( • NORTH TYNESIDE STEAM RAILWAY ASSOCIATION•)
NEUS,E11Efl
Reg Charity No 508092
No 13 December 1994
Sir Topham Hatt, our Fat Controller, pauses to reflect on a very busy yet very
enjoyable August Bank Holiday weekend at North Tyneside.
Gordon Farrimond
events. If these are insufficient, has
anyone out there got any further suggestions and if so please tell either myself or
any committee member and we will see if
we can implement them.
FROM THE CHAIR
We are now at the end of another running
season and once more this has been very
successful although the volunteer turnout
has been disappointing. It has now dropped to such an extent that the staffing of
Percy Main station has been abandoned. I
hope that next season more of you will
volunteer your services so that we can
continue to operate with a full compliment
of staff.
These notes will be with you before
Christmas and I would like on behalf of
the committee and myself to take this
opportunity to wish all of you a very happy
Christmas and a prosperous new year. Do
not forget to volunteer your services, we
need you to operate the North Tyneside
Steam Railway during 1995.
Old Lady
The old lady of our locomotive fleet, A No
5, has on numerous occasions come to
our rescue, being always available when
the more modern locomotives are giving
problems. However, as with all old ladies
she can be temperamental, but lurking
somewhere in the depths of her boiler is a
very short list of favourite crews for whom
she performs impeccably.
FROM THE OFFICE
There has been considerable activity to
ensure 401 returns to traffic in pristine
condition for the Santa Specials. The
museum is in the process of being
transformed into a magic forest and the
parcels van into Santa's grotto.
Back Burner
The extension of the railway down to the
Royal Quays is still 'on the back burner'
with no practical progress, but I am
assured that there is plenty of activity
behind the scenes which will hopefully
result in us all seeing the commencement
of work at the start of the next financial
year (April 1995).
Looking Forward
At the time of writing, the only definite
dates for 1995 events are:
15, 16 & 17th April - Teddy Bear Easter
weekend
Not in the Know
27, 28 & 29th May plus 26, 27 & 28th
August - Friends of Thomas the Tank
Engine weekends
I am still getting complaints from members
that they are not aware of events which
are happening at the railway. I am unsure
how to tackle this complaint. The editor of
our newsletter publishes a list of events in
the newsletter at the start of the season,
the railway is contactable by telephone to
answer any queries, all special events are
advertised, the committee meeting
minutes are published and are displayed
on the notice board at the Stephenson
Museum and the railway manager displays a calendar in his office showing all
NTSRA Newsletter
4th June - Classic Car Rally
No doubt everyone will be ready for the
festive recess after an exhausting 6 days
of Santa Specials and I extend best
wishes to all for a very happy Christmas
and a successful new year.
2
December 1994
Allcroft who are the copyright agents for
the late Reverend Awdry's "Thomas the
Tank Engine:
FRIENDLY WEEKEND
What turned out to be our busiest and
arguably happiest weekend started quite
inauspiciously with a conversation between David Freeman and myself;
This started almost a years planning
which culminated in the event over this
years August Bank Holiday weekend.
D.F. "Why don't we run a Thomas
weekend?"
It takes only a little imagination to see the
difficulties in planning an event like this for
the first time. Things like:
H.R. "What's that?"
What should our charging policy be?
D.F. •Ring Mavis at North Yorks, she
will tell you all about it."
Where do we recruit a fat controller?
Now I usually react cautiously to other
peoples good ideas because they bring
with them lots of work, but this one had
obvious merits. Following a conversation
with North Yorks Moors Railway, Sylvia
Gascoigne agreed to take time out from a
holiday in Southampton to contact Britt
Do we have a shop?
Firstly, we decided to put on an entry
charge to the site. This was a new
departure. We also decided to let under
S's in free despite Britt Allcroft saying,
"Most children visiting will be under 5". We
Jackie and Duncan take time to talk to one another while passengers disembark at
Museum Station.
Gordon Farrimond
NTSRA Newsletter
3
December 1994
presumed they would be accompanied by
adults who would pay an entry fee.
