101 latest

24th June 2011

Now that 114 is complete and back in traffic, attention has returned to 101. The scaffolding required to access the roof has been erected and this will enable the new trolleyplanks and various other works associated with fitting a trolleybase and ensuring enough strength to take the enormous forces exerted by the trolleypole on this area.

Below: A view of the scaffolding being installed, from Peter Barlow. Needless to say the overhead is isolated, earthed and locked off in line with rule book procedures.

Below: A close up view of the roof, with existing mounting points from carrying a pantograph.

Below: A tight squeeze!

Around the site

24th June 2011

This week saw a number of moves and collections, as well as progress on the paperwork side of a number of projects. However, a few photos to share!

Below: The former City of York Shand Mason Steam Fire Engine (suggested to actually be ex Scarborough) was moved from one store to another. It is seen here in the new storage barn after moving across the site.

Below: We also collected this little water wheel, from Cumbria (near Appleby), which had been used to drive two pump rams to fill a farmhouse cistern. It is a back-shot type and was served by a small wooden leat, mounted on brick pillars and had been collected for eventual use as a garden ornament. One of the pumps has come with it and its restoration is a distinct prospect.

Below: While we were at it, we moved the part restored water cart to a new location in order for the Friends to tackle the rest of the job. This will work in tandem with the street sweeper...

Below: The street sweeper is all but complete and awaits its brushes, currently being manufactured. I for one very much look forward to seeing it in action! We had a sweep visit a while back (April 2010) and we were very surprised at just how effective it was.

Below: And finally... Here are a couple of views of the Y7 being readied for the weekend following a boiler washout earlier this week. The Model T Ford TT adds to the period nature of the scene. The land to the right is currently being tested with a view to erecting a large water tank here for supplying both rail and road steam traction.

Lewin Handbrake

22nd June 2011

Below: Dave Young is seen at work turning the handbrake column for Lewin. The end of this, over which the handle fits, had been heated and struck in such a way as to swell it, then the keyway was welded up. Dave is seen turning the repairs true, in order to have a tight fit within the bored centre of the handle itself.

Below: The lathe takes a cut, the tool being in the centre of the photo, automatically travelling to the left and creating the bright area seen to the right of the tool. Dave will next cut a keyway to suit the handle and the shaft. The shaft is wrought iron, not straight and clearly laden with history and character - whence us being so keen to retain it in overhauled state rather than replace it...

114 latest

20th June 2011

Below: Newcastle 114, now complete with advertising boards, was today sat over the pit for further exploration of the mysterious noise that had developed. This has now been identified as a loose pinion on one of the motor shafts, the same one that had received attention earlier in the project. This is being attended to so hopefully the tram will be back in service this week. The warm bearing matter seems to have been successfully resolved so all we need now is some good weather for the visitors to enjoy 114 at its best!

Beamish Reliability Trial

20th June 2011

Yesterday, Sunday, a number of us took part in the Beamish Reliability Trial, a 143 mile run across some of the steepest and most difficult terrain that County Durham and North Yorkshire has to offer. Around 150 vintage vehicles, mostly cars and motorcycles, took part, leaving Beamish at staged times and completing a large figure of eight taking us as far south as Hawes before heading north back to Beamish for an afternoon/teatime finish. This was my first run, driving the 1933 Morris Commercial with director Richard Evans. Ian Bean and Jim Pattison took the 1927 AJS motorcycle over the route. Brian Williams and Andy Martin provided support with the Museum transit van - a prudent step in light of what was to come, and also to provide a seat for the resting motorcycle rider. At the lunchtime stop Anthony Gales and Phil Telford from the Attendants team had taken the Ford T van and some Beamish promotional material to meet the arrivals.

Below: Andy had fixed a camera to the AJS and is hoping to produce some time lapse material of part of the trip - here is the brilliant view of the AJS following the Morris.

Below: Departing the Bowes Museum in Barnard Castle, one of the check points.

