Roy B

Welcome to Skegness folks. Heat One Happenings: 41 leads away. 124 makes a good start and opens a gap to his fellow 'A' graders. 84 puts a big hit on 551, 259 and 555 into turn 3 and moves ahead. Caution for a stranded 41 on the outside line of the back straight. 128 heads the restart. 124 and 226 cannon into the turn 3 fence on the first lap after the restart. 128 spins it in the aftermath with 339 also caught out. Caution to remove stranded cars. 499 heads this restart. 84 up to second. 555 comes to grief on the exit of turn 4. Caution to remove debris from the home straight. 499 still ahead at this restart. 157 and 5 go side by side through turn 4. Charlie then heads towards the front. The remaining laps see a good battle between 551, 157 and 124 with plenty of hits being traded. 259 arrives on the scene and despatches 551 and 157 with a good hit into turn 1. The last lap sees some needle between 157 and 172. 84 wins by some distance.

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GN Notes: 453 leads away. 268 and 120 get spat out of the pack in turn 3 and hit the fence. 457 and 526 are the lead duo throughout the race until the end. The remaining cars circulate with equal gaps. 84 beasted it around to a 4th place finish without any yellow flags. Joe Booth tried for a hit on the 84 rear end at race end but to no avail. That's it folks. Back from Skegness 👍

Final Focus: 372 leads away. 55 gives 16 a hit into turn 1 but Mat holds on. 84 is on a mission with a big hit on 446 into turn 3. 55 at this stage is keeping with 84 and draws alongside down the home straight. 587 is leading by a decent gap. 84 steps up another gear and leaves 55 behind. 587 pulls off. The remaining laps are an 84 masterclass as Tom blasts to another feature race victory.

Pit News: 548 - Rebuilding the front left corner. 55 - Clutch repair progressing. 345 - Loaded up with a bent torque rod which caused the prop to disengage from the diff. 138 - Loaded up. In addition to front end damage the gearbox has dropped out!

Heat Two Happenings: 548 leads away. The 'B' grade scatter in all directions as they go through turn 1. 127 and 545 lock together on the exit of turn 2. 124 spins it turn 1. 548 and 457 collide on the exit of turn 4. 84 threads the needle between 463, 446 and 16 as he powerslides through turns 3 & 4 to take an early lead. Caution for a stranded 138 up against the turn 4 fence with a collapsed front left. 84, 16 and 463 head the restart. 548 gets out of shape along the home straight and clouts the fence virtually head on just past the starter. Caution to remove the stranded car, and to repair the fence. After a lengthy delay the remaining laps are all Tom's as he leathers it around the track in a class display of full sideways through the turns to win by half a lap.

Pit News: 124 - Front left corner bent back. 55 - Replacing the clutch. 345 - Left kingpin sheared.

Welcome to Brafield folks. Heat One Happenings: 548 leads away. 545, 326, 124, 127 and 372 all tangle in a heap in turn 1 on the first lap. 84 is through the reds by lap 2 but then goes wide in turn 1 and stalls. 548 and 587 are the top two at halfway. However, 548 spins it in turn 1 next lap. 4 to go 55 bumpers 587 wide to take a short-lived lead as the car suddenly slows and limps around for the remaining laps. The last lap sees 84 collide with a stationary 373 on the exit of turn 4. Sam claims the win.

Thank you both 👍

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GN Notes: 350 leads away. 212 spat out of the pack through turn 1 on the opening lap. 457 slowed on the back straight. 446 into an early lead. Caution for a stranded 216 on the exit of turn 2. 446, 93 and 166 head the restart. Joe drifts wide in turn 1 but just holds the lead. 166 has closed in and fires 93 in but loses the spot. 55 has caught 515 and they battle through turn 3. Halfway and 446 is still leading. 55 catches 93 on the exit to turn 4 and they collide leaving Craig stationary on the entrance to the straight. A marker tyre straddles the racing line also. Caution period. 446, 217 and 84 head the restart. 217 through to lead. 84 passes 446 in turn 3. 55 and 446 both succumb to flat outside rears in the closing stages. 84 launches a pile-driver of a hit on 217 into turn 3 and takes the lead and sets sail for the victory. That's it folks. Back from Brafield 👍

Final Focus: 350 leads away. 335 spins out in turn 3 on the first lap trapping 216. 515 spins unaided on the exit of turn 4. 166 fires 217 into turn 3 but Lee holds the place. 84 is setting a blistering pace and taking no prisoners with liberal use of the front bumper. He moves 217 to the outside of the back straight with a nerf hit. 463 ends up broadside across turn 3 with 166 side on. A number of other cars are involved including 515 who punctures the right rear on the front corner of another car. Caution period. 457 pulls off before the restart which leaves 84 in the top spot at this very early stage of the race. 84, 127 and 217 are the top 3. 127 and 217 then tangle exiting turn 2 which results in Lee hitting an infield tyre and losing places. With the tremendous beasting that Tom was giving the right rear it cried enough and let go before halfway. 55 now took over the top spot and headed to the victory. Behind Craig the remaining cars reeled off the laps in a single file formation all equally spaced.

Heat Three Happenings: 548 leads away. 345 hits an infield marker tyre coming to the green which chucks the car broadside up against the concrete blocks. 446 also involved. 45 and 548 tangle on the exit of turn 4 and stop against the fence. Caution for a driver needing attention. All ok after investigation. A complete restart with 548 at the head of the field once again. 515 slows and spends the race circulating at reduced speed around the outside. 45 gets caught up with a group of cars down the back straight and is left facing the wrong way. Nige backs it off the racing line to safety. At halfway 457 has a big lead over 84. The highlight of the remaining laps is a display of superb sideways cornering from both 457 and 84 at opposite ends of the track. Callum's technique very aligned with his car builder's style. With a couple to go 166 puts a big'un in on 127 and 16 entering turn 3 to claim the position. Win number two this season for 457. N.B. 515 - half shaft broke on the first lap.