Secondly, you may think that the guy who
had the idea was just the build for a fat
controller but this was not to be. We were
fortunate to enlist the help of Philip
Johnson of Morcambe who plays the role
frequently and in retrospect, was just
superb. His name for our weekend was
'Sir Topham Hatt'.
Thirdly, our 'Santa' wholesaler stocked the
full 'Thomas' range and my wife Grace,
with Sylvia, sorted that aspect on one of
our Christmas buying excursions. The
shop itself was manufactured to meet our
requirements at the cost of the St Mary's
Lighthouse group who had 'borrowed' two
cases from Dial Cottage.
But no matter how good the planning, will
it work on the day? It did and what a
joyous event it proved to be. If we had a
happiness meter, we were off the scale.
Peter Jack reaches out to help a young
visitor onto Dennis while driver Chris
Stanniland and 0. C. Les Downes look
on .
Gordon Farrimond
Just to give my memorable impressions:
Isobel Thomas appealing for me to
remove money from the Booking Office
only ten minutes after opening on the
Saturday. Her delight on balancing up to
discover having taken £1577. A record but
it was short lived. Les Atkinson took
£2083 on the Sunday and Audrey Walker
topped both days with £2549 on the
Monday.
The faces of the children were a delight to
behold when they entered the gate and
saw the first 'face', usually 'Toby the
Traction Engine' or the Fat Controller
himself. They saw it was all real and not
just a video or book.
Duncan cheekily blows out steam from
the injector overflow as a crewman tries
to climb aboard.
Gordon Farrimond
NTSRA Newsletter
The police helicopter, (Harold), overflying,
4
December 1994
sed event before. The staff and
volunteers at your centre, to say
the least, are very good with the
public and deserve much praise for
their efforts.
(thanks to Lewis Lycett's efforts).
Ian McNally's brilliant idea to employ Push
& Pull train operation to move the crowds
at a much quicker rate. A lesson was
learnt here - two coaches are not enough
for this event.
I really enjoyed myself along with
the public. Once again, thank you
all for a fun weekend.
The children not big enough to see over
the counter top and not old enough to
read but who never-the-less could tell
Grace the name of every model.
Yours faithfully,
Mr P. Johnson as Sir Topham Hatt.
The vast throng watching the videos in the
Parcels Van. I am surprised the movements of the chassis did not make some
of them sick.
BLYTH & TYNE MEMORIES
The coal situation was as much a problem
as water on the Blyth & Tyne passenger
trains. The only place where locos could
be coaled was at South Blyth, 1Y2 miles
from the main line at Newsham and as
the coal capacity of a GS loco bunker was
only sufficient for two round trips, (Newbiggin to Manors), coal conservation was
most important.
So our visitors were happy and I know all
who helped were happy and satisfied.
Now for some statistics:
Total number of passengers, (my estimate), 6,500.
Revenue - from railway tickets £6,272
Post War Problems
from shop sales £2,061
In the immediate post war years of the
1940's, locos were in short supply. During
these difficult times, locos arriving after
the second trip at Manors, uncoupled then
ran engine only to Heaton motive power
depot. Coaling and loco maintenance
duties were then be carried out. This was
not as easy as it sounds, as sometimes it
was more like an obstacle course. The 1¥2
hours allowed was insufficient on most
occasions.
from balloon sales £1,062
other miscellaneous receipts £300
Thus a total of £9,760 and that excluded
£60 from the bouncy bus for Association
funds.
Thankyou
A big personal thank you to all who
participated in making the weekend so
special.
The first problem was getting from Manors
to Heaton because there were so many
trains running. Next, on arrival at Heaton
where there was always a line of locos
awaiting coal, you had to join them to
await your turn. Sometimes you were
sandwiched between an A3, A4 or other
large locos. When your turn came, you
had to take whatever coal was going.
While it was good steam coal, it was also
in large lumps. This was totally unsuitable
Next year, watch out for plans for two
events. Your help will once, (or is it twice),
more be requested.
I leave the final words to Sir Topham Hatt;
Thank you for all the kindness
shown to myself and my good lady
at your Thomas event. I have
never been to such a well organi-
NTSRA Newsletter
5
December 1994
for bunker type locos owing to the lumps
jamming and· having to be broken up by
hand.
withdrawn from traffic.