Below: A few views taken out in the wilds after the lunch break.

Below:A terrific view at Tan Hill. Here we had paused as a worrying wheel wobble had developed. Brian, fully equipped for such a situation, had the Morris lifted, wheel off, wheel bearing identified and all back together for us to be back on the road within ten minutes, the situation much improved. The Morris climbs hills superbly, though the brakes are of the period and reliance has to be placed on the gears when descending - it took the trip in its stride however!

Below: The team, back at Beamish - left to right: Andy, me, Richard, Brian, Ian and Jim plus the Morris Commercial and AJS.

Below: And this is what we look like in 'formal' black and white! All very well pleased that we had completed the trials and both vehicles had made it 78 years old and 84 years old respectively!

General News Roundup

17th June 2011

I'm conscious that I haven't posted much this week, so here are a few snippets that might be of interest. Much progress is being made, but not so much is visible so hasn't appeared for that reason!

Below: David Young continues the refurbishment of components for Lewin. Here is the brake shaft and handle. Dave identified extensive wear in these two parts so is addressing it, heating and expanding the head of the shaft so that it can be machined to a new, tighter, fit on the handle. Dave Sheen is welding up the keyway so that a new one can be cut. All of this work enables the original components to be reused safely, saving replacing them and reducing the originality of the engine.

Below: The new entrance building orientation display has been opened, though more remains to be added and the external landscaping is being completed. A major feature is a large model of Beamish, in a bowl, onto which are projected moving images (such as trams, horses etc.) and a film presentation introducing the site to the new visitor. The room is dark, to increase the impact of the projection.

Below: The chip shop has been completed, and features roof top lettering. The formal opening is in mid July, from which point visitors will be able to enjoy the wares - I have had samples and they are very good...!!!

Plans for the September 'Power from the Past' event are well in hand and despite many changes in exhibit, I hope to shortly repeat the process of updating exhibits in a flickr page to the right of this blog. There are some exciting attractions as ever, and the theme is 'Circular Tour - Riding for Pleasure' - so the seaside will be a part of this...

Rowley East Sidings

16th June 2011

Below: Two images of progress on the Rowley East Sidings, which will lead to an unloading area and the engine shed (complete with pit) - all currently on the drawing board.

Lewin latest - w/c 6th June 2011

9th June 2011

A few things to report on this project - David Young is currently overhauling the reverser and brake stand.

Below: The extent of pitting is readily apparent on the reverser fulcrum...

Below: ... now seen after attention. The lever will be bored and a bronze bush inserted next.

Below: Meanwhile, all of the valve gear has been delivered to Vince Allen's and inspected - it is, to be kind, very very worn! This will require extensive attention to create true and tighter moving joints.

9th June 2011

9th June 2011

Earlier this afternoon Guy Rutter arrived at Beamish with his Sentinel Steam Lorry, with a delivery of beer for the Sun Inn! This was the conclusion of a collection from the brewery at Beamish Hall and deliveries to establishments in Gateshead.

Below: Andy Martin captured these views when the lorry arrived on this working duty today...

General News Roundup

9th June 2011

This week has been one of those really busy times, with not so much to report! Three days of assessments and exams have taken place at Rowley to gain externally verified competency for six members of the operating staff. The BBC have been filming extensively for the chip shop completion (it is now finished, though the actual opening will be in the near future) and other jobs have been at the stage where there is little appreciable difference to see, despite massive effort going into them! However, there are some things to put online, and here they are:

Below: Taken last Sunday, the Y7 is seen from the booking office window at Rowley Station.

Below: Sunday also saw an MG Car Club rally at the Museum.

Below: David Young has rolled the boiler bands for the Lewin, using the ancient rollers in the Engine Works.

Below: Finally, a couple of evening views of the Morris in the Pit Village after hours.

114 in service

9th June 2011

At last!!! 114 is now in regular service, still being regularly checked for warmth in the motor bearing but back to earning a living on the Beamish Tramway. One thing I must do, refit the advertising boards...