Heat Two Happenings: 548 leads away and gets into a tank slapper down the homestraight resulting in him spinning out in turn 1. 502 into the lead. 55 flying through the field. 45 challenges 502 into turn 3 which allows 55 through. 84 and 217 engage in a multi-lap battle. Tom hits a tyre on the exit of turn 4. The pair continue with a great dice up to halfway. 350 holds 217 up down the back straight which lets the 84 car put a hit in going into turn 3 and move ahead. Next in 84's sights is the Flying Finn who he catches on the back straight but bounces off the 55 rear bumper. Tom elbows his way through in turn 4, but then has a half spin in turn 1. Craig following close behind holds back from spinning him out. 84 eventually takes the victory with a decent gap back to 55.

Pit News: 216 - Replacing right rear half shaft. 24 - Front right hub change. 212 - Front panhard rod u/s. Front left shocker damaged by the panhard rod failure. 18 - New wing being fitted. 515 - Propshaft sheared. 55 - A build up of shale in the bottom of the engine bay knocked the belts off.

Heat One Happenings: 295 leads away. 457 into the top spot on lap 1. 515 drifts wide and stops against the turn 2 fence. 216 and 268 park up behind him. 18 rolls it on the home straight collecting the metal grandstand emergency evacuation staging just before the starter. All ok. 457 heads the restart. 217 goes by after 3 laps when Callum drifts wide on the exit of turn 2. 55 slows and pulls off. 446 bounces into the turn 1 fence which allows 166 through. At halfway 217 & 457 have a half lap gap to 166. 457 shadows 217 for the remaining laps and tries for a last-bender on Lee but he holds on for the victory.

Welcome to Bradford folks. W & Y Race Re-Cap: 350 leads away. 587 slices up the inside of the cars ahead in turn 3. 548 takes the lead from 350 in turn 1 early on. 587 on a charge gets baulked by 350 entering turn 3 and half spins. The close following 24 helps Sam into a full spin with a push on the left rear corner. 24 ends up being fired into the turn 1 fence by 502. 548 still ahead with a fast closing 502 behind. A turn 3 tangle with 67 in turn 3 slows Ricky's progress and allows 548 to break clear for the win.

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GN Notes 45 leads away. Nige tangles with 415 in turn 3 on lap 1. 545 takes the lead but then clashes with 381 down the backstraight a couple of laps later but holds on. 16, 45 and 415 come to grief in a tangle in turn 3. 457 is closing on 545 by halfway and takes the lead soon after. 55 up to 2nd as the boards come out. However, a wayward 381 through turn 2 holds up Craig which sees the positions remain static until race end. Callum crosses the line to take his first win. That's it folks. Back from Bradford 👍

Final Focus 548 leads away. 392 takes the top spot on lap 1. 93, 16 and 55 crash out in a tangle in turn 3. All get going again but with a loss of track position. 120 now heads the field. 587 catches and passes Casey for the lead. 457 and 124 lock together and exit the race in turn 2. 55 slows and pulls off. 502 spins out and stops on the outside of turn 2. 138 spins it on the homestraight and pulls on to the infield. 587 has a half lap lead over 120 by halfway. 20 shoves 185 into the fence in turn 1. Caution for 499 who has flames coming from under the bonnet whilst parked on the centre. The restart order is 587, 120 and 463. The next few laps are static with the cars evenly spaced. In the closing laps 120 loses his podium spot with a half spin exiting turn 2. Liam sends him completely around with a hit to the rear corner. The 20 car is rewarded with the 2nd spot at the line. The caution period had helped the 16 car back up the field with Mat finishing in 3rd place.

Heat Three Happenings In drizzly conditions 548 leads away. 415 goes around in turn 3. 326 leads. 16 up to 3rd on lap 2. 138 comes to a stop against the fence on the exit of turn 2 and then pulls off to the infield. 55 in 2nd as a caution is called for a broadside 295 on the homestraight. 326, 55 and 16 head the restart. On consecutive laps 326 drifts wide in turn 1 and loses places to 55, 16 and 587. 20 gives 463 a hurry up into turn 1 which sees James clatter the fence. Liam puts a move on Sarge into turn 3 for the position. Craig has the length of a straight lead over Mat. With 2 to go smoke appears from the exhausts on the 55 car. Craig backs off and nurses it over the remaining race distance for the victory. 587 puts a hit in on 16 entering turn 3 on the last lap to snatch 2nd.

Heat Two Happenings 115 leads away. 345 pulls off on lap 1. 502 into the lead. 55 is coming through at a rate of knots from the back. 502 and 545 have broken away up front with a sizeable gap to 457 and 463. 381 and 124 collide with a stationary 115 in turn 3 bringing out the caution. 502 takes off on the restart and opens a gap once again. Second placed 457 spins out in turn 2. 55 gives 463 a whack into turn 1 to take another position. With a lap to halfway he moves 502 aside in turn 1 to take the lead. 381 starts to leave a smoky trail. 138 spins 502 into the turn 1 fence on his way through to 3rd. 55 spins unaided and stalls in turn 2. 16 now leads. 446 now into 2nd gives chase. However, a serious eruption of oil smoke appears but it doesn't slow Joe down as he follows Mat over the line at race end.

Welcome folks to King's Lynn and the start of the 2023 season Heat One Happenings - W & Y 2022 Final 303 leads the field away. 548 takes the lead into turn 1. 268 makes a three abreast move down the backstraight which sees 545 hit an infield marker tyre. 303 spins in turn 2. 415 now into the lead. Russell slides wide in turn 2 which allows 93 through to the top spot. Turn 2 catches cars out virtually every lap with most half-spinning or sliding wide. 541 pulls off with a flat right rear. 3 to go and it's 120 now in the lead. Caution for a stranded 392 in turn 3. The restart line up is 120, 457 (a lap down), 415 and 502. Green and 2 laps. Ricky blasts by the three cars in front of him to take the lead and pull clear. The last lap sees him half spin and stall in turn 2 which allows 120 through for the win in his new car.