After taking coal, a place had to be found
on the ash pit so the loco fire, smokebox,
and ash-pan could be cleared and oil
applied to the motion. The collection of
locos going through this routine made
Heaton a train-spotters paradise.
Our main traffic loco for this season has
been ACC 5 and it will be rostered for the
Santa Specials.
All in a Mornings Work
It has suffered various problems this
season, mainly with the firebox and boiler
tubes. However, with guidance from the
boiler inspector, the attention of our black
gang and outside contractors, all have
avoided it missing a rostered turn.
Finding one's way back to Manors again
was just as difficult, resulting in much late
running from Manors.
The experience of the black gang has
been increased during a successful boiler
tube replacement. A mornings work was
all that it took and on a steam test, the
boiler inspector passed the work. This 'in
house' repair means, if more tubes
become fatigued , we can save the railway
a lot of money by removing the need for
outside contractors.
The50's
In the early 1950's when locos became
more plentiful, a new method of coaling
was devised to solve the congestion
problem. I'll tell you more about this in the
next issue.
Presentable
The upper half repaint of 401 continues at
a rapid pace to have the loco looking
resplendent for the Santa Specials runs.
Keith and Tom have beavered away in
spite of all the black gangs "can't we take
it out as it is• looks. Keith and Tom will not
be moved as they know that this railway
has little to offer in the way of period
atmosphere or scenic routes so the only
way to make it special is to have superb
looking engines. Test your knowledge of
401 's livery by spotting where the additional red lining appears.
STEAMY STORY
Once again another season is now almost
finished with the Santa Specials being
rostered in the first weeks in December.
It has been a very busy year for the loco
department, not only dealing with running
repairs and boiler washouts but also a 1O
year examination on loco 401 .
I must take this opportunity of thanking
the black gang for their support and
efforts during this period.
Amusement
Last Year
The resetting of the wheel springs for
even load distribution is all that's left to
amuse the black gang prior to the Christmas trips.
The old lady, A No 5, has been used
regularly over this last year. Her last
before being given a 1O year boiler
examination and mechanical overhaul.
It will be rostered as standby loco during
the Santa Specials period before being
NTSRA Newsletter
Loco Foreman
6
December 1994
A recurring problem with diesels is the
batteries and No 1o is no different. When
recharged they should have had enough
power in them to 'throw' the starter motor.
In the event, on pressing the starter
button the solenoid would not draw in.
With manual assistance the engine fired
up almost immediately. It was discovered
that the starter motor does not always
engage because of damaged teeth on the
flywheel starter ring. Levering the engine
manually to another part of the ring
brought results.
DIESEL DRAMAS
Too High
Renewal of the batteries on the 03 has
solved all the old starting problems. As
always, when you solve one problem
another takes its place. Tickover is too
high so adjustments will be needed to
linkages or the fuel pump rack settings.
The loco has continued to be the main
stay for yard shunting and rescuing disabled steam locos.
A check through the loco by Les Ferguson, Malcolm Bunting and Jack Brown
with verbal assistance from John Maughan and George Cowell, (the man who
built it at Consett}, resulted in the following tasks being completed:
Dip in Your Pocket
Still on site awaiting a buyer, 12098 sees
different stretches of track on occassions
during yard shunting operations.
New Life
a) all the fuel drained out and the lines
and filters cleaned.
As the railway only has one fully operational diesel shunter, (03078), it was
decided that a second unit was desirable.
This would allow the diesel dept. to
undertake more long term maintenance
tasks which had not been possible
because of the week day use required by
the permanent way staff.
b) the fuel level gauge stripped, cleaned
and re-assembled.
c) the hydraulic system checked and
filled.
d) the compressor oil level topped up and
fuel system primed.
For a while, we have had the use of the
Class 11, (12098), but this was of limited
benefit through badly worn tyres. Peter
Miller now has the loco up for sale and as
we have no capital at present, it was
decided to try out No 1o.
e) the starter solenoids stripped and two
previously incorrectly assembled ones
rectified. (The engine can now start from
the button).