Time for some maths...

5th June 2011

I have been writing Dunrobin's Conservation Management Plan, which includes a summary of all main dimensions and statistics. It was therefore interesting to note it's tractive effort was a very modest 7,183 lbs. Maybe I should explain...

Tractive effort is the expression of the pulling (or pushing) effort of one object against another and is commonly used in locomotive descriptions in preference to perhaps more familiar terms such as Horse Power (HP) or Brake Horse Power (BHP). The basic formula for its calculation is:

Tractive effort = 0.85 x Boiler Pressure x Cylinder bore (squared) x cylinder stroke

Divided by driving wheel diameter (in inches)

Thus, by this equation, Coffee Pot No.1 with its 6x12 inch cylinders, 120psi boiler and 30 inch driving wheels tops the TE register at 1,469 lb s! This doesn't allow for the effect of 3:1 gearing of this engine however...

The figure of 0.85 is a statement of boiler efficiency (so the formula is calculated at 85% of potential), which was widely used but not entirely accurate. Some UK industrial locomotive builders used 0.75 in their calculations (75%), feeling this better reflected reality, certainly for industrial applications with indifferent coal and perhaps less requirement to steam the boiler to its maximum potential. Adhesion is another important factor to consider, and there are numerous developments of this basic study that one can find online if it is of interest.

So why is Dunrobin so interesting to me in this regard? Well, compare our 0-4-4T, weighing in at 25 tons (of which only 16 tons is available for adhesion, with the bogie under the cab taking a large proportion of the available tractive weight) with some other locos that might be considered of comparable diminutive size:

Lancashire & Yorkshire Railway 'Pug' 0-4-0ST 11,335lb

Southern Railway (and predecessors) 'Terrier' 0-6-0T 10,695lb (in later form)

South Eastern & Chatham Railway 'P' class 0-6-0T 7,810lb (the most similar in power)

Hunslet 'Jazzer' 0-6-0T 15,940lb

Great Western Railway 57XX 0-6-0PT 22,515lb

NER Y7 0-4-0T (such as No.985 which we operate) 11,640lb

For further comparison:

Flying Scotsman 32,910lb (with a superheated boiler)

Duchess of Hamilton 40,000lb

US Union Pacific Railroad 'Big Boy' 4-8-8-4 135,375lb!!!!

Even the narrow gauge Penrhyn Quarry 'Main Line' 0-4-0STs (Charles, Linda and Blanche) were 6,320lb - though the latter two have been much rebuilt and must have a higher TE rating. The smaller 'Quarry Hunslet' is just under 3000lb.

So why is Dunrobin so small in TE terms - well, a large part of this is the size of the driving wheels, which are 4 ft 6 in (54 inches). Look back to the formula and imagine it with, say, 36 inch driving wheels - you can see how this would change things... It would come in at about 10,774lb. However, Dunrobin was built for stately progress at a reasonable speed, not for shunting or freight work where high tractive effort was valued over speed and less wheel revolutions over a given distance. It therefore shows that in every way, including its picnic baskets, Dunrobin really was the perfect 'gentleman's sporting locomotive'!

So endeth the lesson!

Dunrobin in context

5th May 2011

I thought blog followers might be interested in the following images, which were kindly sent over by Keith Jones, the Curator at Dunrobin Castle.

Below: This is the restored station at Dunrobin, which is on the Far North Line, running from Inverness to Wick and Thurso. The station itself is a few miles north of Golspie, where a larger station exists and where Dunrobin was shedded through its life working for the Duke of Sutherland. The four wheel carriage (often described, I am finding, as a the brake and luggage van) was kept here, in a building on sidings adjacent to the single platform. The line through here is still open.