Section 2 above Section 3: Odds and Ends: The Leyland Society had their annual gathering at the Leyland Trucks Assembly Plant back in August. Here are some of the magnificent vehicles that were on display: A 1948 Titan PD2/1 fitted with a Leyland 0.600 9.8 ltr diesel – Leyland 4-speed manual This Titan was one of a batch of six similar vehicles delivered to Lytham St. Annes in 1948. It was given fleet number 10 and remained in service until 1975 by which time it had covered in excess of 950,000 miles without ever leaving the Fylde area of Lancashire! I get to see this fine vehicle on a weekly basis as the owner has a parking arrangement with Blackpool Transport. We've placed it in the driest building on the Rigby Road bus garage site. Two from the Hunter collection The left one is a 1960 Octopus 24.0/4 – Leyland 0.600 9.8 ltr diesel – Leyland 5-speed manual William Hunter purchased this Octopus from the family of Walter Southworth of Rufford after it had been standing in a barn for many years with fertiliser stored on the flat body. It was one of two vehicles purchased at the same time, this one has been restored to William Hunter Livery, whilst the other remains in Southworth livery. The right hand vehicle: 1969 Super Comet 16SCT – Leyland 0.401 6.5 ltr diesel – Albion 6-speed manual Restored by William Hunter to his livery and now forms part of the William Hunter Collection. 1984 Roadtrain 17-25 – Rolls Royce Eagle 12.1 ltr diesel – Spicer 10-speed manual This Roadtrain was probably a special order as it has an unusual combination of large sleeper cab, and the lower rated Rolls Royce Eagle engine. It was new to Tom Walkinshaw Racing and pulled the racing car transporter trailer for the Jaguar Sports Car Team to most motor racing circuits across the UK and Europe. It has now been restored in the livery of a traditional Scottish haulier where the owner’s father worked for many years. It is displayed with a Scammell tandem trailer with a load of steel coils from Ravenscraig Steel Works. 1964 Comet 13C/1R – Leyland 0.370 5.6 diesel – Leyland 6-speed manual This was supplied new in September 1964 through Gilbraith Commercials to T.G Witter from Halsall near Ormskirk. It was used to carry potatoes from York to Ormskirk for many years before being retired from service. The current owner purchased the vehicle in July 2019 in poor condition and it has since been subject to a full rebuild. The cab had no floor and required extensive welding to return the strength into the structure. 1929 Badger TA 1 – Leyland E2F 4 cyl petrol – Leyland 4-speed manual This rare vehicle was delivered new to H. Spencer of Birmingham in 1931 but little is known of its operating history. After being withdrawn from service it was stored for many years in a Scottish bus museum where unfortunately many parts were removed. The vehicle then passed to a Scottish farmer from whom the present owner purchased it. A thorough overhaul followed as well as a major refurb of the cab. Remarkably, the timber frame of the cab survived and only needed minimal treatment before new panels were fitted. The vehicle is finished in the livery of Bees Transport of Hinckley. Southdown Motor Services 1750 (750 DCD) is a Leyland Leopard L2 with Harrington bodywork new in 1963 750 DCD with Bickers standing outside Stewarts Lane Railway depot on an Ipswich Transport Society of London area visit on 15th May 1976. This very well-appointed coach was ideally suited for long days spent "shed bashing" and was used by Suffolk-based railway enthusiasts for several trips of this kind during the 1970s. Many were saddened when Suffolk based independent operator Bickers of Coddenham eventually disposed of this fine vehicle. It was to enjoy many years of further service, however, and it's a great joy to know the vehicle has now been preserved. Alongside we have a 1961 Leopard L2 with Harrington bodywork – Leyland 0.600 9.8ltr diesel – Leyland 4-speed manual Ribble Motor Services took delivery of this Leopard in 1961 which was one of a batch of twenty coaches fitted with the optional air suspension. The coach worked initially from Aintree garage and then moved to other Ribble Depots. It was withdrawn in 1972 and sold to North’s scrapyard. It was then sold to Regent of Redditch who operated it until 1974 when it passed to Jackson’s of Chorley. In 1987, it was sold to Maypole, a Lancashire coach operator who intended to preserve it, but those plans were not completed. It was acquired by Ribble Vehicle Preservation Trust member David Prescott in 1988 and restoration was carried out single-handedly over a twenty-one year period. 1962 Badger 14LWB/1R – Leyland 0.600 9.8 ltr diesel – Leyland 5-speed manual At the time this Badger was completed it was normal practice for vehicles to be delivered from the factory painted only in primer. The dealer would then organise to have the vehicle painted in the livery specified by the customer. This vehicle has been restored to replicate the condition it would have left the Leyland factory. Alongside we have a 1937 Beaver TSC8 – Leyland E39 8.6 ltr diesel – Leyland 4-speed manual Delivered new in 1937 this Beaver was put into service by T J Ellis of Hawarden, Chester after which it passed to Shone Transport of Buckley. After some years in service it was purchased by Jarvis Robinson Transport in Bootle who shortened it to tow trailers out of Liverpool Docks. The Beaver worked for this company until 1968 when it was saved for preservation. I love the destination of this 1953 Royal Tiger PSU1/13 – Leyland 0.600 9.8 ltr diesel – Leyland 4-speed manual Wigan Corporation were the customer for this Royal Tiger which was delivered in 1953. It remained in service at Wigan until 1973 when it passed to Philips of Shiptonthorpe, Yorkshire. When withdrawn by that operator the vehicle was left to languish and its condition deteriorated badly. It was rescued for preservation but was left outside for many years so it deteriorated even further. A painstaking restoration has been undertaken since 2014. 