating
Board (C.E.G.B.) locos. The “A” Bunker was retained for use of road
lorries and for taking coal for stockpiling.
The new method of working was now done on a “Merry-Go-Round”
system of BR Locos pulling the trains of coal hopper wagons at a slow
speed whilst discharging at the same time. These trains initially consisted of 30 x 24 and a half ton wagons fitted with a brake van coupled
at both end and hauled by two Class 20 locos coupled nose to nose in
multiple for single manning purposes. Later the 20’s were replaced by
the single Class 37.
With the fitting of Air Braking to all BR locos during the 1970’s, the
loose coupled 24 and a half ton wagons were replaced by new larger
30 ton air braked wagons fitted with automatic doors. The brake vans
were no longer required and the guard was located in the rear cab of
the loco. Later the Class 37’s were replaced by the much larger 56’s.
(Continued on page 13)
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As the smaller collieries were now almost all closed, the larger ones that
were left along with the opencast loading points all had new loading bunkers built so that trains could be loaded while in motion. The method of
working meant that the same 30 wagons were taken to the colliery, loaded up, then taken to the Power Station where they were unloaded. The
train would then return to the Colliery for loading again keeping the loco
and train together most of the time resulting in a vast reduction in the
number of wagons required. Coal from the stockpiles was used at the
weekends and Bank Holidays when the depot was closed.
Although the working of this system may sound perfect, in reality this
was not so. The main reason was the lack of organisation between the
NCB, BR and the CEGB as to the regulation of the train working. When
the “B” Bunker was empty, a complete train of 30 wagons could be unloaded to refill it on the move within 20 minutes. The problem arose
when a 2nd or 3rd train was running close together, which meant that they
had to wait until it was emptied. This depended upon how much coal the
station was burning and how much power was required by the National
Grid (the demand fluctuated at certain times of the day and year). Sometimes hours could be spent waiting with up to 3 trains queued. As a consequence a footpath was built between the Depot and the Power Station
so that train crews could be relieved in traffic – the locos only returning
to the depot for servicing and exams, etc. Many boring hours were spent
by train crews waiting to unload, and a good supply of food and book
was necessary. It was not unknown for a crew to go over to relieve and
then be relieved at the end of their shift having never left the power station ! Over the years no-one ever attempted to change the situation.
As the local collieries closed, coal had to be brought from further afield
primarily from the Durham Coastal Pits such as Dawdon, Vane Tempest,
South Hetton, Easington, Horden and Wearmouth which meant Blyth
crews working to these destinations and South Dock (Sunderland) crews
working to Cambois.
The final blow came during the 1990’s when all these pits also closed
cutting off most of the flow of the coal. After all of the coal from the stock(Continued on page 14)
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pile was used, and as it became too expensive to lead coal from Yorkshire, it was sadly announced that the station was to close after 40
Years.
Today very little remains of this once very busy part of the Blyth and
Tyne Branch. All the wooden coal staithes have been demolished,
Cambois Colliery is long gone and is now a Greyhound Track! The
Diesel Depot is derelict, the Steam Depot obliterated, the ferry withdrawn and most of Alcan traffic moved by road.
When the Power Station is demolished, only memories will remain of
an era which my generation thought would never end and which provided work for many happier years. It is a true saying that nothing
lasts forever!
P.S. As I write this, I am pleased to say that I am on the mend after
having a right knee joint replacement. So I will be out of commission
for loco turns for some time, however I hope that it will not be too long
before I am with you again.
H. Ken Hedley
(The Committee sends its best wishes to Ken for a speedy recovery Ed.)
Steam Railway Infrastructure
A course of talks by Lee Towers B.Sc., Ph.D., University of Leeds, which
takes a more technological look at some aspects of railway infrastructure.
This course will take place at the Stephenson Railway Museum
from 11.00 am to 4.00 pm on the following Thursdays:
Oct 4th, Oct 18th, Nov 1st, Nov 15th & Dec 13th
In addition, in the period between Nov 15th and Dec 13th there
will also be visits to two appropriate railway establishments.
Those interested should contact Mike Forrester, tel. 0191 200 7144
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Summer 2001
Harton Electric Locomotive E4
On 29 June we proudly celebrated the practical completion of a three
-year project to restore electric locomotive no. E4 to running order,
and the re-building of a wagon for carrying the bank of batteries needed to power the loco. The locomotive was built by Siemens in 1909 for
the Harton Coal Company of South Shields, where it worked until
1982. The celebrations continued over the weekend, with a great deal
of interest shown by over 800 visitors on Sunday 1 July.
The project was managed by Tyne and Wear Museums conservation
and curatorial staff. Work was carried out by contractor, by in-house
staff, through sponsorship 'in kind', and also by committed team of volunteers from our Association. In 1998 there was a major contract to
refurbish the locomotive's bodywork and electric motors, which was
carried out by Heritage Engineering of Glasgow. The coal wagon arrived from the National Railway Museum.
During 1999 progress was made on the complex control system and
the design of the power supply. The NRM's wooden wagon was dismantled for inspection and assessment. A second wagon was converted to accommodate the large battery which powers the loco.
In 2000 and 2001 the locomotive was carefully reassembled, and
work began on rebuilding the wooden coal wagon. The power supply
equipment arrived and was installed.
Project Resources
An award from Siemens 'kick-started' the project, supporting subsequent successful applications to the Heritage Lottery Fund and the
Resource/Science Museum PRISM fund. Siemens' interest arose
from their role as the original manufacturer of the locomotive, having
been approached by Tyne and Wear Museums to sponsor the restoration following the announcement that a Siemens memory chip plant
was to be built practically opposite the Museum. Support has also
been received from several other sources, including:
North Tyneside College: door locks made as a student project
(Continued on page 16)
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Summer 2001
Newcastle University: gear cutting
Whipp & Bourne (of Rochdale): overhaul of switchgear
Chloride Motive Power: battery and charger at discounted cost
George Dowse Ltd.: lifting services
Two groups of volunteers have helped extensively with the project.
The Beamish Tramway Group has made freely available to us its experience and expertise with 'things electrical'. The group has, in fact, acted
as consultants for the design of the electrical power and safety systems.
In addition, the Association’s own team of volunteers has put in over
1,000 hours' work. In all, over 300 volunteer days' work have been committed to the scheme.
The History and significance of Harton Coal Company locomotive E4
For most of the 20th century much of the coal from South Tyneside's pits
was transported to the River Tyne by a unique electric railway. The coal
was loaded into ships which took it to electric power stations, gas works
and factories. Locomotive E4 worked on the Harton Electric Railway for
more than 70 years.
The locomotive was built in Berlin, one of nine designed by Siemens
Schuckert for the Harton Coal Company. It arrived in South Shields in
1909 and was part of a major investment in the latest electrical technology for coal mining. This embraced not only the railway, but also the
huge winding and haulage engines for bringing the coal to the surface.
Electrical technology has played a pivotal role in the industrial development of Tyneside throughout the 20th century. In the field of electric
transport, Britain's first electric suburban railway linked Newcastle with
North Tyneside in 1904 (there is, of course, the splendid original parcels vehicle built for this service in the Museum). Four years later, the
Harton Coal Company pioneered the use of electricity on the extensive
industrial system for which locomotive E4 was built. More recently the
Tyne & Wear Metro, opened in 1980, set a precedent from which other
modern urban light rail transport systems have developed.
(Continued on page 17)
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Summer 2001
Siemens electrical equipment similar to that on E4 was used in some
much larger coal-hauling locomotives built five years later by the North
Eastern Railway for use on Teesside. The locomotive's historical significance was recognised when it was taken out of use at Westoe Colliery (the remaining colliery in South Shields) in 1982, and its acquisition then by Tyne and Wear Museums was supported by a grant from
the Science Museum. However, its restoration only began in earnest
with the awards from Siemens in 1997 and from the HLF in 1998.
The restoration of this locomotive to working order and early appearance will allow the Museum to demonstrate, uniquely in the U.K., early
electric transport technology alongside steam locomotives.
There are several interesting links which may be drawn between the
Harton locomotive and other exhibits at the Museum. For example, our
1826 Stephenson locomotive Billy and E4 between them represent the
advent of the principal sources of power - steam and electricity - for
the 19th and 20th centuries respectively. Also, the Chairman of the
Harton Coal Company at the time the electric railway was built was the
son of one of George Stephenson's closest associates.
.
John Clayson
Another view of E4 on its inaugural weekend
Photo: Keith McNally
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Summer 2001
A4 Pacific—Sir Nigel Gresley
The photograph of Sir Nigel Gresley in the Winter edition of the Newsletter revived memories of the early 1970’s when I was part of the
team keeping the locomotive in running order.
At this time, the locomotive, which was affectionately referred to as
“Gresley,” was shedded at the NCB running shed attached to the workshops at Philadelphia, Co. Durham where we were expected to keep
its condition in a state where it could be used on NCB tracks for steam
weekends or on BR tracks for steam specials.
During this period Gresley was painted in LNER garter blue, carrying
its original number 4498, initially with lettering and numbers in gold Gill
Sans with red shading, but later with stainless steel cut out numbers
and lettering, again in Gill Sans. The nameplates were stainless steel
lettering and edging on a red background, with the stainless steel
screwed to a cast base plate.
The cab of Gresley is not very different from that on our loco 401, but
Gresley features a pullout regulator duplicated on the fireman’s side, a
horizontal reverser handle surmounting a vertical screw reverser, a
speedometer, padded bucket seats for driver and fireman and a steam
chest pressure gauge directly in front of the driver. A major difference
is, however, that 401 has a steam brake for the loco, but Gresley has
only vacuum brakes for the loco and tender.
Driving Gresley is not greatly different from 401 except in two spheres,
the most important being the braking. With 401, the steam brake on
the loco will have some effect as long as there is steam pressure, but
with Gresley at least 75 lbs steam pressure is required to allow the
ejector to create vacuum for the brake. This is soon imprinted on your
memory when you attempt to stop 170 tons of loco and tender using
the tender hand brake. The second difference is that Gresley is a superheated loco, but 401 uses saturated steam. In a superheated loco
such as Gresley the regulator is situated in the saturated steam por(Continued on page 19)
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Summer 2001
tion of the boiler which when opened allows saturated steam to flow to
the superheaters which must then fill with steam before the superheated steam passes to the cylinders. This causes a delay in action and
quite often drivers “pumped” the regulator, so that if skidding occurred
the regulator was closed and uncontrolled skidding due to the remaining steam in the superheaters was minimised. However on 401 the regulator directly controls the steam without any delay and is probably easier to drive as a consequence.
Steam weekends at Philadelphia required a certain amount of diplomacy and considerable negotiating techniques to allow Gresley to give
footplate rides and allow driving under supervision on short lengths of
the NCB network. It was also necessary to attempt to keep fuel costs to
a minimum and to do this usually involved obtaining perhaps 20 tons of
scrap wooden pit props from the NCB at a suitably low price.
In the next newsletter I will tell you of the trials, tribulations and pleasures of these steam weekends at Philadelphia, and on the steam specials on the main line.
John Maughan
Don’t
forget
Articles for the Newsletter are always
needed. If you are going away on holiday,
and can bring back any interesting railway
news, it will be welcome.
Articles for the next edition to the editor
by mid - September, please.
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Summer 2001
East meets West...
…… on the same wagon!
Photo: Keith McNally
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Summer 2001