Below: There is still locomotive interest at Dunrobin, with this Baguley 0-4-0PM locomotive 'Brora' on display there. The locomotive was one of a trio used at Trentham Gardens in Stoke on Trent (the gardens being part of a larger estate there, owned by the Duke of Sutherland) on a two-foot gauge miniature railway. Sister locomotive, 'Golspie' is preserved at the Amerton Railway in Staffordshire and a third, 0-6-0 type (named 'Dunrobin'!) also survived, and is now at East Links Family Park near Dunbar, East Lothian (running with what appear to be ex Trentham Gardens - Baguley - coaches).

The railway closed in the late 1980s, 'Golspie' and 'Dunrobin' being preserved after a brief period at Alton Towers, also in Staffordshire. In 1986 'Brora' was brought north to Inverness College of Further and Higher Education by the Countess of Sutherland (thus never going to Alton Towers with the other two locomotives), where it was restored in 1987-88 and placed on display at Dunrobin Station.

Below: Keith also sent this photograph of the recent 'Great Britain IV' railtour charging through Dunrobin Castle Station to the clear delight of a large gathering of the public. The locos are Black Five class No.s 44871 and 45407, and are heading south hauling the Wick - Inverness leg of the tour on the 18th April 2011.

Georgian Fair

4th June 2011

Below: 114 remains under test and will hopefully re-enter service next week - here is another photograph of it in the 'new' livery. We are planning a few experiment around this livery and hopefully more will be revealed next week...

Below: Blackpool 31 picks up a full load at Pockerley during the Georgian Fair - one day left (tomorrow) so come along and see the varied and many activities at the Waggonway.

Below: An overview of the Waggonway - there are dozens of things taking place in this area - see the Beamish flickr and facebook pages for more on these...

Dunrobin Developments 2

3rd June 2011

Here is an update on the stripping of Dunrobin at Bridgnorth. It is always nice to walk into a room and see a project look markedly different - and sans tanks, Dunrobin really does look unfamiliar! Duncan Ballard and his team are progressing well and each new stage opens up more questions or reveals more information about the engine and its history.

Meanwhile, I am gathering all that I possibly can relating to its history, which will be compiled in the Conservation Management Plan. I think I have now drawn my own conclusion that Dunrobin, built in 1895, was essentially preserved in 1895! The limiting of its operation to maybe a dozen times per year (excluding the war years) and manner in which it was cosseted and never substantially rebuilt (if it has ever had a heavy overhaul at all) support such a description - which is nice (and indeed rare) to find in a steam locomotive - it really is almost totally original, and that which might have perished or been patched is sound and in good order, such as the tanks and cab/bunkers...

So, what has been happening?

Below: The first impression, with splashers, tanks and cab roof removed.

Below: The tanks, which appear to be in very good condition.

Below: An unfamiliar view from the cab, with backhead fittings also removed.

Below: In an effort to trace the original livery, I rubbed down the front of one of the tanks - to reveal, beneath the primer of the later sprayed green - bare metal! This suggests the tanks were sand blasted in recent years or wet stripped before repainting.

Below: Duncan Ballard at work as a start is made on removing the tubes.

Below: The removal of the tanks enables a closer view of the Canadian lubrication system, set up to enable preparation of the engine without a pit. Mechanical lubricators were fitted to pump oil to inverted triangular dishes, which used a wick (possibly out of oil lamps) to carry oil to the lubricating pots, in turn fitted with small angled plates to capture the oil from the wicks - something that is often seen on stationary engines. We will be reverting to pot and wick lubrication on the engine and the mechanical lubricators have now been removed.

Below: Another view inside the works.

Below: An unusual cab view! Hopefully this area can remain untouched as part of the overhaul as the bunker and supplementary tanks appear to be in good order.

Below: A general view of the boiler from the firebox end.

Below: Removal of the buckeye coupler plates and a little rubbing back enabled the position and to some extent colour of the original buffer beam and panel to be identified, as seen below. Note the later application (to the right) is at a different level to that obscured by the plate - all of this is valuable information when informing the CMP and how we decide to approach the restoration of the locomotive (and likewise the carriage).