1979 Marathon 2 – Cummins NTE290 14 ltr diesel – Fuller 9-speed manual The Marathon was a new model range developed to take advantage of higher permitted gross vehicle weights and to compete with imported vehicles that were taking a larger share of the UK truck market. It used a revised version of the Ergomatic cab and a turbocharged AEC-developed engine. An updated model, the Marathon 2, was introduced in 1977 with improved interior trim and more powerful engines. This example was new to Mason Transport of Shrewsbury, later passing to Salop Haulage. It was purchased by the present owner in 2000 and fitted with the relatively rare long sleeper cab. 1971 Mercury – AEC AV505 8.2 ltr diesel – AEC 6-speed manual The Federation Brewery in Newcastle were the customer for this Mercury which is a typical example of the type of lorry used throughout the British Isles. It was purchased by a gentleman located north of Alnwick who wished to recreate his former ‘Tillside Haulage’ fleet.He also had a 6-wheeler, as well as an artic tractor unit in the same livery. After he passed away the ownership passed to his family who stored it for a number of years. The present owner purchased it after eleven years of storage. 1957 Titan PD2/40 – Leyland 0.600 9.8 ltr diesel – Leyland 4-speed manual This Titan was new to John Fishwick of Leyland in March 1958 and given fleet No.5. It operated with them for twenty years latterly as a driver training bus. It was sold to Rennie of Dunfermline who operated it for a further three years before it moved to another Scottish independent operator for a brief period. It passed into private ownership in South Wales in 1981 where it remained for eleven years before returning to Leyland in a derelict condition. A thorough restoration was carried out under the guidance of the late Bill Ashcroft which was completed in time for the ‘Leyland 100’ celebrations. It is the only surviving example of thirteen PD2s constructed with the exposed radiator, and Weymann low-bridge body combination. 1958 Tiger Cub PSUC1/5 – Leyland 0.350 5.7 ltr diesel – Albion 4-speed manual This Cub was purchased by Rawtenstall Corporation in 1958 and was fitted with an East Lancs single deck bus body. It was unusual as it was built to an overall width of 7ft 6ins instead of the usual 8ft for use on the narrow roads of the Rossendale valley. It gave twenty-one years of service before being withdrawn and was immediately purchased for preservation by three employees. 1981 Leopard PSU3g/4R – Leyland 0.680 11.1 ltr diesel – Leyland 5-speed automatic The Leopard was a popular bus and coach chassis throughout its production, and many were supplied to the UK and export markets. The Scottish Bus group were regular customers for the Leopard and this example is from one of the later batches delivered to this operator. It is fitted with an Alexander Y-Type body constructed at their factory in Falkirk and entered service with Midland Scottish on 1 January 1982 at their Milngavie depot. The vehicle worked initially as a service bus but ended her career as a school bus after having ten different owners! It is now in private ownership and has been restored to the famous blue and cream livery of her original owner W. Alexander & Sons (Midland) Ltd, including the distinctive bluebird logo. ‘Alice’ a 1988 Sherpa – Perkins 2.0 ltr diesel – BMC 5-speed manual The Sherpa was originally developed by the Light Commercial Vehicle Division of British Leyland to replace the J2, J4 and JU250 vans as a rival to the Ford Transit. It was introduced as a panel van, but chassis versions were also made available for bodybuilders. This pick-up version was one of a batch of twenty similar vehicles bought by Devon County Council. It was purchased by the current owners for use as part of their business in 1996. A line up of Leyland Nationals headed by a 1973 1151/1R Leyland built several special versions of the Leyland National to illustrate the potential of the design for non-bus applications, some of which reached production whilst others remained as concept vehicles. One of these vehicles was the National seen here which was built with a higher floor than standard as a demonstrator for an inter-city coach. It was used by Leyland and carried a special livery with ‘Suburban Express’ branding. It was constructed in 1973 for exhibition at the Scottish Motor Show in Glasgow, and the Earls Court Commercial Motor in early 1974 by which time it had been registered RRM 148M. The saloon was carpeted throughout, and forty-six Chapman Mk.4 coach seats trimmed in an orange and brown moquette were fitted, twin luggage pens replacing the usual seats over the front wheel arches. It was used as a demonstrator for many years, returning to the Lillyhall plant in 1977, after which it was sold to West Midlands police for training and personnel duties. It then passed to Suffolk County Council in 1984 who used it as a school bus until 1991 when it was withdrawn. It has had several owners since purchased for preservation in February 1992. A pair of 1981 National 2 NL116AL11/1R’s – Leyland 0.680 11.1 ltr diesel – Leyland 5-speed automatic OFV 620X – Leyland-based operator J. Fishwick & Sons were a regular customer for Leyland buses and this National 2 was the first of two vehicles delivered in January 1981. It is seen here in ‘in service’ condition. OFV 621X – The second of the two delivered in 1981 and the sister vehicle to the above. It was the last Leyland National 2 demonstrator used by Leyland and was leased back from Fishwick as needed. It is presented in ‘as delivered’ condition. 1984 Tiger TRBTLXCT/2RP – Gardner 6HLXCT 10.5 ltr diesel – Leyland 5-speed semi-automatic This Leyland Tiger was the first of this model to be built with a Gardner 6HLXCT engine and Leyland Hydracyclic gearbox. It was fitted with an Alexander (Belfast) N-Type single deck bus body and delivered to Ulsterbus in 1984. It was registered DXI 3370 and given fleet number 370. It was allocated to Coleraine depot on the north coast and spent its entire time in service from this depot. It was often out-stationed at Portrush sub-depot, and also operated for short periods from Ballycastle, Ballymoney and Kilrea depots in the same area. This vehicle was unique in the Ulsterbus fleet as no further vehicles of this type were ordered. It was sold for preservation in 2007 and relocated to England. We finish with this XF 480 FTG to Euro VI E spec On the road with Openfield Bulk Haulage Keighley and Worth Valley Railway Last Friday I managed to get through the snow to have a look around the Locomotive Works at Haworth: A very snowy scene at Ingrow At Oxenhope Two of the home fleet: 85 Taff Vale Class 02 – Built in 1899 at Glasgow. 