Horror stories abounded about its undriveability so to judge the scale of the
problem, John Maughan gave an afternoons instruction to Mike Forrester and
Les Ferguson. At one point Jack Brown
was spotted at the controls. (The doctor
says with care he should soon be better).
No 1O seemed to live up to the legend - it
was quite a handful. However, certain
causes have been found and dealt with
making it an easier loco to handle, albeit
considerably different to the 03.
The major problem in driving the loco had
be~n extreme difficulty in engaging gears.
This seemed to be uncharacteristic for a
diesel-mechanical loco with a pre-selector
gearbox designed for hauling molten
metal around a steelworks. The mechanical clutch was checked to make certain it
wasn't dragging and all seemed ok. A
subsequent phone discussion with Geo.
Cowell suggested that the main shaft
brake may not be operating correctly.
NTSRA Newsletter
Main Shaft Brake
7
December 1994
Effective Brake
This was located inside the gearbox and
found to be inoperative. The air supply
was not connected so no compressed air
was reaching the air cylinder to apply the
brake. On tracing the lines back to source,
it was found that an eighth inch split pin
was missing from a small cheese head
pin which in turn had dropped out. This
meant the cam which operates the
pneumatic actuator was unable to work.
Replacing the cheese head pin and split
pin immediately cured the problem. Loss
of air pressure when driving brought about
a re-currence of the dragging problem but
the fitting of new 'V' belts to the compressor pulleys cured it.
Owing to the parcels van not being used
at Percy Main this season, there hasn't
been a need for the generator van to be
parked up at Percy Main. Instead, it was
used ~n the regular passenger runs together with the guards van to provide braking
effect while the brake second coach was
being repainted.
Repaired Arm
New front tyres have been fitted to the
Case loading shovel along with a track
rod end for the power steering. The safety
locking arm for the front shovel has been
repaired after having been accidently
damaged.
The battery terminals have all been
thoroughly cleaned and coated with petroleum jelly, the electrolyte levels topped up
~nd the batteries frequently recharged. It
is not known yet whether they will prove
to be satisfactory. If not , £800 will be
needed to replace them.
Compiled by (t./;u4. Se.wilA,,J, (Diesel
Foreman); ~u ';ft,lldfl# and~
'1/k~.
TESTING TIMES
Kermit
During the winter, a high percentage of
volunteers will be subject to rules and
regulations re-examinations. It seems
appropriate at this time to draw attention
to one or two things which require special
consideration:
During the few days this work has been
going on, No 1O has acquired the name
Kermit as Jack reckons it's green and
looks like a big frog, (He seems to be
getting better now). Those of you who
saw Vulcan when it arrived at the
museum will recall it being similarly christened and for the same reasons.
Shunting - section
This is one of the shortest sections in the
rule book but the activity of shunting itself
is probably the area of greatest potential
hazard. If you are a train driver or shunter,
you must be familiar with this section.
Likely questions are: 1. What three things
must the shunter ensure before shunting
begins? 2. What five things are essential
during shunting?
Although some shunting operations have
been done using the new Kermit, it is not
being entered as a traffic loco as further
work needs doing, such as replacing two
mainsprings and more work on the compressor, the engine, the cooling system
and the gearbox. However, in the event of
the 03 failing , we now have a standby.
Nothing to Hook
vacuum Brake - sectjoo J
The mobile crane has not seen much use
so has not needed attention. It will of
course come into its own once the track
extension gets the go ahead.
NTSRA Newsletter
p
The introduction of the third coach into the
train brings a new element into the
operation of the vacuum brake. See
clause 2.3 and carefully consider its
8
December 1994
implications. Would you know how to
isolate a brake cylinder but still retain a
through pipe?
CARRIAGE & WAGON
Malcolm Dunlavey has taken over from
Andy Nichol as Carriage & Wagon Foreman. Our thanks are extended to Andy for
the good work he has done over the last
few years. Now for Malcolm's report:
I am arranging for an emergency plug to
be provided in the guards brake but in my
young days, every operator carried his
own plug.
Appreciation
If drivers have trouble with dragging
brakes, the guard should be asked to
release them by hand.
I would like to thank those members of
the committee who supported me in my
interest to take on this role. I would also
like to thank the staff and volunteers who
have provided practical help and advice
regarding rolling stock maintenance. I'm
confident that I'll be calling on you all
again to utter phrases like, "Do you know
anything about ........ ? n and "Tell you
what, you can give me a hand with this, if
you like."
Rule Book
I shall require you to produce an up to
date rule book at your re-exam.
LOST COMRADE
Anyway, perhaps I had better tell you
whafs been happening:
Member Albert Walker died on 2nd
November after a brief spell in hospital.
He had a long railway tradition having
risen through the ranks at British Rail to
become a Top Link driver before becoming eligible for retirement.
Sticky Brakes
Braking problems on the SLO, E48015,
returned in September. The problem was
diagnosed as the brakes dragging. This
suggested they were not releasing property when the vacuum was created.
Following the usual checks on the linkages to see that everything was running
free, the fault was traced to a slightly
corroded piston rod on one of the brake
cylinders. The gaiter which protects the
rod from the elements had slipped to the
bottom of the rod. This was caused by
rusted fastening lugs that usually locate
on the cylinder gland cover.
The minister at the funeral service neatly
summed up the kind of person he was, "a
gentle gentleman•.
It is hoped that his wife Audrey will have
recovered sufficiently from her grief to join
us for the Santa Specials.
PA YING YOUR DUES
Membership renewals for 1995 are due
on 1st January. If this applies to you, a
renewal form will be enclosed with this
newsletter. Please pay promptly if you
wish to continue to enjoy the benefits of
the railway and this publication.
After a thorough cleaning, the cylinder
was tested and all the mechanism proved
to be moving freely. The gaiter has been
repaired temporarily while new ones are
on order.
All Steamed Up
Details on what and how to pay are
shown on the form.
NTSRA Newsletter
During the early cold snap, the steam
9
December 1994
heating was connected from ACC 5 to the
BS, E43172, to give our visitors not only
the pleasure of riding behind a steam loco
but warmth & comfort as well. On arriving
at Percy Main, the rear compartment was
attempting a fine impression of a sauna
with steam billowing out from under the
seats.
carriages require lighting to operate in the
late afternoons and to this end, the
batteries have all been topped up with
de-ionised water and a belt fitted to the
generator on the SLO. Enquiries suggest
that the batteries won't charge at speeds
below 17%mph. As our main line maximum speed is 1Smph, it appears, on
paper at least, that the batteries will
quickly lose charge. However, the belt
fitted to the BS coach last year appears to
have maintained some charge in the
batteries. It is hoped that after a boost
charge from the mains, the coach generators will give enough energy to keep the
lights shining.
One of the steam heaters had failed so
the following Wednesday evening, it was
removed and, on examination, a leaking
gasket found. A new gasket was fitted and
once again the heater is functioning correctly.
Glowing In the dark
With December approaching, the Santa
Specials preparations are under way. The
It's Friday, 11th April, 1969 at Ashington Area Workshops of the N.C.B. and Peckett,
Ashington No 5, is about to be winched onto a transporter supplied by Yaxley of
Peterborough for its long trip to private ownership at the North Norfolk Railway.
Sold by the N.C.B. for about £380, it cost nearly as much to transport, (£225).
Derek Charlton
NTSRA Newsletter
10
December 1994
FRIENDS HAVING FUN
Duncan waits impatiently with the crane while Dennis has fun pulling De/tic about the
yard.
Malcolm Dunlavey
Margie and Derek look pleased with themselves as they sit soaking up the sun on a
breezy day.
Malcolm Dunlavey
NTSRA Newsletter
11
December 1994
LIGHTENED DARKNESS
Members of the Tynemouth Photographic Society chose the Museum yard for a night
time camera session. Using flood lighting from several angles, they were able to
produce some eerie prints. In this shot, A No 5 majestically leads Consett No 1
Peter Straughan
o.
It 11/etty ClltlstmiMS
iMDd iM
lliMfJfJY New YeiMt
Last date for next issue copy is 15th February
Editor & Typesetter: Keith McNally
NTSRA Newsletter
12
December 1994