Roy B

Hi there folks. Welcome to episode 5. In this one: Section 1: A visit to the Burgoyne garage. Section 2: In Out and About we visit Threlkeld Quarry Section 3: Odds and Ends: A few pics of the London trolleybuses, plus a derailment on the Blackpool Tramway. Section 1: The Burgoyne Garage Last October on a trip to Cowdenbeath for the Saloon Stock Car Superbowl weekend i called in to see Ernie Burgoyne at the garage in Airth, Falkirk. The site is split between Ernie with the car recovery, breakdown and MOTs, and by Harry and Jock on accident repair and car sales. Ernie is a workaholic and is in the garage most of the week from early to late unless away racing of course. The day began in the break-room with a nice warming Scottish brew and a chat with the lads. On the wall were the garage rules Steven has bought this Sierra Cosworth as a restoration project There are a number of vehicles awaiting restoration by Ernie when he “gets around to it” as he says. ERF with a Gardner 150 Albion Another ERF This cab was originally fitted to Steven’s transporter After Ernie had worked his magic this beauty was created A 2008 MAN recovery truck ….and a 2005 version Chris’ 2002 World Championship winning car. This is on Ernie’s list for bringing back to life. A twenty-year-old crew-cabbed Renault 42ACA14 with some bumpers requiring repairs The race shop Lewis’ (son of Chris) old ORCi Mini Lewis preps his F2 for that evening’s Cowdie The ex-Laura Dawson (54) car Chris’ tar car. He had already left early for the National Series round at Northampton. Chassis jig A panel display from an earlier car The World Champ’s laurel Chris’ diff bench The previous tar car Another fleet member in the shape of a MAN TGL 12.180 Steven’s car is in the vehicle workshop. This car debuted in May 2023. A new ORCi Mini in build for Charlie Burgoyne A busy workshop Another project for Ernie is the restoration of this sixty-four year old Rover 3 Litre: Into the office next There are many trophies on display …and press cuttings: A very proud Ernie in front of a full trophy cabinet Ernie has plenty of trophies from his Saloon days The 2021 F2 World Championship Trophy The site as it was. Ernie has gained a big increase in area by expanding into the field on the left. Industry awards Ernie took time out to show me around the area. This local landmark is the Airth Pineapple. The magnificent pineapple is an extremely realistic representation in stone of the fruit and was erected by John Murray, 4th Earl of Dunmore in the second half of the 18th century. He acquired the lands of Elphinstone in 1754 and the name Dunmore was transferred from his family estates in Perthshire. Sometime after this the walled garden was constructed and in 1761 the Italian style portico on which the pineapple now sits was constructed. The pineapple was added after the Earl returned from a spell in America as Governor of New York and Virginia, around 1777. Pineapples were certainly grown here, and the sustained heat required for the process was obtained by cavity wall heating, organic heat from tanners bark and manure, and through south facing, sloping glass panels which were still there in photographs from the early 20th century. By the 1950s the whole area was much neglected but was restored by the Landmark Trust. It was a great few hours spent with such welcoming and friendly folk 👍 At Cowdie over the weekend the rebuilt Saloon Stock Car of Bob Jones (151) was unveiled: Bob was one of the all-time greats of the sport and brought the car out part way through 1991 and in 1992 he went on to win the Scottish National Points title and the Scottish Championship before being sold after that year’s Superbowl. The car went to Northern Ireland in 1993 and had a couple of owners before disappearing. The car was spotted lying in an apple orchard and was probably going to be scrapped. It was purchased in 2014 by Brian Houston for restoration. The car had to be lengthened back and front as it had been shortened but the rest of the work was mainly bodywork. The car still has Bob’s seat in it and everything else is pretty much original. Section 2: Out and About at Threlkeld Quarry Within the Northern Lake District there is an old micro-granite quarry which is home to a unique collection of excavators and quarry machinery. There is also a narrow gauge mineral railway which runs into an inner quarry. The quarry was opened in the 1860s and by the 1870s was supplying railway ballast to the Penrith-Keswick line. Initial output was a few hundred tons a year but by 1894 this had risen to 80,000 tons to satisfy demand. The stone was used by the Manchester Corporation Waterworks for their Thirlmere scheme, for railway ballast for the Crewe-Carlisle line, for roadstone, kerbing, and for facing buildings with dressed stone. The Threlkeld concrete flagstones were used in many Northern towns. To keep up with demand more quarry faces had to be opened up. The railway now operated by steam locomotives was extended first to Spion Kop quarry, and then to Bram Crag quarry further along St. John’s in the Vale, and down to the main line at the adjoining Threlkeld railway station. The quarry was closed in 1937. However, it re-opened in 1949 after complete modernisation to begin its second lease of life. The quarry closed again in 1982 and lay dormant until 1992 when the Lakeland Mines and Quarries Trust negotiated a lease on the site. Across the Lake District there are many small ancient quarries. These represent a time when the extraction of stone was for dry-stone wall building. Three granite quarries in the area included Shap Pink Quarry started in 1868. Its building blocks were highly prized for engineering works such as Waterloo Bridge in London and Southampton Docks. Sandstone extraction at Grange Quarry supplied stone to build Liverpool Cathedral, with Stoneraise providing stone blocks for bridges over the M6. Graphite from Seathwaite was very pure, the best in the world, and during the reign of George the 3rd was more valuable than lead, copper, or iron. Tungsten from the Carrock Mine was in great demand during the two World Wars for armour plating, steel, and munitions. Many Cumbrian mines contained barium sulphate which became highly desirable in paint, and a filler for cloth and paper. More recently its characteristic of being opaque to x-rays and other harmful rays means it is added to concrete for radiation shields and hospital installations. Nowadays this industrial past has given way to the tourism industry with the Lake District receiving over 18 million visitors a year. Onto the pics: The view from the quarry edge The old access road The Blencathra fell top forms the backdrop to this photo This beauty is our guide for the day and came to meet me The old weighbridge One of Pooley’s There were a number of well-known names of weighing machines and apparatus throughout Britain. One English maker was Henry Pooley & Son of Albion Foundry, Liverpool. The company was founded around 1790 to make scale beams and continued in business into the second half of the twentieth century. It became the biggest manufacturer of weighing machines in its time. Their range and diversity was extensive. In 1877 the company described itself as “patentees and manufacturers of every description of weighing apparatus for railways, ironworks, collieries, etc. A few years later in 1880 this description was “patentees and manufacturers of every description of weighing apparatus for agricultural purposes &c”. By 1884 the wide range of sectors which the company made weighing machines for was: “every description of weighing apparatus for railways, iron works, engineers, collieries, mills, warehouses, farms &c”. In later years by 1913 it was a maker of “every description of weighing machines and scales”. An Advance roller Wallis and Steevens Ltd., agricultural implement makers and dealers, was founded by Arthur Wallis, grandson of Richard Wallis of Richard Wallis and Sons, a Basingstoke merchant company. Two views of their premises Arthur Wallis opened his first ironworks at Station Hill, Basingstoke in 1847 and entered the steam engineering business, producing portable engines, small stationary engines and threshing machines. Subsequently the company specialised in self-moving engines: traction engines, steam tractors, steam wagons and road rollers. From the 1920s onwards the company increasingly concentrated on the manufacture of its Advance series of road rollers, and shifted away from steam to the production of diesel and petrol motor rollers. The company also acted as an agent for other agricultural manufacturers including David Brown Tractors until 1953 and Massey Ferguson until 1976 and had showrooms on Reading Road, Station Hill, Basingstoke where it displayed and sold a range of agricultural machinery. During 1966-1967 Wallis and Steevens Ltd. moved to a new works at the Daneshill Industrial Estate, Reading Road, Basingstoke. Although the mid 1970s saw a brief return to profit, the company ceased trading in 1981 after incurring considerable losses, compounded by a sharp decline in new orders. Its wholly-owned subsidiary AJB Engineers was sold in the same year to Belcher Brothers Investments Ltd and its road roller and sprayer business was taken over by BSP International Foundations Ltd., part of the Tex Holdings PLC group of companies. A 1962 Ruston-Bucyrus 10-RB Pile-Driver This was used to drive piles for St. Mary’s Tunnel near Waverley Station in Edinburgh. Fordson A Broadbent's Blake Stonebreaker Broadbent’s were based at the Phoenix Ironworks on Tame Street Stalybridge. Their main product was stonebreakers for the quarry industry. The photos from the mid-50s show their one and only "Mobile" stone breaker being prepared for delivery. When the trailer reached Woolley Bridge one of the wheels fell off!! A major job to get the trailer moving again: An Edwards Truefold folding machine Ruston Bucyrus 17RB Made in Lincoln in 1938. 1/2 cu.ft bucket dragline fitted with a Ruston Hornsby 4cyl V.R.O oil engine. Worked for the River Board in South Wales. Purchased by Gibbons Sand & Gravel in the late 40s to work at a gravel pit near Boston, Lincs. Parked up when the crankshaft broke in 1978. The water tower and coal pile One of the engine sheds The shed is in this old photo Looking down the incline which is to the right of the chimney in the above pic The line ends at the buffer stops at the far end The second shed The line heads to the inner quarry A section of narrow gauge line underground Aveling Barford The Brown Glutton stonebreaker – What a great name! A portal to another world An old lime kiln Avonside Engine Co Works No 1772- Askham Hall 0-4-0ST This locomotive was built by Avonside Engine Company in 1917 and was originally named Sella Park. It was renamed Askham Hall after being rebuilt by Hawthorn Leslie in 1935. Its working life was based in West Cumbria at the Solway Colliery at Workington, Whitehaven Harbour, and William Pit. In 1971 it moved from Workington to Whitehaven over BR track. It worked for a few more months at Whitehaven until a landslide severed the Howgill Brake incline from Haig Colliery. It became spare to diesel traction as one locomotive was able to handle the harbour lines. Askham Hall was steamed again in 1975 when it was donated to Copeland Borough Council. After spending time at the Lakeside & Haverthwaite Railway, and the Haig Colliery Museum it was then moved to Threlkeld although in unrestored condition. R.H. Neal & Co Limited were an early crane manufacturer as well as other original machinery based in Grantham, Lincolnshire and were taken over by Coles Cranes in 1959. The company's most famous product to most people was the Pelican Loader used in coal yards. A common machine that was seen on street works & sewers before modern hydraulic excavators became common place for lifting was the portable crane. Company history RH NEAL & COMPANY LIMITED, its original full name, were designers and manufacturers of early machinery that originally started in a small factory based at Ealing in London starting around 1926. Their machines were basic models aimed for the agriculture and construction industries as well as railway wagons. The original NEAL models were little more than early patented petrol-engined trenchers and site dumpers mostly based on 1930s tractors parts. Later, Neal developed an early new model that resembled a four wheeled platform with a driver’s cab and a pair of winches attached to a long steel jib that was an instant success for many firms that worked in pipes and sewer cleaning/maintenance services across the UK. It was light, very easy to operate and was towable by a small tractor or truck. This new model was one of their biggest-selling machines of the early days during the 1930s-1940s. The firm purchased larger premises in Dysart Road at Grantham in 1937 for the manufacture of cranes. Soon after came their first entirely developed yard cranes for lightwork, and heavier mobile cranes still using petrol driven car engines of which they all became a very common site in factories, stockyards, warehouses and construction sites. From the 1950s their famous new model was probably the well known Pelican Loader used in coal yards. This could be bought with a choice of both an improved Ford petrol car engine or a more common Fordson Diesel tractor running gear. By this time all the agricultural side of the business was abandoned in favour of the new Neal Pelican Loader that was selling like hotcakes and the entire production was carried alongside the new Neal mobile crane and yard crane models. The firm was very active for the next 20 years with a small original yard crane model range before more modern hydraulic excavators arrived after the 1970s. After Coles Cranes Limited acquired the RH Neal & Co Ltd only standard mobile cranes and crawler cranes were developed and manufactured under a NEAL reduced model range. The Neal name was used up until 1970 when it was re-named under the Coles Cranes brand. RH Neal & Co Limited closed in 1985 but the premises, some selected models, and the factory were gradually taken over by Coles Cranes Limited. This Aveling was well buried Photo-bomber 😄 The loco is named after Sir Thomas Callender whose British Insulated Callender Cables (BICC) had a huge works where the saddle tank loco moved goods. Near to Threlkeld is Broughton Moor which was a NATO munitions dump where a 3 feet gauge railway moved huge battleship shells and other explosives around “The Dump” as it was known. When The Dump was decommissioned Ian Hartland bought the 3ft gauge track for use at Threlkeld because in its working life the quarry had an extensive narrow gauge railway. The loco Sir Tom was 3ft 6in so Ian cut the axle to reduce the gauge – no small matter. Fortunately, Ian had also collected the heavy-duty machinery that was required to do the job. A lot of the big machines were belt driven. A proper workshop. The industrial smell in here was magnificent! The name ‘Herbert’ is woven into the fabric of modern Coventry. As well as being a key player in the development of the industrial city Sir Alfred Herbert was at the forefront of Coventry’s war effort in both world wars and became one of its greatest and most loved philanthropists during a difficult time for the city. Alfred Herbert was born in Leicester in 1866. To start his career he became an apprentice at Joseph Jessop’s Engineering Company before becoming the manager of machine tools manufacturer Coles & Matthews in Coventry three years later. After Matthews retired the following year Alfred Herbert and William Hubbard a school friend and fellow apprentice at Jessops bought the company. In 1894 Herbert bought out Hubbard and Alfred Herbert Ltd was incorporated. By 1914 Herbert’s machine tools manufacturing company had 2000 employees, one of the biggest employers and most successful businesses in Coventry. An aerial view of the Edgwick works Alfred Herbert Limited had grown to become one of the world’s leading manufacturers of machine tools by the outbreak of the First World War. Due to its well-developed industries the city of Coventry was well placed to play a central role in the country’s war effort. Coventry companies such as Maudslay, Daimler and Standard made vehicles and aircraft, and Riley and Humber also produced shells and bombs. Alfred was made controller of machine tools for the Ministry of Munitions in 1915, work for which he was knighted. Above Sir Alfred’s great talent as an engineer he was probably an even greater manager and leader of men, and treated every man as an equal. He would go down onto the works floor at all hours and especially on the night shift, cigarette in hand, chat to whoever was there. The interior of the works Sir Alfred never formally retired working up until the end of his life. He died at the age of 90 in May 1957. 1911 - Fredrick Parker established his business inside a single railway arch located in Leicester, UK 1926 - The business relocated to an 18 acre site 1950-70 – Parker employed over 1400 to meet demand This 12 ton ‘Full Circle’ Crane Navvy was built in 1909 and was rescued from a flooded chalk pit The firm started as Burton & Proctor, who were founded in Lincoln as millwrights and implement manufacturers in 1840. Robert Ruston became a partner in 1857 and the firm changed name to Ruston, Proctor & Co. and grew rapidly to become a major agricultural engineering firm. They merged with the established firm of Richard Hornsby & Sons from Grantham in 1918 to form Ruston Hornsby Ltd. Ruston's were primarily steam engineers. Portable, stationary and traction engines, boilers, and associated engineering products, such as winding gear, shafts and pulleys. Threshing machines, clover hullers, corn mills, maize shellers and pumps for steam power were also made. As well as engines for agriculture Ruston's made railway locomotives and equipment for mining and industry. These interests led the firm to expand into electrical and diesel engineering (which the successor business of Ruston Gas Turbines grew from before being taken over). They were one of the first to manufacture steam powered excavating machinery – in the 1880s producing the Dunbar & Ruston’s steam navvy Excavator. In 1930 after building machines under licence for several years the Excavator Division was merged with Bucyrus-Erie in the UK to form Ruston-Bucyrus based in Lincoln. The firm later became RB Lincoln in 1985 after Bucyrus-Erie's UK operations were separated out to form Bucyrus Europe which became Bucyrus International in 1996 following restructuring. RB Lincoln became RB International which later collapsed. A Euclid dump truck EUCLID, INC., was one of the world's leading firms in the manufacture of off-highway, earthmoving, and hauling equipment. The company began in 1926 as part of the Euclid Crane & Hoist Co., a firm founded by Geo. Armington in 1909. In 1931 Armington's son Arthur took over a small shop adjoining Euclid Crane at 1368 Chardon Rd in EUCLID and incorporated Euclid Crane & Hoist's off-highway division as a separate firm, the Euclid Rd Machinery Co. Beginning with 300 employees the company produced as many as 20 15-ton trucks per month for the construction and mining industries. Euclid tripled its production during World War II and continued to prosper in the postwar period. In 1946 it built a new plant at E. 222nd St. and St. Clair; bought another nearby plant 3 years later; and gained an international reputation for quality equipment. When General Motors acquired the firm for $20 million in 1953, Euclid Rd was a $33 million business with 1,600 employees turning out 170 trucks per month—over half the nation's off-highway dump trucks. As a GM division Euclid continued to develop larger types of equipment. However, GM was forced to dispose of its Euclid plant as the result of an antitrust suit and sold it to the WHITE MOTOR CO. in 1968. Reorganized as Euclid, Inc., the firm remained profitable under White but suffered from the financial difficulties of its parent company in the 1970s. In 1977 White Motor Corp. sold the company to Daimler-Benz of West Germany giving Euclid a new source of capital and a means to continue its expansion into new markets. Despite gaining some new plants in several foreign markets, Euclid's business faltered during the recession of the early 1980s and Daimler-Benz sold Euclid, Inc. to a construction equipment firm, Clark Michigan Co., a subsidiary of Clark Equipment Co. in 1984. Clark closed the St. Clair Ave. plant at the beginning of 1985, selling it to LINCOLN ELECTRIC CO. in 1988. Despite the sale of the St. Clair Ave plant Euclid then part of VME Industries North America (a joint venture of Volvo and Clark Michigan) maintained offices in the newly refurbished technical center across the street from its former plant. The next decade brought still further change to Euclid's operations as the company became known as Euclid-Hitachi Heavy Equipment Inc in Jan 1994. Although Euclid-Hitachi would continue to employ nearly 120 engineers and administrators in Cleveland it was clear that decisions would continue to be made elsewhere. In 2001 Euclid-Hitachi became a wholly owned subsidiary of Hitachi Construction Machinery Co. At the end of 2003 company officials announced that the company's name would be changed to the Hitachi Construction Truck Manufacturing Co. and that over the next two years all North American operations would be consolidated to its facility in Guelph, Ontario, Canada. A Muir Hill 10B dump truck Muir Hill (Engineers) Ltd was a general engineering company based at Old Trafford, Manchester. It was established in the early 1920s and specialised in products to expand the use of the Fordson tractor which in the pre-war days included sprung road wheels, bucket loaders, simple rail locomotives, and in particular in the 1930s they developed the dumper truck. Later they built high horse power tractors. The Consolidated Pneumatic Tool Company was a successful engineering works in Scotland, exporting widely internationally. The works were established in Fraserburgh through the encouragement of the MP for East Aberdeenshire. A decline in the fishing industry in the late 19th century led to an abundance of labour for the works. The original works occupied 25,000 sq ft and manufactured pneumatic riveting hammers and drills. The company exported internationally and provided the hammers for the construction of the Sydney Harbour Bridge, and the rock-drills widely used in South African minefields. The company rapidly expanded in the inter-war years by diversifying into work for the munitions industry. It played a significant role in WW2 in the manufacturing of military equipment including the fuel pumps and booster controls for the Rolls Royce Merlin engines used in Spitfires. The spare parts area Some abandoned open wagons A Pioneer road roller A Ruston-Bucyrus 38-RB face shovel and 22-RB dragline ....and a 54-RB A belt driven stone breaker Our guide adds scale of size to the Ruston-Bucyrus 110RB Face shovel: The 110RB is a 154 ton electric face shovel running off a large 3.3 Kv supply from a generator set. It was moved to the site in May 2006 from Castle Cements Ribblesdale quarry by Heanor Haulage Ltd a firm that specialises in moving oversize loads such as excavators. Set of points at the bottom of the incline. This is taken from the location of the arrow in the pic below. Derelict rock processing structure. The chute at the top still visible. Some more disused wagons A small battery powered loco Bucyrus Erie 'Transit Crane' comprising of a Harnischfeger Corporation (P&H) Model 150 6 x 4 crane truck chassis with Bucyrus Erie Crane - Ex Royal Navy 7835RN Mobile Crane A good example of a mobile stone breaker Another area of the workshops Hunslet 50hp 0-4-0 DM 1945 This is one of only two known 2 foot gauge survivors of this type of locomotive. It is powered by a 50 horse power Gardner 4L2 engine. It was owned by the National Coal Board and came from the South Yorkshire area. It was retrieved from underground prior to the colliery closing having stood while it had acquired a foot of coal dust on the bonnet! This loco has been altered to make it more suitable for passenger trains. This included a larger cab with better visibility. A secondary quarry known as Hilltop was linked to Threlkeld (both arrowed). It was connected by a narrow gauge industrial railway (arrowed) The track bed of the railway as it is now The abandoned Hilltop quarry Some long disused gear remains That completes our look around this unique site set amongst the stunning Lakeland landscape. Odds and Ends A few photos of the London Trolley Buses The trolleybus played a vital, although short-lived role in the story of London’s transport system. From its introduction in the 1930s as a new and exciting form of transport to Londoners the trolleybus served the capital well until the early 1960s. They had replaced the north London trams before the war and but for the hostilities would have prevailed south of the river too. The tram and trolleybus department had been a separate entity until it was merged with Central Buses in 1950. The trolleybus fleet retained livery differences from the bus fleet with the extra cream band and black lining out. The road beneath the railway at Kingston Station was always susceptible to flooding. An extreme case is depicted here on 13th April 1937 when the water was deep enough for swimmers to brave it! Two of the B2 class are crossing Beresford Square in Woolwich making their way to the terminus at the Free Ferry. The blinds of both 100 and 103 have already been turned for the return journeys. These short-wheelbase 60 seaters were already proving inadequate for these routes and would soon be replaced by newer 70-seat vehicles. The date is 28th February 1936. The twenty-five vehicles of the E3 class were AECs with Park Royal bodywork. Numerically the first, No.629, was also the first to be delivered in February 1937. It has been moved into the open by the Park Royal tractor and stands behind East Kent JG 8237 which was a Leyland TD4. The trolleybus has yet to have its poles, number plates and wheel trims added. The body was destroyed in a raid at West Ham in 1944 and the vehicle was subsequently rebodied. Apart from the rebodied examples all of the class were withdrawn by the end of 1956. The London Passenger Transport Board was always keen to experiment and in 1963 work began on a new trolleybus with a front exit which would have been controlled by the driver. It was to be of a chassisless construction and the body was to be built at Charlton Works. The vehicle became X4 class No.754. This view shows the vehicle after it had been partly panelled. The work was completed and the vehicle handed over on 1st March 1937. It worked its whole life from Finchley Depot. It is 6th June 1937 and trolleybus 622 has been chosen to make a ceremonial run from the West Ham depot to the Greengate. It was driven on batteries but with the poles up on the wires. As first constructed for trolleybuses overhead provision was additionally made at Greengate Junction, West Ham for tram operation and accounts for the additional east/west running wires. Of particular interest is the centre wire arrangement whereby trolleybuses running to and from the depot were required to swing trolley poles. The tram wires were removed with the conversion of the London to Barking route in 1940. Hackney depot is well on the way to becoming a trolleybus depot. The assembled workers remove the tram lines in preparation for the new intake of K class trolleybuses one of which can be seen in the background. Blackpool Transport Spot We had a derailment on the tramway on January 11th after a car left the road and collided with a Flexity heading south to Starr Gate: As far as we can gather the car driver had a medical situation occur at the wheel. This short video shows the re-railing. A reverse move was enough to drop one wheel-set back into place but the other was resting on top of the rail-head. A half-moon wedge was placed on the track and the tram was edged forward up and over the wedge which dropped the wheel back in place. The wedge was not as easy to get back out though! In the bus garage: A Chinesium electric bus on trial - Yutong ZK6128BEVG-E12. Other than this interloper it is a great line up! More crash damage caused by an inattentive car driver Next time: In the main feature we're back in London Transport territory as we go below the streets once again:

Hi there folks. Happy New Year! Welcome to episode 4. In this one we have: Section 1: F2s from Taunton & Aldershot. Section 2: In Out and About we visit Camp Vught in the Netherlands. This is the only concentration camp the SS created outside of Nazi-Germany. Section 3: Odds and Ends: the Brunel Tunnel a.k.a the 8th Wonder of the World, the Chester & Wrexham Bus Running Day. Section 1: Taunton – Monday June 19th 2023 - QR - 48 cars The golden trail for BriSCA F2 continued here at Smeatharpe’s QR on a hot summer evening. An excellent turnout of 48 cars were split into three qualifying heats. Long distance visitor Colin Stewart all the way from Mintlaw near Crimond Craig Driscoll with a Superstox style wing Kurt Selway was 'Just Married' Oldham's Jon Hodgson was another who had travelled Tom Davison in the ex-Euan Millar (629) car Matt Stoneman's Fiat Jon Palmer's new one Joe Powell's Volvo badged Saloon Sam Weston (468) was the previous day’s top points scorer at St Day and he continued in the same vein today. He scythed through the field in Heat 1 to second place behind Mark Gibbs (578) before halfway, then passed him for the lead with several laps remaining. Gibbs kept up his pace though, and Jon Palmer (24), who had nudged Charlie Lobb (980) wide for third was unable to mount a challenge. A last bender from Luke Wrench (560) moved both Lobb and Jessica Smith (390) wide to net himself the 4th place finish. Former Rebels racer Tom Davison (461) led the bulk of Heat 2. He was eventually pushed wide by Jack Prosser (844) with 2 to go. Davison tried for a comeback on the final bend but ran wide allowing Matt Stoneman (127) to snatch second. After pushing and delaying many of the star men early on Paul Rice (890) finished 4th. After track debutant Josh Wilson (926) had hit the turn 3 bend fence hard Heat 3 was brought under an early suspension. John Vickery (777) led on the restart and chased by Charlie Knight (525) the pair pulled clear. Behind these two a terrific battle was waging between Harley Burns (992) and Ben Lockwood (618) who traded places on almost every corner. After sending Vickery into a turn 3 spin Knight took a comfortable victory from Dan Roots (776) who had benefitted from the Burns/Lockwood scrap. 22 for the Consolation which required three stoppages – two of which were for Scottish visitors Graeme Leckie (975) and Colin Stewart (191). The first came when Ryan Gardiner (454), Leckie and Adam Pearce (460) finished up in the fence after running out of room as they charged three-wide down the home straight. A back straight spin for Jon Hodgson (73) brought out the second, and the third was called for Martin Smith (705) who mistook Stewart’s spun car for a launch ramp! A bump from Mike Cocks (762) sent Smith even higher up on to Stewart’s roof. Vickery led until the third caution before James Rygor (783) went by followed by Aaron Vaight (184). Rebecca Smith (930) lost 3rd place to Julian Coombes (828) who pushed her wide in the closing stages. All but one of the 32 qualifiers took the green for the Final. A good start for Richard Andrews (605) allowed him to move ahead of Davison and into the lead. Knight, Pearce and Coombes all tangled losing spots. Gibbs shoved Davison wide for second with Weston again flying as he followed into third with less than a quarter of the race run. At halfway Andrews had a good gap to his pursuers but was having a hard time negotiating the backmarkers and they were to cost him the race in the pits bend. Weston reeled the delayed 605 car in and swept past only to face the same problems with the tailenders. However, he dealt with them promptly and found himself with a clear track ahead for the last couple of laps. He took a dominant win and celebrated with donuts at both ends of the circuit. Gibbs held on for second ahead of leading star man Jamie Jones (915), and a charging Wrench. Jessica Smith lost out to a last bend sort-out involving Jon Palmer (24), Andrew Palmer (606) and Prosser. A tremendous 37 cars returned for the GN and went the whole distance without a caution. Vickery led the way and was fighting over the top spot with Andrews and Leah Sealy (475) when all three piled into the infield marker tyres. Davison then moved ahead with Rice and Jon Palmer, making good use of the front bumper, coming on strong. Rice made a successful bid for the lead and just held off Palmer who got past Davison up the inside of turn 4 on the last lap. From the lap handicap Weston’s race was ended early with a spin in the pits bend. Results: Ht.1: 468 578 24 560 980 390 475 210 184 454 Ht.2: 844 127 461 890 915 325 606 12 259 528 Ht.3: 525 776 992 618 315 126 542 605 460 777 Consolation: 783 184 828 931 460 777 222 762 435 NOF Final: 468 578 915 560 992 184 606 844 24 980 GN: 890 24 461 992 210 783 560 980 325 259 Aldershot – Sunday 25th June 2023 - QR & Challenge Trophy - 36 cars Following the successful meeting in 2022 the F2s made another Aldershot appearance. It was a scorcher of a day and 36 cars had made the trip south. First though how about this beauty in the car park: Ross Watters' new one Billy Smith Danielle Scriven out in the V8s The top 3 in the V8 Final Ben Spence (903) took the Heat 1 win, with Mark Gibbs (578) putting in a strong performance in Heat 2. Charlie Lobb (980) a long way from his Cornish home caught Mark towards the end for the win. Stu Moss (876) made a rare appearance to take the Consi victory. Twenty-six qualifiers came out for the Final and Spence took off into a good lead. Luke Wrench (560) came through from the back however and claimed the Challenge Trophy. The GN drew the biggest grid of the day with twenty-seven cars. Jason Ward (501) took the win from the ‘B’ grade to go with his fine fourth place finish in the Final. Spence and Leah Sealy (975) made it a ‘yellow’ top 3. Results: Ht.1: 903 461 183 890 560 992 501 776 588 12 Ht.2: 980 578 7 24 777 564 184 783 97 475 Consolation: 876 127 454 915 97 325 390 315 475 12 Final: 560 903 890 501 24 183 915 783 992 776 GN: 501 903 475 578 783 980 390 183 315 454 More pics in the gallery. Section 2: Out and About in the Netherlands – Camp Vught – Between Heaven and Hell The following text and black and white photos are with thanks to Go2War2.nl, Oorlogsmusea.nl, WW2Awards.com and WO2Actueel.nl. My own pics of my visit are interspersed throughout. During the occupation of the Netherlands the Germans built various types of concentration camps. The three most important camps were located in Amersfoort, Westerbork and Vught. Camp Vught took up a special position, because it was in fact the only official concentration camp in the Netherlands. The camps in Westerbork and Amersfoort were so-called Durchgangslager (transit camps), while Camp Vught was a Konzentrationslager (concentration camp). What was the function of this concentration camp, who were the people that were imprisoned here, and what role did the camp play within the Endlösung (final solution), the extermination of European Judaism? The creation Camp Vught was built and organised according to the German model. Just as the concentration camps in Dachau, Buchenwald and Mauthausen, the camp was under command of the SS. Camp Vught was built because the German occupier needed more prison space. The transit camps in Amersfoort and Westerbork were no longer sufficient. The camp had to serve as a Schutzhaftlager, a prison camp for various groups of prisoners who were dangerous to the state, such as political opponents and resistance fighters. Part of the camp functioned as a refugee camp and later as a transit camp for Jews. The heath where the Germans built the concentration camp was the property of the Dutch government and could therefore easily be confiscated. The camp site was well shielded off from the outside world and was located near a rail road and highways. A scale model of the camp Structure The construction of Camp Vught started in 1942. People living in the neighbourhood thought that a military barracks was being built, but this suspicion proved wrong, when on 13 January 1943 the first prisoners arrived in Vught. It was a group of 250 starved and exhausted prisoners that were being transferred from Camp Amersfoort. The majority of them were non-Jewish. When they arrived the camp had not yet been completed. The prisoners had to complete the build themselves under abominable conditions. Meanwhile, more prisoners arrived in the camp. The terrible conditions already resulted in hundreds of deaths in the first few months of the existence of the camp. The camp site was over a kilometre long and 350 metres wide. The site was surrounded by a ditch which was dug by prisoners and was fenced off with barbed wire on both sides. A watchtower was positioned every 100 metres, manned by guards with machine guns and searchlights. The territory around the camp was off-limits. To keep unwanted visitors away sign boards were placed in the surroundings of the camp with the threatening text: "It is strictly forbidden to stay in the vicinity of the camp or to take photographs. Live ammunition will be used without warning." However, the people living in the neighbourhood of the camp soon understood that it was being used as a prison camp, because prisoners were being transported from station Vught on foot, under heavy guarding by the SS and the Dutch police. Prisoners and guards outside the camp. (Source: STIWOT Archives) When prisoners were released or being deported, they had to take the same route in reversed direction, again by foot. Prisoners and guards at Hotel de Hut in Vught. Because the people of Vught became more hostile against this procedure, the SS later used buses to transport the prisoners. At the end of 1943, a bypass from the railroad to the camp was built, which later was also used for the transport of goods. These Oppeln-type goods wagons stand in the exact spot where a branch line once ran from the ‘s-Hertogenbosch – Tilburg railway line to Camp Vught. This branch was used to transport wrecked aircraft, which were dismantled by prisoners in another part of the camp. However, in the final months before the liberation four prisoner transports also left the camp via this line. On the 24th May 1944 a transport carrying political prisoners set off for Dachau and a little over a week later, on 3rd June, the last group of Jews (from the Philips work unit) departed for Auschwitz-Birkenau. On the 5th and 6th September 1944 thousands of political prisoners left from here on their way to Sachsenhausen (the men) and Ravenbruck (the women). In the camp 29 barracks were used as living barracks. The construction of the hutted camp was financed with stolen Jewish capital. The first barracks were made out of wood, but later they used stone. A stone barrack would house 240 prisoners, but during busy periods, the capacity was often exceeded. Each barrack consisted of two wings which mirrored each other. Each wing had a washing area with toilets and a dining room The barracks were densely populated and there was no privacy. Even between the toilets and the washing room there was no enclosure. In the sleeping quarters the prisoners slept in 3-storey bunkbeds. Each prisoner received one blanket that often wasn’t cleaned and most blankets had already been used by several people. The straw mattresses were also unhygienic At the end of 1943, a crematorium and a prison called The Bunker were put into use in Camp Vught. Although the first victim – an 80-year old Jewish man who could not keep up with the marching pace from station Vught to the camp – was buried at the Jewish cemetery in Vught, all the later victims were buried or cremated in one of the three ovens in the camp. The first oven that was used, was mobile and was used until the crematorium building with two fixed ovens was built. These two ovens were manufactured by the company Topf & Söhne. This company also built the ovens for the other concentration and extermination camps. The crematorium building was located on a closed off terrain of the camp. This site was off-limits to prisoners that did not work there. In the Crematorium at Camp Vught the bodies of the prisoners who perished in the camp, or were slain, were cremated. All the dead, who had already been buried before the crematorium was put into use, were exhumed and their burial remains were cremated subsequently. Initially the ashes were collected on the crematorium site in pits, but later, two ash pits behind the crematorium were created for this purpose. There is a memorial at this exact spot. In the crematorium building among other things were a medical room and an administration room. The medical room was used by the Lagerarzt, the camp doctor. The first camp doctor in Vught was the 23-year old SS-Untersturmführer Neier. After a couple of months, he was succeeded by the more experienced doctor Wolter. The doctors in Vught did not carry out medical experiments, like they did in the concentration camps in Germany and Poland. The medical treatment in the sickbay was performed by the prisoners themselves. In the administration room the personal details of prisoners who had died, were being kept in a Sterbebuch (death book). This was also the place where autopsy reports were drawn up and filed. According to official regulations an autopsy had to be performed on all deceased prisoners. If during the autopsy any abnormalities were discovered to tissue or organs it could immediately be further investigated in the laboratory, which was also located in the crematorium building Gallows which were set up outside of the crematorium. In September and October 1943 twenty-seven Belgian resistance fighters who were sentenced to death, were hanged here. Living conditions Although everyday life in Camp Vught was comparable to that in the concentration camps in Poland and Germany, there was one major difference: Camp Vught was set up as a model camp and in some ways it was just that, because the regime was less hard than was the case in other concentration camps. This certainly did not mean that life in Camp Vught was enjoyable, but chances of survival were relatively large. There were no gas chambers in Vught and there was no case of ‘Vernichtung durch Arbeit’ (extermination through labour). The death rate was therefore not even 1%, while in some concentration camps the death rate exceeded 50%. They chose to treat prisoners less hard in Camp Vught, because they did not want to encourage the Dutch population to resist. The Nazis were not afraid of that in their own country, because the majority of the Germans supported National Socialism. Moreover, they had become used to the existence of concentration camps since 1933. Also in Poland they were not afraid that the concentration camps would cause the people to offer resistance, because the German administration in Poland would use strong-arm tactics. Polish citizens were viewed as Untermenschen (inferior people), while they regarded the Dutch as friendly folk that was racially equivalent to the Germans. Despite the fact that Camp Vught belonged to the concentration camps with the highest chance of survival, the prisoners led a miserable life. The camp had to have a terrifying effect. Just as in every other concentration camp they stripped the prisoners from their identity by giving them a number and each prisoner had to wear the same striped uniform (now known as striped pyjamas). They had to do hard labour with the exemption of Sunday afternoon. Workdays were long, but the work they had to perform was less hard than in other concentration camps. Each workday started with a roll call in the designated roll call area. Despite rain or cold: the prisoners would stand there in their striped pyjamas waiting until everybody had been counted and the Arbeitskommandos (work commandos) had been put together. Some prisoners worked outside the camp and had to travel great distances to their work site on wooden shoes that were too small. Especially during the first winter the living conditions in the camp were very tough. The construction was not yet completed: the glass had not yet been placed in the windows of the barracks, hygiene was bad and drinking water was polluted. Every day prisoners died. The food situation was also bad, but got better as of 1943, partly thanks to aid parcels which were allowed to be distributed in the camp. These food parcels were put together by private individuals or by the Red Cross and were a welcome and often necessary change to the never changing menu of soup. Sometimes pea or pearl barley soup, but usually the prisoners ate watery cabbage soup. That’s why the street along the kitchen was nicknamed the Koolsingel (cabbage avenue). The prisoners could also buy extra food to complement their ration with special camp money. As was the case in other concentration camps, the lack of privacy in Camp Vught was an important means to oppress the prisoners. Ex-policeman Wim Vlijm was imprisoned from 12 March 1943 up to 8 August 1944 in camp Vught. He was arrested because together with ten colleagues he had refused to arrest Jews and to transport them to Westerbork. According to Vlijm there was no privacy whatsoever: "You were never alone, always in the company of others. Everything you did, even breathing, did not go unnoticed. The barracks I stayed in, had a sort of room with long tables and benches. There was something of a washing room where you would all sit next to each other. Everyone could see each other’s buttocks. At first that was kind of weird, but you get used to it." Not only the lack of privacy, but also the constant presence of guards made the living conditions in Camp Vught very difficult. The prisoners were regularly faced with humiliation and abuse by camp guards. Wim Vlijm explains "(...) if the SS-ers were at it, they would come in at midnight, when we were just asleep and then we had to jump out of bed and lie underneath it. If you were not fast enough you would get kicked under it." But mostly such harassment and humiliation did not go any further. Gruesome abuse followed by death, as frequently took place in most concentration camps in Germany and Poland, did not happen in Camp Vught. One incident though is the exception: the so-called Bunker Tragedy. The Bunker The Bunker Tragedy took place in the night of 15 to 16 January 1944. The victims in this tragedy were women from the women camp that was part of Camp Vught since 1943. After one of the women from barrack 23 B was locked up in the camp prison - the Bunker - several women protested against this. In retaliation, camp commander Grünewald decided to lock up as many women as possible in once cell. 74 women were packed together in cell 115 – a space of only 9 square metres. There was hardly any ventilation in the cell. Tineke Wibaut was one of the women locked up in cell 115. She explains that when the lights went out, panic broke loose: "It was a strange sound that slowly build up, would then fade away again and would then build up again. The sound was produced by praying, screaming and screaming women. Some women tried to rise above the noise to try and calm down everyone so that no oxygen would be wasted. Sometimes this would help, but then it would start all over again. It did not stop and continued all night, but the noise became less loud. The heat became suffocating." When the doors were opened the next day, ten women had suffocated. The tragedy soon became known outside the camp and was extensively written about by the illegal press. Of course this was a thorn in the flesh of the Nazi command in the Netherlands, because they wanted to prevent such abuse from taking place in the model Camp Vught. Such incidents could increase resistance in the Netherlands. To prevent further negative publicity, action was taken: camp commander SS-Sturmbannführer Adam Grünewald and contributories were court-martialled for their part in the Bunker Tragedy. Grünewald was degraded to the position of soldier and was replaced by SS-Sturmbannführer Hans Hüttig. Prisoners In total about 31,000 prisoners stayed in Camp Vught between January 1943 and September 1944. Only ninety of them managed to escape. Mainly Dutch citizens, but also Belgian and French citizens were imprisoned. About 12,000 camp prisoners were Jewish. Many of them had a temporary exemption from transport to Germany or Poland. They had to perform hard labour in the camp. Besides Jews, also political prisoners, resistance fighters, Sinti and Roma (gipsies), Jehovah witnesses, homosexuals, vagabonds and criminals were imprisoned. Also people who had helped Jews to go into hiding, people who had distributed illegal documents and people who refused Arbeitseinsatz (work effort) were imprisoned in Camp Vught for a short or longer period of time. However, the largest group of non-Jewish prisoners was imprisoned in Camp Vught because of economical offences. Among them, black marketeers, but also people who had illegally slaughtered animals or had stolen goods from the Wehrmacht. From February 1943 onwards, part of the camp functioned as Geisellager (hostage camp). Here around 600 hostages were accommodated. They were for example detained as a retribution for resistance actions. Amongst them were ‘family hostages’, people who were arrested by the Sicherheitspolizei (security police) because a relative of them was a fugitive. In May 1943 a separate camp was set up for arrested women, Jewish women and wives and children of hostages. Just like in all other official concentration camps, the prisoners in Camp Vught had to perform hard labour. That’s why in most concentration camps mainly adult prisoners stayed who were suitable for work and therefore no children. Camp Vught, however, was an exemption. Here hundreds of Jewish children were locked up. A few weeks after the arrival of the first children, a separate part of the camp was especially allocated for them. Children were separated from their parents and housed in special barracks. A couple of adults took care of them. Every now and then they were allowed to see their own parents. Each children’s barracks housed 240 children in the ages of four to sixteen. Mothers with babies and children up to four years were put up in special barracks. Children older than sixteen were spread out among the different adult barracks. Koos Valk was nine years old when he was detained in Camp Vught. Ultimately he was transported to the camp-ghetto Theresienstadt, but survived the war. He described his first night in Vught as follows: "I was put up in a red brick barrack number 3 together with all nine year olds. I had to find a bed which was not yet occupied. I cried. A boy saw me and said: ‘you can stay in my bedbunk.’ The bed under him was still free. I still hadn’t eaten and softly crying I pulled the cover over my head. The mattress from the boy above me was broken. Each time he moved, stuff fell down, so I buried my face in the blanket. From the cloths I had been given I had to make a pile to put under my head. It was an awful affair. That was my first night in Vught." To keep the children busy, a school was set up for them in March 1943. The continued existence of the school was constantly under pressure because several times a teacher had been deported. When on 7 April 1943, the prisoners were put up in the school barracks the teachers tried to continue with the lessons in the living barracks. The children in Camp Vught were treated with indifference by the camp leaders and they were not even spared the exhausting roll call. Camp prisoner David Koker wrote on 6 March 1943 that a festive afternoon for the children was interrupted by the roll call. He wrote: "It is more unheard of to military drill imprisoned children than to mistreat them. When I saw the children stand there this afternoon, saw them standing there for so long, on their spoiled social afternoon at which they had looked forward too, I saw for the first time what so many others had seen for a long time: how low we have fallen." Normally there was never a roll call on Saturday afternoon. The next day about 32 of the 150 children had fallen ill. On 30 April 1943, 1,800 Jewish children were staying in the camp. The hygiene of the children’s barracks was bad and there was a shortage of food. Many children were ill and some died, for instance due to the measles. The high child mortality rate became known outside the camp and again the Nazi command tried to end the negative publicity. The solution was extremely rigid and awful: all children were deported to the extermination camps in the east. All children died there. In Camp Vught itself, at least 421 children, women and men died due to hunger, illness and ill-treatment. Especially in the first months, many prisoners died because of bad living conditions. This changed when in the course of 1943, large scale relief actions were started on the outside. Jewish prisoners, however, depended solely on friends and relatives, because the Red Cross was not allowed to give them food parcels. Jews were starving massively, until the Jewish Council was given permission to provide food parcels. This consent was later revoked again. Since the camp opened, a German Standesbeamte (civil servant) worked there. He would draw up a certificate for every prisoner who died in Camp Vught. The certificate included personal details and the cause of death. The certificates were incorporated in the Sterbebuch (death book). Besides the 421 prisoners who died due to hunger, illness and ill-treatment, 329 prisoners were executed at a sight just outside Camp Vught. The prisoners would be marched along this track The gated entrance to the execution site In 1947 Princess Juliana revealed this monument The names of the victims In 1995 and 1997 the monument was defaced. These smudged panels have been removed. The firing squad was mainly made up of Dutch SS who were charged with the outside surveillance. The first execution took place in June 1944. The victim was a prisoner who was found guilty of sabotage at the Philips-Kommando. In August and September 1944 executions took place one after the other. After the war, one of the prisoners said that the shots from the shooting range could be heard more and more often during those two months: " Even during morning roll call. This morning two salvos. After the first salvo, I count nineteen shots and shiver all over my body. Out of anger, I bite my lower lip to suppress my tears for these horrible bloodbaths, which never seems to end." The massive executions in August and September 1944 were the result of the situation at the front. The Allies were ever more successful and advanced towards Germany. To prevent civilians in the occupied areas from offering resistance under the influence of the Allies, Adolf Hitler ordered the Niedermachungsbefehl (put down) on 30 July 1944. On the basis of this order the judgment against ‘saboteurs’ expired. Everyone who was suspected of sabotage or other acts of resistance could be sentenced to death without any form of jurisdiction. It was meant as a deterrent. In the Netherlands, prisoners were transferred to Camp Vught from various different prisons, but mainly from ‘the Oranje hotel’ - the convict prison in Scheveningen - to be executed. Hard labour At the time that Camp Vught was taken into use, there was a shortage of workmen, especially in Germany, because many men were fighting at the front. That’s why companies could deploy camp prisoners to keep up the war production. These companies had to pay a remuneration to the SS for the prisoners that were assigned to them as workmen. In Camp Vught adult prisoners also had to do hard labour for companies such as Philips and Continental. They were assigned to so-called Arbeitskommandos, work groups that had to perform work inside and outside the camp. Not all Arbeitskommandos worked for companies, because daily work also had to be done in the camp. An overview of important workplaces in the camp and the immediate vicinity: Kitchen and Laundry room Camp Administration Farm in the camp where 150 prisoners worked. Camp printer. Here arrested illegal printers were forced to copy illegal magazines and flyers. However, the text was adjusted so that the contents were no longer true. Workplace of Philips where about 1,200 Jewish and non-Jewish prisoners made radio equipment, radio tubes, flashlights with manual dynamo and electric shavers. Production of clothing and fur. Angora rabbits are even kept for their fur, just as they are at Ravensbruck in North Germany. This soft fur is ideal for padding the jackets worn by pilots. A few prisoners look after the rabbits and harvest their fur. Sorting company of old clothes. Production of gas masks. This was being done by female prisoners. At the back of the camp around 500 prisoners dismantle crashed German, British and American aircraft with their bare hands. The aircraft demolition was supposedly the harshest Arbeitskommando of Camp Vught. This work is gruelling and many get hurt unloading and loading. An oxygen tank from an American B-17 Flying Fortress from the aircraft scrapyard Any usable parts are sorted and stored. Many prisoners take his chance to steal metal and plexiglass which they later use in camp to make jewellery and other objects. What is missing is a railway line to transport the heavier and larger scrap pieces. The 2.3 mile line is constructed in winter conditions by the prisoners. This was a particularly heavy Kommando. At its height 350 to 400 wagons arrive and depart each month with carriages filled with scrap. The history of the Philips-Kommando is remarkable, because Philips did not have the intention to profit from cheap prisoners, but to provide as many prisoners as possible with a roof over their head to safeguard them from being deported to Germany or Poland. There was never any aspiration of making a profit. A workspot in the Philips-Kommando was of vital importance to Jews, because in this way they could postpone deportation to extermination camps. During the 18 months that the special Philips workplace B 677 existed – from February 1943 to September 1944 – over 3,100 prisoners, around 2,200 men and 900 women, worked here for a short or longer period of time. Amongst them were 469 Jewish prisoners, mostly women. About 10% of all prisoners in Vught worked in the Philips workplace. The management of Philips, led by 37-year old Frits Philips, only agreed to create a workplace in Camp Vught after a long while. The decision was taken after the resistance had been consulted. Moreover, Philips stipulated a couple of demands. During a radio interview in 1986, Frits Philips said that he had declined an initial request. He then wondered if it could be "that I had stipulated so many demands that people would be better off, without improving the German war efforts." His conditions were that prisoners "would not have to work more than a certain number of hours; that they would work there under the guidance of Philips staff; could enter and exit the camp freely; that Philips would determine how many products they had to make; what they had to do and who had to do what; that Philips could determine which people would work where and who couldn’t; that Philips would provide for warm meals in the camp and that they would be paid extra if Philips would determine so." To his surprise, all demands that he had stated, were accepted, except the demand for extra pay. Because the SS generally stuck to the agreements made with Philips, the working conditions for the prisoners who worked at the Philips workplace were not heavy compared to other Arbeitskommandos. The Philips prisoners received better food, the so-called ‘Phili-mash’ and the management of Philips continued with their efforts of trying to obtain permission for certain measures that would improve the lives of the prisoners. This resulted in extra work breaks, the absence of SS guards on the work floor, music during work and medical care. The Philips management trod on dangerous ground by asking for permission for such benefits, but because they stated that this would benefit production, the SS gave in to these requests. Besides this, the SS benefited from a good collaboration with Philips, because for every prisoner that worked for Philips, it received a daily remuneration of 4.50 guilders for a trained worker and 3 guilders for a non-trained worker. Women were considered non-trained workers. In May 1944 camp commander SS-Sturmbannführer Hans Hüttig ended the special position held by the Philips-Kommando. He had become aware of the fact that sabotage had taken place in the Philips workplace. Various products from the workplace had been manufactured to such a poor degree that they would break down after a short period of time. All Jewish workers were deported to Auschwitz and over 250 non-Jewish men were transferred to Dachau. Also, some Philips-Zivilisten were arrested, some of which went into hiding. The Kommando was continued under German command and 750 new prisoners, but the Philips-Kommando came to a definite end when Camp Vught was evacuated in September 1944. From the 469 Jewish prisoners who had worked in the Philips-Kommando, 382 survived the war. In 1996 Frits Philips received the Yad Vashem decoration as gratitude for helping the Jews by founding the Philips-Kommando. Camp personnel As was the case in each concentration camp, the inside and outside surveillance in Camp Vught consisted of two separate components. The outside surveillance was performed by the fourth and fifth company of the SS-Wachbataillon Nordwest. This Wachbataillon fell under command of the Waffen-SS and consisted of Dutch and Ukrainian men. From 26 July to 6 September 1944, this unit took part in hundreds of executions at the execution site of Camp Vught. The inside surveillance was mainly in the hands of German SS-men. They were under command of the Amtsgruppe D (Konzentrationslager) of the SS-Wirtschafts- und Verwaltungshauptamt. The camp commander was in charge of the inside surveillance. Camp Vught had three camp commanders: SS-Hauptsturmführer Karl Walter Chmielewski, SS-Sturmbannführer Adam Grünewald and SS-Sturmbannführer Hans Hüttig. SS-Hauptsturmführer Karl Walter Chmielewski was the first camp commander of Camp Vught When he was appointed he was 39 years old. Before his appointment to camp commander in Vught he had already worked in several concentration camps. From 1935 to 1936 he worked at Columbia Haus, one of the first concentration camps (frühe Konzentrationslager), in the neighbourhood Tempelhof in Berlin. Subsequently he worked in Sachsenhausen from 1937 to 1940 and in Mauthausen from 1940 to 1943. In his early career he committed several crimes as camp guard. Chmielewski was in command of Camp Vught in the chaotic and especially for many prisoners, fatal early months of the camp. Nevertheless, he succeeded to structure in a disciplined manner the abominable conditions of the ever-growing incoming stream of prisoners in a relatively short period of time. Chmielewski was involved in the establishment of the Philips-Kommando. His position as camp commander came to an end when he was discharged in October 1943 because of embezzlement. He supposedly seized diamonds from prisoners, which he then sent to his own family. Other sources claim that he had sold products from the Philips workplace on the black market. Having disappeared in Austria after the war, Karl Chmielewski was not tried until 1961, although he would receive a life sentence of hard labour when he was. The trial pronounced him a sadist who took pleasure in killing prisoners, whom he did not see as human, by scalding them with boiling water. He was ultimately found guilty of causing the deaths of prisoners through his brutality. He was eventually released in March 1979 on mental health grounds and spent his last years in a care institution at Bernau at the Chiemsee, He died of old age 88 on 01-12-1991. Chmielewski was succeeded by the 40-year old SS-Sturmbannführer Adam Grünewald Originally he was a baker, but had been working in concentration camps since 1934. His career started in the frühe Konzentrationslager Lichtenburg where he worked until 1937. In 1938 he worked in Buchenwald and from 1938 to 1939 he was appointed as Schutzhaftlagerführer in Dachau. Before he became camp commander in Vught in 1943, he worked in Sachsenhausen in 1942. Grünewald had a bad reputation and had been convicted by the SS once to three years imprisonment. In Camp Vught he introduced a strict regime. Grunewald was a brutal commandant and he was removed for successive ill-treatment of the prisoners. After only three months he was fired as camp commander and degraded to the position of soldier because of his part in the Bunker Tragedy in January 1944. In January 1944 he was tried and found guilty of causing the deaths of prisoners by excess cruelty, in his case for the Bunker Tragedy. He was sentenced to 15 years imprisonment but was then pardoned. He finished the war with the 3rd SS Panzer Division Totenkopf and died, age 42 on 22-01-1945, during a German counteroffensive in the siege of Budapest. His final rank was SS Sturmbannführer. Huettig too had followed a similar path with concentration camp service in Lichtenburg, Sachenhausen, Buchenwald, Flossenberg, Natzweiler. After the war Hüttig was in Allied internment. He was sentenced to death on July 2, 1954 by a French military court in Metz, but the death sentence was not enforced. In 1956, he was released from detention after eleven years and led a discreet life at home, until his death on 23-02-1980, old age 85 in Wachenheim. The last camp commander of camp Vught was the 50-year-old First World War veteran SS-Sturmbannführer Hans Hüttig. Just like his predecessors Chmielewski and Grünewald he had worked in several concentration camps before he started working in Vught. In 1936, he worked in the frühe Konzentrationslager (early concentration camp) Lichtenburg. He then worked in Sachsenhausen in 1937 and in Buchenwald in 1938. From 1939 to 1942 he worked in Flossenbürg and before his appointment in Vught he was camp commander in Natzweiler in 1942. In Camp Vught he set things right and took some drastic measures. He ended the independence of the Philips workplace and made the camp Judenrein (free from Jews). Not only was he responsible for the deportation of Jews from the camp, he also ordered the execution of at least 329 persons in the summer of 1944. After Camp Vught was closed down, Hüttig served in the 34. SS-Freiwilligen-Grenadier-Division Landstorm Nederland in the last months of war. After the war, he was sentenced to life imprisonment, however, he was released early in 1956. The camp surveillance were assisted by Kapos, prisoners who were deployed to instil ‘order and discipline’ into their fellow prisoners. They started with 80 Kapos in Camp Vught. Some of them were German political prisoners, but most of them were German criminals, who often had committed murder. Especially the criminals who were deployed as Kapo took a hard line against prisoners. Deportations Within the organisation of the Endlösung (final solution) – the plan of the Nazis to exterminate European Jews – Camp Vught played a minor roll when compared to Judendurchgangslager Westerbork, the Dutch transition station between the extermination camps. From Camp Vught no direct deportations took place to the extermination camps. Nevertheless, about 12,000 Jews were imprisoned in Vught for a short or longer period of time. Almost all of them were subsequently deported to extermination camps in Poland via Camp Westerbork. The Jewish prisoners in Vught were divided into two groups: the Schutzhaft-Jews and the civil Jews. Schutzhaft-Jews were Jews who were punished for a particular offence. They would first be put up with other Schutzhaft-prisoners in the Schutzhaftlager. Later they were accommodated in separate barracks, called Block 15. As of 16 January 1943, the civil Jews stayed in a separate part of the camp that was arranged as Judenauffanglager (Jew shelter camp). There were two groups of civil Jews. The first group of civil Jews, mainly consisted of workers from the textile and diamond industry who enjoyed exemption from deportation on the basis of their work expertise. The second group was made up of Jews from the Dutch provinces of Friesland, Groningen, Drenthe, Overijssel, Gelderland, Limburg, North-Brabant and Zeeland. They had to report themselves in Camp Vught, because these provinces had to be Judenrein as of 10 April 1943. In February 1943 the part of the camp for Jews was no longer designated as Judenauffanglager, but as Judendurchgangslager (JDL, transition station), although the Jewish prisoners were not informed of this. Jewish self-government was allowed in the Judendurchgangslager. The Jewish prisoners had their own officials responsible for order and SS guards hardly interfered with daily camp management. The first Jews transport to Vught took place on 15 January 1943. The Germans had brought together a couple of hundred Jews in the Dutch Theatre in Amsterdam. In the night of 15 to 16 January, 453 Jews were transported via tram to Amsterdam Central Station. From there, the Jews were transported to Vught, where they arrived in the early morning of 16 January. In the following months, many more transports would take place. With the exception of two transports which went directly from Vught to Auschwitz, all transports from Vught were routed via Westerbork. The first of these transports to concentration camp Westerbork, where Anne Frank and her family were interred later, left at the end of January 1943, shortly after the transit camp at Vught had been established. The photos also show how two Dutch policemen escort people to the train. An employee of the Jewish Council is also present on the platform. The seriously ill are lying on stretchers. Bystanders watch behind a wooden fence. On the basis of this knowledge, it could then be established via the transport lists that the photos were taken on May 23, 1943, when about 1.250 people were deported to Westerbork. From there, most of them went almost immediately to the Sobibor extermination camp, where they were murdered upon arrival in the gas chambers. A proclamation was issued by the Vught Kampleidung on 5 June 1943, two transports were to be sent to a “special children’s camp.” In accordance with the terms of the proclamation, all children up to the age of three were to be accompanied by their mothers and those aged between three and sixteen by one of their parents. The “special children’s camp” was Sobibor extermination camp in Poland. The first train containing 1,750 Jewish people many of them unaccompanied sick children arrived at another transit camp for Jews in Holland – Westerbork on 7 June 1943. The second transport arrived a day later – 1,300 tired, filthy people were transferred amid much snarling, shouting and beatings from the freight cars that had taken them from Vught, to another set of dirty freight cars that would transport them to Sobibor extermination camp. All 3,050 were gassed almost immediately upon arrival. The last transport from Vught departed on 2 June 1944 to Auschwitz. It concerned the group of Jewish workers of the Philips workplace, the company having failed to save them. Even in Auschwitz this group received preferential treatment, being employed by Telefunken, under an agreement reached between Telefunken and Philips. Of this group of about 500 people, 382 of them survived the war, while of the other deported Jews only a small part returned home. Non-Jewish prisoners were also deported from Camp Vught. They were not deported to extermination camps, but to other camps, prisons or detention centres. The total numbers involved are unknown. Liberation and after the war On Dolle Dinsdag (Mad Tuesday) on 5 September 1944, the SS-men in Camp Vught did not want to await the approaching allied troops. They evacuated the camp in a hurry. After the last Jews transport on 2 June 1944, the remaining male prisoners were deported to Sachsenhausen from 5 June onwards. The still remaining women were relocated to Ravensbrück on 5 September 1944. A district nurse from Vught took over the daily management of the camp on 12 September 1944 on behalf of the Red Cross. On 26 October 1944, Camp Vught was freed by the Allies, but by then all prisoners had been put on transport, so all they found was an empty camp. The camp site was put into use by the Canadians. Thousands of people were temporarily put up in the camp, including Germans who were evacuated from the border region. After the war, the former concentration Camp Vught served as an internment camp for a while for Dutch citizens who were suspected of collaboration and war crimes. A total of 7,000 collaborators were accommodated here, including 300 Dutch SS-men. The SS-men had to wear the striped uniforms that used to be worn by the camp prisoners. After the last prisoners had left, the barracks were temporarily vacant. In 1951, the vacant camp complex was used to accommodate southern Moluccan militaries and their families. They had fought alongside the Dutch army in the battle against the proclaimed Republic of Indonesia. After the Dutch had retreated, it was no longer safe for them to stay in Indonesia. It was the intention that they would only stay there for a short period of time, but this was a miscalculation. Thanks to the efforts of the Foundation National Monument Camp Vught, which was founded in 1986, the National Monument was realised on a small part of the former camp site. On 18 April 1990 the National Monument was opened to the public by Queen Beatrix. In 2002, a new commemoration centre was built and the camp site was restored as much as possible to its original state. The National Monument Camp Vught keeps "the memory to the history of the camp and the victims alive. Even in these days – personal choices of individuals can lead to suppression and the shutting out of other people in society." Never take your freedom for granted. Odds and Ends The Brunel Tunnel For one weekend only in November there was a rare chance to walk through the Brunel Tunnel between Rotherhithe and Wapping. The tunnel is part of the Overground network and all rail traffic was suspended owing to essential maintenance and engineering work across multiple sites. It was nicknamed ‘the eighth wonder of the world’ when it opened 180 years ago and was the first tunnel to be built under a river anywhere in the world. It remains a unique part of engineering history and is often hailed as Marc Brunel’s masterpiece. This was the first time public access to the tunnel by foot had been permitted since 2014. Here is some background history to the tunnel: In 1820, the only crossing of the River Thames in London was the narrow London Bridge, and another crossing point was desperately needed to relieve the traffic congestion in the capital (Tower Bridge was not built until 1894). Building a second bridge further downstream would have blocked access by shipping and so the obvious if seemingly impossible alternative was a tunnel. Large tunnels had been built in various parts of Britain's canal network, but the idea to tunnel under a major river was a first. The greatest problem the project faced was how to prevent the tunnel from flooding during the construction stage. Three attempts were made to build a tunnel, including one by the noted engineer Richard Trevithick (1771-1833) in 1807, but all three projects ended in floods and disaster. The inventor and engineer Marc Isambard Brunel was the genius behind the successful Thames Tunnel, but it would prove to be an extraordinarily difficult project to complete, not least because of the scale of the construction and the terrain, an unhelpful mixture of clay, gravel, mud, and quicksand. Brunel had already designed a tunnel for a proposed project in St. Petersburg in Russia, but the idea was not taken up by the authorities there. Brunel believed he could make the Thames Tunnel a reality, and in 1818, he joined forces with Thomas Cochrane, Earl of Dundonald (1775-1860) to patent a device that would prove essential to the project: a tunnelling shield. The device may have been inspired by the shipworm (Teredo navalis) which burrows into the wooden hulls of ships. The shipworm's soft interior is protected while it bores by a hard outer shell around its gnawing jaws and head. Brunel's idea was that a shield would act as a temporary support for a stretch of the excavated area until a more solid covering of the tunnel could be put in place. This was an essential precaution in soft or waterlogged ground, which might easily collapse while men were excavating the tunnel. Meanwhile, the failure of one of Brunel's companies in 1821 meant that he spent some time in a debtor's prison in Southwark, but by 1822, he was a free man and ready to once again take up the challenge of the Thames Tunnel project. In 1823, Brunel was made the chief engineer of the project, and he tweaked his tunnel shield design to specially cater for the challenges of tunnelling under the Thames. It was the famed Maudslay factory in Lambeth, London, that made Brunel's tunnel shield into a physical reality. Run by Henry Maudslay (1771-1831), the Lambeth factory was, in many instances, the crucible where engineering ideas of the British Industrial Revolution were forged into reality. Maudslay completed the 80-ton tunnel shield in 1825. It was a large rectangle of iron scaffolding. The shield measured around 11 metres (36 ft) across and had a height of 6.5 metres (21 ft 4 in). The idea was that workmen on three levels would remove a wooden board in front of them, excavate 10 cm (4 in) of the earth, and then replace the board. The platform allowed 36 men to work simultaneously. The whole iron structure would be inched forward using screw jacks as every four inches of progress was made. Construction Problems The Company charged with building the tunnel, the Thames Tunnel Company, was formed in February 1824, and work began that same year. The project was funded by private investors who hoped to receive dividends once the tunnel was opened and users started to pay the passage toll for the convenience of using it. On 2 March 1825, the first stone was laid at the Rotherhithe shaft entrance. Another innovation for the project was the tower used to create the large vertical entrance shafts at either end. The hollow tower had workmen inside, and it descended under its own weight (100 tons), with its bottom iron cutting edges cutting into the ground as the men dug down into the soil. Excavated material was taken to the top of the tower using a chain of buckets which was powered by a steam engine. Each entrance shaft measured around 15.2 metres (50 ft) in diameter and went down about 21.3 metres (70 ft). The shafts were then lined with bricks before being faced with stone. Steps were to be made for pedestrians to descend while wheeled vehicles would use great spiral ramps, which Brunel called "Great descents". The mark on the wall shows where the steps were. A vaulted ceiling Once the vertical shaft had been dug, the tunnel shield could be brought in, and work started on moving horizontally under the river on 28 November 1825. As the shield inched forward, men lined the tunnel with bricks to create two parallel passageways. Light was provided by gas lamps. It was a complex but well-thought-out arrangement of men and materials. The project was estimated to take three years, which turned out to be optimistic, mostly due to the soil not being as consistent as the exploratory shafts had shown it might be. Still, the numbers involved were impressive: In all, 500 men typically worked the tunnel at any one time, their shifts 16 hours one day and 8 the next, comprising not merely miners and bricklayers but blacksmiths, carpenters, riggers, millwrights and labourers ... They would get through 70,000 bricks a week, 350 casts of cement, 300 lbs of candles and would cart 750 tons of spoil from the works. Despite the men working in the shield doing well, there were some serious setbacks to be faced. The first problem was the long history of the Thames River. The river had been used as a refuse dump and sewer for at least a millennium, and the accumulated gunge the excavators came across was overpowering. "Men fainted at the Shield face, and were carried off suffering from dizziness, chest pains, impaired vision and pus oozing from cuts on their arms" The tunnel flooded twice. The first flooding came on 17 May 1827 when the excavators reached a particularly thin patch between themselves and the river bed. The proximity of the mass of water above was confirmed when Brunel's son Isambard descended in a diving bell into the murky depths of the Thames. The gap was plugged by sinking a wooden raft onto that part of the river bed and then around 150 tons of clay sacks were dropped on top. The tunnel shield and the tunnel had been badly damaged in the flooding, and it took four months to get the excavations going again. In November, with that bravura and showmanship typical of grand Victorian engineering projects, Brunel organised a banquet in one of the half-complete tunnels, which was festooned with red drapery. The diners could see themselves thanks to a plethora of silver candelabras but probably struggled to hear each other over the din of a Coldstream Guards band. The celebrations proved to be premature. The second flood occurred on 12 January 1828. This was more serious than last time, with six workers losing their lives. Once again the blocked-up tunnel had to be redug, and the tunnel shield repaired. Accidents were not limited to the labourers. Isambard Brunel, who had been appointed the resident engineer of the project the year before and who was somewhat accident-prone, suffered serious injuries when he fell into an uncovered water tank in October 1827. Isambard recovered but was caught in the massive wall of water that crashed into the tunnel in the January flooding; the engineer was only just saved from drowning. A new improved version of the shield was built and tunnelling finally resumed in August 1828. The project was certainly a challenging one, and there were many more periods of delays over the next decade. In July 1834, the government gave a much-needed cash injection of £270,000. The money was only a loan, but it permitted Brunel to perfect a more efficient design of his tunnel shield, and work resumed in March 1836. The tunnel had become a prestige project of national importance; work had to go on, whatever the cost. There were four more episodes of serious flooding and several damaging fires. Another problem was the build-up of dangerous gases like methane. The project was taking so long to complete, the press labelled the tunnel the 'Great Bore'. The tunnelling stage continued, nonetheless, and was eventually completed in November 1840. Brunel was awarded a knighthood for his efforts by Queen Victoria on 24 March 1841. The Queen was impressed by the engineering feat but less so by the conditions she was subjected to, as she noted in her diary after her visit: "One goes down a long way and then enters the tunnel, which was lit by gas ... It was excessively hot both going and returning". The final construction stage was completed by 1842. The many delays over the years meant that the costs of the project rocketed to over £630,000 (£88 million today). Completion & Uses The Thames Tunnel was officially opened on 25 March 1843. It measured 433 yds in length and was 19.5 ft high and 36 ft wide. The greatest depth was over 75 ft below the surface of the River Thames. The interior of the tunnel, typical of the times, was rather more splendid than it need be to complete its function, with plenty of decorative elements of Roman architecture in the Neoclassical style. A silver medal was struck to commemorate the opening of the tunnel, and it showed on one side the twin tunnels of the Wapping entrance and a profile portrait of Marc Isambard Brunel on the other. The tunnel had gone so over budget that the original plan to permit horse-drawn vehicles to use it was never realised since it was too expensive to build the necessary access ramps. For now, the tunnel was limited to use by pedestrians, who paid one penny for the experience. It was a popular attraction and, for some, a shortcut to the opposite bank of the Thames. Another reason to see the tunnel was the 63 stalls set in the brick arches, which made it a sort of entertainment pier below ground. One could buy various goods and souvenirs, take refreshments, see information displays, and listen to a steam-powered organ. "Some 50,000 people queued up to walk through on the first day; more than a million sightseers visited within 15 weeks of its opening, and 2 million over the first nine months. Revenues from this foot traffic amounted to nearly ten thousand pounds a year". This was not, however, enough to cover the tremendous construction costs, pay back the initial capital investors, or refund the government for its 1834 loan. To squeeze yet more pennies from the public, an annual fair was organised in the tunnel, which lasted three days and attracted over 65,000 visitors from Britain and abroad. Inevitably, perhaps, the novelty of the tunnel wore off, especially for Londoners, and the tunnel became less frequented by passing pedestrians and more the haunt of prostitutes and pickpockets. It was not until 1865, when it was bought by the East London Railway Company for a third of the cost to build it, that the tunnel was finally to be used by trains. Even then it took four more years before the first train ran through the Thames Tunnel on 7 December 1869. The London Underground used the tunnel from 1913. The Thames Tunnel is still used by trains today as part of the London Overground network. Brunel's idea of the tunnel shield was probably much more influential than the tunnel itself and is still widely used in cylindrical form (as Brunel himself had originally designed it, in fact) on modern underground construction projects worldwide. At the Rotherhithe end in a small engine house, there is now a museum dedicated to the history of the tunnel once described as the wonder of the Industrial Revolution. The pics: Starting at the Rotherhithe end We’re heading up the left (north) tunnel and returning down the right In the initial section of the tunnel are these LVT sleepers which have a concrete block in a rubber boot and a block pad embedded in slab concrete Looking back to the station Two bolt BBRE rail chairs further in the tunnel The north tunnel identification marker The brick arches have been spraycreted to prevent decay Looking through an arch to the southbound tunnel The arches have been filled in towards the Wapping end Redundant porcelain insulators We have reached Wapping The twin bores from the northern end Heading south back to Rotherhithe. Note the arches once again. As it was at the same spot back in 1843 The valve set at the midway point These pics show the brick structure under the spraycrete A mysterious cylinder buried in the wall Disused cable carriers Back at Rotherhithe It is a rare occasion that the platforms are completely devoid of passengers The annual Chester and Wrexham Bus Running Day – Monday January 1st 2024 This first bus event of the year is a great way to start 2024. As in 2023 the unnecessary bureaucracy and restrictions put in place by Chester Council made the use of the park and ride facility a non-starter. Wrexham Borough Council could not be more supportive however and allowed the event to run from Wrexham Bus Station once again. This year the range of vehicles went right through from the Bristol Lodekka to some of the more modern low-floor service buses. In previous years the day had been quite London heavy whereas this time around it was more of a provincial selection of vehicles. Two routes could be enjoyed. A 30 mins circular around Wrexham, or the Wrexham-Chester run which took 45 mins each way. Here are a selection of buses which were in service on the day: Bristol VR – VVV 952W (952) 952 was new to United Counties in April 1981 and was based for most of its life at Bedford Depot on Flitwick services. It was withdrawn in June 1999 and has passed around independent operators for use on school services. 952 was preserved in 2005 and is presented in NBC Green with United Counties lettering. Dennis Arrow – R765 XSW R765 XSW was new to London Traveller in 1998 and was mainly used on Private Charters and Rail/Tube replacement services. It then passed to Rogers of Corby in 2000 and stayed with them until its purchase into preservation in 2021. Leyland Olympian, ECW – EEH 902Y (1902) 1902 was delivered to Midland Red (North) in July 1983 and operated from Tamworth Garage. Transferred to Macclesfield in July 1993 and remained within the Cheshire area until withdrawal by Midland Red in December 1994. In January 1995 the Macclesfield operations were transferred to Stevenson’s of Uttoxeter and it remained with them until December 2000. 1902 was sold to Bennetts of Gloucester and then to Marchants of Cheltenham. It was restored and repainted in 2008/09 and has been with its current owner since 2020. Volvo B10M, Alexander PS – M202 LHP (202) 202 was new to Stagecoach Midland Red’s Rugby Depot in 1995. In 2004 it gained the Midland Red Centenary livery and toured various bus rallies and museums. In 2007 202 transferred to Northampton Depot where it stayed until 2010 before sale to Springfield Bus and Coach, Warrington. A spell with Howards Travel followed before being sold for preservation. Bristol RE, Alexander – BXI 2584 (2584) 2584 was one of the last batch of twenty such vehicles (2581-2600) built in 1982/83 for Ulsterbus by Alexander (Belfast) at its Mallusk plant. The first six of the batch (2581 -2586), were allocated new to Oxford Street Depot. Withdrawn in September 2003 it went to Sullivan, Potters Bar by August 2004, and then into preservation. It is interesting to note that the Translink REs in preservation now amount to no less than thirty-one, of which eleven are in Northern Ireland, nine in the Republic and eleven on the mainland. In addition, one chassis has been preserved with the possibility of a further three or four vehicles to follow into preservation. Bristol LH – OJD 93R (BL88) BL88 was new to London Transport in April 1977. It was allocated to various garages including Hounslow, Kingston and Croydon. The vehicle stayed with LT for only a short period of time being retired from London in November 1981. BL88 was purchased by OK Motor Services where it remained until January 1997 and was sold to North East Bus Breakers. It was saved by two preservationists and resided in the south until October 2018 when it was bought by the current owner and moved to North Wales. Leyland National – JTU 588T (SNG588) SNG588 was new to Crosville in May 1997 and operated as part of the Wales & South Cambrian fleet. It was then sold to Glasgow Airport and was converted to double door. Later sold again as a Training bus, and then finally a café before being recued by preservationists in Scotland. It returned to Crosville territory in 2013 with its current owner. Leyland Atlantean – FHF 451 (Wallasey 1) Wallasey 1 was the first Leyland Atlantean that was delivered new to Seaview Road Garage, Wallasey in 1958. It remained there in regular use until withdrawn from Merseyside PTE in 1977 and went straight into preservation with the 201 Bus Group. Bristol VR – AAP 651T (651) 651 was new to Southdown Motor Services in December 1978. It then passed to Brighton & Hove in January 1986 where it was branded for Route 729 between Tunbridge Wells & Brighton. In October 1995 it passed to City of Oxford Motor Services. After working for a couple of independent operators it was sold to the Brighton Bus Preservation Society and has recently moved north with its current owner. Vlovo B10M, Alexander PS – R928 VXM (928) 928 was new to Stagecoach Greater Manchester South in September 1997. It was re-numbered to 20928 and transferred to Stagecoach Yorkshire and Stagecoach Cook’s Coaches by 2010. It was the withdrawn and sold to Quantock Motor Services by March 2013. 928 was converted to part open top and passed around multiple operators before ending its service life in Scotland, It then passed into preservation with the 572 Group which is part of the Barrow Transport Museum Trust in September 2020. Leyland Atlantean – DKC 365L (1365) 1365 was new to Laird Street Garage, Birkenhead to help speed up OMO conversion of services. 1365 stayed at Laird Street until 1984 when it moved to Green Lane Garage in Liverpool. After transfer to Merseybus in October 1986 it was allocated to Garston, Walton and Gillmoss Garages until withdrawn in July 1995 at Green Lane. 1365 was the bought by a dance group in Garston the following month. It entered preservation in the summer of 2001 and was finally repainted blue and cream for the MPTE 40th Gathering on St George’s Plateau in November 2009 Bristol Lodekka – 4227 FM (DFG 157) DFG 157 was new to Crosville in 1964 and was based at Wrexham Depot. It was originally bought to operate service D1 between Llangollen, Wrexham and Chester making this bus a very appropriate visitor to the event. It was withdrawn and entered preservation in 1981. Lisbon Trams Stanton Ben has sent me these three pics of the Lisbon trams. There is a fleet of 65 covering commercial routes and tourist rides. A glass of port and pastries on board were served! That may be an idea for Blackpool to try, or maybe not 😀 To finish this time here is another great video from the Professional Struggler. Chris visits Jim, an ex-engineer & farmer, and one of the nicest people you could ever wish to meet! He shows us around his farm talking about the vehicles he has from a camper truck to a Hilux, and a lot of old tractors and equipment! Next time: In F2s we pay a visit here: In the main feature: A look around the final resting place of some abandoned heavy plant equipment.

Hi there folks. Welcome to episode 3. In this one we have: Section 1: F2s from the Crimond & Cowdenbeath QRs. Section2: In Out and About we visit the abandoned Pen yr Orsedd quarry Section 3: Odds and Ends: Blackpool Transport’s Starr Gate depot, the Flying Scotsman at Shildon, and Keep on truckin’. Section 1: Crimond – Saturday 3rd June 2023 – 28 cars Welcome to part one of the Scottish World Championship Qualifying weekend. This meeting was also the BriSCA F2 Supreme Championship. The next day was part two at Cowdenbeath. This joint weekend was tried in 2022 and was a tremendous success attracting quite a few visiting drivers. With one week to go there were 25 cars booked which is a good turnout for Crimond. Visitors included: Ben Spence (903), Jamie Jones (915), Aaron Vaight (184), Tom Bennett (213), Dan Roots (776) and Luke Wrench (560). The pace car, and the sponsor's Scania Gordon and Chris line up Two of the smartest transporters in BriSCA – 647's and 674's A good-looker from Graham Kelly The weather was dull but dry with a good crowd on hand in the land where the sun does not set until after 10pm at this time of the year. A blue roofed Craig Wallace (16) took an early lead in Heat 1 only to lose out to Gordon Moodie (7) at race end. Spence led from start to finish in Heat 2 with Robbie Dawson (854) some way behind in 2nd place. Ryan Farquhar (419) claimed the Consolation win leading all but the two opening laps. The grid for the BriSCA Supreme Final was made by public draw: Jack Bunter (728) Ben Spence (903) Dale Seneschall (482) Graeme Leckie (975) Jason Blacklock (512) Josh Walton (555) Mika Millar (402) Ryan Farquhar (419) Craig Wallace (16) Paul Moss (979) Jason McDonald (387) Robbie Dawson (854) Chris Burgoyne (647) Luke Wrench (560) Colin Stewart (191) Pete Watt (280) Graham Kelly (721) Aaron Vaight (184) Jamie Jones (915) Steven Burgoyne (674) George MacMillan Jnr (100) Dan Roots (776) John Hogg (92) Gordon Moodie (7) Liam Rennie (3) Spence made a good start to head the field away from Bunter. McDonald was ahead of Wallace as Dawson made good progress and picked off all those ahead of him to take the top spot approaching halfway. Both 387 and 16 increased their gap to the rest of the field to follow 854 over the line. The GN went to McDonald from Wallace and Farquhar. Results: Ht 1: 7 16 387 3 728 560 402 184 Ht 2: 903 854 915 647 721 776 92 975 Consolation: 419 979 280 100 555 512 674 191 482 Final: 854 387 16 7 721 560 647 903 3 674 GN: 387 16 419 7 560 3 184 100 647 92 Cowdenbeath – Sunday 4th June 2023 – 34 cars The Scottish Championship Trophy was on offer today in addition to it being the second WCQR of the weekend. It was a very hot afternoon which was an added bonus. Ben Spence (903) was last year’s surprise winner, and he was in attendance to defend his title. Most of Crimond’s visitors were here with Gary Walker (821), Adam Paling (435), Colin Forbes (202), Lewis Burgoyne (547), Reece McIntosh (514), Paul Reid (17), Craig Reid (217) and Kieran Howie (679) the added extras. Lewis Burgoyne The 547 transporter George MacMillan Jnr pre-meeting Ryan McGill Anthony Riley was out in a brand new Griefy Saloon In the early stages of Heat 1 Reid (217) spun and stopped on the racing line. Spence was the leader at the time but lost out to blue graded Craig Wallace (16) who went on to the victory. Mika Millar (402) and Paling tangled in turn 4 during Heat 2 just as Josh Weare (736) had taken the lead. He now had the field lined up behind him for the restart. Chris Burgoyne (647) soon moved ahead and took the win. The Consolation saw Forbes and Walker lock together and stop against the pit gate. In the melee that followed Howie was clipped and gained a puncture. Millar pushed his way to the lead on the restart. As at Crimond the grid for the main event was by a public draw: Reece McIntosh (514) Lewis Burgoyne (547) Josh Weare (736) Adam Paling (435) Ben Spence (903) Craig Wallace (16) Paul Moss (979) Graeme Leckie (975) Paul Reid (17) Mika Millar (402) Stevie Forster (652) Ryan Farquhar (419) Ryan McGill (463) Steven Burgoyne (674) Dan Roots (776) Chris Burgoyne (6470 Aaron Vaight (1840 Jamie Jones (915) George Mac Millan Jnr (100) Colin Stewart (191) Luke Wrench (560) Gordon Moodie (7) Tom Bennett (213) Liam Rennie (3) John Hogg (92) Lewis Burgoyne (547) McIntosh led the pack away with defending champ Spence soon taking the lead. The race was brought to a stop however as McGill was sent into the pit bend wall. Wallace put the pressure on Spence at the restart with Burgoyne (674) leading the red top charge. Moodie and C. Burgoyne were trading places behind this group but still advanced their positions. Spence’s defence of the title came to an end when the diff locked up and he was spun out of the lead. Wallace took over at the head of the field but he was being caught by S. Burgoyne who in turn had Moodie closing in. In the closing stages Moodie was now up to 2nd and reeled in Wallace. With 4 to go the Flying Fifer was through to the lead and took his tenth Scottish Championship. The cheers from the grandstand could be heard above the engines. Rennie snatched 3rd spot from S. Burgoyne. Liam at post-race checks Geo Mac won the GN from Wallace with Moodie up to 10th from the lap handicap. Results: Ht 1: 16 100 7 3 674 903 776 184 Ht 2: 647 560 915 213 191 652 736 17 Consolation: 402 419 979 463 512 975 435 92 482 514 Final : 7 16 3 674 647 100 560 776 915 419 GN: 100 16 674 560 419 3 647 776 184 74 More pics in the gallery. Section 2: Out and About - Pen yr Orsedd Quarry For the past couple of years a good mate and fellow Stoxnetter Stanton Ben and i have made a number of trips to North Wales to explore the disused slate mines and quarries that are in abundance here. Ben is a guru of the slate and plans the day with military precision. These places are not for solo exploring if you intend going underground. If you get into difficulties here you could find yourself in your final resting place! There is virtually no phone signal and very few people to hear you shouting for help. This one that we are having a look around is relatively safe though and can be explored in a day. Some of the larger sites require multi-day visits with one in particular having a multitude of underground levels. The Nantlle Valley is an area in Gwynedd, North Wales. The Pen-yr-Orsedd Slate Quarry is located to the north of Nantlle village. An open working, it began in 1816 as hillside galleries. Mills were built on three successive levels, the first in 1860 and the next, their first integrated mill, in 1870. The upper mill followed in 1898. Output in 1882 was 8251 tons with 230 men employed. Output was far higher in the 1890s with 613 men employed in 1898. It provided high-quality slate for use in construction, roofing, and other applications and was renowned for producing some of the finest slate in the world. Its slate was used in a number of prominent buildings and structures, including the Houses of Parliament in London, and the United Nations headquarters in New York. In 1862 the quarry was connected to the Nantlle Railway, with 3 ft 6 in (1,067 mm) narrow gauge lines extended to all but the highest levels of the quarry. Most levels of the quarry had both 3 ft 6 in (1,067 mm) narrow gauge and 2 ft (610 mm) narrow gauge trackwork, many with mixed gauge tracks. It would be used to carry slate from Nantlle to the ports of Caernarfon where its station was not too far from the modern day Welsh Highland Railway. The engines were manufactured by De Winton and one survives from the quarry, a 0-4-0 loco at the Leighton Buzzard Light railway in Bedfordshire. The Nantlle Railway connection was used up until 1963, while the internal 2 ft lines continued in limited use until the end of quarrying. The quarry was made up of a series of pits and its most notable feature in the later years was the complex series of four aerial ropeways known as 'Blondins'. These were a type of aerial ropeway developed to connect remote terraces in open pits in Welsh slate quarries. They would transport railway wagons slung from cradles to the slate mills where the rock was processed. They were named after the famous tightrope walker Charles Blondin. Four were set up in Pen-yr-Orsedd, run by 'Bruce Peebles' electrical equipment of 1906. The use of the Blondins gradually ceased, with a lorry road being built down into one pit still in use in the 1970s. There is also a surviving engine house on the site. This was one of the quarries supplied with power in the early 20th C by North Wales Power & Traction Co. as they tried to create a market for their hydro power by converting the quarries from steam. Workshops, drum houses, engine houses, offices, a hospital, accommodation and other related buildings remain, some are grade II listed. The quarry finally closed in 1979. The pictures: 1913 A – Lower levels including the old slate mill B – Mid levels including the admin block and wagon workshops C – Top levels including the Blondins and main cutting shed The site from above The access road from the village The loading area at the lower level Weighbridge Avery - Birmingham, England The remains of the lower level buildings The slate industry would not have been able to develop without the humble tramway, it provided cheap and efficient transport when the only alternative was horse drawn carts - often over appalling roads. Likewise to enable the tramways to function in the mountainous areas a system was required to rapidly overcome the sudden changes in height. The inclined plane was the means of achieving this. At its simplest it was a steeply sloped double tracked formation with two ropes around a drum at the top. One of the ropes was attached to a rake of loaded wagons at the top of the plane and the other rope fastened to a line of empty wagons at the bottom. By skilful use of the brake on the drum the loaded wagons going down hauled up the empty wagons - the two rakes passing halfway. However this method was only practicable for descending loaded wagons. An example of an inclined plane on the route of the Croesor Tramway in Gwynedd Lower-level winding drum house here at Orsedd Part of a conveyor system The original mill from 1860 The spoked drive-wheels are superb The long driveshaft powered the machinery At the mid-level now Looking down at the lower-level Spare drive belts Porcelain insulators Slate cutting table There are extensive buildings here The slate cladding is subject to extremes of weather A mid-level winding house Into the workshop The rail lines are over an inspection pit in the workshop The turntable In close up A discarded grinding wheel A belt drive wheel Slate cutter made by T. Robinson of Rochdale Thomas Robinson & Son was established in Rochdale, Lancashire, in 1838 as timber merchants, joiners and carpenters. They became a private limited company in 1880, changing the name to Thomas Robinson & Son Limited. The firm became a respected maker of gas engines, saw mills, woodworking machinery, flour milling machinery, and railway locomotives & carriages. Complete sets of machinery designed and arranged for contractors, ship builders, carriage and wagon works, saw mills, planing and moulding mills, railway companies, Government arsenals and dock yards. The Great War of 1914-18 enlisted Robinson's in national services and enormous quantities of war material of very varied nature were produced. Missiles, from hand grenades in the highest class, through a range of bombs on 18 lb., 33 lb., and 60 lb. weight up to 112 lb. aerial bombs and 8 in. high explosive shells were prominent in the production program. Parts for anti-aircraft guns, control gear for 6 in. guns, mine sinkers, mine firing mechanism and gear cases for the “Tanks”, heavy machine tools, such as milling machines, lathes with 12 and a quarter centers, gun-boring lathes, 23 ft. 3 in. long, besides a great number of lathe beds for other engineering establishments poured out in a steady stream. Explosives machinery destined for the filling factories was being loaded on lorries in one part of the yard simultaneously with milling machinery for the Foodstuffs Department in another part, and even their own woodworking department hummed day and night with the noise of machines turning out by the hundreds such items as wood boxes for packing hand grenades and Newton bombs, etc. Another Robinson product The buttressed wall to the workshop Approaching the weigh-house A truck still remains An Avery scale inside The engine maintenance shed The stockroom Steel stock still present in this photo from 2014 (Credit Steambod) Climbing the incline plane to the upper-level. Mid-level below. The top-level mill comes into view Upper winding house A conveyor runs from the top mill to the upper incline Stone weight support for the wall Inside the mill The conveyor inside Internal rail lines The only remaining Blondin and pylon tower still standing The mechanism in close up A surviving Blondin carriage As they were (Pic credit to J.Hobbs) The following is a recollection of a crane inspector in 1974 by John Hobbs: I was a crane inspector with the British Engine Boiler and Electrical Insurance Company and I had to inspect the Blondin cranes at Pen Yr Orsedd quarry near Nantlle in Gwynedd. I went there for the first time about May 1974 when three Blondin cranes were still in use. On the first morning I got soaked just going from the car to the office, it was about three yards, in driving rain and a howling gale. My first company car was a mark one Ford Escort, it was brand new and caused a stir in the quarry. My arrival unannounced caused some confusion as I could not locate a phone number for the Quarry Company so had to go in blind to see them. Although I had a contact name my predecessors paperwork was not all it might have been. The language of the quarry was Welsh, so I was well out of my depth being a non fluent Welshman; the conversation naturally turned to my skills etc. However from somewhere, in my school days, I was able to summon up a comment about the good quality of the tea in Welsh. Whereupon I was advised that they did not know I knew so much Welsh and the the topic for discussion was changed. So it is everywhere where two languages are spoken! You had to learn quickly. I had never seen a "Blondin" before but on this day you could only see 10 yards in the driving rain. I had a walk around one of the engine houses with the quarry Manager, but examination was futile in the driving rain. I arranged to call by phone the following Tuesday morning and if the weather looked favourable arranged to be at the quarry for 10.00 for a cup of tea and some snap. Tuesday was a much better day, although cold with a view across to Snowdon from the vale. The examination started in the engine house with the cable drums which drove the hoist and travel ropes provided with gearing and clutches, and the motor being provided with a water starter with plates that could be wound in and out to increase/decrease the resistance as required. On the beams of the engine house were photos of beauties which reflected the age of the installation. Betty Grable and Mae West were the only ones I could identify. Outside the engine house was a pylon about 30 ft high to which all the wire ropes ran to the base, each wire being provided with its own sheave. The pylon was itself stayed with four cables each terminated at ground level in appropriate anchorages. It was possible to examine a large proportion of the travel rope from the pylon, and a smaller proportion of the hoist rope, but the whole of the catenary rope and large sections of hoist rope, and the remainder of the travel rope could only be examined by riding on the "Blondin" carriage! This was achieved by a bracketed seat being brought out and fitted to the "Blondin" carriage, the carriage being drawn close to the pylon to enable it to be fitted. This required close work between the banksman and the "Blondin" driver in order that the carriage did not foul the pylon. A safety harness was also worn although what use this was in the event of rope failure was never explained. The task now was to climb into this seat and be strapped in to examine the catenary and hoist ropes which were otherwise inaccessible. I agreed hand signals with the quarry foreman as to "stop" and "proceed", "reverse" and the examination commenced. John up high in the seat! (Pic credit to J.Hobbs) It became obvious when I was about 50 yards out over the quarry that my hand signals to the quarry Foreman were having little effect on proceedings - the motion out along the wire being quite arbitrary. I examined the ropes as best I could. The weather was wonderful and the sun's heat could be felt as I swung 400 ft above the quarry floor, 200 ft or so from the pylon, in complete silence flying as if like a bird in my own world. Snowdon came into view, a magnificent unique perspective from my position on the "Blondin" carriage. As I dwelt on my unique position there was an enormous explosion beneath me as shards of slate came upwards towards me from the pit below. Nobody had instructed the quarry hands to cease working as I swung above them in the ether; this was the most terrifying experience I have ever had in my life! Not only was I not in control of my movement I was being shelled as well! When my uncontrolled travel to the remote end of the rope was complete, or somebody thought it was my direction was reversed and I returned to the pylon and dismounted. After complaining about the explosion profuse apologies were offered and cups of tea provided to calm my nerves! During this conversation, I discovered that the banksman had cataracts!! That explained why my hand signals were not being responded to! The final part of the examination required a walk across the mountain to the far side of the "Blondin" to examine the emblockation. This was made of large timbers which had obviously been in place for many years. My screwdriver entered them like they were made of cheese. It was the last occasion that the machine was used as I required it to be immediately withdrawn from service. The owners were not surprised at my stance, the cost of replacing the timbers was too much for the state of finances at the time and the cost of dismantling and re-erecting the machine were too great. It is always sad as a crane inspector to see an interesting machine come to the end of its working life but safety must always be paramount. Quarry pit winding house This Blondin assy is laying on its side The engine house with some serious cracks! Electricity generating building to power the site Belt driven pump for the boiler Quarry hut with central heating! A second winding house The cable exits the building at the lower level and connects to the winding gear close to the quarry edge The quarry pit Down the ladder Stanton Ben gives a sense of scale of the pit This rockface is huge and has some great colours running through it That completes our look around this delightful little quarry. So much to see, and well worth spending a few hours here 👍 SECTION 3 Odds and Ends Blackpool Transport Spot – Starr Gate Tram Depot Back in early 2012 Blackpool’s daily tram service was taken over by a new fleet of Bombardier Flexity 2 trams. A new depot was constructed to house these, whilst the older fleet remained at the Rigby Road depot. Technical Info: Built: 2011 Built by: Bombardier Seating: 74 seats, fixed Trucks: Equal Wheel, resilient wheels, track brakes Motors: 163hp x4 Speed 43.5mph Braking: Electronic braking and Track Braking Current Collection: Pantograph Dimensions: Length 105ft 8 in, width 8 ft, 8 in, height: 11ft 3 in Sixteen Flexity 2's were built by Bombadier in Germany in 2011 to take over the main service on the newly upgraded tramway from the Centenary, Balloon and Millennium trams. Flexity 001 was first to be delivered during the summer of 2011. It was officially revealed to some invited guests on 8th September 2011. Testing and driver training initially took place on the then closed section between Starr Gate and Pleasure Beach. Following the closure of the tramway for the winter, the Flexities began spreading their wings and eventually reached Fleetwood. February 2012 saw Flexity 001 carrying a special visitor. 001 was carrying Prince Andrew, who was in town to open Festival House, the building housing the tourist information centre and the Wedding Chapel next to North Pier. On 4th April 2012, 008 officially reopened the system with some invited guests getting a run to Fleetwood and back. Onto 5th April and the new service was launched with only eleven of sixteen trams available. A basic 20 minute headway service using six trams was used. Disaster struck on the very first journey when 006 derailed at Fleetwood due to a build-up of sand in the track grooves. 002 was taken back to Germany for modifications and returned during 2013. Since they were introduced into service, the Flexities have been really reliable with very few break downs. An additional two Flexity trams, identical in every way to the previous sixteen were purchased during 2016. They were delivered during December 2017, entering service in March 2018. 017 and 018 were purchased to allow the extension from North Pier to North Station, which at this stage has still not opened. The Starr Gate Depot was built in 2011 by VolkerFitzpatrick as part of the complete network refurbishment and cost £20M. It officially opened in Easter 2012 and has a maximum capacity of twenty articulated trams. VolkerFitzpatrick The works comprised the design and build of a new tram maintenance depot and covered stabling for the purposes of maintaining a fleet of approximately sixteen new low floor trams together with the supply and installation of associated equipment including fixed tram lifting equipment comprising monorail hoist and travelling crane; and a wheel lathe and access platforms/overhead gantries. Additionally, there was the design and installation of a tram wash and automated sand system. The works also included the construction of 1200m of tram track and overhead line electrification equipment. The trackwork included several hand points as well as signalled motorised points. A new traction substation was also designed and built. I personally felt the siting of the depot could not have been in a worse place as it gets the full force of the gale force winds and corrosive sea spray at this location. In 2020 the following report was published in the local paper: Blackpool Council's £1.1m pay out over Starr Gate tram depot repair bill row. Blackpool Council said it is facing a repair bill of over £6 million to its Starr Gate tram depot. Blackpool Council has been awarded more than £1 million following a dispute over damage to, and the lifespan of, its tram depot. In 2007, the council secured a government grant for a major upgrade to its tramway system, including construction of what is now the Starr Gate depot in Squires Gate Lane, Blackpool. The depot was built by engineering and construction company VolkerFitzpatrick Limited in 2011 before opening in 2012. But Blackpool Council has since taken VolkerFitzpatrick to the High Court of Justice, hitting out at the construction of the tram depot after it claims it has been left with a repair bill of more than £6m. This includes the tram access doors, the depot roof, and wall cladding to the north, east, and south of the building. The council said 'significant parts' of the depot are no longer meeting its intended lifespan of 50 years. It also claimed these parts are also not suitable for the 'exposed coastal marine environment' where the Starr Gate depot is located. VolkerFitzpatrick rubbished the council's 50 year lifespan claims, saying the 'contractual design life' of the tram depot is either 25 years or 20 years depending on which element of the depot is in question. VolkerFitzpatrick also shot down the council's claims that corrosion had been caused by environmental factors, instead placing blame at the feet of the council for 'failure to maintain the tram depot appropriately, in particular to clean the exterior of the tram depot with sufficient frequency'. The company claimed Blackpool Council refused to accept offers to undertake work to some of the issues at the depot. But following a four-week trial in February, the High Court ruled in favour of Blackpool Council. The council was awarded £1.1m; roughly around 20% of the money it says it would need to fix the depot's issues. Broken down, the £1.1m payout has been awarded for the following repair work: Roof components - £150,304.88 Wall cladding panels - £67,342.23 Roof overhanging soffit panels - £107,525 Wave form cladding panels - £122,000 Tram doors - £311,729.91 Other - £246,330.68 Add-on claims at 10.5% - £105,549.40 In the High Court ruling in favour of Blackpool Council, which was published last month, Honour Judge Stephen Davies said that "whilst a substantial sum", the £1.1m figure is "significantly less than was claimed". Judge Davies said the reasons behind this were because he was satisfied that the design life period for the depot is 20 or 25 years rather than the council's 50 year estimate. He said: "The principal reasons why the claimant has failed to recover a more substantial award are because I am satisfied that the design life obligation period is either 20 or 25 years rather than 50 years; I do not accept the claimant’s case that the cold formed components are inadequate for their design life or otherwise unsuitable nor in any event that they need replacement; [and] in a number of cases I am satisfied that limited replacement or repair rather than full replacement is required." Right folks it is time to join me for a look around: We start outside on the depot fan It is neat how the overhead passes through the doors in the closed position The inner sanctum awaits Doors in manual mode today It is a large area when nearly empty Not all the fleet is required for the winter timetable The letters on the left are the route numbers The tram location board We now enter the maintenance section of the depot. With no access to Rigby Road depot pending a structural survey four of the Heritage fleet have been transferred here as we saw in the first Off Season report in November. The situation is not ideal as space is at a premium with the Flexity fleet coming up for the half-life (15yr) overhauls, and also being retro-fitted with the COMPAS system (TRAM COLLISION AND OVERSPEED MONITORING AND PREVENTION ASSISTANCE SYSTEM): Blackpool’s trams operate in a number of shared space areas with buses and road users. These spaces are often crowd in summer and the Illuminations when light levels are lower. During these periods there is a significant risk of collisions, which we attempt to mitigate by increased stewarding and operating at low speeds. Outside of the areas that we steward, there have been two serious collisions with members of the public within 26 months that could have been either avoided or mitigated if a collision avoidance system had been fitted to the vehicle. Tram safety currently relies on a driver’s reactions to hazards that are within their ‘line of sight’ so if there is a misjudgement or distraction then collisions are possible. Following the overturning of a tram on the Croydon network on 9 November 2016 the RAIB issued a report with a number of recommendations for all tram networks. Recommendation 3 states “UK tram operators, owners and infrastructure managers should work together to review, develop, and provide a programme for installing suitable measures to automatically reduce tram speeds if they approach higher risk locations at speeds which could result in derailment or overturning”. Bombardier have developed their Collision and Overspeed Monitoring and Prevention Assistance System (COMPAS) which would meet recommendation 3. The COMPAS system has been installed on a Blackpool tram for over two years with information being collected by Bombardier and modifications made to the system. A successful live test of the system was conducted with the Office of Road and Rail (ORR) in attendance. The overspeed system works by geofencing areas of the tramway into speed areas. The tram uses GPS as well as wheel turn data to know exactly where it is. If a tram approached a geofenced area at a speed in excess of the posted speed, or increases speed within a geofenced area, an alarm would sound in the cab alerting the driver. If the driver does not take the appropriate action to slow the tram the system will brake and the tram will stop. The upper speed limits and the time from alarm to brake can all be adjusted to best suit the needs of our network. In addition to the overspeed system the COMPAS system will detect objects that are in the path of the tram or moving in such a manner that they will come into the path of the tram. The system uses three cameras mounted on the top of the windscreen to monitor the route ahead. The system will detect the speed and direction of any moving object and will calculate if it will cause a collision. As with the overspeed the tram will sound an alarm for the driver. If the driver does not take any action the tram will brake to ensure a collision does not occur. This video shows some of the compliant trams in service on a gloriously sunny day: The quote that BTS have received from Bombardier is £816K. In terms of placing an order, £163k would need to be paid within the current financial year, which can be found from within the existing tramway scheme with two 30% payments in 2023/24 (£490k) and the final payment in 2024/25 which is £163k. Balloon 717 – A member of the Heritage fleet Nose to nose with 707 the other Balloon residing here A contrast in liveries HMS Blackpool is one of the two illuminated trams temporarily running from here A motivational message Pit and gantry. Flexity 002 alongside with the COMPAS system already installed. The wheel lathe pit Workshop isolators The back end of the Western Train, the other illuminated feature car from Rigby Road Oil and grease station 008 over the pit Cab view Another motivator The local schools colouring competition winners A non-tram axle set Slings and lifting equipment A very useful bit of kit The CRAB 1500 is a rail/road electric shunter with a compact design. In road mode, it is driven by a ground operator by a steering wheel. On rail mode, the CRAB 1500 is driven only by remote control. Once situated on the rails, the vehicle is positioned under buffers, with a length of only a few centimeters. It is designed to work in tight spaces or to tow one or two cars. Showing its use at Blackpool towing a new Flexity: Flexity bogie revealed Door seal repair Bogie overhaul: New and old wheels Empty tin storage Another axle in storage Another couple in front of 005 The Western Train looking resplendent alongside 008 Hako M31 Carrier Hako is an internationally leading manufacturer and supplier of professional machines and excellent services in the field of Cleaning, Municipal and Waterjet Technology. In addition to the company’s main plant based in Bad Oldesloe near Hamburg, the Hako Group operates production facilities in Germany, Poland and the US. Over 2,200 employees worldwide generate annual sales of some € 440 million in more than 60 countries. The Mercedes Unimog track sweeper is 32 yrs old The run-in service bay with automatic sanders The tramwash COMPAS compliant 004 is inside the depot boundary, whilst COMPAS 009 awaits departure to Fleetwood Ferry Boris Johnson paid a visit A number of awards have been won over the years That completes our depot visit folks. HMS Blackpool looking fabulous at the Pleasure Beach loop With the illuminations extended until January for the second year running the town is alive and kicking on Saturday evenings Magnificent Blackpool gets a lot of unwarranted negativity from the media claiming it is ranked as one of the most dangerous places to live and is a dying resort. This was at 11:25pm. What other UK resort would be this busy on the prom at this time of year? Flying Scotsman at Locomotion Until Jan 7th the Flying Scotsman is in light steam outside Locomotion at Shildon. There is a rare chance to climb aboard into the cab, see the firebox alight and walk between the engine and tender. A few pics: Keep On Truckin’ Many thanks to Bas for this superb Netherlands selection: Merry Christmas! Next time: Main feature: Pity the poor souls who were crammed into these. When they were unloaded it would either be a transit station….. or their final destination.

Hi there folks. A brew, and a packet of biscuits before you start is a good idea 👍 Welcome to episode 2. In this one we have: Section 1: F2’s from Taunton & Cowdie Section 2: In pictures - The Amersham & District Motorbus Society’s running day at High Wycombe. Section 3: Odds and Ends Section 1: Taunton – Monday 8th May 2023 There was no sign of any Bank Holiday sun on Coronation Monday However, this beauty brightened the day Two notable entrants at this meeting were local racer Shane Hector (528) racing his new car for the first time: WRC#72 and Jamie Ward-Scott (881) Although the car was not new it had gone through the most extensive overhaul in the winter and looked a million dollars when it was on display at the NEC in January. Aaron Vaight’s new car Alfie Brimble was in WRC#44 as raced previously by Billy Finnegan (NI86) SDH Transport of Cranbrook were sponsoring the F2 races Enhanced prize money for the Saloons. A message for those who criticise. A diff change for Jon Palmer after practice A 35 car entry following a busy weekend was most welcome. Adam Pearce (460) took an unchallenged victory in Heat 1 after Dale Moon’s (302) progress was halted after tangling with Leah Sealy (475). Paul Rice (890) also being caught up in the incident. Heat 2 had a back straight collision between Matt Linfield (464) and Dean Rogers (131) before they took the green. Phil Mann (53) took the lead which he held to the end despite Charlie Fisher’s (315) attempt to reel him in from the 2nd spot. Only 10 cars finished. Matt Linfield took the Consolation win after setting off at a rapid pace from the front. 881, Alfie Brimble (235) and Kurt Selway (303) all tangled together on the entrance to the back straight which ended the chances for the latter pair. The Final was run in very murky conditions after the mist had descended further. An early caution was called when seven cars all piled up in the pit bend fence. The 53 car came off worse taking the brunt of the hit trapped against the fence. Daz Purdie (259) led the field away but was soon in the fence with Shane Hector. Jon Palmer (24) was making great strides through the pack. He put Sam Weston (468) into stranded cars on the pit bend as he made his move for the race lead. Another caution period followed to remove the cars. Palmer took off on the restart and headed for the win. Behind there was a fight between Matt Stoneman (127) and Kieren Bradford (27) for the runner-up spot with Pearce joining in. All took differing lines on the slippery track which ended with a drag race to the line with Pearce the unlucky one in not making the podium. The top 3 The GN was run in less misty conditions, but heavy rain had now set in. Ben Goddard (895) and Pearce had cleared the field and started the last lap in 1st and 2nd. Pearce made his move for the lead by slipping through in turn 1. However, the final bend saw 3rd placed Moon attack the leader which let Goddard back through for the victory. Results: Heat 1: 460 895 127 876 325 468 980 302 528 890 Heat 2: 53 315 542 828 259 24 509 232 194 525 Consolation: 464 184 303 475 27 126 783 881 762 856 Final: 24 127 27 460 895 302 194 980 542 325 GN: 895 302 460 316 464 542 468 24 184 979 Cowdenbeath – Saturday 13th May 2023 – British Championship The British Championship came back to Scotland for just the fourth time in its history for the 58th running. This year the Championship held the title of the Dennis Middler Snr British Championship at the request of the sponsors Westfield Motors. The six previous holders of the event were led by Charlie Guinchard (183). Chris Burgoyne was looking for his third British title, Craig Wallace (16) his second, and Gordon Moodie (7) his fourth. Visitors included Tom Bennett (213), Dan Roots (776), Steven Gilbert (542), Jon Palmer (24) and Micky Brennan (968). Jessica Smith (390) was one of those having her first outing at the Racewall. Aidan McFerran (NI467) came over from Northern Ireland. Steven Burgoyne (674) debuted his new car: The race format: Heat 1 was led away by Paul Reid (17) who had Kieran Howie (679) in close formation behind. Mika Millar (402) and David Shearing (564) gave chase further back. The 7 car soon reeled the front runners in however and with 2 to go was through into the lead. Heat 2 saw Stevie Forster (652) shunted wide and bounced off the wall. Chris Burgoyne (647) was making moves towards the front but could not catch the flying Howie who won with ease. Micky Brennan (968) came in 3rd. Heat 3 came to a stop shortly after the start with Ryan McGill (463) and George MacMillan Jnr (100) locked together in turn 1. Reid led on the restart but the stoppage had given the star men a reduced gap to the front. 647 went on to win from 7. Howie led off Heat 4 with Shearing in 2nd but he had Millar on his rear bumper within two laps. Ben Bates (161) spun but restarted, and it was Robbie Dawson (854) who led the pursuit from the back. At the flag it was Howie who took his second victory of the evening. The last heat was led throughout by Reid. On the opening lap Jason McDonald was edged wide and bounced off the wall. Jessica Smith (390) took up the chase with Shearing pushing and MacMillan Jnr closing them down. At the flag it was Reid from Mac and Jess. The grid was set for the big race: 17 647 7 679 968 854 183 390 3 402 564 419 783 915 16 100 92 213 776 542 975 890 674 463 852 387 467 217 746 24 Dennis Middler’s Dodge Hellcat led the extra pace lap before the drop of the green. Reid was the first to show but by the end of the home straight Moodie was in front. Shortly after Reid tangled with C. Burgoyne and stopped on the home straight. Smith hit the pair and the race was stopped. On the back straight Ryan Farquhar (419) had hit the wall and he retired. The race restarted minus Smith and Reid. 7 on pole led away with Brennan and C.Burgoyne close at hand. Wallace, Graham Leckie (975) and McGill spun but restarted. Millar retired. Disaster struck next when Gilbert got caught up with a group of cars down the home straight. The 542 car rolled and damaged the fence above the pit gate. A race suspension followed to allow Gilbert to exit. Moodie lead the restart and began to pull clear of Brennan who was losing time fending off the 647 challenge. Chris sent Micky wide eventually and was through into 2nd. On consecutive laps the 968 car lost places to Liam Rennie (3), and Dawson. Charlie Guinchard (183) retired followed by Palmer who had glanced off the wall. Further back S.Burgoyne was trying to fend off Howie and MacMillan when oil suddenly appeared on the track. All the drivers had to take it steady for the closing laps. Moodie continued unchallenged up front to take the victory. After a series of donuts he climbed onto the roof to take the cheers form the fans. 647 and 3 completed the podium. Results: Heat 1: 7 17 890 402 3 854 183 542 92 24 Heat 2: 679 647 968 915 783 674 975 100 776 213 Heat 3: 647 7 17 183 968 390 213 16 92 674 Heat 4: 679 402 854 419 564 968 16 183 3 92 Heat 5: 17 100 390 647 7 3 564 783 854 776 Final: 7 647 3 854 92 674 16 968 915 217 Cowdenbeath - Sunday 14th May 2023 With a couple of light showers Sunday resumed at the Racewall minus Gilbert, Peter Watts (280), Forster, Julian Coombes (828), Dawson and Gilbert. The Saloons were racing for the National Championship today. Repairs to the Cole Atkins car following Sat night 968 pre-meeting A 2/3rd format was employed today. Heat 1 saw Reid and Howie tussling over the top spot until Moodie came through to the lead. He was docked two places at race end for too good a start handing the win to Howie with James Rygor (783) in 2nd. Reid once again took an early lead in Heat 2 until Millar moved ahead at halfway and went on to win. The rear tyre blew after the flag and the car crashed into the wall. 647 and 968 completed the podium. Howie led Heat 3 from start to finish. An explosive ending to the Saloons main event left the Watters car battered and bruised and Stuart Shevill Jnr the victor The Jim Clark Trophy was on offer for the F2 Final. Reid led with Howie on his back bumper, with Leckie and Millar battling for 3rd spot. Moodie was on a charge and at 4 to go had moved into 2nd place. Although Reid had a defective half shaft he managed to hold on to take the win. The GN saw some major damage for Jessica Smith after the flag. Rygor got the line wrong entering turn 1 and collected the 390 car at high speed cannoning Jess up the wall. Results: Heat 1: 679 783 7 183 968 890 674 100 92 915 Heat 2: 402 647 968 419 17 390 3 16 776 NI467 Heat 3: 679 92 674 647 7 183 3 419 783 564 Final: 17 7 402 679 100 3 183 776 968 92 GN: 679 402 7 92 3 16 463 968 17 NOF More pics in the gallery. Section2: Before we start this new one here are a couple of pics of the Haddon Tunnel in winter conditions: A lot easier without all the nettles etc However, the inside is not as dry Out and About - The Amersham & District Motorbus Society’s running day at High Wycombe – Sunday 2nd April 2023 This event was a local affair with services running over some of the London Transport route networks of the 1960s which operated from High Wycombe Garage. Many of these services were instigated by the Amersham & District Motorbus Company many years earlier. An enjoyable day was had travelling on a good variety of different routes and vehicle types of differing ages. Join me now with a look back at the day: GS13 on the stand at High Wycombe Bus Station At the start of the fifties London Transport's Country Area found itself with a need to replace its ageing fleet of Leyland Cubs. The rear-engined Cubs built just before the war were not deemed to be the required solution, and the new RF class were too large for the little country lanes that were served by these buses. (Later, of course, the natural widening of lanes by increased traffic meant that many such routes could be operated by RFs and RTs.) Another important factor was that the Cubs were the only remaining LT buses that were allowed to be used for one person operation, which was still restricted by regulations to twenty seaters. Replacement by crewed buses would be hopelessly uneconomic on these routes. The answer was an updated normal-control Cub-style small bus: the Guy Special. In 1952 Guy produced chassis for the 84 buses, which received ECW bodywork with a family likeness to the RF (especially at the rear!). By agreement with the licensing authorities, they seated 26, but were still allowed to be single-manned. Sliding ventilators were fitted to windows rather than the standard wind-down type. The GSs followed the design idea of the Cubs. The bodies were by Eastern Coach Works - LT was supposed to use this nationally owned company whenever possible, and the small number of GSs required were within the company's capacity. But the design was unmistakably London Transport, despite the sliding window ventilators. They were fitted with longitudinal bench seats over the wheel arches. They were of course designed for one man operation (which is why there were no Central Area examples: the Central Area single-manning agreement had expired when the last Central Cubs retired.) Power was provided by a Perkins P6 diesel engine, tucked under a bonnet of the same pattern as the contemporary Thames lorries. This opened vertically, like an alligator, requiring a divided grille at the front. This was topped by Guy's Indian figurehead, which was usually suitably embellished. Most lasted into the sixties, but in 1962 the new coach Routemasters produced a glut of RF's, which displaced the smaller buses. The RFs were also single-manned by now, and standard bus operating lore said that you always used the largest possible vehicle: no minibus policy then! In October 1962 there were mass withdrawals, with Amersham, Chelsham, and Epping losing their entire allocations. However, the need for small buses persisted in pockets, and after a reshuffle some served on, whilst others went for sale. During the remainder of the sixties the buses were gradually sold off or stored. Some fresh tasks were found for them, as peak extras and staff buses, and some routes reverted to GS operation from RF as patronage declined. In 1967 they almost got to work for the Central Area. Elmers End Railway Bridge suddenly acquired a stringent weight restriction, necessitating a long diversion on the RT-operated 54 route. Consideration was given to using a pair of GSs to bridge a gap in RT services between Elmers End Garage and Longheath (Long Lane). Two GSs would be required. GS50 was reportedly repainted red. However, the scheme did not materialise, a long diversion being used instead, and by August 1967 GS50 was certainly sitting in store in Abbey Wood Garage wearing dusty green livery, prior to sale. In 1970 most of the survivors passed to London Country, but not all: five were retained by LT for use as staff buses, carrying workers to and from Chiswick and Aldenham works from south-east London (Abbey Wood and Plumstead) and the Croydon/North Surrey area (Reigate), still in green livery. The last was Abbey Wood's GS52, withdrawn in April 1974. The last scheduled ordinary public service was by London Country on 29th March 1972, on the 336A from Garston Garage, using regular GS42 plus spare GS33 (followed by an unscheduled 309 journey back to Garston from Rickmansworth). The type was welcomed by other small bus operators on the London periphery, notably Tillingbourne Valley in the Guildford area, which had taken over the Guildford GS routes in 1962. Southern Motorways was another user with several of the class for services west of Chichester along the coast. West Bromwich Corporation bought a pair, one modified for elderly people transport, and the other as a bus, which later became part of the West Midlands PTE fleet! They were also popular as company transport, particularly by fruit and poultry farmers, and contractors. British Railways used a couple, London Transport retained one as its Civil Defence training vehicle, replacing an ancient Q, and their St John's Ambulance Brigade converted one to a mobile first aid post. Some were bought privately for use as caravans. The Long Buses, RML 880-RML903, RML2261-RML2760 A trip out on RML2456 on route 362 The first thirty footers (actually 29ft 10.6 in) were introduced as early as summer 1961, well before the main batch came on stream in 1965. It was a surprise that London Transport had not tried them before. It had used a large fleet of 30ft trolleybuses on routes into London, but motor buses had stuck at 27ft 7in even after the regulations had been relaxed to allow the longer buses. Union resistance did not help of course. Eight extra seats was potentially 12.5% extra work for the conductor, while more seats per bus would probably mean fewer buses per route, and hence fewer conductors and drivers... The Unions and management were already in a bitter row over replacing 56 seat RTs with 64 seat RMs. Introducing 72 seat RMLs was not going to be easy, and at that stage was certainly not diplomatic! However, they did reach agreement on trying them on a trolleybus replacement route, where the capacities would be similar. LT used the standard modular construction of the RM to full advantage in these buses: they were standard RMs with an extra 2ft 4in bay inserted in the middle and a longer driveshaft! This made them look even longer than they were, as the wheelbase was longer than for most thirty-foot buses. The original intention was to classify them ER (for Extended Routemaster), and the first four wore the numbers ER880 to ER883 when first delivered. But this was changed to RML, the original RML classification for Routemaster Leyland being abandoned. (RML3 was renumbered to RM3). Their kerbside weight was 7-12-0, 7cwt more than the standard RM and just 2cwt more than an RT. It was another three years before main production of long Routemasters took over from that of the standard length. It had become clear that operation of the longer buses was both possible in London conditions and also desirable. The rear-engined Fleetlines and Daimlers were being adopted wholesale by fleets around the country, and LT, ever conservative, wanted to try out some in competition with RMs of similar 72 seat capacity. At the same time, the Country Area needed replacements for its ageing fleet of RTs, with many routes on the periphery of the London area that could use large double-deckers. A major appearance change was that fifty of the first build (RML2306-2355), plus another fifty later (RML2411-2460), were in Country Area green with cream bands. They had semi- rather than fully-automatic gearboxes, reflecting the longer distance between stops in the Country Area. They looked magnificent. The green RMLs were all transferred from London Transport to London Country when it came into being on 1st January 1970. The RMLs, along with the sizeable fleet of RTs and Country RFs, had their cream bands changed for yellow, had their fleetnames changed, received "flying polo" logos and lost their radiator badges (which featured an LT bullseye). (First priority of all new managers: make sure they know whose it is; whether it works comes second.) For the first two years of London Country the RMLs stayed where they were, doing what they were built for. During 1972 the RML 7 year examinations would become due, so from early in the year the green RMLs went through overhaul in a steady stream, most under contract at Aldenham, some at Godstone and Garston. All retained their original bodies. Those treated at Aldenham were repainted. The first few were repainted in Lincoln Green, then between April and October Aldenham turned them out in a mid-green with yellow fleetnames. Some dealt with at garages never did get a repaint. By the end of the year they were appearing in corporate NBC green. The new management of the NBC were applying the First Law of Management in their turn. A severe spares shortage began to cripple the Country Routemasters, and they began to be laid up awaiting the receipt of spares. Some were robbed beyond recovery: RML2306 (EG), RML2319 (GD) and RML2426 (NF) would never work again after 1973. Six more followed into terminal Christmas-tree status during 1974. The spares/availability situation became even more dire. By summer 1975 nearly half the RML fleet was unroadworthy, recertification for many being out of the question for lack of spares. Buses were being borrowed from anyone who had any spare, to keep the services running. There were Queen Mary PD3s from Southdown, other PD2s from Maidstone and PD3s from Southend, Fleetlines and Roadliners from Bournemouth, Bristol MWs from Royal Blue, AEC Regents from Eastbourne. RMLs were "released" from Hemel Hempstead's 334, 337 and 338, and were officially allocated to Tring and Garston, but nothing happened in practice except that on the routes mentioned the covering one man operated buses were now official. Hemel Hempstead's remaining actual running RMLs were distributed during 1976 to help paper the cracks. During 1977 London Country's new vehicles started to make a serious dent in their RML requirement. Leyland National buses were taking over all around the edges, and the trunk routes, such as the 409, were falling to new Atlanteans. New work was found for a few good RMLs at garages that had not used them before, such as Dorking, Stevenage and Hatfield. High Wycombe garage closed in October, with its services being covered by OMO buses from Amersham. In October 29 RMLs were put up for sale toy London Transport, as non-runners (along with 7 RMCs and 2 RCLs). On inspection 17 of the RMLs were deemed to be incapable of resurrection and were sent direct to Wombwell's in Barnsley for component recovery. RML2456 has close associations with the town. Although not allocated to High Wycombe Garage the vehicle was a familiar sight in the area working from Staines Garage on trunk route 441 (High Wycombe – Beaconsfield – Slough – Windsor – Staines). An April 1966 delivery to Harlow Garage in common with RML2440, it transferred to London Country Bus Services in January 1970. RML2456 remained at Harlow until a driver-only conversion of the Town Service routes in October 1972 saw it transfer to Staines Garage for the conversion of the 441 from RT to RML operation. It remained at Staines until the 441 also relinquished the use of conductors in September 1977 whereupon it saw further service for a few months at Garston Garage before withdrawal and sale back to London Transport. Back with the old firm it was overhauled and initially, along with RML2440 allocated to Hanwell Garage seeing service on route 207 before gravitating to East London with allocations at Upton Park Garage and latterly Bow before withdrawal in August 2004. Over the years RML 2456 has been in the limelight a few times in its life. In 1974 it featured in an episode of the Dick Emery show in a somewhat non-PC sketch involving a coffin. It was hijacked at Piccadilly Circus by the “London Lesbian Avengers” and painted pink! Latterly, a more welcome repaint was its restoration to Lincoln-Green livery in 2003 whilst under the ownership of Stagecoach East London. Since then the bus has been restored to almost original condition including refitting an AEC engine. The lower deck front seat view. You don’t get this on the buses of today. RF673: London's RF class of single deckers was an outstanding success, taking buses forwards from the front-engined designs of pre-war to a versatile underfloor bus for the fifties and sixties...and seventies. They fulfilled all of London Transport's single decker needs: urban crewed buses, limited - stop "coach" services and rural bus, Here is a bus remembered with fondness by those who used them, and by those who crewed them. They were nice vehicles, perhaps not beautiful, but with a standard of design that did not date quickly, both outside and in. They worked, too, which is more than can be said for many of their successors! In some ways London Transport was not as desperately short of single-deckers at the end of the war as it was of double-deckers. This was because there had been a major programme of single decker renewal shortly before the war, when the magnificent 10T10 Regals had replaced much of the Green Line fleet. There were also still the 9T9s and the various Q types of reasonable age and condition. On the downside, there were still some of the original 1T1s from 1931 still in service with original bodywork. The 1T1s might have reasonable bodies, but their chassis were much older, comparable to the remaining 7T7s, demoted from coach work, that now trundled around the Kingston area as buses on a weak-bridge route. Immediate post-war bus replacement needs were met by batches of Regals and Tigers mainly for the Central Area (14T12, 1TD1 and 2TD2), but also for the Country area (15T13). The revitalised Green Line services were once again largely in the capable hands of the 10T10, 6Q6 and TF classes. The 9T9s went mainly onto country bus work, and the 1T1s were rebodied by Marshall to keep them going a little longer. The area of pre-war operations that was in the weakest position after the war was the private-hire business of Central Area. The fleet of 12 Private Hire TFs had been almost wiped out by a bomb whilst they were in store, leaving just TF9, whilst the 24 short six-wheeler Renowns (LTC class) were over-worked in the new post-war traffic explosion. The grand standardisation plan looked for a replacement that could handle all these types of traffic: private hire, Green Line, country bus and city bus. Experiences with the various Q type single-decker buses had been good, but the offside engine with its anti-clockwise motion had produced lopsided handling and maintenance headaches. The TF with its offset underfloor engine had been a success. The next logical step was a high-floor bus with a centrally mounted engine underneath. AEC produced a Regal IV prototype, UMP 227. London Transport tried it out on the Country Area 355 route from St Albans and was impressed. The RF concept was born! The first Country buses started to appear alongside the last Central buses, in March 1953. The only substantial differences from the Central version - apart from the green livery - were the provision of a pair of opening doors in the front entrance, and the absence of the route stencil holder over the doorway. Livery was Lincoln green with cream trim. The radiator filler emblem was picked out in cream also, with LONDON TRANSPORT written across the central bar in gold letters. A bullseye transfer completed the rear. The last active Country bus RF still in Country service was RF684, which somehow had retained Lincoln green. It provided cover at Chelsham, pottering about the North Downs and Kent/Surrey border until withdrawn on 20th May 1978. RF673 was new in September 1953 in London Transport’s Country Bus Lincoln-Green livery and following introduction worked at East Grinstead, Addlestone, Northfleet and Reigate garages before passing to London Country Bus Services Ltd in January 1970. It subsequently worked at Hertford, Leatherhead and Amersham garages before arriving at High Wycombe in March 1975 primarily to work local route 442 to Hicks Farm Rise as well as occasionally covering for shortfalls on other services. Whilst allocated to Amersham it received a repaint into the then new National Bus Company leaf-green livery before its transfer to High Wycombe in the process becoming the last RF to operate from that garage. Withdrawn in March 1976 it then entered preservation. The bus is seventy years old this year. A run out on route 305 gave an excellent photo opportunity. It was like turning the clock back when this was a common sight in rural areas. With no visible evidence of the modern age it was literally a wonderful step back in time The classic interior RT1700: RT1700 – This AEC double-decker was new in April 1950 and painted in red livery for use by London Transport’s Central Road Services. It was brand new when allocated to Hounslow garage and the nearest it then came to High Wycombe was Slough when operating on route 81 from Hounslow. It then transferred to Loughton garage in Essex before its first overhaul in September 1957. Following overhaul it was repainted green and sent to Guildford garage until its second overhaul which occurred in March 1962. After that overhaul it was sent briefly to Garston garage and then on to High Wycombe garage where it operated from August 1962 to May 1965. It operated on all routes and now some fifty-eight years later it ran on some of those on this running day. After working elsewhere it passed to London Country Bus Services Ltd on January 1st 1970 until withdrawn from service in January 1975 and stored at Harlow Garage until sold in June that year. It passed through several owners until bought in 2007 to become part of the London Bus Company’s working fleet. It still makes regular appearances and is now approaching seventy-four years of age. RF600: RF600 was new into service from Guildford garage in July 1953, moving to Garston in 1957. She had her first overhaul at Aldenham in May 1958, returning to Garston for a month before moving to Hertford. A month later she moved to St Albans, being modified for OMO in September 1958. She returned to Hertford in January 1962, received her second overhaul in June and then returned to St Albans, where she remained until November 1966. She then returned to Hertford, her final operational garage, receiving her third and final overhaul in February 1967. She passed to London Country Bus Services upon the formation of that company in January 1970 and was withdrawn in August 1971. She was bought by Hall’s Coaches (Silverline) of Hounslow in September 1971 and numbered 106 in its fleet. Withdrawn in December 1974. Purchased for preservation in 1975 and painted red, despite having been a green bus throughout her life with LT. Traces of red paint were found when she was prepared for her repaint in February 2022! Soon after she was repainted to LT Country Area green, in which livery she has remained ever since. She was purchased by her current owners in 2010. RF600 follows RML2456 into High Wycombe Bus Station Both out on the Beaconsfield service SNB449 YPL 449T: 2/79 RG new to store at Reigate 3/79 GR into service (Garston) 4/83 GR from o/h 4/84 GR to Crawley overhaul 6/84 GR from o/h 6/86 GR to overhaul, Crawley 7/86 GR from o/h 9/86 allocated to LCNW 6/89 GR 9/90 GR LCNW 10/90 GR taken over by Luton & District 1/91 GR 1/96 GR withdrawn into store 2/96 NG ..change store (Norton Green).. 2/96 DB ....reinstated (Dunstable) 4/96 LN transfer (Luton) 5/96 DB return 9/96 LN transfer 3/97 renumbered #3024 c9/97 bought by Theobald's Coaches, Dunstable 10/01 withdrawn into store 2/02 bought for preservation by Eddie Knorn, Melbourne 11/04 bought by Mr.M.Lacey, Leagrave 3/06 bought for preservation: by M.Berg, A Bedford 9/06 active on Dorking Running Day (414, 462) 1/07 active on St.Albans Running Days (361, 341, S1, S6) 4/07 active on East Grinstead Running Day (473) 6/07 active on Hertford Running Day (390) 1/08 active on St.Albans Running Days (361, 341, 343) 5/10 active on Sevenoaks Running Day (483) 9/10 active on Leatherhead Running Day (408, 418, 470) 5/11 active at Sevenoaks Running Day (431A, 421) 5/11 active at Slough & Windsor Running Day 9/11 active at Oxted Running Day (410, 483, 485) RM848: RM 848 saw service all over London, totalling around 30 years in two spells. In between these spells, she worked for Blackpool Corporation for 10 years, and then transferred to Reading for 4 years, where she nearly ended her days. Transport for London then decided to buy her back in 2001, and the bus was extensively re-furbished for more service on the streets of London. RM 848 last saw daily London service in October 2005, when route 38 operating from Clapton garage was converted to “bendi-bus” operation. RML2440 JJD 440D: An AEC Routemaster delivered new in March 1966 and allocated to Garston Garage near Watford. When new these RMLs in London Transport Country Bus Lincoln-green livery looked absolutely stunning and reflected the standards London Transport strived for at the time. Along with the rest of the country-bus fleet it transferred to the newly formed National Bus Company subsidiary London Country Bus Services in January 1970, the NBC taking over the former country-bus operations of London Transport. In January 1975 it was transferred to High Wycombe Garage and remained in service until this garage closed in September 1977. It was then stored until sold back to London Transport in June 1979 where it received an overhaul and repaint in red livery before allocation to Hanwell Garage. In July 1987 a move south of the Thames to Camberwell Garage followed and spent much of its future working life on service 12 serving central London. With the decision made to remove Routemasters from service in London it was withdrawn in April 2004 and sold to Ensignbus of Purfleet in their capacity as dealers. December 2004 saw it purchased by its current owner. The deal included fitting a replacement engine and a repaint back into Lincoln-green livery. Pre-decimal era advertisements have been added between decks. At this running day it worked again on former route 326 – back on the route it was working some forty-eight years ago, and fifty-seven years since it was delivered new to London Transport. GS13 enters High Wycombe Bus Station The classic ‘Feathers in our Cap’ radiator UPB 312S: This Leyland National was new to London Country and following a full-service life was purchased for preservation from County Bus at Harlow by Edwin Knorn, a long standing enthusiast of St Albans based vehicles. The 442 High Wycombe & Hicks Farm Rise Circular route was followed by MMX 313. This is at the Hatters Lane stop. Outside the old High Wycombe London Country garage Here it is in November 1974, a little under three years from closure, it's duties subsequently taken over by Amersham. LNC47 and RF127 sit on the forecourt behind a low wall through which someone appears to have driven a bus through! Scanned from a Kodachrome slide taken by the late John Hambley. Back at the bus station The day came to a close with a not to be missed trip out at 1515hrs on route 305 to West Wycombe and return. This was the exact time it operated 58 years ago. It was a chance to reflect on all the changes since 1965. Section 3 Odds and Ends Welwyn Garden City sidings: The current Up Yard sidings consist of 5 unelectrified roads used for the twice-weekly reversal of empty gypsum wagons returning from Hitchin to Peak Forest. There is also the occasional storage of rail tamper units and departmental wagons. It has been reduced in siding roads because in the early 1970s there was 6-8 roads in the Up yard with an extra 2 roads being located between a concrete roadway next to the Up yard. There was either concrete or wooden sleeper-built coal bunkers situated alongside the concrete roadway. Then and now: The large goods shed has been demolished but the small building remains. The platform canopy dagger boards have either remarkably survived or been replaced like for like which is good to see. The footbridge was built in the 1920s (around the same time the Welwyn Garden City Station opened). Before the 1990s it would be closed during the night by British Railways and was only accessible during the day. In earlier years pedestrians would also have to pay to cross the bridge. The original footbridge has been extended three times its previous length. It offers an exceptional view of the former Shredded Wheat factory but sadly it is also a terrible view of a vacant abandoned industrial building. It also used to be covered A new design has been drawn up to replace the bridge with this hideous creation but finances dictate otherwise at the present time A return ticket to Shredded Wheat please Henry Perky invented a shredded wheat cereal in 1893 and by 1901 his Natural Food Company was based at Niagara Falls, New York and became the Shredded Wheat Company in 1904. In the 1920s the company decided to open a UK factory in Welwyn Garden City, Hertfordshire. The production facility was designed by Welwyn Garden City town architect Louis de Soissons and building was commenced in 1924 by Peter Lind & Company. The distinctive silos that contained the wheat were an early example of slip form concrete building, using a mould which included a honeycomb core, raised vertically after each level of concrete was hardened. The factory with the first 18 storage units opened in 1926 and the product was named "Welgar" Shredded Wheat after the town. The remaining 27 storage units were constructed in 1938 when the company was under the ownership of Nabisco (who had bought the company in 1928). The factory is a major landmark on the east coast railway line between London and Scotland, indeed it is said that King's Cross booking clerks would be asked for "A return ticket to Shredded Wheat please", and the aroma of the cooking of the malted wheat was familiar to all who lived in the Welwyn Garden City area. Production ceased in January 2008, after which the Grade II listed building lay unused. In 2012 a supermarket chain applied to build a new premises on the site, incorporating some of the old buildings, but after public protest planning permission was refused. Sadly, the future of the decaying site is uncertain. The former Shredded Wheat factory at Welwyn Garden City Nabisco Foods Welwyn Garden City 19.08.74 Fowler industrial shunter No.20337 built in 1934. Now preserved on the Mid Suffolk Light Railway. (Pic credit to Phil) The factory was operational by the end of 1926 and the rail link was used during construction, so shunting would have been carried out by other means until 1934. The Fowler worked continuously until the end of the rail-hauled grain era in 1974, when it was locked up in its shed. Originally fitted with a Waukesha 4 cyl gasoline engine, a 2 cyl McLaren diesel was installed by Fowlers engineers in 1952. Reputedly wagons were pushed into / pulled from the headshunt siding by a BR locomotive, so the Fowler simply trundled to-and-fro along the straight rear connecting line and factory sidings. The reported use of an 0-6-0 loco would suggest one on hire (to cover repair work) at some stage. The Nabisco's diesel shunter was re-fuelled inside the Nabisco factory sidings as it was never seen to come out of the sidings. The little Fowler must have been quite shy, because very few pictures of it have surfaced. On the other hand there would have been little opportunity to see it close-up unless visiting the factory. Adjacent to Shredded Wheat is located the former Polycell Factory which closed approx 10 years ago. Much of this site has had a varied history and the principal section which includes a hanger like structure originated as a film studio, owned by British Instructional Films, and later the Associated British Picture Corporation. ABPC consolidated production to their main studios at Boreham Wood in 1951 and the studios became a warehouse for Ardath tobacco for ten years. Polycell (manufacturers of Polyfilla) then purchased the site which was much extended to the south, the north part, originally Unity Heating, being sold to Suchard Chocolate and extended as a regional distribution unit and offices in 1968. The north part is now owned by a holding company, Chinacorp, whose plans to clear the site for a temporary car park as an interim to redevelopment was recently refused. The line which served Nabisco also stretched along the rear of these Polycell buildings. The embedded track which served the Nabisco site is still visible. There were several trains that were booked to arrive and depart the WGC Up yard during the first half of the 1970s: 1. 7B66 departed Kings Cross Goods yard on weekday mornings between 02:30-02:45hrs and was usually worked by a class 31 loco with the train consisting of about 4 or 5 fully fitted vans in the front portion and about 8 or 9 loose coupled coal/coke wagons in the rear portion with a brake van for WGC. 7B66 would arrive at WGC around 03:15-03:30hrs and on arrival crossed into the Up yard. The brake van plus the coal/coke wagons would be 'knocked off' the rear and left on a road in the Up yard while the front portion consisting of about 4 or 5 vans would go forward as 6B66 northwards to Huntingdon calling at Hitchin & St Neots along the way. 2. 8B07 departed Temple Mills (East London) on weekday mornings between 04:30-04:45hrs and was usually worked by a class 31 loco with a train of grain hoppers for the Shredded Wheat factory plus a brake van at the rear arriving at WGC around 05:15-05:30hrs where it was crossed over into the Up yard. 3. The 'Whitemoor Goods' departing WGC Up yard on weekday evenings between 19:00-19:30hrs and usually worked by a class 31 loco (by a Hitchin train crew) heading northwards via Hitchin and across the Cambridge branch and on towards G.E. territory. This train was usually fairly long with a mixture of wagons (which may have included the Shredded Wheat grain hoppers) as well as mineral wagons, box vans and bogie bolster wagons all topped off with a brake van at the rear. In the sidings at the end of November were two tamping machines – 99 70 9124 001-7 & DR 75303 The following pics were taken when they were delivered new to Volker Rail. They were the latest model from Matisa and they provide a faster and more efficient tamping cycle, as well as being fully equipped with a Caterpillar C18 engine to reduce CO2 emissions and noise: This photo shows DR 75303 at the plant depot receiving some attention to its wheels, alongside one of the Kirow 250 Cranes, undergoing a six-month maintenance exam. The only surviving piece from the original Tilburg track in the Netherlands: Part of the concrete terracing remains This first track was built on a stretch of disused dual carriageway. Parts of this also remain. The road to the track, the pits, and the track itself were all located along one section. It is now a cycle path. Note the end of a crash barrier still in situ. More crash barrier visible through the trees The second track used the site of this first one as the pits. This closed in 1994. Blackpool Transport Spot Over the last few years, 634 has been repainted into the “Terror Tram” advert and was due for final commissioning just as the situation due to the global pandemic took hold in 2020/1. This phase of the return to the rails suffered due to the various restrictions then, and also the recent restrictions on the Rigby Road depot complex in 2023. We have now taken the opportunity to work with our friends at the East Anglia Transport Museum in order for them to complete the final commissioning and mileage accumulation of the tram. Therefore, 634 was loaded aboard a low loader on Mon 13th Nov and taken to East Anglia. The planned project for 634 which was developed back in 2021 is no longer an active project for various reasons, and therefore the decision has been made to loan 634 to the museum for a fixed period once the final commissioning is complete. This will also ease the situation at Blackpool regarding depot capacity whilst various building works are undertaken over the next few years. Whilst 634 is away from Blackpool for its loan period, it will be flying the flag for the Blackpool tram system in East Anglia, thus giving the opportunity to people who cannot easily travel to Blackpool more chance to sample the delights of a Brush tram. The tram left Blackpool at the start of a long journey to the opposite side of the country to the museum which is situated at Carlton Colville near Lowestoft, where it will reside alongside several other expat Blackpool trams. A low loader of Reid Freight Services arrived at Rigby Road depot shortly after midday. The weather couldn't have been worse for the move, as Blackpool was being battered by wind and rain from Storm Debi, which passed right over the resort, bringing gusts of up to 73 mph, driving rain and sea spray in from the Irish Sea. 634 being pulled out of the body shop ready to be loaded for its transport to East Anglia (photo FTT / EATM): Loading: After an efficient loading process, the transporter headed off along Rigby Road at 3pm with Brush 634 onboard: Arrival and unloading at the East Anglian Transport Museum: Whilst the low-loader was present the opportunity to move Glasgow 488 was taken: Five days after arrival 634 poses alongside Blackpool 11 (Marton Vambac): A beautiful interior Keep On Truckin’ Parked up at Chee Dale in the Peak District was this stunner from Robert Summers. They are based only 20mins from Cowdie so we got chatting about stock cars and it turned out his mate was a Gordon Moodie fan. Much banter followed when he phoned him and we mentioned Robbie Dawson and Speaky’s exploits with Gordon over the years. Overnighting at Rugeley was this MAN TGX 18.440 from the Czech Republic Four visions of beauty: A Scania from the Netherlands A Belgian R650 The Boss from Norway A five axle rear steer Volvo FM hard at work outside Eindhoven Railway Station Get another brew, sit back, and be thankful you don’t have this nightmare job to do. Hub removal on the dreaded SAF axles. Just another day in the life of the Professional Struggler. He does get to have a look at a £15000 Snap-On toolbox though while he’s there! I’ve met up with Chris a few times at truck shows and I can honestly say he is the most down to earth likeable person i have met. His never give up attitude is a real credit. He is a proper old school mechanic and finds the rules and regs of today very frustrating as you’ll see. He is coming with me to a Skegness or King’s Lynn meeting next year as he would love to see our sport: The Woodhead Line For the last ten years of the Woodhead Line’s existence, Mottram Yard was used only as a traction exchange point for Merry-Go-Round coal trains from South Yorkshire to Fiddler’s Ferry power station near Warrington. This view shows a pair of Class ‘76’ electric locomotives coming off an MGR working before a Class ‘47’ diesel takes over for the final leg. The electric locomotives would then either run ‘light engine’ back to shed or move to Godley Junction to take over a returning train of empty MGR wagons. These time-consuming traction changes were one of the main reasons given by British Rail for abandoning the route. (Pic credit to John Tomlinson) Even in the late 1970s there was still a wide variety of traffic crossing the Woodhead route. Here, No. 76046, an unmodified and therefore ‘vacuum only’ locomotive, leads a partly fitted train westwards over Torside Crossing and past Torside reservoir. (Pic credit to Alan Whitehouse) Torside Level Crossing and Signal Box As it is today Next time: Main feature: Join me and take a walk with the ghosts on this abandoned road as they lead us to ‘what once was' What treasures await us in this place where time has stood still? In Blackpool Transport Spot we’ll take a look behind closed doors at the Starr Gate depot:

Hi there folks, Welcome back to the new series of Off Season Write-Ups. This winter i will be putting each new edition as a separate topic in the Essential Info section. This will save having to trawl through the previous articles to find the start of the new one. They’ll be dated in the title as well. Onto the first one for this winter then: Section 1: F2’s from Taunton. Section 2: In Out and About join me for a walk through the wonderful Haddon Tunnel (a.k.a The Tunnel of Death) Section 3: Odds and Ends Section 1: There are a few pics in the gallery from the Hednesford F2 WCQR on 19th March. Bristol F2s on 9th April saw a few cars needing repairs through the afternoon: Matt Stoneman James Rygor Steven Gilbert Jack Cave Tristan Claydon A relic from the past - An old speaker in the trees More in the gallery from Bristol. Taunton – Monday 10th April 2023 The Autospeed Rosebowl raced for in memory of Paul Oakley returned to its more traditional Easter Monday slot. Paul devoted many years to the Autospeed cause. He had decades of experience, coupled with outstanding enthusiasm to fix, mend, and repair anything that needed attention. Racing wise Paul enjoyed countless years of friendship with the Hooper family, and when Garry Hooper was travelling the nation Paul was rarely missing from the trip. Following heavy overnight rain, a large crowd had gathered in blustery but bright conditions. After a busy weekend there was still enough cars for a full format meeting. Heat 1 saw the track with very little grip after the early morning rain. Vinnie Neath-Rogers (121) clouted the turn 3 fence, with Luke Johnson (194) an early spinner. Ben Goddard (895) took the lead with Steven Gilbert (542) up to 4th from the Superstar grade. Jon Palmer (24) was an early retiree. Goddard claimed the win. On a drying track Heat 2 saw speeds increasing in addition to harder hits being traded. Dan Roots (776), Jessica Smith (390) and Tristan Claydon (210) were three who were using the bumper on each other. Jess eventually broke clear for an impressive victory with the other two being joined by James Rygor (783) in a last bend sort out which saw Luke Wrench (560) dive through for second on the line. Palmer was the sole star grader in the Consolation. Johnson’s day didn’t improve after he ended up getting out of shape and became stranded broadside across the home straight. Following the caution Palmer moved rapidly from 4th into the lead. He soon found himself involved in a good tussle with Julian Coombes (828) and Matt Linfield (464) with Johnson also joining in. It all ended in disaster for Johnson once again though as he was spun around by Rebecca Smith (931) on the last bend as Palmer took the flag. The Final was brought under an early caution after Rebecca clobbered the turn 3 fence. As Charlie Knight (525) took the lead the star graders delayed their own progress as they battled with each other. Rygor was the first red to break clear. Roots had by now taken the top spot and extended his lead as Paul Rice (890) luckily missed getting collected after spinning on the home straight. The flag fell on Roots who claimed his second Final of the weekend. Rygor just pipped Matt Stoneman for 3rd, the latter then being docked two places for jumping the restart. Ryan Sheahan had some damage to repair after the race Rebecca’s car needed attention after hitting the fence. Chris Roots helps Andy sort it. Chris’ son Dan won his second Final of the weekend. The 27 car GN’s first start was red flagged as Neath-Rogers was hit at speed by Goddard when broadside on the start line. Following the restart a superb jousting match between Wrench, Stoneman and Rygor developed. Wrench then got involved with Rice and Palmer at another entertaining stage of the race. The former silver top was delayed to such an extent that the race leading Knight lapped him! The 525 car eventually slipped back to 6th at race end with Claydon taking the win. Results: Heat 1 895 325 460 542 979 315 890 127 258 525 Heat 2 390 560 776 783 210 302 689 980 27 53 Cons 24 464 828 931 121 359 844 232 870 194 Final 776 210 783 302 542 127 315 689 980 828 GN 210 302 454 127 783 525 315 828 542 931 More pics in the gallery. Section 2 Out and About – Haddon Tunnel This one had been on my hit list for some time so i was really looking forward to exploring it. It was certainly well worth the wait and ranks as one of my all-time favourite tunnels. In addition, we’ll also be having a look at the nearby Rowsley Viaduct. First though some background history concerning Haddon Tunnel: Part of the construction of High Speed 2 entails navigating the delicate Chiltern Hills via a series of tunnels - some bored, some ‘green’. The latter comprise open-ended concrete boxes, sunk into the landscape, above which the ground is restored to something resembling its original state. When the Midland Railway pushed its Buxton branch through the Peak District in the 1860s, it was obliged to excavate the 1,058-yard Haddon Tunnel so as not to blight the gentry’s views from the adjacent hall. Opened 161 years ago, the structure has lain silent since closure claimed it in 1968. A map from 1914 The tunnel passes under Haddon Hall in the centre of the map. The yellow line is the route of the disused Midland Railways Buxton branch. Many thanks to Glynn Waite of the Rowsley Association, Dave Harris from the Midland Railway Study Centre and Graeme Bickerdike for the info and words below: Those who engineer the green tunnels of HS2 will enjoy many advantages over the workforce at Haddon: laser-driven surveying equipment, high-capacity cranes and earthmovers, welfare facilities, foul weather gear, and not forgetting the restraining harness of health and safety. However much of a national embarrassment this has become in the 21st century through stifling regulation and risk aversion, better that than the havoc that was gruesomely wreaked in the 19th century at many railway construction sites. In 1845 the depositing of Parliamentary plans were brought for an ambitious new railway connecting Ambergate - north of Derby on today’s Midland Main Line - with Manchester. Guiding the heavy engineering was George Stephenson whose initial proposals identified a route up the Wye Valley until the Duke of Rutland’s opposition prompted a diversion through the Chatsworth Estate, owned by the supportive Duke of Devonshire. Alive to the commercial impact of being bypassed by the railway, the persuasive townsfolk of Bakewell convinced the Duke of Rutland to block the plans in the House of Lords. An alternative alignment was put forward, also through the Chatsworth Estate, with branches serving Buxton and Bakewell. But the delay proved critical. By the time Royal Assent was granted, the unsustainable financial drain of railway mania had caused the flow of money into such schemes to dry up. The line was progressed as far as Rowsley, opening in 1849, but the land beyond remained untouched for more than a decade. The Midland Railway’s rivalry with the London & North Western manifested itself in a chess-like game whereby the former’s goal of securing a slice of Manchester’s lucrative rail market was thwarted by the latter’s defensive manoeuvring. With no hope of collaboration, the Midland was forced to push forward with an independent route, the first section of which involved a 15-mile extension of the Rowsley line into Buxton, authorised in May 1860. Towards its western end, the River Wye meanders through its spectacular limestone gorge which was overcome by eight tunnels and a collection of assorted viaducts. Whilst the eastern section presented fewer obstacles, the terms set down by the Duke of Rutland for accommodation through his estate gave rise to the line’s most substantial engineering exploit, that of Haddon Tunnel which would bury the railway behind the hall from which its name was taken. Initial drawings for the structure survive in the Midland Railway Study Centre, with three signatories. Most notable is that of William Henry Barlow, installed as the Midland’s first Chief Engineer in 1844. By this time he had left to establish a private London practice, albeit retained by his former employer following Stephenson’s retirement. Barlow was later celebrated for the outstanding St Pancras train shed and his design for the replacement Tay Bridge. George Thomson, fulfilling the role of contractor, and his brother Peter also appended their names. This was a prolific and highly respected pair, credited with building a number of lines in South Wales, the North West and Yorkshire. On paper, Haddon was envisaged as two tunnels, separated by a short cutting. The most southerly would extend for 120 yards, sitting on a ledge cut in the gently-graded hillside and covered to conceal its segmental arch to a depth of just a few inches. Beyond this, a longer structure of 900 yards - punctured by two ventilation shafts - would comprise cut-and-cover sections either side of a bored portion. Towards the southern end, a series of drains were planned to channel ground water beneath the tracks where the land fell to below the height of the arch. Even at its deepest point, the crown was barely 30 feet below the surface. But anyone visiting the tunnel today would struggle to recognise it from that description. Two shafts became five; the cutting disappeared; substantial changes in section are met; an open box near its centre brings 11 yards of daylight. Engineering contracts generally demand that work is carried out in accordance with the plans and specifications unless unforeseen problems are encountered. The trouble is, with activities below ground, virtually everything is unforeseen. It should come as no surprise that the design evolved in response to prevailing circumstances. Clues to what they were have been left for us by civil engineer John S Allen. On 12th December 1861, Allen presented a paper on the tunnel’s construction - which by then was just a month from being finished - to the Civil & Mechanical Engineers’ Society. This records that the stratum traversed throughout was shale overlying limestone, with a varying thickness of clay above it. During the course of the work, movement of the clay caused several extensive slips to occur, whilst ground pressure was sufficient to break 18-inch timber crown bars. As built, the structure rises towards Bakewell on a gradient of 1:102 and comprises three sections: from the south portal, a covered way of around 490 yards, then a 350-yard tunnel, followed by another cut-and-cover section of 220 yards incorporating a curve to the east of 40 chains radius. Ground was broken on 10th September 1860 with the sinking of a shaft close to the main tunnel’s midpoint, from which a heading was driven to meet those already advancing from its ends. April 1861 saw work get underway at two points within the heading to excavate the tunnel to size, allowing four faces to be worked simultaneously. Progress was made in lengths of 12 feet, each requiring 12 crown bars, two miners’ sills and about 30 props of varying dimensions, as well as rakers and poling boards. Allen described the production line process: “The masons follow and build in the side walls, which are of sandstone grit, excellent in quality. This stone is found in great abundance in neighbouring quarries. The walls are built in block-in-course masonry - one header and two stretchers. These courses are backed up with rubble work, in sandstone or limestone. The thickness of the work is on average 2 feet 3 inches.” “A profile is erected at the end of each length to guide the masons. The bricklayers follow as soon as the centres are set, which are of great strength and excellent in design. The arch, which is a semicircle, consists of 5 or 6 rings of bricks, as the ground may require it. These bricks are made on the contractor’s premises; good clay fit for the purpose being found adjoining the works.” Beyond the tunnelled portion, the covered ways took shape. Having opened the ground to the requisite depth, side walls and arching was inserted and the excavation then backfilled. “There are several sections of arch used”, declares Allen. “The principal one is that of a low stone arch, having a rise of 6 feet from the springing line. A semicircular arch of stone is also employed when the cutting is deep. The thickness of the arch is in all cases 2 feet.” Towards its southern end, it is possible to walk alongside the tunnel at track level, such is the shallowness of the fill and gradient of the slope. As a consequence, the ground could not sufficiently counteract the thrust of the arch, prompting the introduction of “strong counterparts”, in the form of buttresses, to support the west wall, as well as increasing its thickness. Several buttresses are now exposed, the land having slipped off them over the years. Allen concludes that “The works are of an interesting and instructive character and have been carried on with very slight interruption night and day.” In just 16 months, Haddon Tunnel had been buried seamlessly beneath the Duke of Rutland’s estate. Whilst Allen was right to celebrate it as an engineering success, one unmentioned failure - the cause of that “very slight interruption” - had a human impact that should not be overlooked. Alfred Plank was a lad of 15. On 7th April 1861, the national census records him as living in one of five ‘sod huts’ erected for the navvies at Great Rowsley, about a mile from the tunnel. Ten souls inhabited it, with Alfred’s father William head of the household. His wife Sarah and five of their eight children were joined by three boarders, also employed on the railway. It seems likely that the family followed the contractor around the country as work arose. The youngsters were born in towns across South Wales; by 1851, home was north of Newark alongside the East Coast Main Line, then being built by the Great Northern. Now in Derbyshire, Alfred and his 13-year-old brother Charles were both wage earners, working on the Buxton line as horse drivers. Living conditions would have been basic but comfortable, unlike those at work. More than 250,000 navvies served the railways when construction was at its peak in the mid-1800s; a good one could earn three times that of a farm labourer. Many were skilled - miners, masons, riveters, bricklayers, carpenters. Their welfare however was not a corporate priority. It’s fair to presume that Tuesday 2nd July 1861 was much like any other. Within the northern section of covered way, a 36-foot length of arch was waiting to be keyed with three courses of stonework. The centring that supported it comprised eight ribs, each with props at both ends and another in the middle. These stood on blocking stones of up to two feet square. Three rakers steadied the structure. The same centres had been deployed in the construction of four other lengths and were deemed fit for purpose again, their assembly overseen by carpenter Edward Sykes who inspected them twice daily. Seventeen men were busy hereabouts. During the early part of the afternoon, two or three loads of stone arrived, pushed up a wagonway that passed between the props. Each wagon was opened at its end and the contents tipped into the metals. The blocks, some measuring 3 feet in length and weighing 3-5cwt, were then manoeuvred within reach of a derrick, ready for hoisting up to the masons. This was located at the north end of the arch, fastened to the centres by a pair of iron dogs. Operating it was Alfred Plank, with motive power for chain-pulling provided by his horse. Having just been emptied, six men pushed a wagon away from underneath the stonework. Up top, some of the masons paused for a breather whilst labourers adjusted the wooden boards on which the materials were wheeled, leaving 36-year-old George Buckley, Jacob Rowland, George Twyford and Frederick Bacon still on the centring. Then all hell broke loose. According to Bacon, “I dropped down just as if I had been suspended in the air by a cord, and the cord had been cut. There was not the slightest warning, not the least imaginable.” The arch had gone. All hands immediately began clawing at the debris. Messengers were sent to Bakewell for medical assistance; surgeons Knox and Evans attended. By six o’clock - two hours after the event - the victims had been extricated. Lost were John Millington, aged 40, James Bird, 36, and 21-year-old James Clarke. Two were found side-by-side, horribly crushed. And just a few feet from safety was the boy Plank, lying alongside his horse. A cart carried the bodies to the Royal Oak in Bakewell to await the inquest. Buckley had survived with the loss of both legs but succumbed in the early hours. A sixth man, Francis Evans, emerged with a broken leg; Twyford also suffered leg injuries. The affair cast a shadow over the district; the following day, hundreds arrived on site to pay their respects. Thursday saw mourners gather in Rowsley for James Clarke’s funeral; Alfred Plank was buried there on the Sunday. At the Royal Oak, it fell to Coroner F G Bennett and a jury of 12 gentlemen to seek the accident’s cause, hearing two days of witness testimony. Much attention was paid to the centres, determining their condition and the impact of bolt holes drilled through them. Whilst it was asserted that their strength might have been diminished by as much as 25%, expert opinion concluded that they were still working well within their combined 560 ton capacity, bearing about 120 tons. It was learned that it had not been general policy to insert a middle prop until George Thomson had insisted upon it about a week earlier, “to make sure”. Edward Sykes revealed that the lone raker at the north end of the centres had been taken away some time before the accident, although this was not unusual. “They were put up to steady the centres and not to support them”, he insisted. A small land slip had occurred, depositing material onto one of the side walls, but the quantity was such that it could in no way account for the collapse. In the end it was W H Barlow who glued the clues together. “The statements of the witnesses indicate that the [eastern] end of the centres swerved out towards Rowsley, and that all the centres had twisted on their sides, the tie-beams being found towards Rowsley and the upper rib towards Bakewell. The only reasonable mode that occurs to my mind for explaining those appearances is that one or more of the props on the [eastern] extremities of the centres had been knocked away. It is possible that in unloading the stone, if unloaded on that side, or in moving the stone afterwards, the props might have been knocked away… The loss of a single prop…might cause the whole weight, by giving a twisting action to the centre prop, to give way.” Accidental death became an occupational hazard for the navvy - tight margins and inadequate control measures conspiring against him. Early in September 1861, 22-year-old John Bishop, also a horse driver, was knocked down in the tunnel and then run over by wagons. But such events did little to impede progress. The structural work was concluded on 11th January 1862, the Duke’s agent having authorised the retention of five ventilation shafts rather than three as first agreed; by April, only a section of permanent way was missing. The first public train passed through at 7:20am on 1st August, running to a temporary terminus at Hassop, three miles away. Buxton was connected in May 1863. Even then, misfortune could strike. On Saturday 24th July 1869, a boy named William Cutts left Derby on an excursion train, heading for Matlock where he intended to sell fruit. As his journey neared its end, drunken railway ganger Henry Southgate took 5lb of plums from him but refused to pay. Threatened with the police, the miscreant attempted to escape feet-first from a window as the train passed through Haddon Tunnel. The boy grabbed him by the hair, shouting “Either leave the plums or money before you go!” Southgate did neither and fell onto the track. The guard, joined by a porter from Bakewell, found his body in the four-foot of the Down line close to the tunnel’s midpoint, minus its head and a leg. The early hours of Thursday 5th June 1884 saw more tragedy. Francis Irish, a guard from Kentish Town, described how he heard a loud knocking beneath his van as the 11pm mail train from Liverpool passed through the tunnel at 50mph. He thought that some brickwork had come down. On arrival at Derby, the driver took his hand lamp and examined the locomotive, finding “blood and brains” on the front part of the bogie and a piece of cloth wrapped around the feed pipe. Shortly after 2am, goods inspector Matthew Knott and ganger Watson were despatched to the tunnel where they found the dismembered remains of a “working man” scattered over a distance of several hundred yards. As the 19th century drew to a close, it became apparent that all was not entirely well with the structure. At No.3 shaft, inspections had detected a movement of 1½ inches at one side of the brick arch. Difficulties were also being experienced with ventilation - smoke was accumulating due to increased traffic levels. In July 1900, the Chief Engineer’s Office in Derby drew up plans to remove both the shaft and 33 feet of arch around it, instead constructing a large open box. Work got underway almost immediately, taking eleven months. Appointed as contractor was Chas Baker & Sons of Bradford. With earth removed from above the brickwork, “a few stalwart masons” gathered on the morning of Sunday 2nd December, waiting for the start signal that would follow the passage of the 10:38am service from Bakewell. Great difficulty was experienced breaking away the crown but, once gone, the remainder fell with little persuasion. A gang of Midland Railway men cleared the debris, allowing services to resume before midday - passenger trains having incurred no delay at all. Inspector Groves took charge of a pilot engine to regulate movements. A second section of arch was similarly dispatched the following Sunday. Such an intrusive scheme would not have been undertaken lightly, given its complexity and operational impact. The extent of the works offers some insight into the concerns engineers must have had over ground movement. Constructed in a 44’ x 46’ excavation, the enlarged shaft boasts concrete side walls faced with blue brindles, bonded together with ironwork. At no point is their thickness any less than 5’, and at the base exceeds 8’6”. Estimated at £2,000, the scheme’s final cost was £2,904, suggesting perhaps that the scale of the challenge was initially misjudged. A passing thought should be spared for one member of the workforce who lost some of his false teeth during a dinner break; they became lodged in his throat. Unable to extract them, the unfortunate man made the journey to Bakewell where Dr Fentem had to force them down. A final substantive step in the tunnel's structural evolution was taken in October 1913 when a project was started to slew the tracks and insert 46 additional refuges in preparation for the introduction of new 9’3” wide stock. Lasting eight months, the work cost £555. 1923 saw the drawing-up of plans to provide a timber lining in No.4 shaft although there is no evidence of the work having subsequently taken place. Whilst the 1963 Beeching Report prompted the withdrawal of local Matlock-Buxton/Manchester services, the line’s complete closure to through traffic was determined by a confidential 1964 study into ‘duplicate’ trans-Pennine routes and the introduction, in April 1966, of electric haulage for Manchester-Euston services on the West Coast Main Line. From October that year, freight and parcels no longer rattled through the tunnel, diverted instead via the Hope Valley line. The anticipated announcement that passenger expresses would follow was not long in coming, and so on Saturday 29th June 1968 - a day early thanks to a guards’ dispute - 1H18 St Pancras-Manchester Piccadilly became the last train to endure Haddon Tunnel’s darkness at about 7:45pm. The Up line was lifted in June 1969; recovery of the Down took place the following summer. Perhaps it is testament to those who built the tunnel - now bricked up and ignored for over 40 years - that it has survived the withdrawal of substantive maintenance largely unscathed. The failure of a field drain crossing the bored section has triggered extensive spalling of the brickwork for 100 yards, a function of water penetration and freeze-thaw action. But the decline is sufficiently limited for its reopening to be pursued as part of an extension to Derbyshire’s Monsal Trail, occupying the trackbed northwards towards Buxton and passing through six other tunnels. Landowners are cooperative and surveys have been conducted; planning and financial hurdles are yet to be overcome. John Millington, George Buckley, James Bird, James Clarke and young Alfred Plank are honoured by a simple memorial in the churchyard at Rowsley. Their efforts, against the odds, were not unique; neither was their sacrifice. But were it not for their like, we would have no railway network. So when you next travel, don’t just gaze at the train - look under it, above it, around it. Celebrate the work of the humble navvy. Right folks it is time to go and have a look. The tunnel is surrounded by stunning Derbyshire countryside but getting to it is very challenging to say the least! This deserted road passes by the Bakewell (north) end of the tunnel The trackbed at this side is underwater and resembles a canal! Scuba gear would be required to get in at this end! The exact spot in November 1948 as new rails are being laid. At the same location in 1953 as 'Black 5' No 44859 heads an excursion from Nottingham to Belle Vue on 9th May (Credit ER Morten) The trackbed from the Rowsley (south) end is a far better proposition and makes for a decent walk for now This soon comes to an end however Head-high stinging nettles The roof of a platelayers hut comes into view There is not a lot left of this one We are closer to the tunnel entrance now and another platelayers hut Brick built Complete with fireplace A great view in the past when the locomotives would be blasting out of the tunnel At last we come to the entrance A Class 46 exits the tunnel at this very location Pictures don’t do the interior justice. It is truly something else. It is free of graffiti which is very rare in any disused place. It is probably owing to its difficult location and access. As the tunnel runs under the Haddon Hall grounds it pays to keep very quiet. The landowner has thrown shotgun cartridges down the vents after a day’s shooting and I’m sure would love to catch someone in there! A magnificent sight awaits within. The first air vent shaft illuminates the tunnel ahead. One of many refuges in the tunnel wall The remains of cabling hooks We have reached the first air vent. One of the centre drainage channels at the bottom of the pic. Here we have an unusual combination of a square refuge close to an arched one The damp atmosphere and sunlight from the vent has allowed these wonderful ferns to take hold on the tunnel wall One of my favourite pics. The sun passing overhead creates this elliptical disc on the stonework. It reminds me of a ufo light beam Looking skywards there are two trees that have amazingly taken root on the vent wall Further in the tunnel height is stepped It is so dark in this section. With the light switched off the inky blackness closes in and becomes heavy and suffocating. Underfoot is another open drain. A shin shredder for sure if you stepped down it in the dark. Another superb stretch of the tunnel. With the camera shutter open for 90secs and lots of light the colours here are spectacular. The soot-stained brick lined tunnel roof stands out against the stone walls. The large branch had come down one of the air vents and in certain weather conditions the wind speed through here is phenomenal. It had moved the branch a considerable distance from any vents nearby. Slightly further along and the tunnel can be seen curving to the left. Another air vent comes into view. This vent is closer to the surface A tree in this one too Only a single railway sleeper with rail chairs remains. There are the odd fishplates lying about Here the walls are discoloured by a coating of flowstone. It is caused by water rich in calcium carbonate seeping down the walls. The deposits often form thin sheets called "curtains". The refuge is camouflaged by the flowstone The remains of a ratchet jack which had many uses on the railways As it would have looked The open section is up ahead. The sleeper indentations are very visible here. The change in tunnel profile is plain to see Looking towards the next section which is a high arch construction Looking back Further in a scene of magnificence awaits. The splendour of nature is revealed. The calcite covers everything and although it looks like water it is bone dry. The orange tint is due to iron oxide The soot from the steam engines passing through has leached through cracks in the mortar and turned the flowstone jet black Just look at the thickness of flowstone around this hole from a missing brick The view inside resembles a cave in miniature Notice the small green shoot top right that has grown from a seed blown in. There is no light at all here but the calcitic minerals are so rich it has allowed the seed to germinate. This whole scene is truly magical. Even a length of wood has turned as hard as stone. Another wonderland in a brick cavity There is even a mini stalactite and stalagmite formation At the far end of the tunnel water is pouring through the holes in the blockwork It is quite unnerving looking through the hole and the water is at eye level! About turn and we’ll make our way out. That is of course if the door has not been sealed up. There is no phone signal in here so we’ll be done for! Back outside now, and a look at the closest vent. Even these were constructed to look aesthetically pleasing. Iron railings attached to curved stone blocks which sit atop the brick vent. The view down to the tunnel underneath A distant one has been taken over with tree growth. This one is in direct sight of Haddon Hall so it was not worth risking a closer view just in case the owner had his shotgun ready! That completes our look at this spectacular tunnel. I’m so glad I managed to do it as unfortunately it looks as though any access has now come to an end. The walk up to the south portal has multiple CCTV signs on gates, and one on the tunnel door. Along with the signs is a CCTV camera above the door. This is probably a dud as the camera has no power running to it. In addition, the door is now welded shut. Let us now head a short distance to the derelict Rowsley Viaduct. Rowsley Viaduct The viaduct is arrowed on this map from 1892 Its location to Haddon Tunnel can be seen on this map Credit to Graeme Bickerdyke & The Rowsley Association for the information below: In engineering terms, the Midland's Rowsley-Buxton line was one of the country's most spectacular. Built between 1860 and 1863, it featured a series of viaducts, tunnels and cuttings, accommodating the railway as it passed up the often steep-sided and meandering Wye Valley. The line was an extension of Manchester Buxton Matlock & Midland Junction Railway, the first phase of which opened in 1849 between Ambergate and Rowsley. Rowsley's original station had been sited for an onwards alignment up the Derwent Valley, northwards towards Chatsworth, but this was altered when the Duke of Rutland made clear his support for a westerly route through the Haddon Estate and into Bakewell. This required the construction of a replacement station on the new line which branched off about 400 yards south of the original terminus. About 600 yards beyond the junction, the first substantial structure encountered was the four-arch Rowsley Viaduct across the River Derwent, together with a retained embankment and underbridge at its western end. It opened to traffic on 1st August 1862 and carried its last train on the evening of Saturday 29th June 1968. Immediately beyond the viaduct, a 20-yard section of the approach embankment is faced with a vertical masonry retaining wall on its northern side. Adjacent to this is the single span Duke's Bridge under which passes a track heading to the Duke of Devonshire's Chatsworth Estate. The arched opening is also flanked by buttresses, with a curved wingwall acting as a retainer for the embankment that extends westwards. Owned by the Derbyshire Dales District Council and leased to Peak Rail, the viaduct is protected by palisaded security fencing at the western end of its deck, erected in the late Nineties. The land beyond was transferred back the Haddon Estate in the mid-1980s. It is the aspiration of Peak Rail to relay the line across the viaduct and onwards up the valley towards Buxton. An immediate obstruction is presented by the dismantled bridge over the A6 - between the viaduct and the old station site - and the subsequent raising of the road level. The Haddon Estate is also opposed to the railway's reinstatement. Another possible use for the structure would be to carry an extension of the popular Monsal Trail. The Council is currently evaluating options for this. Rowsley Viaduct is Grade II listed and in need of some work to remove vegetation and saplings. Several pattress plates and tie bars have been inserted just below parapet level to help arrest lateral movement. Two views of both sides from the banks of the River Derwent The Duke’s bridge. A wonderfully constructed arch to pass through. The obligatory fence to hinder the explore The first part of the viaduct is fairly free of vegetation The British Railways Board identification number is still visible The view from both directions further along It is not possible to continue beyond the end of the viaduct in the Haddon direction as the track bed is a mass of impenetrable overgrowth. That completes the look around this quiet corner of Derbyshire. I’m sure you will agree it was well worth it too. Section 3: Odds and Ends Spotted at Skegness: How about these four beauties? Three Ivecos and one Scania: A 14yr old ML120E18D GN51NER Scania G 6X2 from 2012 A real old-timer. A 31yr old Iveco-Ford Cargo80E15 Blackpool Transport Spot Rigby Road was the original tram depot until 2011 when this new one opened at Starr Gate. This was for the new Flexity fleet. Rigby Road tram depot in its early days: This would of been when it was known as Kirkby Hall. The floor marked out for a future exhibition event. Also of note on the outside front view is the tram road numbers marked just below the roof line above each track. The concertina doors visible in the open position. Rigby Road when new in 1935 as part of the Blackpool Corporation Transport Department's five-year modernisation plan (1933-1938). It housed most of the fleet of modern streamline trams delivered to Blackpool between 1934 and 1939. When completed, the shed was capable of housing approximately 120 trams and is now the last operational first-generation tram depot in the United Kingdom. It is also one of only three tram depots in the world that operate double deck trams on a mainline tramway. The tram shed is a single story building as built, contained eighteen roads/tracks for stabling trams, most of which are still in use. The shed also houses an electrical sub-station, from which the tramway is powered, and a tram maintenance compound on the west side of the building. The tram shed was originally known as Kirby Hall in view of the fact that it was designed as a dual-purpose building, capable of housing exhibitions in the rear half of the building, for which an entrance was provided in Kirby Road. This is the reason why the tram inspection pits only extend halfway into the building. Some trade exhibitions were held in the early days, but this use of the shed was relatively short-lived. Rigby Road now houses the illuminated trams, the Heritage fleet and a fair number in store that haven’t moved in a long time. In an ideal world it would be great to preserve every vehicle but owing to man-power shortages and financial considerations this is not going to happen. When the new depot opened the managing director in power at the time wanted to scrap the whole lot and build houses on the Rigby Road site. Fortunately, common sense prevailed and with a change of leadership the decision was reversed. With most of the staff transferring to Starr Gate only a skeleton crew was left here. As of the present time there is only one of each trade (fitter, painter, electrician etc.) to keep the runners in service. As these trams are an average of 90 years old it is a challenge to achieve. Obviously, parts are no longer available off the shelf and must be manufactured on site. The stored trams are slowly deteriorating as there is no spare labour to work on them. The depot itself is in desperate need of a new roof. Large panels are missing and each winter more damage is being done to the structure We have been doing guided tours of the depot for a couple of years which have proved very popular and the money raised has been put towards the roof fund. There has been some funding given to help with this as well. New doors are also required to keep the gale force winds and seagulls out. As of early October the depot has been fenced off to allow a thorough survey to be undertaken of the work required so the tours and public access have been put on hold for the time being. We moved a couple of the illuminated trams to Starr Gate depot prior to the closure for the forthcoming illuminations season: HMS Blackpool The Western Train amongst some 90yr olds prepares for a reverse move out of the depot At the new depot In service Richardson Traction Owing to the winter gale force winds on this western coast the illuminated displays north of the Cabin must be taken down at the end of the lights season and re-erected in mid-summer ready for the next season. We use a local haulage company for this task: Richardson Traction Founded in 1980, by Gary Richardson. Richardson Traction is a road haulage firm based in Thornton, near Blackpool. They have been providing transport services for a range of industry sectors for well over 30 years. They offer a range of services and have recently acquired new, specialist equipment, including extremely heavy duty HIABs, refrigerated trailers, forklifts and low loaders. With over 20 years experience they provide haulage across Europe for a variety of loads, including: Industrial equipment Boats Helicopters Mobile cabins Shipping containers Planes Machinery Pipes At work on the prom back in April this year: Volvo FH540 Volvo FH500 Transit Custom 320LMTD EBLUE Next time: The main feature is a running day in ‘green’ featuring GS, RF, RM, RML, RT variants

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Final Focus: 559 leads away. An explosive start with 180, 318 and 1 putting some class hits in on the opposition. 220 joins in with a hit on 1 in turn 3. 180 demotes Will with a big hit. After 1 makes an early pass on 180 he catches and repasses with ease and blinding speed. 504 is the next to feel the force of the Wittsy front end and is sent fenceward in turn 1. H154 takes a wayward line down the home straight which sends 415 on a collision course with an infield tyre. Caution to remove the stranded 504. 530, 452, 180 and 1 are the top 4 on the restart. 530 and 452 tangle in turn 2 at the drop of the green. 180 takes an evasive move around the outside whilst 1 moves through on the inside to move ahead. 8 spins in turn 3. 415 and 475 tangle in turn 4. 180 fires 1 into turn 3. The 1 car coming to a stop behind 415/475. Caution for stranded cars at both ends. 180 heads 318 at the restart. A huge hit from Speaky into turn 3 on the 180 car. Witty's rides the hit. 220 comes on strong and decimates the opposition to move into a race winning lead. 1 has come forward from the back half of the grid. The last lap sees a magnificent hit from 180 on 1 into turn 1. Wittsy does a Hitman hit on the Hitman. The 1 car is finished with the front wheel off. A fantastic all action finish 👍👍 That's it for 2023 folks. A big, big thank you to Nic for the all season results. Winter well everyone 👍

Consolation Catch Up: 524 leads away. 128 and 325 clash on the back straight. 580 spins in turn 2. 51 fires 287 into turn 1 but spins off his back bumper. 580 collides with the stricken 51 car mid-corner. 128 spins and stops in turn 1. 524 and 530 are the lead duo at halfway. Caution to move 128 to safety. 524, 530 and 8 head the restart. 8 challenges 530 for the 2nd place. Darren fights back down the home straight and edges Catherine towards the infield marker tyres. With the 8 car forced to slow 530 nips up the inside through turn 1. His gain is short-lived however as 8 takes the spot back with a hit in turn 3. 2 to go and 524 can see 8 getting closer. Not to be denied though sees Jason holds on for the win.

Heat Two Happenings: 161 leads away. 559 spins in turn 2 which brings 191 to a stop broadside in the turn. Caution to move the car to safety. 530 leads the restart. 1 fires 124 and 8 into turn 3 at the drop of the green. 8 spins out as a result. 370 circulates with a collapsed front right. 504 rolls over after jumping over the front end of 530 in turn 2. Caution to tow the cars clear. 452 leads this restart from 147, 220 and 1. 220 fires 147 into turn 1. Eddie strikes the fence a glancing blow in a shower of sparks. 1 into the lead on the first lap after the green. Within a lap the 1 car loses some speed which sees 20 and 220 come back past. At 5 to go the World Champ has got back up to speed and repasses 220. Liam is too far up the road to be caught however and heads towards his first tarmac win. 452 takes 3rd from 220 on the exit of turn 4 after Will drifts wide.

Pit News: 180 - Ryan buffing the right rear tyre. 287 - Welding the left end of the front axle. Routine maintenance for most teams.

Heat One Happenings: 128 leads away. 580 spins in turn 4. 318 and 180 engage in battle with Speaky putting some big hits in on Wittsy. 580 now spins in turn 2. 180 has pulled clear of 318. 295 leads. 180 has 318 moving in once again but holds the position. 453 stops on the outside of turn 4. H154 fires 325 into turn 1. 180 takes the position from 242 on the last bend with a well timed hit. A great race for young Jack 👍 Louis Goodwin takes the win.

BTCC Race Recall: 530 leads away. 1 and 16 trade hits for a couple of laps. 7 leads. 16 spins in turn 1. 8 half spins in turn 3. 1 hits 8 and 147 wide in turn 1. A lap down 16 delays 7. The last lap sees a quartet of cars battling up front. Adam Morgan in the 172 car takes the win. A decent race with most drivers having plenty of contact 👍

Welcome to Gala Night folks. Under 25s Championship Race Recap: 559 leads away. 147, 555, 381, 161, 368, 269 and 287 all end up in a heap on the exit of turn 4 in an early lap sort out. Caution to move the cars clear. 559 heads the restart. 124 and 8 are moving towards the front. Kyle takes the lead before halfway. 20 fires 345 into turn 1 with great force which collects 132 who cannons into the fence. Caution to move 132 off track. 124 heads this restart. 124 jumps clear at the green. 368 clips H575 at high speed entering turn 1. Yoren ends up whacking the fence. 20 fires 242 into turn 1. 8 is closing in on 124 at 5 to go. Backmarkers play their part as they slow Kyle momentarily. 2 to go and Catherine is on a charge. 1 to go and Kyle drifts wide under pressure in turn 1. 8 is through on the inside to lead down the back straight. Kyle tries for a last bender but can only make light contact. Catherine wins the race. 526 comes through for 3rd. A fine top 3, and a great finish 👍 The top two both spin in unison in turn 1 after crossing the line.

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Helter Skelter Summary: 44 leads away. 587 and 525 tangle in the turn 4 exit and hit the infield tyres. 515 and 1 engage in some close racing for a couple of laps until Tom moves ahead. 1 moves 55 aside in turn 3. 217 is making moves to the front a long way ahead of his fellow star men. 515 is suffering a misfire. 217 now leads. 55 retires with a wheel off. 446 hits the concrete blocks on the home straight. 580 spins and stops in the middle of turn 4. Caution to move the cars to safety. 217 heads the restart. 545 hooks onto the back of 212 and both slam the turn 1 fence. The closing laps see a monster hit from 2nd placed Tom on Lee in the middle of turns 1 & 2. The race is over for them as both cars are damaged and limp around until race end. 457 picks up the win. That's it for the 2023 season proper folks. Back from Gala Night at Skegness, although as the F2s have been kicked out it has lost some of the appeal for me 👎

Final Focus: 469 leads away. 580 and 235 spin in turn 4 on the opening lap. 515 retires with a flat front right. Caution for a stranded 163 on the exit of turn 4. 67 heads the restart. 55 in 8th at this early stage. 545 spins in turn 3. 212 retires with a flat right rear. Caution for 78 who is stopped facing the wrong way on the inside of the back straight. 67, 268 and 216 head this restart. 1 retires with a flat right rear. 530 holds up the race leading 67 car. 268 makes a dive at Henry into turn 1 but can not get the position. 67 then spins it in turn 3. 525 gives 548 a hit into turn 3. At halfway it is 55 in the lead. 216, 587 and 268 are stopped against the fence on the turn 2 exit. Caution to move them to safety. 55 heads this restart which is short-lived as 530 has not going and is stopped on the back straight. 16 moves ahead of 55 on the restart proper. 55 soons moves ahead again. 457 engages 16 in battle before falling foul of the dreaded right rear letting go. 525 another to suffer a flat right rear. 53 picks up an infield tyre on the exit of turn 4. This becomes wedged under the front end as he tries to get down the home straight. Caution to get both clear. 55, 216 and 289 head the restart. 501 takes 235 to the turn 3 fence but they tangle together which takes out 414 as well. 289 puts a hit on 53 into the turn 3 fence. 530 holds the race leading 55 up entering turn 3. Mat takes the advantage and powers the 16 through into a race winning lead. However, the wing mountings are loosening off as the laps wind down. 217 is circulating slowly for the closing laps. With the wing having held on Mat takes a popular victory 👍

Heat Three Happenings: 44 leads away. 499 loops it on the turn 4 exit. 1 passes 217 down the back straight. Lee doesn't follow through with a big hit into turn 3 though. 515 whacks 1 into the turn 1 fence, followed by a hit on 217 into turn 3. FWJ retires next lap. Caution for a stranded 235 on the exit of turn 4. 163 heads the restart. 216 spins 55 out in turn 1. Tom fires it in to Craig which slows his own progress. Lee has another chance to take it to the World Champ but again does not take advantage. 55 gives 364 a whack into turn 3. Next time around sees 364 fire 55 hard into the turn 1 fence. Rob comes to a stop on the back straight. Another caution to move cars to safety. 216 heads this restart. 235 spins out in turn 3 at the drop of the green. 55 pile-drives 20 into turn 3 with some force which collects 163 just ahead. Mark rides up the fence on two wheels and nearly goes over. Jack takes the win with 1 in 2nd. Tom is the 2023 National Points Champ 👍

Heat Two Happenings: 404 leads away. A very smoky 463 and 20 collide on the home straight and drift toward the infield concrete blocks. As in Heat 1 a big pile up early on in turns 3 & 4 involves all grades. 55 is forging through the field. 404, 67 and 545 come to grief on the exit of turn 4. 457 is carried down the home straight backwards by the pack of following cars. 53 gets shoved off-line and ends up on the infield. 212 and 235 clash in turn 2 with Danny riding up the fence. 446 tries to remove 55 with a big hit into turn 1. Caution for a stranded car. 163 and 78 head the restart. 582 gets spat out of the pack and ends up next to 53 on the centre. At halfway it is a top 3 of 163, 55 and 78. Soon after Craig takes the top spot and heads for the win.

Welcome to Bradford folks. Heat One Happenings: 44 leads away. 446 spins in turn 3. A big pile up in turn 4 involving many cars slows the field. 1 and 217 make it through ok. Caution for stranded cars. 67 heads the restart. 211 and 580 spin in turn 4. 1 is slowed exiting turn 2 which allows 217 to move in with a side swipe down the back straight. Tom tries to come back at Lee into turn 3 but bounces off the fence. 217 moves clear. Caution for a stranded car in turn 3. 217, 216 and 1 are the top 3 on this restart at halfway. The World Champ slowly catches 217 and repeats Lee's move to move ahead to claim the win.

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An amendment to the Final result sees 368 drop out of 10th place.

Helter Skelter Result 1 157 515 452 381 147 12 212 242 217 551 20 That's it from Nic & i folks. We'll be back from Bradford👍

Helter Skelter Summary: 530 leads away. 212 and 515 head fencewards in turn 3 on the opener. 381 piles 157 into turn 3 but this only helps to propel Adam further ahead. 124 rides up the back straight fence. 452 now leads with 1 in 5th who is really motoring through the field at this early stage. At halfway Tom is into a race-winning lead. 5 to go and the top 3 of 1, 452 and 157 have gapped the rest. 3 to go sees 157 take 2nd from 452

Helter Skelter on track Lap handicap 408 Whites 530 Yellows 147 287 452 Blues 11 12 124 157 242 368 381 551 555 Reds 501 Shooters 212 515 20 217 1

Pit News: Loading up so far are: 325, 226, 345 and 498. 501 - Changing front left shocker. 20 - Grinding and welding front right corner. 1 - Gearbox let go during the Final. 381 - Porta power on the front right corner.