52044 L & Y Class 25 ‘Ironclad’. The engine has a long list of film and television credits and is probably best known for its appearance in the 1970 feature film ‘The Railway Children’ when, in green livery, it gained the unofficial name of the ‘Green Dragon’. The engine has also featured in BBC’s ‘Born and Bred’, and the remake of ‘The Hound of the Baskervilles’ A steam gala was held last weekend and one of the guests was 45690 LMS 5XP ‘Jubilee’ Class ‘Leander’ pictured here at Keighley Leander is an LMS 4-6-0 Jubilee Class locomotive designed by Sir William Stanier. Leander was built in 1936 at the LMS works at Crewe at the cost of £6,469 as Makers Number 288, Lot Number 121. The locomotive was named after HMS Leander and entered service in March of that year as LMS 5690. Leander was withdrawn by BR in March 1964, having recorded 1,589,826 miles in service. Into the shed at Howarth next: 144011 became the third Class 144 to be preserved when it was officially presented to the Keighley & Worth Valley Railway from owners Porterbrook. The set was in fact already on the railway. This was due to an unusual arrangement during the Covid-19 pandemic, where the majority of the Class 144 sets were being stored on the heritage line after being removed from mainline service earlier than planned due to fallen passenger numbers. The set was a targeted addition to the railway's fleet who wished to showcase a train of the type that operated in the local area from the 1980's-2000's era. One of the first uses for 144011 was moving 144010 in multiple to Ingrow for onward road movement into preservation. Around the same time, the first restoration/investment was made in the set when the railway had new destination blinds produced with Worth Valley destinations amongst some BR favourites! Further use in 2020 was limited due to the Covid-19 pandemic. In March 2021, 144011 was out and about on the line operating driver training runs and competency refreshers. The summer/autumn of 2021 saw 144011 moved into the workshops at Haworth for a repaint into a more heritage colour scheme, which was a secret for the duration of the works. The two vehicles were quickly stripped of handrails and fittings before having the bodysides and roof rubbed down. The roof was then treated to a coat of grey. The repaint was then fully undertaken, the result being that in October 2021 the set became the first Class 144 set in preservation to be restored to a heritage livery: Metro Red. It was unveiled to much acclaim, with many previously sceptical observers responding favourably to seeing the Pacer in its 1990's guise. After more than a year of preparing paperwork and operating systems to allow the use of second generation DMU's on the railway, 144011 finally entered passenger service in August 2022. 144011 continues to operate selected off-peak duties on the line sharing with first generation stock. 41241 was built at Crewe in 1949. It was withdrawn from service at Skipton in 1966 shortly before the depot closed in 1967. In the National Archive is the correspondence covering the moving of the locomotive from Llandudno Junction to Skipton. It clearly states that it was sent to Skipton to work the Worth Valley branch goods train. The branch had closed in 1961 and this was commented upon by an unknown hand at Euston, when sending the memo back to Crewe where the comment was added; “send in any case; will employ at least two men and use some coal”. Astonishingly, the move was made and at least one Keighley & Worth Valley Railway (KWVR) volunteer remembers it passing his school in Keighley as it arrived from Skipton more or less every day, light engine, about noon. On arrival 41241 was parked in the Banana Siding alongside the long-demolished goods shed, where it stayed for about three hours doing absolutely nothing, rather than work the branch goods, had it still been open and operated. 41241 then went back to Skipton about 3.30 p.m. not having achieved anything at all. It did this utterly pointless exercise for at least two years, presumably employing at least two men and burning lots of coal; a remarkable comment on the objectives of a nationalised industry. It went to Haworth in 1967, under its own steam, and was painted in maroon livery in time to work the inaugural train (together with 30072) when the Worth Valley Railway (as it was originally called) was reopened in 1968. The locomotive is perhaps the most typical branch line passenger locomotive on the KWVR and it is appropriate that it should be a regular performer on the passenger trains. For this very reason also, it was the most suitable engine to display the KWVR contribution to the development of British steam railways in the 1975 Shildon Cavalcade, marking the 150th anniversary of the opening of the Stockton & Darlington line. Since then the locomotive has been repainted in its original BR lined black livery. In 1988 the locomotive was withdrawn from service, having become due for its 10-yearly boiler removal and examination. The engine was retired from service again in 2013 at the expiry of its 10 year boiler ticket. The plan was to have the locomotive back in operation in time to take part in the 50th anniversary of the re-opening of the branch, in 2018. The cost of the work required on 41241 was estimated in 2014 to be of the order of £350,000. Much of this work on the boiler was undertaken at the Severn Valley Railway workshop at Bridgnorth. In early December 2017 the boiler passed its hydraulic and steam tests at Bridgnorth. The boiler was lifted back onto the frames at Haworth in January 2018. When it returns to service it is planned to have it in the red livery it carried when it first ran on the KWVR. At the end of March 2018 the locomotive moved under its own steam when it clocked up two miles running up and down the Haworth loop. During its ‘national service’ life, 37 075 was allocated to nine different locations but as some were visited on more than one occasion, the total number of moves was 13. And that nomadic life continued into preservation with Haworth being its fifth location. This engine is another of the preferred types which came out of the 1955 B.R. Modernisation Plan and, as a Class of locomotive, has enjoyed longevity of use throughout the British Railways period and into the current era of privatisation. This Class was designed as a mixed traffic locomotive. They were able to haul freight and, with a top of speed of 90 mph, and having been fitted with steam heat capability, were just as suited to hauling express and local passenger services, also. No. 37 075 was built by English Electric at their Robert Stephenson & Hawthorns plant and completed in 1962 as No. D6775. The locomotive was accepted by British Railways at Doncaster and then went on to be allocated to Thornaby Depot, Teeside. The locomotive gained its TOPS number of 37 075 in February 1974 and ran various freight and passenger trains including an Ipswich to Wembley Park Football Special train on 6th May 1978. The locomotive moved on a frequent basis around the country, being allocated to the following depots in this order: Hull (Dairycotes), Thornaby, March, Healey Mills, Tinsley (Sheffield), Thornaby, Stratford, Motherwell, Stratford, Thornaby, Tinsley and finally Thornaby. The locomotive was first stored (as serviceable) in August 1994 and was officially declared unserviceable in December of that year. Ownership passed to EWS in September 1998 with No. 37 075 being recorded as “a stored mainline locomotive”. Whilst allocated to Tinsley for the first time, the steam heating boiler, used to heat passenger coaches, was removed (November 1984). It is also worth noting that the noses, at each end of the locomotive, no longer match. One end has the original split head-code boxes but the other is of a later type, being completely flat and with no head-code boxes at all. This change is believed to have occurred due to accident damage, although there is no date of this incident. The locomotive was preserved in August 1999 (though only officially withdrawn from mainline service in November 1999) by the Class 37LA Group which saw the locomotive move initially to the Great Central (Nottingham), and later the Great Central Railway at Loughborough in 2000. Reflecting its time in mainline ownership, its nomadic life was to continue when the 5C Locomotive Group bought the locomotive in 2002 and moved it to the Ecclesbourne Valley Railway, before moving it again two years later to the Churnet Valley Railway in 2007. As is evident by its presence on the KWVR, 2012 saw 37 075 purchased by a consortium of KWVR volunteers and moved it to Haworth. The locomotive now sees use on passenger services and, when a larger engine is required, on works trains or other non-passenger duties. 37 075 has also starred on the small screen back in 2013 as part of the BBC drama ‘The Great Train Robbery’ where it had to masquerade as the Class 40 D326. In 2019 the locomotive returned to the national network when it left the KWVR (towed) for a bogie swap with those belonging to Colas Class 37. 37 075 was fitted with high-speed bogies and those on the Colas locomotive normal/lower speed bogies, the lower speed bogies being more suited to the KWVR. Wheelsets This wonderful original spiral staircase is a highlight of the engine shed No. D3336/08266 was completed at Darlington works as 13336 in 1957, it being the last example of the class to be turned out in black. All subsequent engines being turned out in the British Railways standard green. No. 13336 was new to Sheffield Darnall shed for three months before being transferred to London Kings Cross in May 1957, but returned there in 1958 by which time it had been renumbered D3336. During the 1970s once again the engine was renumbered, now to 08 266 under the new TOPS system. In May 1964 the engine was transferred to its penultimate depot, Tinsley (Sheffield), when this opened to traffic, where it would remain until August 1981. After No. 08 226 was withdrawn on 17th March 1985, it was sent to Swindon from where the KWVR rescued it from the scrap-line at the end of that year. The engine has found useful work, predominantly shunting the heavy steam locomotives around Haworth Yard and occasionally undertaking works-train duties. On rare occasion (usually special events) it has been seen hauling passenger services on the line. These are usually shuttle services between Keighley and lngrow, or full line trips after the last scheduled train has finished. Its use on passenger services is very limited due to its low maximum speed of 15mph. By 2015, now 68 years old, having worked hard on the KWVR, 08 226 was showing its age and an assessment showed that extensive work would be required. With a plentiful supply of replacement locomotives still on the national network, the decision was made to replace the engine with one being retired by EWS. 08 226 remains in the KWVR fleet alongside its newer 08 companion. In 2016, with the arrival of 08 993, and the paintwork showing years of hard work on the Railway, the opportunity was taken to repaint the now reprieved engine into two-tone grey livery. D0226 During the 1950’s the rail industry as a whole started to look more seriously at dieselisation as the future form of motive power and most independent manufacturers realised that, for their long-term security, a success in this field would be most advantageous. English Electric (who were a conglomerate of various builders including Vulcan Foundry) made several prototypes for British Railways to test and evaluate them. Several of these designs ended up being developed and put into production for everyday service including the famed ‘Deltics’. No. D0226 was one of two prototype engines built to the same design with one having electric transmission and the other having hydraulic transmission (No. D0227). The design was made for shunting and transfer work between yards and stations. Both engines were given to British Railways and extensively tested at locations all round England at places like, Liverpool, Doncaster, Stratford (London) and Bristol. They were also tried as banking engines at Gunhouse Incline near Scunthorpe. British Railways had the use of No. D0226 for three years during which it clocked up 38,000 miles. It soon became apparent however, that the designs were flawed. The engines were too powerful for usual shunting duties and not versatile enough for any other useful work. What these two engines did prove to English Electric, though, was that the future lay with electric transmission and not hydraulic. No. D0226 had shown itself to be the more successful of the two types, so, on return to Newton-le-Willows, after the three-year testing period with British Railways, D0227 (the hydraulic version) was scrapped while D0226 was retained by English Electric for occasional shunting duties. The engine was placed on permanent loan to the KWVR by English Electric in 1966 and has been found to be a most useful engine for the line. As the line has a 25mph maximum speed limit, many of the limitations found in British Railways service are eliminated. The 500 hp power rating means it can deal with works-trains at a speed that does not hamper passenger services working in the opposite path. The engine is capable of standing in on passenger services in the event of a steam engine failing in traffic. All in all, this engine has found a niche in preservation which it never found before. In 2014 D0226 had its greatest passenger triumph when it was one of the two diesel locomotives used to haul the downhill leg of the intensive two train operation that brought spectators to the Worth Valley during the Tour de France in July of that year. In 54 years of operation on the KWVR, D0226 has sported many varied and striking liveries but currently sports one that is appropriate to its life on the national network. However, whatever the colour scheme, D0226 is arguable the most reliable and useful engine on the 5 mile branch line. Another guest was 44871 LMS Class 5MT LMS Black 5 4-6-0 No. 44871 was built at Crewe Works in 1945. Originally numbered 4871 by the LMS, she was renumbered 44871 under British Railways after nationalisation. The locomotive was one of the last to be withdrawn from service in 1968, the last year of steam on British Railways. She was also one of four locomotives chosen to take part in the famous Fifteen Guinea Special on the 11th August 1968, but is one of only three from that to survive. Taking on coal 1054 LNWR ‘Coal Tank’ – Built at Crewe in 1888 During the late 19th century, the Chief Mechanical Engineer of the London and North Western Railway, Francis William Webb, designed a 0-6-0 tender engine for hauling freight (predominantly coal traffic) and this became known as the “Coal Engine”. These engines were not, however, really suited to use on other aspects of local or branch line working. By replacing the tender with a set of side tanks for the water, extending the frames of the engine at the rear with an extra set of wheels and adding the bunker for the coal, the so-called ‘Coal Tanks’ were born. The first of these “Coal Tanks” were introduced in 1881 and, over 16 years, the fleet expanded until a total of 300 examples had been produced. Over time, the design also proved to be highly suitable for hauling passenger trains and they were soon to be found working all over the LNWR system. No. 1054 was produced at the LNWR’S Crewe works and entered service in 1888 as the 250th example of its class to be produced. Much of its early working life is not known but it is thought to have worked in the Birmingham area prior to the First World War and then, after the war, in both South and North Wales. It was withdrawn from service on the eve of the Second World War in January 1939. Had it not been for the outbreak of the war this engine would almost certainly have been scrapped by the London Midland & Scottish Railway (who then owned the engine after the grouping of the country’s railways into four large companies in 1923). Due to an increased demand on the railways during war-time, a number of older engines were reprieved from scrapping, were overhauled instead and returned to service. No. 1054 (by this time renumbered 7799) was one such engine. By 1950, this Coal Tank was to be found at Shrewsbury working local passenger services and by 1954 the locomotive had moved to Abergavenny from where it was loaned to the National Coal Board with two class-mates for a period of 12 months. At the end of its loan period the engine was kept as a spare at Abergavenny and, after working the last train on the Abergavenny to Merthyr line with a Super D Class 0-8-0, it was withdrawn from traffic at Pontypool in 1958 and sent to Crewe once again for an appointment with the scrapman. Now carrying its BR numbered, 58926, for the second time in its existence, this 70 year old veteran languished at Crewe Works to await its fate. However, once again, the ‘Coal Tank’ had a saviour. Mr. J. M. Dunn, the former shedmaster at Bangor, set up the Webb Coal Tank Engine Preservation Fund, the £500 purchase price being raised within six months, so spawning the cult of railway preservation by public subscription. Before leaving Crewe, the ‘Coal Tank’ was repainted in LNWR livery and regained its original number. In 1963, 1054 was donated to the National Trust and moved to Penryhn Castle in North Wales, before that organisation made arrangements for its care by the Bahamas Locomotive Society (BLS). It moved to the Dinting Railway Centre in 1973, being restored there to operational condition in time for it to take part in the 150th anniversary celebration in 1980, of the opening of the Liverpool & Manchester Railway. 1054 made its final move when BLS moved to Ingrow in 1990. A third overhaul, financially assisted by the Heritage Lottery Fund, was completed in February 2012, and during that year took on its former identities as British Railways No.58926 and LMS Railway No.7799. However, by November 2019, the boiler was showing its age and 1054 was retired to Ingrow on the 3rd of that month to await its next overhaul. This overhaul progressed well. The view of the shed from Bridgehouse Lane That’s it for this off-season folks. Back with more of the same in November, starting with this beauty of a tunnel: Have a good season everyone 👍

Section 1 above Section 2: Out and About at the Leyland/DAF factory First of all let’s have a look at: A brief history of Leyland Motors, its predecessors and successors 1896 Leyland Steam Van Lancashire Steam Motor Company - 1896 The origin of truck-building in Leyland can be traced back to two men – James Sumner and Henry Spurrier, who together formed ‘The Lancashire Steam Motor Company’ in 1896 to exploit their original product, a 1.5 tonne capacity steam van. The two friends could not have foreseen the incredible success story which would give the town world-wide recognition and leave a legacy which would be passed down through generations of Leylanders. The following year the steam van was taken to Manchester for the Royal Agricultural Society of England trials for self-propelled vehicles. The ‘prototype Leyland’ carried all before it, winning the top prize of a silver medal. Their company built on its success in its early years with bigger and better trucks, including the first steam bus model, and the first ever export order for a steam mail van for Ceylon, now known as Sri Lanka. 1907 Leyland X type The first petrol engine - 1900s Their first petrol-engined vehicle, nicknamed ‘the Pig’, was produced in 1904, followed a year later by the supply of the first Leyland bus for service in London. In 1907 the company absorbed the steam wagon builder Coulthards of Preston, adopting the name of Leyland Motors Limited later in the year. To accommodate the manufacture of the expanding range the factory grew physically with the continued expansion of North Works. 1912 was a year which was to open up the military market for Leyland as their 3-tonner, commonly known as the ‘RAF-type’, was to become the standard subsidy vehicle. The following year saw the start of work on the Farington plant, later associated with bus production. By the outbreak of war in 1914 the company had 1500 employees and had produced approximately 1275 petrol engined vehicles and 415 steam wagons. The First World War had a profound effect on Leyland Motors and the company concentrated on building 5,932 vehicles for the British forces. At the height of the war Leyland was employing over 3000 people. North Works and Farington had expanded, South Works had come into existence as had a factory in Chorley, and a steel works with its own power plant was built. After the war Leyland acquired the Kingston-upon-Thames former aircraft factory. This was put to work reconditioning 3000 ex-WD RAF-type Leylands which the company had bought to stop ‘worn-out’ ex-military vehicles entering ‘civvy street’ and tarnishing Leyland’s reputation for quality. When this work was nearing completion the Kingston factory was dedicated to the production of the novel Trojan car and van. Later still, Kingston was used for the production of the ‘Cub’ goods and passenger vehicle range. 1920 Leyland Badger The Leyland Zoo – 1920s With the late 1920s came some legendary Leyland models which put the company at the forefront of bus and truck design, starting the “Leyland Zoo”, with animal names for Leyland models such as the ‘Lion’, ‘Lioness’, ‘Llama’, ‘Leveret’, ‘Tiger’, ‘Terrier’, ‘Badger’, ‘Beaver’, ‘Bull’, ‘Bison’ and ‘Buffalo’, along with the non-animal ‘Leviathon’, ‘Titan’ and ‘Titanic’ which brought the company back to prosperity after the crisis of the early 1920s. Names such as these would be synonymous with Leyland for nearly sixty years until the T45 range swept them away. 1931 Leyland Buffalo Introduction of Diesel Engines – 1930s The 1930s continued the development of this well received range as ‘Hippo’, ‘Rhino’, ‘Octopus’ and 'Buffalo' were added to the ‘heavy’ range of vehicles, and the ‘lightweight’ ‘Cub’ replaced the Trojan as the Kingston-built product. Trolleybuses and Chorley-built fire-engines also became well established in the line-up of products. A leap forward during this period was the introduction of Leyland’s own compression ignition engine (diesel), after which the days of the petrol engine were numbered in civilian use Leyland vehicles. A ‘secret’ factory to build tanks was finished just as the Second World War began, but it was no secret to German bombers who continuously targeted the site in the early years of the war. Wartime output was varied as 11,000 employees produced 9,000 wheeled vehicles, 3,000 tanks, 10,000 tank engines and a large quantity of munitions. The end of the war saw Leyland poised to expand as they supplied vehicles during a period many enthusiasts consider to be a ‘Golden Age’ of road transport. The new optimism was exemplified by the new Comet truck and bus range, the rest of the range was not neglected as the pre-war models were superseded by modern designs, though continuing the ‘family’ names. 1950 Leyland Octopus Leyland Motors Expands - 1950s The 1950s saw a massive expansion of Leyland Motors as the famous UK makes of Scammell Lorries and Albion Motors were acquired, and the company became a major supplier to international markets. However, the most notable changes for the user of Leylands were the introduction of the ‘Vista-Vue’, or LAD, cab to the truck range, and the debut of the revolutionary ‘Atlantean’ double deck bus in 1958. Of the two the Atlantean has had more impact as can be appreciated by the fact that buses of basically similar design have been the standard up to the present day. 1960 Leyland Super Comet The Ergonomic Cab – 1960s Leyland were to make another significant contribution to British truck design when they launched their new ‘Ergomatic’ cab in 1964 as a replacement for the comparatively short-lived ‘Vista-Vue’ cab. The ‘Ergomatic’ cab was designed to give the best combination of driver comfort, safety and efficient use of space possible within its intended price bracket. Its most notable feature was its ability to ‘tilt’ forward thereby exposing the engine, giving better access than the previous fixed cab designs. So good was this cab that it was still being fitted in mildly updated form to some Leyland chassis as late as 1981. Leyland T Range New beginnings – 1980s Overall, the 1970s were a challenging period for Leyland although at the end of the decade the new T45 range was announced. These models had been subject to a thorough design and testing programme and were rewarded by winning the ‘Truck of the Year’ award. As the T45 was brought to the market, a new £33 million assembly plant opened on the outskirts of Leyland to produce the new model, which is now the home of the current day Leyland Trucks. 1987 Three orange flagship trucks Leyland Merges with DAF - 1987 The truck operation had been drastically rationalised by early 1980s and the bus and truck sides were separated ready for their sell off in 1987 when Leyland Trucks was merged with DAF of the Netherlands to form Leyland DAF, with the Dutch holding the majority stake and exercising the day-to-day management control. A management buyout made the bus division independent for a short period before it was sold to Volvo, who integrated Leyland models into their range before gradually replacing them with Volvos as they aged. DAF NV, as the new company was called, continued to develop, but in the late 1980s and early 90s the UK market plummeted to levels of sales not seen since wartime. As the UK was DAF’s largest market, repercussions were inevitable, as were the consequences when the continental markets followed in the UK in 1992. Despite efforts to save the company, receivers were called in on 2nd February 1993. A new DAF heavy truck business restarted in Holland and Belgium within a month, but it was a management buyout at Leyland Trucks in June 1993 that proved the salvation of truck-building in the town. A new arrangement with DAF established that Leyland Trucks sells to the UK and European markets through ‘new DAF’. In 1996 PACCAR acquired DAF and in 1998 Leyland Trucks. The period since 1998 has seen substantial growth in volumes and profit, and significant investment in product, facilities and people. The scene for continued success for Leyland Trucks is well set. Leyland Trucks now operates from one of Europe’s most advanced truck assembly facilities, the Leyland Assembly Plant. The company, employing 1000 people, manufactures the full range of DAF products, of which approximately 40% is exported to all European Union markets and the wider world. Join me now on a pictorial walk around this amazing site. The amount of parts and kit is phenomenal: Heavy duty wheel air gun A quintet of engines Clutch pressure plates Stacks of wheels and tyres Boxes of cab tool kits Bottle jacks Air tanks Chassis conveyor Front suspension assy Rear axle assy Front axle assy Three pics of the axle and leaf spring rig Racks of propshafts Crates of shockers and torque rods A chassis in the spray booth These rubber covers protect the wheel studs in the spray booth as seen in the above pic Lots of kit stored outside Front axles and rears Cabs are fitted on an overhead conveyor and laser aligned Lifting sling inspection chart Another row of engines Engines as far as the eye can see Suspension air bags Racks of rads Further along the conveyor Fuel tanks Gearboxes Mudguard formers Body panel and side skin section Cabs lined up Paccar power! More wheels and tyres Cab steps in various colours Cabs lined up in outside storage Sideguard rails Loads more props Engine dress section The conveyor track fits the contours of the building A large Final Inspection area The rolling road How about that then? It is certainly an impressive place to look around, and the smell of engineering and new kit is superb! Section 3 below: