Roy B

Continued from above: The TD12 takes on a refill The tamping machine in action packing the ballast down After finishing tamping the southbound line an attempt was made to cross over onto the northbound side. However, it got stuck on the crossover due to its long wheelbase and fixed (non-bogie) wheel arrangement. In order to get it moved it needed to be transported on the low-loader. This consisted of the tamper raising itself onto its jacks, the trailer reversing underneath and then lowering the tamper’s jacks. The whole lot was then driven across to the northbound line and positioned appropriately. The same procedure as before, but in reverse, saw the tamper ready to go to work on this side. The tamper is ready to lower itself onto the northbound line. (All pics copyright to Alan Robson). An impressive bit of kit.

Thanks lads. Recently we had a couple of rare visitors to the Blackpool tramway. Thwaites TD12 Ballast Distributor Plasser 09/16 CAT/ZW Tamper During February 2021 there was the first major period of track maintenance since the system upgrade. Extensive permanent way work on the reserved track north of the Cabin took place. The work involved ballast renewal and some track replacement. Laying the new ballast along the open sleeper track Continues below:

Continued from above: Now onto a Leyland-MCW Olympian single deck bus. The Olympian was a lightweight version of the Leyland-MCW Olympic bus. It was built by Leyland and Metro Cammell Weymann (MCW). Leyland supplied running units derived from their Tiger Cub bus, and MCW built the bodies at Addlestone, Surrey. It was introduced at the 1954 Motor Show but was the least successful post-war bus. The Western Welsh Omnibus Company bought one of these buses in 1954, 40 in 1956, and another six in 1958. John Fishwick & Sons of Leyland took six in 1957. The 1954 Motor Show bus and the prototype went to the Jones bus company in Aberdeen, New South Wales, Australia. Trinidad Bus Services took four in 1956. One was exported to Ceylon, and a unique left-hand drive version was sold to the People’s Republic of China in 1958. This vehicle is one of only two or three left in the world. It was used in and around Leyland until 2015 when John Fishwick & Sons bus company folded after 108 years. It was found abandoned in Cannock Bus Station in Staffordshire. A couple of fire engines now. The first is an Albion fitted out by Merryweather & Sons of Greenwich, London. Merryweather and Sons were originally established around 1690 by a Nathaniel Hadley whose factory on Cross Street in London manufactured - among other things - pumps and fire-fighting apparatus. The first fire engine factory was built in 1738 at the corner of Bow Street and Long Acre and was used for the manufacture of hand engines and leather hose, and later for steam engines. For a time the company was called "Hadley - Simpkin" (after a master plumber who invented a kind of fire pump). In 1791 Henry Lott joined the firm and it became "Hadley, Simpkin and Lott". At some point Lott took over full control of the company and when he retired handed it over to his nephew by marriage, Moses Merryweather, who had apprenticed there in 1807. Merryweather had three sons who joined the company in the latter half of the 19th century including James, who was responsible for promoting its products internationally. In 1862 a new factory was built in York Street, Lambeth, for the manufacture of steam engines. In 1873 the Long Acre factory was destroyed by fire and a new building constructed to be used for offices and as a show room. In 1876 another factory was built in Greenwich Road and three years later the Lambeth factory was closed. As "Fire Engine Makers by Appointment to His Majesty the King", Merryweather and Sons sold fire-fighting apparatus to cities around the world. By 1913 its machines were being used across the UK, in South Africa, Australia, New Zealand, Burma, Egypt, India, Singapore and China. No Merryweathers appear to have been sold in Canada, however. The standard Merryweather Petrol Motor Fire Engine in the years leading up to the First World War came with the choice of either a 50 or 60 horsepower, 4-cylinder water-cooled Aster motor, 3-speed transmission and a chain drive supplying power to the rear wheels. The whole unit could attain a speed of 30 mph "and upwards" on level ground, "with corresponding hill climbing capabilities". Merryweather fire engines were generally equipped with their patented "Hatfield" three-cylinder reciprocating water pumps driven off the engine through a clutch and drive-shaft. The recent history of the firm is a little murky. At some point the company moved to Wales, but its stock ceased being traded sometime in the early 1980's and reports suggest that the company's papers were destroyed at that time. Records show that in 1999 a company named Morris Merryweather Fire and Safety Equipment went into receivership. The vehicle here is fitted with a hugely powerful 5.65 litre Rolls-Royce engine. It was supplied to the Barking Fire Brigade in 1939, and fought fires during the London Blitz. It was famous for its turntable escape ladder which could reach up to 100ft high! The ladder had its own built-in telephone to call the firemen at the top. The second fire engine is a Leyland E IS 5. It is closely related to their RAF-type truck from the First World War. It has the same engine as the RAF type which is a 4-cylinder with two blocks of two @6.5 litres giving 55 HP. The engine could power either the water pump or the vehicle’s wheels. The water pump was made by Rees-Roturbo of Wolverhampton. They could pump 500 gallons of water every minute at high pressure. Two vertical spindle pumps Early in 1910 Leyland built its first fire engine. Leyland Motors supplied fire engine vehicles to towns and cities across the UK, the British Empire and the Commonwealth until the early 1960’s. For this vehicle, Leyland developed a more powerful engine with fast acceleration to 60mph. The chassis was built at the Leyland works in Kingston-upon-Thames, Surrey, which had been re-building ex-WD RAF types left over from the First World War. The chassis was then transported to Chorley works for completion. Its working life was spent at Church fire station, near Accrington. Our last vehicle is a magnificent Leyland Lioness from 1927, which i talked about in an earlier post from last April. It was originally supplied to Buckingham Palace and was used by King George V and Queen Mary for Royal Household use, and was based in the Royal Mews in London. As a result Leyland were rewarded with permission to use the Royal Crest. The engine is a 5.5 litre Leyland OHV 4 cylinder. The roof folds all the way back to the rear if needed, and the headlamps can be dipped by the driver pulling a short lever located near his seat. That completes our tour. All pics of the vehicles are in the gallery. Next time: Join me in a haunted railway tunnel where a tragedy from 160 years ago has left a presence you hope not to experience.

Continued from above: These steam driven trucks were very successful and were in production from 1911 until 1926, when steam power finally gave way to petrol powered vehicles. In spite of petrol power being used throughout the Great War steam hung on until the middle of the decade, at Leyland anyway. One big reason for the demise of steam was that insurance companies were becoming reluctant to insure steel boilers, especially when the vehicle would be used in towns. A steam locomotive would tend to be away from the general public, therefore would pose less risk to life if it blew up. Another reason for the demise of steam was the payload, some steamers could only carry a load that was less than the weight of the truck. Blackburn Crystal Ice Company on rubber tyres 1914 The third vehicle is a Thornycroft Steam Van built at Chiswick in 1896. Thornycroft was a renowned ship building firm based on the Thames. John Isaac Thornycroft, a naval engineer, built this experimental steam van for Fullers Brewery, London. It was remarkable because it featured front wheel drive and rear wheel steer.The marine heritage of its construction can be seen in its 25 HP engine. This type of coke fired power plant was used in river vessels. The van runs on wooden wheels complete with steel rims. Braking was by wooden blocks acting directly on the rims. Brakes were on the front only and operated by a handwheel. On January 2nd 1897 a Thornycroft Steam Van had the distinction of being the first means of mechanical transport to appear in Wales. On the same date it gained the dubious distinction of being the first motor vehicle to be involved in an accident in Wales. A Mr.William Duncan tried to board the van whilst it was moving. His foot slipped on the step and the wheel ran over his foot, crushing it which resulted in it being amputated. A 1934 6 ton Mechanical Horse is next, manufactured by Scammell at its Watford plant. The name arose because it was designed to get in and out of narrow twisty passages designed for a horse and cart. In the late 1920’s the railway companies were looking for a suitable vehicle to use on their town parcels delivery traffic, which was predominately horse drawn. The London Midland & Scottish Railway experimented with various ideas and in late 1930 announced, jointly with Karrier Motors, a tractor unit for this purpose. The vehicle, the Karrier Cob, was powered by a twin cylinder Jowett engine and utilized a mechanism to couple existing horse trailers to the tractor unit. Meanwhile the London and North Eastern Railway had approached Napier's, the quality car and aero-engine makers for an answer to the same problem. They came up with some ideas, but didn’t wish to develop the concept and sold the project to Scammell Lorries. Their designer, O. D. North, refined and further developed the concept of the three wheel tractor unit which automatically coupled and un-coupled trailers, and in 1934 announced the introduction of the Mechanical Horse. The Post Office had twelve of these in 1942. They are in wartime livery with headlamp covers and white edging. This was a very simple and sturdy vehicle which was constructed on a steel channel frame and fitted with a wooden cab, the early versions having canvas doors. The Mechanical Horse came in two sizes, capable of carrying loads of three tons and six tons. These were powered by Scammell's own side valve petrol engine of 1125cc (3-ton) and 2043cc (6-ton), the engine being offset to the left of the cab, which could cause stability problems in some circumstances. The vehicles are very manoeuvrable (with a 16 foot trailer they can turn through 360O in 19 feet), have a road speed of about 20 mph, and do between 10 and 20 mpg. They were built for innumerable applications both at home and overseas; more than 20,000 of them were built. The railways in particular used hundreds of them to haul parcel trailers. In addition to the railway companies, they were also used by breweries, quite a number of private companies and the armed forces where they were used in stores and on aircraft carriers. The 6-ton coupling was also fitted to popular makes of light trucks such as Bedfords. Very few remain today, and this particular 6-ton spent all its working life at the Scammell plant in Watford towing other chassis around the factory. Leyland also designed a tractor unit specifically to haul Scammell semi-trailers fitted with their automatically raising and lowering landing gear. This next exhibit is a 1957 Leyland Comet ECOS/6R developed to meet demand for forward control cabs. Forward control, also known in road vehicle design as cab forward, cab over, or Cab Over Engine ( COE) is a body style of truck, bus or van with a vertical front or ‘flat face’. The cabs sits above the front axle and this makes for a more compact vehicle design. Leyland first demonstrated this type at the 1954 Earls Court Motor Show. It proved popular with many manufacturers and haulage companies. The vehicle here is fitted with corresponding Scammell equipment, an arrangement which allows the drive to couple and uncouple the trailer without leaving the cab. The automatic coupling still works. The engine was originally a Leyland 0.600, but it was subsequently fitted with a Leyland 0.680. These Leyland engine numbers refer to the engine capacities in cubic inches. Converted to metric, 600 = 9.8 litres and 680 = 11.1 litres. The vehicle was operated by local manufacturer Leyland Paint and Varnish Company. Between 1948 and 1959 they bought seven Leyland Comets. Leyland Motors bought most of the primer paint for painting their truck/bus chassis and military vehicles from the Leyland Paint and Varnish Company. This fine pic shows a Leyland Comet Mark 2 which Leyland Paints bought in 1951. It took about 10 secs to deliver it as their factory and offices were right outside the entrance to the Leyland Farington Works gate in Northgate, off Golden Hill Lane, the original entrance to the Farington site. An unusual one next: Another truly British and slightly off-beat van conversion is this UHF television detector van. One of the most feared vehicles in 1970s and 1980s Britain. Allegedly, the electronics in the van could detect if you were watching TV, and match that fact to a database of licence records, as well as boil the operating crew’s kettle. The equipment is installed in a modified 2500 series Commer/Dodge general-service vehicle. Eleven of this type were made, and this bought the compliment of detection vehicles to two in each region. A dummy roof houses the aerial-movement mechanism. To prevent water entering the dummy roof and being driven into the mechanism by the forward movement of the vehicle, the slot necessary to allow fore and aft movement of the front aerial is closed by a heavy-duty zip fastened neoprene cover. A purpose built console in the body of the vehicle provides the operating condition. The inside and roof of the vehicle is lined with washable plastic to reduce condensation. Hot air from an additional heater is ducted to the side windows to prevent misting, and to the roof to prevent seizing of the mechanism in freezing temperatures. The vehicle is fitted with automatic transmission to give smooth take off and slow speed during detection runs. Continues below:

Continued from above: The owner of this 2-tonner seems to have taken very literally the Bedford claim as “the truck for a 50% overload”. It is pictured carrying a load of hops from Kent to London. I wonder which stadium the sign on the railway bridge above referred to? These long wheelbase Express Dairy vans feature very deep windscreens and sliding door windows. We come to a Beardmore Cobra in Marks and Spencer colours next. This was built in 1931 at the William Beardmore Motors factory in Paisley, Scotland. It has a very distinctive radiator design which incorporates the manufacturer’s name. Beardmore is best remembered for its range of taxi-cabs, first introduced in 1919, and updated in 1923. They were sold via their own taxi company in London. In 1930 the company acquired the rights to build the French Chenard-et-Walcker tractor unit. The design of coupling allowed part of the trailer weight to be borne by the tractor unit, increasing the traction and therefore improving its driveability in damp conditions. These were produced in Clapham, London. Three versions were offered for sale. The Anaconda was a 15 ton multi-wheeler, while the Python could handle a 10-15 ton payload. The Cobra was a 10 ton tractor unit, powered as with the other two variants by a Meadows 3.3 litre, four cylinder engine giving 20 HP. In 1932 this arm of the business was sold off to an independent concern – Multiwheelers – who continued in production with these vehicles until 1937, utilising either AEC or Gardner engines. The museum example on the 1984 Brighton run Alongside the Beardmore is a Guy J of 1922 vintage. This 17 HP, 30cwt lorry was pensioned off after delivering coal in the Aldershot area for nearly 30 years. Guy Motors was a Wolverhampton-based vehicle manufacturer that produced cars, lorries, buses and trolleybuses. The company was founded by Sydney S. Guy (1885–1971) who was born in Kings Heath, Birmingham. Guy Motors operated out of its Fallings Park factory from 1914 to 1982, playing an important role in the development of the British motor industry. The company’s first product was a 30cwt. lorry of advanced design. To get away from the more commonly used heavy rolled steel channel frames of the time, Guy employed a much lighter form of pressed steel frame, and patented a three-point flexible suspension to prevent any distortion from being transmitted to the engine and gearbox. The direct third gear was intended for use when the vehicle was fully laden, whilst fourth gear, which was used only when travelling light, was indirect. A governor – controlled by road speed and not engine speed – was another novel feature, and this limited the maximum speed to 30mph without affecting the engine’s ability to “rev” in the lower ratios when ascending hills. This governor was somewhat unpopular with drivers, who much preferred the economical overdrive top gear which they could engage when no load was being carried. Variations on these features became standard practice in the industry in later years. Next, we have a 1950 built Morris 10cwt ‘Y’ type in the green colours of the Post Office Radio Service. The Y's back-to-basics specification is clear to see on this example - for example, just the one windscreen wiper, no chrome plating, and no hub-caps. The single offset hole in the grille is a reminder that, like with the Ford, the Morris' engine is offset to the passenger side, hence needing a starter handle aperture set off to one side. The design of the vehicle enables more of the overall length to be given over to interior carrying capacity. The original pop-up semaphore trafficators are fitted to the bodywork just behind the front doors. A pic from June 1948 Three steam vehicles come into view now. The first is a chain driven Foden from 1922. It is a two cylinder, side valve developing 45 HP. Of all the companies making steam lorries in the first thirty years of the last century by far and away the best known was Foden. Until the mid-twenties Foden manufactured locomotive over-boilered type machines (i.e engine over the boiler); the exhibit is a classic example of the type. It had a crew of two, one man steered from the left and the other drove from the right. Unfortunately there was a distinct lack of forward visibility on these over-boilered variants. Its weight at 6 tons (incl.coal and water) was rather more than it could carry (5 ton payload). This vehicle was restored by Tate and Lyle in 1968. The apprentices who were involved put dome head rivets in the boiler by mistake. They had to be removed and replaced by cone heads. Foden abandoned steam soon after making its first oil engined lorry in 1931. The second vehicle is a Leyland ‘F’ class. It had been used to haul timber in the Atherton Tablelands in NSW, Australia. It was found derelict in the Australian outback, brought back to Leyland, and completely re-built by the Leyland apprentices. Joseph Sumner, Steam Flour Mills, Chorley 1908 Continues below:

Continued from above: We’re back in Leyland now to finish our look around the Commercial Vehicle Museum. The pics in the gallery follow this tour around. Carrying on from where we left off last time the first vehicle we come to is a Leyland Hippo. This was originally owned by H & R Ainscough Limited of Burscough Mill, Lancashire. New in 1935, it was used to deliver flour from the mill to customers in the north-west of England. It was also used for return loads of grain as Ainscough’s were grain merchants as well as flour millers. The Hippo leaving the loading bay at Ainscough’s with a full load of flour in 140 lb capacity hessian sacks. (Pic credit to Peter Whittle.) In the museum it has a PACCAR XE 315C strapped to the deck. This is a 428 BHP, 6 cylinder turbocharged and charge cooled intercooler diesel. Complete with a 16 speed ZF gearbox, it weighs 1.5 tons. A more recent Leyland in the Ainscough fleet having a wash A couple of ERF’s stand close-by. The first is a tractor unit built at the Sun Works in Sandbach, entering service in June 1960. It is powered by a Rolls Royce 220i engine with an output of 220HP driving through a David Brown gearbox. GVW is 70 tons. Alongside is the very first ERF built at the Sun Works in 1933. This is a 6 ton type C14 which remained in production until 1946. ERF was established after its founder had broken away from Foden. In 1881, the first Foden traction engine was built in Sandbach. Then in 1898, Edwin Richard Foden influenced future truck design by designing the first steam wagon running on steel tyre wheels which had been successful until 1913 when vulcanised solid rubber tyre development had advanced to the stage of allowing their fitment on heavy vehicles. Edwin introduced the first pneumatic tyred Foden steam wagon, but as steam transport appeared to be going out of favour, Edwin turned his attention to the development of a 6 to 8 ton chassis fitted with new Gardner LW (Light Weight) high speed oil engine. At the beginning of the 1930s, Britain's industry was struggling to survive the worst recession in many years and unemployment exceeded two million. At this time insurers were becoming increasingly reluctant to underwrite steam boilers. As a result, Edwin Foden believed the future of the lorry building industry lay in diesel engine power. The Foden boardroom did not agree, and consequently he resigned along with his son Dennis. ERF (named from Edwin Richard Foden’s initials) came into being with the help of his son and two former colleagues, including Ernest Sherratt who became Chief Engineer. Edwin worked to build the first ERF diesel lorry in 1933, and gave the first chassis the number 63 which was his age. From the beginning, the company bought components only from other suppliers rather than manufacture itself, including engines from Gardner, gearboxes from David Brown and axles from Kirkstall Forge Engineering. This concept would serve ERF well throughout its existence. Kirkstall Forge Engineering was a 57-acre development located in Kirkstall, Leeds, West Yorkshire. The site was one of the oldest most continuously used industrial sites in England. It was operated as a metalworking business. The history of the forge can be dated to a 12th-century (1151 A.D.) mill race which powered a corn mill for the monks of Kirkstall Abbey. Iron production began in the 16th century, making it the oldest forge in England. Two patents were bought for a machine that could straighten out bars, and made them more round than ordinary rolled iron bars. These were known as "reeled bars" and were exhibited all over the world. Kirkstall Forge, then known as Beecroft, Butler & Co. manufactured and exhibited railway wheels and axles at the Great Exhibition in 1851 in Class V and won an award. In the 19th century, as well as ironforging, the metalworking business produced axles for horse-drawn vehicles. As motor vehicles became more common, in the early 20th century, the forge specialised in motor vehicle axles and in steel bar. During the First World War, forging was stopped, allowing the business to concentrate on axle production. During the Second World War, production expanded to meet the demand for military vehicles, and the site was camouflaged to reduce the risk of bombing raids. In 1964, Kirkstall Forge bought the Regent Axle company based in Burnley to expand its gear machining capabilities. In 1974, Kirkstall Forge Engineering was bought by GKN. In 1995 the business was taken over by the Dana Corporation (Dana Spicer Europe Ltd), who over the following 6 years transferred production overseas, and closed the works, making 1500 staff redundant. A 1933 Bedford WLG 30cwt next. The standard, factory-bodied 2-tonner first appeared in 1931 and was the first commercial vehicle to bear the Bedford name. Two versions were available, the short wheelbase WHG, and the longer WLG. Power from the 3.8 litre petrol engine was transmitted through a 4-speed crash gearbox – a unit which gave out a rather distinctive noise that was a feature of Bedford trucks for some years. The one here was owned by Richard Sutton, a farmer from Longton, Lancs. It is a long wheelbase dropside truck and would have cost around £260. This one is the shorter version. For five months it carried pipes for a Rhondda Valley sewage scheme along the bed of the River Taff. Continues below:

Continued from above: Last time we were here Dave won the Final which saw an upgrade to blue. No messing about with a vinyI wrap for Dave when a quick fix with a spray can does the job. F2 Heat 1: The rain set in just before start time which made for some frantic changing of tyres and set -up for those involved in this opening race. Sansom continued his fine form since returning to racing by quickly cutting through from the blue grade to lead, dumping early leader Adrian Watts (222) into the wall in the process. British Champion Steven Gilbert (542) who was excelling in the wet conditions eased 352 aside as the caution came out for Watts. Jon Palmer (24) had slid into the parked 222 car. The rest of the race was fairly quiet, with Gilbert claiming the victory. On the final corner Matt Stoneman (127) spun Samson from second place. As the pair scrambled to get going again Justin Fisher (315) nipped past for second, with Sansom managing to get third as Stoneman spun across the line in sixth. Result: 542, 315, 352, 418, 24, 127, 783, 210, 736 and 538. Heat 2: Conditions had worsened for this one leading to plenty of spinners. Sansom again quickly hit the front before Borthwick nosed inside. The Semtex Kid then lived up to his reputation with a massive hit on the 418 car entering turn one. This was payback from an incident at United Downs the previous day. Both cars hit the plating extremely hard. Whilst Dave remained in his car Ben decided to get out for a chat until the trackside officials advised him to get back in. Palmer was there to pick up the pieces and he won from Aaron Vaight (184) who had spun Ben Goddard (895) from second. Result: 24, 184, 895, 539, 538, 915 and 942. Heat 3: Having crashed out of heat one Paul Rice’s (890) wet weather skills came to the fore in this race as he scythed through the field pushing Tristan Claydon (210) wide for the lead, then holding off Gilbert’s determined challenge after a caution to recover Fisher. James Rygor (783) and Chris Mikkula (522) had a good scrap for third. Result: 890, 542, 783, 522, 184, 895, 127, 539, 210 and 920. Final: Just fifteen cars had survived for this with all but three being stars or superstars. As Julian Coombes (828) led, Borthwick and Fisher headed the star grade charge. Fisher moved ahead at halfway as the 418 car dropped back with a puncture. Coombes lost the lead in a Honiton bend heap which left Fisher with a healthy lead over Palmer and Rice. This pair gradually caught 315 owing to him having to negotiate back-marking traffic. With one lap to go the 24 car launched his attack on Fisher. It was too hard though as both went in and got caught on parked cars. 315 became terminally stuck, whilst Palmer recovered for an eventual third. Rice gratefully slipped through for the win becoming the first man to claim two finals at the track this year. “I did the job a bit too hard really!!” admitted Palmer in something of an understatement in his post-race interview, adding that in those conditions, “it’s hard to judge”. Winner Rice said, “I do like the wet conditions,” agreeing that ,”I think Jon did me a favour there.” Result: 890, 783, 24, 542, 184, 895, 736, 418, 539 and 538. GN: With conditions taking their toll just eight hardy souls took to the track. In an inevitably quiet race Rygor took the win from Palmer and Vaight. Final winner Rice made it up to sixth from the lap handicap. Result: 783, 24, 184, 542, 210, 890, 539 and 736. Saloons Stock Cars Despite there being only thirteen cars they served up a trio of very entertaining races on the tight concrete raceway. The wet conditions helped to spice it up further. Heat 1: Guest driver Bradley Fox (162) was hit from pillar to post in this race. Ian Govier (28), Junior Buster (902), Ben King (276) and Charlie Lobb (980) also got heavily involved in the rough stuff with some ferocious bumper work-the latter two in particular seemingly intent on destroying one another rather than actually trying to make forward progress. Caution flags to assist Govier with five laps to go wiped out Cole Atkins’ (399) big lead but he was able to ease clear once more for the win. Phil Powell (199) executed a perfect last bend move on Billy Smith (161) to take second. Result: 399, 199, 161, 476, 799, 277, 902 and 319. Heat two: Atkins dominated this quieter race to win from Richard Regan (319). Powell again outfoxed Smith on the last bend, this time for third. Result: 399, 319, 199, 161, 799, 476, 902, 277 and 162. Final: Regan put up a bit more resistance to Atkins in this race before the 399 car pulled away once again. Smith and Powell made faster progress through the pack this time and were reeling in Atkins in the closing stages only to run out of laps. Atkins took his sixth win in two days and was followed home by 161 this time who held off the last bend charge from 199. Result: 399, 161, 199, 476, 902, 799, 277, 130 and 162. Pics in the gallery. Continues below:

Hi there folks, A number of sources for info on this one Peter. Network Rail, DRS, the Huddersfield Canal Society and local history groups. A few weeks ago the winter weather had caused icicles to form in a number of tunnels, incl. Standedge. Here we have a crew manually removing them. The class 37 loco standing guard was new in 1965 from the English Electric Vulcan Foundry at Newton-le-Willows, Lancs. It is currently allocated to the Traction Maintenance Depot operated by Direct Rail Services at Kingmoor Carlisle. This week we begin by heading to Toytown to have a look at the last Monday evening meeting of 2020, then it’s back up north to Leyland for part two of our look around the Commercial Vehicle Museum. Taunton - Monday 28th September 2020 The success of the previous summer time Monday evening fixtures will have definitely be borne in mind when planning the dates for 2021. After an intense run of meetings the F2’s were really in need of a break and after this meeting there was a brief period of rest with no meetings at all the following weekend. The day before there had been big money up for grabs at St.Day with £60 lap leader bonuses throughout the Old Motorcycle Club Trophy Final. Within three laps Dave Sansom (352) made a challenge for the front which left the door open for Ben Borthwick (418). He stormed through into an unassailable lead which saw him win the jackpot. He probably had time late in the race to consider making a call to Securicor to help him take away his swag bag of cash at the end of the meeting. It didn’t end so well for him tonight though. More on that later. Back to tonight then. The lowest turnout of the season of 25 cars saw a two-thirds format deployed. With rain falling throughout much of the meeting memories of summer evenings were rather distant. One notable attendee was John Brereton (948) who made a return after two years out following an injury. He had a brand new Polley built car ready to take to the grid. Mark Ashley’s Silver Machine This gives us a good excuse to enjoy this blast from the past: The top prize at stake tonight was the Autospeed Rosebowl in memory of Paul Oakley. This had been originally raced for in the 1980’s at St. Austell and Newton Abbott before effectively vanishing from the scene. After the untimely loss of Paul it was considered a fitting tribute to him, and it has been raced for at Smeatharpe since 2015. Paul spent a large number of years dutifully helping Garry Hooper, and indeed Garry’s brother Tony, regularly travelling many miles around the country to enjoy stock car racing. When Andrew and Crispen took over the running of Autospeed in 2000 Paul was one of the first people they turned to at the start of their vision to repair, maintain and improve the Autospeed venues – particularly here at Smeatharpe. It is worth remembering just how much time and effort Paul devoted to similar ventures – especially in those early days, when he was instrumental in installing flush toilets. Over time, the amount of paint and equipment that Paul managed to rummage and find in his small store was incredible, as it was generously put to good use here. Such a kind hearted and decent person, Paul remains very much missed by all who knew him, and the Autospeed community is lesser for his absence. Fittingly it was Garry’s son Neil (676) who won the Rosebowl in its first two seasons of 2015 and 2016. It must be noted that whilst the Monday night dates were popular with the F2’s, and indeed racegoers in general they were a little difficult for many of the Saloon Stock Cars – another example of work getting in the way of play for some of them. An entry of only 13 cars may sound disappointing but they served up some good entertainment nonetheless. Ex F1 driver Richard Regan was one of the Saloons in attendance. Billy Smith (161) was using Diggy’s car as he had sold his own. These three on track for early practice had differing fortunes in the meeting proper Continues below:

Continued from above: As mentioned earlier this shaft contains the wooden trunking which goes down the full length. This was part of a very unique technology of the time. It sprayed 27 gallons a minute of a fine mist of water down the shaft to create a downdraft of fresh air to the tunnel below. The trunking has stood the test of time and is in good condition A less forceful blast of air is ejected from the ‘Upcast Shaft’ (above the canal tunnel) as it is connected via access passages to the rail tunnels. I tried to get a pic as the air rushed upwards as it contained the same strange yellow flares which danced about the sides. It was impossible to get a clear image though as it was still too wild to hold the camera steady. (Pic in the gallery) Ok, let’s leave this house of fun now. There are a few other things to see. First we’ve got to get out though! There are extensive signs of water management around this part of the moor. A series of dams linked up to a small reservoir close to the engine house. This was built later for the water balance engine and also as a supply for the spray system within the ‘Downcast Shaft’. In the far distance on a clear day it is possible to see the next ventilation shaft off to the north-east. Keeping this in sight we cross the moor until eventually coming to the A62 which we cross over. In front of us is an old track heading up the hillside. This was an incline tramway which leads to an abandoned quarry. We’ll call there on our way back. Another track veers off towards Flint Old Shaft (1796) used for the construction of the canal. This has a high wall constructed around the top and is covered with a grating. Another horror story lingers nearby however within its associated engine house. Inside here is a terrifying sight. For some reason the disused engine shaft has been capped at the bottom and has subsequently filled up with water. Partway down a connection to the canal still exists. Depending on the water level/movement in the canal the water gets sucked down without warning. If you happen to fall in at that moment it’s game over and a watery grave. I managed to get a pic from a safe distance. Leaving here we come to a small concrete hut with provision for a small stove. This is the last monument to the soldiers who guarded the site in WW2. Although the Canal Tunnel had long ceased to be a route for freight, it was thought in 1939 that the railway tunnels might be vulnerable to sabotage and the local Duke of Wellington’s regiment were given the task of guarding the shafts and both ends of the tunnels. The task of standing guard here through the winter of 1939/40 can only be imagined. We soon come to Flint New Shaft (1890). This is another walled and grated type and was used in the railway tunnel works. This one always has a mist drifting out of the top. The last vent is Pule (1799). It is on the very top of the moor. Unlike the others it is surrounded by a square wall constructed in stone. There are slight traces of an engine house and other buildings. I didn’t wander around here too much as there are small reservoirs and ponds dotted about which have become overgrown. There had been a water balance engine in use here so the possibility of there being another uncapped water filled death trap was uppermost in my thoughts. Heading back down we come to the old quarry. It was known as Pule Edge Quarry and produced paving stones, cobbles and building stone during the 1930’s. There are the remains of a loading area, and a milestone indicating Ilkley 45¼ miles. Plant fossils can be seen in the spoil and blocks of fallen rocks. Adjacent to the site are spoil tips containing material removed during the construction of the Standedge tunnels. The site would have been a harsh place to work as it is constantly battered by the wind and rain in its exposed location jutting out from the hillside. Well folks that is a taster of what this area has to offer. Plenty of pics in the gallery. It is truly magnificent seeing what once was and this place has it all. If you are tempted to have a look around yourselves there is good parking available in the lay-by on the east side of the A62 (SE 028 107). With a bit of moorland walking all can be seen from here. Just watch out for water filled pits! There is at least one called Heathy Lee with a drop of 220ft. It is in the moorland vegetation completely uncovered and looks like a big puddle. I’ve not found that one yet. Next time: It’s back to Taunton for the last Monday evening meeting of 2020 where the F2’s were racing for the Autospeed Rosebowl, ably supported by the Saloon Stockcars. Part two of our look around the British Commercial Vehicle Museum. Just a reminder that the Off Season Gallery thread will be moving into the Essential Information section of the site from Mar 1st.

Continued from above: Let’s have a look inside now. It’s not easy to get into. The original entrance has been securely gated and the only access is through a small hole in the side of the building. The hole is at head height and has an arch above it which restricts movement through it. If you go through head first it’s a sheer drop of equal height on the inside so it’s a case of turning around as you go through. Easier said than done! I was just waiting for part of me to go pop or twang as I folded myself double to get through. The small arched hole in the lower level proved challenging to get through! This place ranks in my top three. Once inside it’s like being in a roofless medieval fortress. The walls tower above to the sky. At each end are the two shafts constructed in 1796. They are mainly rock cut and lined with bricks. One of these is over the Canal Tunnel, the ‘Bye Pit’ or ‘Upcast Shaft’, while the ‘Engine Pit’ or ‘Downcast Shaft’ is offset over the rail tunnel. The ‘Engine Pit’ was constructed like this to avoid the pump rods from the engine and the sump for the pump obstructing the tunnel works. Both shafts are completely exposed and just right for falling down. They measure seven and nine feet across respectively, and are easily big enough to drop a Nissan Qashqai size vehicle down. The most frightening dimension however is the depth. Both drop down just short of 500ft! (Blackpool Tower is 518 feet high). Looking down the ‘Downcast Shaft’ (over the rail tunnel) you can see a fog hovering owing to the difference in temperature. If you’re fortunate enough to be in there when a train goes through the tunnel you are in for an experience which you’ll never forget. It beats any ride at Alton Towers. You have to lay down with your head leaning over the abyss. It all starts with a deep rumbling from within the vent. You first see the fog start rising up which is then followed by a cataclysmic up draught. It is impossible to keep your head from being blown back by the violent buffeting. When this has subsided yellow flares appear momentarily as an eerie warm blue mist drifts up. These are the diesel fumes. As the train passes the next vent the pressure in the tunnel causes a massive down draught which reverses the airflow and sucks all the air out of the area above the vent. Suffice to say I didn’t hang about the edge for that part. I poured some water around the top edge and stepped back. It was instantly vapourised as the air violently blasts its way back to the depths. All was quiet once more and as I looked back down the mist had started to form again. Continues below:

Continued from above: Before we go inside here is a bit of background info to the area. Within this part of the moor is Thieves Clough packhorse bridge built pre 1700. It is on part of the former original route of the Wakefield and Austerlands Turnpike Road which ran from Marsden into Lancashire. Marsden lies on one of the shortest east-west routes across the southern Pennines. It may well have been in use in Mesolithic times; the Romans certainly built a road this way, which was probably still used in the Middle Ages. Packhorse tracks came next, followed by the turnpike, the canal and the railway. By the late 17th century it was becoming obvious that the existing roads were inadequate for the growing levels of traffic. The road surfaces suffered badly from the wear and tear caused by the metal tyres on the wagon wheels, and they could become impassable in wet weather. As a response, local entrepreneurs formed themselves into Turnpike Trusts. Their purpose was to take on the responsibility for maintaining and improving important roads in return for tolls paid by the road users. They invested in making the roads more suitable for wheeled traffic by resurfacing and widening them and, where necessary, straightening them out. If you’ve heard of Knaresborough, you’ve probably heard of Mother Shipton, the 16th century prophetess, but the town possesses another local hero; John Metcalf, more popularly known as Blind Jack. He became the world’s first professional road builder. Metcalf, born in 1717 in a thatched cottage opposite Knaresborough Castle, led a hugely varied and characterful life, which included a pioneering career in road construction. Metcalf designed and helped to build around 180 miles of road across Yorkshire, Lancashire and Derbyshire. Many of his routes still survive today, for example as parts of the A59 and the A61. An attack of smallpox left Metcalf permanently blind when he was six years old, but this did not seem to hamper the boy. It is said that after three years of blindness, Jack could find his way to any part of Knaresborough. Stories even tell of how Jack rushed into the River Nidd to rescue a soldier who was drowning, unable to swim due to a sudden bout of cramp. It took Jack four attempts, but eventually the soldier was saved. At 15, Jack became the in-house fiddler at the Queen’s Head in Harrogate, replacing a 70-year-old fiddler who had apparently come to play the fiddle ‘too slow for country dancing’. Metcalf also became a guide to visitors in the local area, sometimes finding that the only way to receive custom from tourists was to conceal his blindness. In his youth, Metcalf also eloped with Dolly Benson, the daughter of the landlord of the Royal Oak in Knaresborough. Always restless, in 1745 Jack joined the ‘Yorkshire Blues’, a 64-man militia raised in the district by Captain Thornton to fight Bonnie Prince Charlie and the Jacobite rebels. It was the militia’s uniforms of dark blue and gold lace that gave them their name. Jack evaded capture at the Battle of Falkirk and was present at the Battle of Culloden, which saw the decisive defeat of the Jacobite rising by the Duke of Cumberland. By 1752, Jack was operating a stagecoach company between York and Knaresborough, exposing him to the appalling condition of local roads. Soon after a new Turnpike Act in 1752 the enterprising Metcalf obtained a contract for building a three-mile stretch of road between Ferrensby and Minskip with his gang of workmen. This would begin a monumental career of professional road construction, advancing a viable mode of building upon marshland by using a combination of ling and whin (types of heather and gorse, respectively). Building a road from Harrogate to Knaresborough, Metcalf encountered a bog, and some saw the task as impossible. Nevertheless, Metcalf built across the bog and received the tidy sum of four hundred pounds for his work. Early in 1759 after working on several roads his most difficult task was the road from Wakefield to Huddersfield, Crosland Moor to Marsden, and over Standedge to Austerlands towards Manchester. He was paid £4,500 for the twenty- one miles of road, nine miles of which he employed four hundred men, sixty working on half a mile over deep bog. This was where he used his method of laying foundations with bundles of heather. This undertaking needed no repairs for some twelve years. Upon death, Blind Jack left behind 4 daughters, 20 grandchildren and a phenomenal 90 great and great-great grandchildren. A feature of all turnpike roads was the toll-bar or toll-gate. In Marsden, chains seem to have been used rather than gates. These were placed at strategic points to collect the tolls from travellers. Each would have had a large board displaying the various rates. Six such toll-bars are known to have existed. Sadly, no trace is known to remain from any of them. Inns were sited along the turnpike and catered for the travellers' needs. The original route largely followed the existing roads through Marsden, so the inns to serve it were already in existence. With changes to the route, new ones were established. There were at least sixteen roadside inns, only two of which remain in business, and five of the rest have long since been demolished. Let’s have a look now into the history of the tunnels. The Great Western Company’s Severn Tunnel, 4 miles 636 yards in length, is the longest tunnel in Great Britain. Next to it comes the LMS Totley Tunnel, 3 miles 950 yards long. The third longest tunnel, is on the LMS Manchester-Leeds line. The Standedge double line tunnel is 3 miles 64 yards in length and there are three other tunnels running parallel to it. The first of the four to be constructed, and incidentally the longest, was… The Canal Tunnel This passes under the mountainous district known as Standedge. It is the summit level of the Huddersfield Narrow Canal and the three Acts of Parliament under which it was constructed are dated 1794, 1800 and 1806. The Huddersfield & Manchester Railway Company acquired it, together with the Huddersfield Broad Canal at Huddersfield, under the Act of 1845. Both the railway and canals were assigned to the L&NWR in 1847. The length of the whole summit level is 4 miles, and the height above sea level is 648.6 feet which is greater than that of any other canal in the country. It is straight throughout. The canal rises 438 feet 10 inches to the summit level from Huddersfield to Marsden by 42 locks in eight miles and falls through a series of 32 locks 338 feet 1½ inches from Marsden to Ashton in less than nine miles. The original construction of the canal tunnel, which had a length of 3 miles 135 yards, was partly of stone arch with side walls and partly rock cutting. In places the rock beds are horizontal and much broken up, in consequence of which ‘falls’ of rock occasionally took place. The work was commenced in 1794 and completed in 1811, at a cost of £271,000. There is no towpath through the tunnel and the boats were propelled through by boatmen - or ‘leggers’ as they were called - from the roof or sides, the operation taking one and a half to four hours, according to the weight of the cargo and the number of men engaged in the work. The boat horses and attendants travelled by road over the tunnel. There are four ‘wides’ or passing places for boats in the tunnel: Brunclough Wide, Whitehorse Wide, Old Judy Wide and Redbrook Wide at distances of 0.8, 1.1, 1.5 and 1.7 miles respectively from the Diggle end. Practically the whole water supply from the reservoirs situated on the top of Standedge was brought down the lockages on each side of the summit level. During the construction of the new double-line rail tunnel between 1890 and 1894, great damage was done by the mining operations to the canal tunnel. To make good the damage, a considerable length of brick flying arches (with side walls where required) and continuous arching were built. The present lining of the tunnel consists of 2,300 linear yards of rock cutting, 1,060 linear yards stone lining, 870 linear yards brick flying arches (new work) and 1,130 linear yards continuous arching (new work). In construction of the new double tunnel, about 32 yards of the original canal tunnel at the Diggle end was removed and the waterway covered over with steel girders and floor plates for a length of about 275 yards. Down Single Line Tunnel The construction of this tunnel commenced in 1845 and was completed in 1848 at a cost of £201,608. Its length is 3 miles 62 yards with an average width of 14 feet 6 inches at rail level, height above rail level being 17 feet 6 inches and its original construction was a stone arch with side walls. The formation through which it passes is the shales and rocks of the coal measures in which there are some ‘main faults’ and several subsidiary ones. Where these latter occur, the shale and rocks are distorted and shattered. The original contour of the tunnel is in many places distorted, the crown of the arch being forced up. On opening out at these places, cavities were found over the crown and the rock was very loose. Behind the side walls the shale was very compact. Portions were taken down and rebuilt. The stone arch at the crown varied from 10-22 inches thick (in three rings) and the side walls 22-27 inches, the face work being 10 inches thick. A defective length of 117 yards was rebuilt in 1894 at an actual cost of £4,589, or £39 4s per linear yard. In other places the arch ring has been repaired and cavities over the crown hand-packed. The height above rail level in the reconstructed portions is 17 feet 6 inches. Rebuilding was carried out between 1916 to 1918 from the Marsden end of the tunnel and was necessitated by the damage done by the mining operations in the construction of the new double tunnel between 1890 and 1904. Adjoining this place, the stone arching in the canal tunnel was found to be very damaged and crushed, and a length of 33 yards was taken down and rebuilt. In the length of the new double tunnel also adjoining, defective work was found, and the cavities above the crown were hand-packed and defective arching taken out and rebuilt. In this tunnel, at a distance of about 1,075 yards from the Marsden end, 16 inch square longitudinal timbers were fixed below rail level and alongside the side walls for a length of 150 feet with 25 15-inch square wooden struts between, but below sleeper level. This work was done about 1881. The stone arching in the corresponding length of the canal tunnel was rebuilt in 1897. In one part of the tunnel both side walls have been thrust forward towards the centre, and there are also signs that the timbers and rails have been forced upwards. Iron rail centres have now been fixed in this place. There are 13 horizontal access passages from this tunnel to the canal tunnel, and it is straight for its whole length. In this tunnel, an amount of £10,100 was spent on relining and other important renewals between the years of 1894 and 1912. Up Single Line Tunnel The construction commenced in 1868, and was completed in 1870, at a cost of £121,500. Its length is 3 miles 62 yards, and is straight throughout. It has an average width of 14 feet at rail level, with an average height of 15 feet 6 inches above rail level. The repairs carried out to this tunnel since 1871 are not as extensive as those done in the Down single-line tunnel. The construction of this tunnel was brickwork in mortar made with blue lias lime, with the brickwork in Portland cement in places. The section generally adopted was side walls 1 foot 6 inches thick, arch ring 14 inches thick. Additional thicknesses were built in places as required, the side walls being 2 feet 3 inches thick, and the arch rings 1 foot 6 inches. The width between the side walls was 15 feet, though this has now contracted in places. Twenty-one large working headings were used for driving the Up single-line tunnel. These commenced in the canal tunnel at varying levels, and ran in the form of an arch to the old railway tunnel. The floor at the side of the old railway tunnel (now the Down single-line tunnel) is about 6 feet or 7 feet below the rails in it. Some of these archways are open direct to the old tunnel, some are walled up with doorways 6 feet deep, 2 feet 6 inches wide, and some are walled up completely. From these arches there run culverts underneath the old tunnel, used for draining, and in some cases for ventilating it. The culverts generally terminate in arched chambers between the railway tunnels, which stop a few feet short of the new railway tunnel. In five cases these chambers link with the new tunnel through cast iron grids at the canal side of rails. There are 35 air headings from the old railway tunnel to the canal tunnel, most of which are driven through the rock, varying in shape and size, and having large arched entrances. When in working order they used to allow walking from the railway tunnel to the canal tunnel. About one-third of these headings have been blocked up, either by tipping or walling up, or by both means. Thirty-one small cross tunnels with arches about 4 feet 6 inches deep by 3 feet wide, form ordinary means of communication between old and new railway tunnels. Of the five ventilation shafts, four are directly over the canal and one, the Redbrook Down Cast shaft, is over the railway tunnel. Four also are in direct alignment with the old railway tunnel by large headings or grids. Double Line Tunnel This is the most recently constructed tunnel. Work commenced in 1890 and was completed in 1894. The work was begun by the railway company, but completed by contractors. Its length is 3 miles 64 yards, and constructed of brick arch and side walls. The formation passed through is similar to that of the three previous tunnels. At various places concrete inverts were provided. Since 1894 signs of bricks being crushed in the arch were noticed in several places, and on making trial holes in the crown, defective work was brought to light. Many cavities were found, with the crown bars left in. These were subsequently solidly hand-packed and the arches taken down and rebuilt when necessary. The cost of these repairs was about £1,600. Rail level Standedge double-line tunnel is 658.89 feet above sea level. The new ventilation shafts at Brun Clough, Redbrook and Flint Pit were constructed in connection with the new double-line tunnel, and the remainder are the original shafts. All, with the exception of Redbrook Down Cast shaft, are over the canal tunnel. Ventilation of the tunnels The railway tunnels are ventilated naturally by six of the shafts by means of cross passages of varying sizes. The two shafts at Redbrook - Down Cast and Up Cast - are the only ones in which any attempt has been made to artificially create a circulation of air. In Redbrook Down Cast shaft, the air is brought down by a means of water sprays. Water near the surface of the ground is collected into a channel by means of a special arrangement, and spreads so as to fall in spray form down the shaft. This causes further air to follow, and the Up Cast shaft being only about 14 yards away, the constant circulation of fresh air is provided. The volume of water and air can be regulated in and out of the single-line tunnel at these shafts by means of gratings and doors, which control the air through various passageways under the lines. The doorways over the open grating to the ventilating subway in the Down single-line tunnel are raised or lowered by chains by the platelayers when they require to ventilate the tunnel. By raising the doors the current of air coming down the Redbrook Down Cast shaft passes through the subway and thence upwards through the open grating at about sleeper level. This disperses the smoke in the tunnel in both directions. If the Up single-line tunnel is required to be cleared, the doors are left down and the adjoining shuttles raised. This allows the current of air to pass further along the subway, thence through the open grating in that tunnel. When no ventilation is required the doors and shuttles are left down. Credit for the above goes to a 1925 article from the LMS Railway magazine. Safety in the tunnels was still poor by modern standards. Collisions between trains were put down to poor operating practices. Pilot engines were used to take goods trains through and a common practice was to uncouple it whilst moving through the tunnel. This was because of a lack of space at both ends. The engine would run out onto another track whilst the wagons carried on under their own momentum. In February 1870 a signalman misunderstood a telegraph and set the points in anticipation of the pilot running out to couple onto a waiting rake of wagons. Instead an express appeared and collided at full speed with the wagons. One of the more serious accidents was the breaking of the connecting rod of a Manchester-bound train which ricocheted off the tunnel wall and pierced the boiler. The engine crew were severely scalded which resulted in the death of the driver. At the Marsden end of the tunnels a reservoir had been created as part of the construction of the canal. This was connected to it by a valve controlled feeder channel. If the canal water level dropped the reservoir would be brought into use to top it up. The canal company were required by Parliament to protect the interests of mill owners in the Colne valley. Most of the mills at that time were water powered and during the dry conditions of summer the flow of water down the River Colne was barely sufficient to keep the mills going. It would have been out of the question to divert water away from the river to keep the canal going. However, in times of heavy and prolonged rainfall there was a serious risk of flooding if the reservoir bank gave way. A spillway was created which carried excess water from the reservoir through a series of channels and aqueducts into the river further downstream. When the railway tunnels were constructed the spillway had to be diverted from its original course and was re-routed to pass underneath the tracks. An aqueduct was constructed to carry it over the entrance to the new tunnel, followed by a sharp bend in order to resume its course under the lines. In 1946 this part of the spillway was breached when a large boulder was washed down from the high ground above. It narrowly missed a platelayers’ hut where several men were having their lunch break. They beat a swift retreat and escaped with a soaking. A dramatic view of the consequences of the spillway breach. The lines are left hanging over the erosion void. It was very fortunate that the hut was not washed away with the men inside. The boulder is buried somewhere beneath the breach. The repairs to the spillway were supposed to be a ‘temporary fix’, but over seventy years later are still in place. Another reservoir at the Diggle end was constructed to supply the water troughs which were laid inside the three tunnels at this end to allow the steam locomotives to pick up water without the need to stop. Such troughs were invented by John Ramsbottom of the LNWR in 1860 and were quickly installed throughout their system. Although such troughs were common, this was the only such installation within a tunnel and was placed there because the tunnels were the only level track on this line. The header tank for the troughs still exists between the double track tunnel and the two single track tunnels on what was the island platform of Diggle Station. The reservoir has been replaced by an extension to the Diggle Hotel car park. A fine view of Diggle station in the late 1950’s. The header tank for the water troughs is visible in the bottom right corner of the pic. (Pic credit to Jeffrey Wells) The Canal tunnel saw its fair share of trouble. A boat carrying limestone owned by the Manchester, Sheffield and Lincolnshire Railway sank after it was struck by a rock weighing three tons which became dislodged by blasting at the Diggle end. Even when not troubled by falling rock the crew of a steamer almost suffocated from the use of poor quality coke. Boats became stuck halfway through after having spread with age rather than any problem with the construction of the tunnel. The troubles culminated in spectacular fashion one August day when a boatman tampered with his cargo. He was blown to pieces by the explosion of two cans of blasting powder. The times for travelling through the Canal Tunnel averaged out at two and a half hours when empty, four hours loaded. When the water levels were low it could take a mind-numbing eleven hours to get through. Back to Redbrook then. The shafts in the engine house here were originally used for the construction and drainage of the tunnel. Men would be lowered to the workface far below and two gangs would dig either side eventually meeting up with gangs digging from the adjoining vents. Spoil would be brought up and tipped around the surrounding area. It had a primitive Newcomen type steam engine. These had been in use since the 1790’s. The drawback with this type of engine was its voracious appetite for coal as the cylinder needed to be re-heated after every stroke of the engine. This was not a concern when the engines were used to drain coal mines as they had a plentiful supply of small unsaleable coal. However, on the moors at Standedge it was a costly problem. Coal had to be transported from Woodhead’s Colliery at Elland, a journey of some 14 miles along the turnpike and hauled over some steep gradients. The one here was a winding engine, though the Newcomen type with its jerky operation was ill-suited to anything requiring rotary motion. A water balance engine was installed in later years. This diagram shows the huge depth from the surface down to the men at the workface. A Water Balance Engine was in use at this time. Another activity planned for Redbrook was the raising of lime up the shafts direct from the canal barges to improve the moors for agriculture. Toll charges were proposed but there is no evidence that it progressed any further. Not all went well here though as a pumping engine fell down the shaft in November 1890. After completion of the Redbrook New Shaft a Mayday parade was celebrated with a trip to the Great Western Inn. On the return journey one of the men fell beneath the wheels of a cart breaking his thigh. He was attended to by the site doctor, but the doc was of no use in the case of Thomas Jones who fell head first down the Redbrook ‘Downcast Shaft’. Scattered around the engine house are the remains of the annexes at either end. One contained the pumping engine, with some winding arrangement at the opposite end. There are also the foundations of three workers cottages to the north. These were owned by the LNWR. I bet it was a grim place in the winter months. In addition to the shafts within the engine house there is also the external Redbrook New to have a look at. This was built in 1890 for the railway. All the outside shafts have, or had a wall constructed around the top, typically of around twelve to fifteen feet in height. Following the end of steam traction on the railway in the late 1960’s this shaft had the wall lowered and it was then capped in concrete. Remains of the curved wall are strewn about the area. A small inspection cover has come loose on the top and it is possible to look through it into the shaft below. A brick is missing from the third course down from the cap. All around the opening is a coating of oil that has settled from the diesel fumes that come up the vent. Continues below:

Hi there folks, It knows we’re here! I think this is the most foreboding building I have ever encountered, a windowless giant with a face of despair. The way it leans over adds to the chilling atmosphere. To get a sense of size the archway on the lower left hand side has a blocked up gated entrance. The gate is twice the height of us. Inside is a portal to the underworld, a sight never to be forgotten. It breathes, it is alive! You’ll no doubt be thinking what is it, and where is it? Welcome to the area known as Thieves Clough on Marsden Moor. We’ve come to have a look inside the former Redbrook Engine House which is situated midway between Diggle (Greater Manchester) and Marsden (West Yorkshire). Redbrook Engine House and Thieves Clough Bridge (see later info) arrowed It lies directly above the Standedge Tunnels and contains two of the eight ventilation shafts which serve the tunnels. The Standedge Tunnels from Diggle To Marsden showing the present day numbered shafts in use Continues below:

Cheers Bas. Here's a celebration of Stanton's transport for you: Two Stanton-owned Thornycroft lorries (registrations ARB 459 and ARB 467) loading coal at the Landsales Depot. Coal was brought here by rail from collieries owned by the Stanton Ironworks Company and transferred to road transport for local distribution. The Depot was situated on the west side of Crompton Street between the level crossing with the ex-Midland Railway Stanton Old Works branch line and the main canteen. This view is looking north-west with Old Works in the background - December 1935. 1945 - Road repairs near Southwell. A Stanton Ironworks Company tipper lorry is unloading tarred spoil, while a steamroller is visible in the background. The spoil was a byproduct of the iron making process where it was crushed and mixed with tar to produce tarmacadam for road surfacing.(Copyright Picture The Past) Stanton Iron Works Company Lorry Loaded with Concrete Pipes, Low's Lane, Stanton Works, C.late 1940's. (Copyright NEMPR) A Stanton Ironworks Company AEC 15 Matador unloading concrete pipes on an unknown country lane. (Copyright Picture The Past) A gleaming Atki heads this neat and tidy line up in the Stanton garage. (Photographer unknown) Stanton & Staveley concrete pipe mover. The artic is privately owned, and has been in preservation for a number of years. Now kept in the Chesterfield area, the Leyland Buffalo 2 tractor unit had started life in 1980 working out of the Stanton & Staveley concrete pipes division. On its withdrawal from service, the unit was transferred to Stanton's Staveley site near Chesterfield for use as a yard shunter, before being secured for preservation by its current owner in 1998. (Photographer unknown) Cheers Ian. Yes, any street furniture worldwide, such as manhole and drain covers were manufactured at the works. Funnily enough I saw a couple on Blackpool prom today. Here's one from your neck of the woods: Did you know that there is a band who took their name from the famous manhole cover? Stanton Warriors are a British DJ and production duo who run a successful record label. Their musical style is a mix of Breakbeat, UK garage and House. A version of their third album was released as a deluxe edition in a manhole cover tin pack!

Continued from above: The pics in the gallery are of the line into the ‘Old’ Works. There is very little left of this site apart from the Training and Exhibition buildings and the stockyard. The ‘New’ Works has more infrastructure left but to do both sites in one day would be pushing it for time. I aim to do a repeat visit in the future. The branch to the left is the Midland connection to the Stanton complex. The line on the extreme left is the Stanton Old Works branch worked by train staff. The line to the right of it is the Stanton New Works branch worked by tablet, further up this line was Stanton New Works SB. On this line was one of the first automatic barrier level crossings in this area. The bridge carries the M1. In the far background is one of the blast furnaces. The third line from the left is the original No2 down goods line which joined the down main line at Ilkeston JCT, worked by permissive block. Behind the spoil heap can be seen one of the New Works furnaces. The waste tip was originally conical in shape, but some of it was used in the building of the M1.The other lines to the right are designated down & up main. The train is a southbound Peak hauled passenger train on the up fast. To the right of this is the down & up goods line. The next box to the north was Trowell Junction. 20 148 & 20 185 leave Stanton Works and join the Erewash Valley Mainline at Stanton Gate The line as it looks today Now let’s start our explore. We join the Erewash Canal towpath at Stanton Gate. The ‘New Works’ used to be alongside this waterway. After passing under the M1 we come to the disused line into the ‘Old Works’ above us. The plan here is to avoid falling into the canal as we climb up onto the bridge. We are then greeted with a marvellous sight as in the pic above. It’s very rare to still have some track left in situ. If we walk away from the site the line itself goes under the M1, and beyond here it is possible to see where it joins the main line. For obvious reasons we’ll turn around and head back over the canal bridge. This next section of line passes by some industrial units and at one time a haulage company used to park their trailers over the track. This mean’t a diversion through some thick stemmed brambles resembling barbed wire which would wrap themselves around the human body as soon as you looked at them. Thankfully a new security fence alongside the units has negated the need for the detour. A few discarded rail chairs can be found alongside the track here. We soon come to the remains of an even earlier line from the Victorian era. Only a very short section is visible along with some discarded sleepers in the undergrowth off to one side of our line. After continuing for a short distance our track is blocked by an embankment that has built up over the years. This was the location of the site emergency access road which crossed here. The track would have had some form of crossing here. After climbing over the embankment the rail can still be seen in the road surface. Another climb up and over the opposite bank brings us to the Training and Exhibition Centre. The building has suffered the ravages of time over the years and is not in the best of condition. Part of it was used as a theatre and its location is easily found by the angle of the sloping floor. Leaving here we return to the line and head for the site of the stockyard. The single track now becomes two as we come to a set of points manufactured by L WYNN-WILLIAMS at Darlington. This stretch of the line looks as though it was only closed yesterday. Fully ballasted and free of overgrowth. The entrance to the former stockyard is still gated. Just mind the barbed wire on the top. Inside the yard the two tracks tend to disappear and reappear frequently. In places they’re covered by gravel and revert to single track in places. A severely twisted rail is visible halfway in. There are rows upon row of rectangular concrete bases from where pipes were stored. In addition to these are the gantry bases for the overhead travelling cranes. These have been cut off at ground level. A couple of pics in the gallery show how it was when in use. A number of buried open tanks are dotted around. All have some form of ominous looking substance in. If you get too nosey and fall in they’re sheer sided so good luck in getting back out. There is one with razor wire around it containing a rank smelling green liquid sludge. At the far side of the yard it’s the end of the line. There are still a set of buffer stops buried in the undergrowth. Remains of the internal road network are visible here with lampposts and a roundabout. Leaving the yard through some woodland we come out alongside the remaining short stretch of the Nutbrook Canal. It was constructed in 1796 with 13 locks over a total length of four and a half miles, and was used for transporting coal from Stanton, and also to serve the needs of the ironworks. This was diverted and filled in when the ‘New Works’ were built. At the far end of the canal we come to Ilkeston Road where a right turn takes us over a bridge followed by another right turn down onto the trackbed of the long gone Stanton and Shipley branch of the Midland Railway. This has been turned into cycle route 67 and goes to Sandiacre and Long Eaton. Halfway along here are the bridge abutments remaining from the Stanton Mineral Railway which crossed over into the site. A few buildings from the works remain along here being used as trade/industrial outlets. An old engine shed can be seen which was used for shunting and loading wagons. We eventually end our journey back at the Erewash Canal at bridge 15 known as Junction Lock.This being the location where the Nutbrook joined. Head to the gallery for the pics of this tour. Next time: We’re heading up onto the wild and windswept moors. What dark secret lies within the remote old windowless building with the sickly lean? Join me to find out….if you dare!

Continued from above: During its long existence the works produced huge quantities of a variety of products, including pig iron, lighting columns, tunnel castings, (used in projects such as the London Underground and the Mersey Tunnel), pipes and street furniture, as well as bitumen, roadstone, chemicals and munition casings. A section of the cast iron lining, with an internal diameter of 44 feet, for the Mersey Tunnel. This was a major contract for the Stanton Ironworks Company and involved the supply of a total of 111,862 flanged tunnel segments. (Pic credit to Picture the Past) The works gradually declined, the business being run from 1985 by the French Saint-Gobain Group. A report said that ‘the death-knell’ for the foundry sounded when Britain joined the Common Market. The last casting was an emotional event. The final set of iron pipes were produced on May 24, 2007, when 185 workers left the site for the final time. The huge Stanton site has been partially given over to a business park and the rest of the site is earmarked for redevelopment which is subject to local opposition. Another rival business was merged with Stanton in 1960. This was the Staveley Coal and Iron Company. This company was registered in 1863 and exploited local ironstone quarried from land owned by the Duke of Devonshire on the outskirts of the village. It developed into coal mining, owning several collieries, and also into chemical production, first from those available from coal tar distillation, later to cover a wide and diverse range. Part of the plant at Staveley was a sulphuric acid manufacturing unit. It was during the years of World War 1 that the company developed its chemical operations beyond coal-tar chemicals and began production of sulphuric and nitric acids. During the war they also made picric acid, TNT and guncotton. Following the end of hostilities the company laid plans to develop a range of chlorinated organics and to this end purchased salt-bearing land near Sandbach, Cheshire. The salt was produced by a new company formed specifically for the purpose and named the British Soda Company. The salt being needed to feed a new installation of mercury cells at the Staveley works. The first cells at Staveley came into operation in 1922. In 1926 they went into partnership with the Krebs Company of Paris and Berlin to develop a new cell. This was marketed worldwide as the Krebs-Staveley cell. This installation lasted into the late 1950s when the cellroom at Staveley was replaced with German-made mercury cells. Another salt-related product was sodium chlorate. Staveley Coal and Iron Company were the first company in Britain to manufacture this chemical with the plant becoming operational in 1938. In 1950, the Staveley Iron and Chemical Company were named by Imperial Chemical Industries as one of their main competitors in caustic soda production. Following the merger the two companies became known as Stanton and Staveley Ltd. Sections of the Staveley site were sold off after becoming part of British Steel as they divested themselves of non-core activities. By 2007 most of the former works at Staveley had been shut down and cleared. The only plant that remained was a p-aminophenol plant that produced the active ingredients for paracetamol production. The site ceased production in June 2012, ending over 100 years of chemical production at Staveley. The site has since been demolished. The location of the former works is due to be redeveloped as an infrastructure depot for phase 2B of the planned HS2 high speed railway due to open in 2033. Staveley Works: 41804 an ex-Midland 0-6-0T. The Staveley Iron & Steel (and Chemical) Works was unusual in hiring locomotives for internal shunting work from the Main Line Railways, in this case the Midland/LMSR/BR-London Midland Region. This resulted in four of the Midland 1F 0-6-0T’s of 1878 lasting several years after the rest of the class. They were allocated to Barrow Hill Depot at Staveley, working at Staveley Works. How on earth the little boy on the bicycle came to be there is a mystery. (Pic credit to Ben Brooksbank). There are many recollections (some humorous) from former employees. Each of the following is from different people throughout the site: “I saw men who’d had the steel taken out of them,” said Peter. “They looked yellow, grey and sallow. ‘Gough’, I thought, ‘you’ve come here to die.” “We learnt to swim in the canal, in an area we called ‘ot watters’, due to the hot waste water pouring from the furnaces.” “My father and grandfather worked there. I was born in 1957 and it was not unusual in the 50’s and 60’s for children to accompany their dads onto the site either on foot or on a bike to pick up their dad's weekly wages - I heard my dad say his payroll number so many times that I can still quote it 50 years later "25 82 Bower". In the 60’s I often went onto the old 100ton/day sulphuric acid plant where my dad worked and was allowed to press the fire alarm test button! Dad's work colleagues occasionally gave me an old sixpenny bit (2.5p) when I visited. “My Uncle worked at Stanton, I think all of his life. He lived at Hallam fields at School house lane and it was right inside the factory. He was a Steam Crane Driver and much of the time was spent lifting pig iron with a massive electro magnet and dropping it into wagons. He took myself and my elder brother with him one day, we would have been about 11 or 12, and he had to drive down the railway to lift a wagon which had come of the tracks. I still remember the noise, the heat, the steam and the rattle of the chains. It was one of the most exciting things we had done.” “All men and boys working on the furnaces worked the long turn, alternate weeks in those days, i.e. Saturday night, Sunday day and Sunday night, thirty-six hours straight” A rather clean Black 5 steam locomotive No.44835 is seen here facing Stanton Ironworks at Quarry Hill Road Frame. The various components of Stanton Works visible in the background are as follows: New Works blast furnaces (far left), the Coke Oven Plant (centre) with the main gasholder to the rear, and the Ore Preparation Plant (right). Just visible behind the latter is one of the two blast furnaces at Old Works. The Ore Prep was constructed at huge expense and brought into use in 1959; as ironmaking (as opposed to iron melting) ceased at Stanton in 1974, it had a life of just 15 years. The ground level BR Type 15 ground frame seen here was provided to control the sidings serving the Plant. After the ex-GNR Stanton branch closed as a through route in 1968, access to the Ore Prep was via a specially constructed chord line off the MR Stanton & Shipley line to this point for the remaining 6 years of its existence. All the track seen here had been lifted by the end of 1976. (Pic credit to Fred Castor). “The running off of the molten metal was a sight not to miss. As it drew near we felt its heat and its fiery breath seemed bent on scorching us up. The atmosphere seemed to burn.” “One chap we had was nick-named “Milk Bottle”. His job was shovelling scrap into the skip which took it up to the top of the furnace. One day he misjudged his step and fell into the skip as it began travelling up to the furnace. He was just about to be tipped into it when they heard him screaming and stopped the track. His hair had turned white with fright.” “At twenty to six each morning I’d catch the first tram to the works. On icy mornings the trams couldn’t grip the tracks up the steep slope on Bath Street. The drivers had to lay sack cloths down so as to get some grip. As well as that the drivers would leave a tram running while they nipped into a shop for their tobacco, only to then run and catch up with the tram further up.” “It was the smell and sound of the place which I grew to love. When I used to walk through to get to work you had all the smells and the sounds of steam hissing, valves clanking, the sound of the locos and the wagons all crashing together and the roar of the furnaces. Fantastic.” Notice Re Dead Employees: It has come to the notice of the management that employees have been dying on the job and either refusing or neglecting to fall over. This practice must cease and any employee found dead on the job will be immediately dropped from the payroll. In future if a foreman notices that an employee has not made any movement for a period of two hours it will be his duty to investigate as it is almost impossible to distinguish between death and the natural movement of some of the employees. Foremen are cautioned to make careful investigation. Holding a pay packet in front of the suspected person is considered to be an authentic test but there have been some cases where the natural instinct has been so deeply embedded that the hand of the employee has made spasmodic clutches even after rigor mortis has set in. “What they called the salt house was where they extracted the sulphate of ammonia from the coke oven gas. The first time I went into the salt house I had to run out. I couldn’t breathe and couldn’t see because my eyes were streaming with the effect of the ammonia in the air. There was no safety equipment, no breathing tackle; they just sent you straight in there. Ronnie came out after me and rubbed my eyes a bit with a dirty old rag, wiped my face and sent me back in. You had to get used to it, simple as that.” “One day a chemist came along to take a sample of the benzole. Someone must have created a spark which ignited the vapours coming off this puddle of benzole on the floor. Instead of going ‘whoosh’ and bursting into flames it simply burned on the surface. I ran up the stairs to get help from my mate but the flames were following me at the same speed and the soles of my boots were just beginning to catch light. I found him round the corner leaning against the wall casually having a fag. He calmly says, “ey-up Jack how you goin’ on? Your boots are ablaze” The flames extinguished themselves luckily.” An Andrew Barclay 0-4-0 crane tank locomotive ('Stanton No.33') loading spun iron pipes into a six-wheeled Stanton Ironworks Company lorry at the loading stage adjoining the 18-foot Spun Pipe Plant. The lorry, carrying Stanton fleet number 22, and registered BRB 549 is a Thornycroft Stag, a model that was in production from 1933 to 1938. In the background another Stanton lorry can be seen, registration ENU 720, and most probably a Thornycroft Handy. The gantry for the overhead travelling crane serving the 12-foot and 18-foot Spun Plants is on the horizon. ( Pic credit to Picture the Past). There was a tragic side to life at Stanton though: Henry Smith, a bricklayer, had ascended to the top of a furnace so that he could repair a wall that had partially fallen in. He had to stand on top of the gas conductor which gave way under his feet. He fell into a mass of molten metal fifteen feet below. After two and a half hours the heat of the furnace had been reduced sufficiently to recover the body. All that remained were two or three feet of the shrivelled trunk of a man who when alive stood over six feet high. The legs, arms, and head were nearly all consumed. Bernard Jackson, a labourer, was helping to load some pipes into a railway truck. They were being lifted from a stack by a crane. The pipe needed to be repositioned in the truck and as it was raised it slipped. It went over the top of the wagon like a shot out of a gun. Henry was standing on the buffer of the wagon and caught the full force of the pipe in the stomach pinning him against the next truck. It had lifted his bowels right up inside him and in deep shock he said, “Oh dear, I shall fall in two.” He died the next day. Joseph Hann, a labourer, and two others were engulfed in ten tons of molten metal. The incident occurred when a locomotive had shunted four ladles to a railway junction. They were left there whilst the loco went back to collect another four. It was common practice to leave them on the junction as it was controlled by a green signal and the other track lights would automatically be at red. A driver approaching on the other line was dazzled by the sun and couldn’t see what colour the signal was at. When he realised the junction was blocked he applied the brakes but the loco skidded. It collided with one of the ladles turning it over on to the three deceased. A witness to the accident was the son of one of the men killed. He was fishing on the Erewash Canal and had been speaking to his father across the canal moments before. He heard a strange scraping noise and looked across to see one man on the ground burning. He never saw his father again. Here’s a blast from the past! Stanton No.24 busy at work. ( Pic credit to Phantasrail). Continues below:

Continued from above: We go across country now to Stanton Gate near Ilkeston in Derbyshire. The area was home to the Stanton Ironworks. It was one of the biggest and most important local employers continuing a long-standing tradition of iron working in this area. The site was split into the ‘Old’ and ‘New’ works. The area we'll be looking at is the lower of the two works on the map above. This was just part of the huge combined site There has been evidence of iron working and quarrying here since Roman times. The origins of the Stanton Ironworks are thought to date back to 1846 when Chesterfield man, Benjamin Smith, and his son Josiah brought three blast-furnaces into production alongside the banks of the now disused Nutbrook Canal. By the mid-19th century there were several blast furnaces and the production rose from around 500 tons of pig iron per month to 7,000 at the end of the century. The works produced 20,000 tons of iron castings per year, rising to 2.5 million by 1905. The Stanton Ironworks acquired a number of smaller ironstone quarrying and ironworks companies. These included the Wellingborough Iron Company in 1932. During the 1914-1918 war Stanton produced large numbers of shell casings, whilst during the Second World War both shell and bomb casings, gun barrels, and concrete air-raid shelter components were produced. With its experience in high quality concrete products, Stanton was also involved with the production of experimental concrete torpedo casings. During the Second World War, the Stanton Gate Foundry (known to later generations as the Erewash Foundry) was once seen as the most important bomb-making factory of the war producing 873,500 bomb casings. Steel pipe manufacturing began at Stanton after World War I, and later concrete pipes were produced. Stanton was the first in the UK to develop the 'spun pipe' process. Up to 12,500 people were employed during the period when the works were part of the British Steel Corporation, of which 7,000 worked at the Stanton works. Continues below:

Continued from above: There’s not a lot more to report on the meeting so let’s have a look back at the tremendous story of: THE AHERN RATS! Pete 3rd from the left with Richy to his right, and not hard to see big bad Bobby Richard Ahern didn’t look the aggressive sort, but the Jeckyll and Hyde character underwent a dramatic personality change as soon as he got behind the wheel - as some of his most hardened victims would verify! As the green flag dropped, Richy reverted to very basic tactics to remove the opposition, and, if that mean’t he had to clear the safety fence to do so, then Richy would do so! Richy always looked back on his Banger days with great affection, stating these were the best days. As a boy of merely fourteen, he badgered his father into upping his age to sixteen to allow him onto the P.R.I circuits to race with his elder brother Pat. The Ahern Rats as they were fondly known began their trail of destruction in the late sixties with the team compromising some of the most hardened wreckers Banger racing has ever produced, from Peter Scott, right up to the awesome Bobby Burns, who possessed some surprisingly evil traits. Richy might have been young at the time, but was always at the centre of the action, following the others example, quickly learning the ferocity of the sport. The PRI National Banger League Team Championship that was formed in 1971 saw the antagonistic Aherns battle their way to the top by the end of the season. During their daunting domination of bloodthirsty team races, they only ever lost two in five seasons of racing! Richy’s first big win, at the age of fifteen, was at the Brands Hatch Festival of Speed, but there were plenty more to follow. One of the most amusing recollections from that era was when an all-out war was declared against the dreaded Aherns in 1973 - by Peter Miles and John Dill - who bought out The Mafia at a certain Rayleigh Banger meeting for the Aherns Day Massacre! Miles, of no less infamy than the Aherns, recruited another set of drivers to do battle with 'The Rats'. Carrying anti -'rat' slogans, and painted in identical Ahern green and white colours, one of the greatest ever Banger meetings was held. ''A great gimmick'' recalled Richy, ''they were truly great times''. Along with his other team members, Richy was banned as regularly as clockwork for their indiscriminate team racing tactics - whilst on the other hand they were the biggest crowd puller of the era, a team the crowd loved to hate! As 1973 progressed, the team began to drift apart. Bobby Burns, after incurring life bans with the RAC in 71 for failing to wear seat belts at Brands Hatch etc. bought an F1 stock car and was soon reproducing the more robust tactics of the fifties, that had long been needed in the big F1’s. Pat had also retired and as the season drew to a close Richy and Peter Scott were the sole survivors of the original line up. They soon found themselves with their own fair share of trouble without the backup of the rest! Sadly for Banger racing though, Richy soon followed the path of the others, retiring from PRI, when the introduction of ''too many rules'' took the fun out of it, and moved on to Stock Saloons and F1’s. So, what then of Bobby Burns? Burnsy in 149 Bobby was once interviewed by a reporter, who was intrigued by his callous methods of destruction. ''When you want to stop another car, what do you go for? '', asked the reporter. The Rat’s nonchalant reply left the reporter stunned for several seconds before he disappeared quickly...''I go straight for the driver'' said Bobby, ''without the driver, the car goes nowhere''- End of interview! Bobby had driving in his blood, for on his seventeenth birthday he took and passed his driving test. That year, he went to Rayleigh to watch a friend racing a Banger. He was quite absorbed by the meeting, but he was particularly impressed by a certain Pat Ahern who disposed of Bobby’s friend in no uncertain manner! ''I didn’t have any sympathy for my friend who’d taken a rough ride, all I could think was that’s the way to drive!'' His first car was a ZA MG Magnette, but it took him a year to figure out the cars he were using were useless. It wasn’t until a friend’s brother was killed and Bobby was given his car, - a MK1 Zodiac - that he realised why he hadn’t been successful, for the difference in this car was incredible. He won three races at Rayleigh at his first meeting with this car and that was just the beginning. Bobby recalled the incidents that led to him joining the Ahern Rats. ''At that time, there were two teams who both painted their cars white but with different colour writing - The Aherns and the Stratford Mob - and both were out for each other’s blood. My car was also painted white with red writing and before I knew where I was, the Aherns, Pat in particular, were giving me no end of trouble. I started retaliating on Pat and we both ended up getting banned from Rayleigh'' When the two finally got on speaking terms, Bobby was invited to join the team which at first he declined. He soon changed his mind when he was told he would only be allowed to race at Rayleigh if he was in a team. He joined the Rats, and what a combination it soon proved to be! ''It was the best thing I ever did, brilliant times'' All the drivers became firm friends, but it was Pat who taught Bobby his first, last, and most important lesson in Bangers, on which he based his whole driving style from then on. He was leading a race in which Pat was lying second, so mistakenly thought that’s how it would stay to the flag, but suddenly found himself upside down and out of the race, courtesy of Pat! When he got back to the pits, he asked Pat why he had taken him out. ''On the other side of you was a tenner to be won - you had to go'' Bobby then soon realised what Banger racing should always be about then and now - friends in the pits - enemy’s on the track! The atmosphere in the Ahern crew was one of high spirits, the following of friends, family, and mechanics made every meeting a special occasion with a party to go home to at the end of every one. Bobby particularly loved West Ham where he was renowned for his ability to manoeuvre cars at speed on the shale surface, indeed he became one of the star attractions everywhere. Nevertheless his actions soon ended with a series of bans, the first being at Brands Hatch in 1971 for taking out Roy Syme head on. The impact (both running at about 60mph on collision) could have caused a fatality at the time, and Bobby was duly banned for life even as a spectator. The life ban was extended to all RAC circuits when he tried to run down Peter Miles at Lydden Hill as he sprinted away from his car. When the RAC committee asked Bobby what would have happened if he had caught Miles, he replied simply, ''I suppose I would have killed him'' Two years on, and Bobby was banned again, this time at Harringay, and again for another attack on Miles as he was getting out of his car. A further argument with a promoter prevented him from attending there even as a spectator. Not many drivers can lay claim to landing in the dock of the Old Bailey through Banger Racing. Indeed, most people would wish to forget such an experience but Bobby was different (as you have now probably guessed!), and looked back on those times as somewhat amusing. The fight, which brought Peter Scott, Bobby, Pat and Richy to the Old Bailey, started in the pits at Harringay. It was ultimately dismissed through lack of evidence. By the time Bobby had finished being banned from virtually everywhere (only having Crayford to race at which he didn’t like) there seemed no point in continuing. In a sense, his destructive methods had led to his own destruction, but who was he to care? Nobody could ever deny that Bob could drive. He was one of the greatest Banger pilots the sport would ever see. Many thanks to Martin Farrington for a great story from a fantastic era. I miss Richy and Bobby greatly and talking to Peter brought back some truly wonderful memories. Pics from Swaffham in the gallery. Continues below:

Hi there folks, A pic to show how much snow we’ve had in Blackpool so far! Unlike some areas of the country the Fylde Coast only saw a light dusting. Flexity 015 departs from the Cabin heading to Fleetwood, with the Tower just visible in the background. We start this time with a look back at a meeting from Swaffham last September, and then we’re off to Derbyshire to the area of the former Stanton Ironworks. We’ll be following the disused Old Iron Works branch line which runs from the main line at Stanton Gate into the site. Swaffham – Sunday 27th September 2020 Not a great deal to report on in the way of results as they didn’t give any! It was a 21 race event with an all in format for all races. All cars had three races each. We had the following formulae in attendance: Outlaw F2 Ninja Karts Streetstox Junior Rods Outlaw V8 Stock Cars Rookie Rods Rookie Bangers Heritage F1 There was a varied selection of F2 styles. An ex John Hogg (92) car, and WRC#2, constructed in 2016 being familiar shapes. Three F1’s turned up which were 247, 422 and 501. These were put in with the handful of V8’s. 501 cleaned up in all their races. One highlight for me was meeting up again with a former member of the notorious Ahern Rats Banger team – Peter Scott (98). ‘Flying Scott’ is approaching his 75th birthday, and this was his 54th year of racing having started in 1966. Pete at Wimbledon in his SCOTA/FISCA/F80 days. Behind is Charlie Hodges who passed away last month at the age of 78. The following is Charlie’s obituary that was published in the Worcester News: Charlie was born in Ashperton, near Ledbury, on March 26 1942 and was an only child. His dad worked as a lengthsman on the railways and was a keen gardener who rode a Raleigh motor bike, which Charlie ended up with, keeping it running and taking it to shows to display. Christina (Tina) Dodd, who knew Charlie for more than 30 years, takes up the story. “His wife Margaret, who he married in 1966, was a childhood sweetheart. Her Nan lived next door to his parents. “They virtually grew up together because although Margaret’s parents lived in Worcester, she frequently went to her Nan’s. “He told the tale that the tin bath was used to bath the pair of them as children! “He went to Ledbury Grammar school but left at around 14/16 years of age and did a car mechanic apprenticeship in Hereford. He used to cycle the 14 miles to get there.” “Charlie said that once when he was riding his motorcycle around the lanes of Herefordshire he mis-judged a gap in the hedge, the gate was closed, he hit it, and that was how he lost his teeth!” “At some point, Charlie came and worked at a garage right by the river bridge in Worcester, where the Premier Inn is now.” “That was run by Mr and Mrs Hobson, who were very good towards him. When they finished with the garage, they gave a great deal of their equipment to Charlie so he could start his own garage business in Powells Row, St John’s.” “This was around 1974, and was called Malvern Road Motors. The only reason he finished there was because he rented the accommodation and Sainsbury’s bought the site to build the supermarket.” “Charlie developed an interest through the garage and like-minded men of building stock cars. He raced them all over the country and had shelves of trophies he won over the years.” “He used to race locally at Grimley and only had to stop competing when he was in his early 70s because he couldn’t get insurance anymore.” “He had a passion for anything to do with steam. Both his father and father-in-law worked on the railways. His father-in-law was the signal box operator at Henwick Road.” “He travelled up and down the country on steam trains, loved the York railway museum and could tell you about every steam track and train in the UK.” “He was a member of the Worcestershire Locomotive Society and he used to exhibit a Lister standing engine at local steam rallies, which he had restored to working order.” “Charlie was famous within the fruit and vegetable growing societies in Worcestershire as he competed every year in all the village fayres or traditional produce competitions.” “His house is full of certificates and trophies he won over the years. Chrysanthemums and dahlias were his favourite flowers and he was also very active in the local flower societies.” “Sadly Margaret died in 2001 from a stroke. Instead of having presents for his 70th birthday he decided to ask for donations for The Stroke Association and that was the beginning of his fundraising which became his drive in his later years.” “He was commended every year for the thousands of pounds he raised. He regularly organised fish and chip suppers at Rushwick village hall with live music.” “Charlie was a genuine, down to earth type of person – apart from his mechanical and gardening interests he also loved home-made wine, and 60s pop group The Shadows”. “He didn’t want much from life and led it in a very simple way. He was happy pottering in his garden. He would do anything for anyone. Very kind-hearted, and generous with his time to a fault.” Charlie had a stroke himself in March 2020. He recovered well and continued to live at home but unexpectedly suffered a cerebral bleed on January 9 and died on January 28. When social restrictions allow, there will be an event at Rushwick village hall to celebrate Charlie’s life, and Tina said, “and of course there will be a fish and chip supper!” R.I.P Charlie Continues below:

Continued from above: The last part of our tour takes us back onto the stretch of canal that passes through the Weavers’ Triangle. This area was once in the heart of Burnley’s textile industry. The name was first used in the 1970’s, and refers to the roughly triangular shape of the region. The canal not only provided transport for the cotton, but also water for the steam engines that powered the machinery. It gave Burnley access to Liverpool and a supply of cotton from both the Mississippi Basin and Egypt, and coal to power the engines. There used to be many 19th century industrial buildings including weaving sheds, spinning mills, foundries and houses. The almost terminal decline of the English cotton industry in the decades that followed World War II brought great difficulties to the local economy. During successive attempts to regenerate the town, many of the mills were demolished. However, a few in the triangle area were protected and today stand as monuments to the past. Of particular interest is Slater Terrace - an unusual row of eleven houses above a canal-side warehouse. As we walk along the towpath we come to a toll collection office dating from 1800. Alongside this is the Burnley Wharf built in 1801 with its covered loading bays intact. A crane still exists on the wharf side which was used for loading and unloading the barges. It was manufactured by R and J Rankin at the Union Foundry in Liverpool. They produced a wide range of products, including cranes, small bridges, structural ironwork, smut cleaners, wheat cleaners and portable engines. Two curved metal plates survive on the edge of the towpath at the adjacent bridge. They mark the spot where gates were installed to protect the wharf if the canal breached. The power of rushing water would have pushed the gates closed, preventing the wharf from flooding and allowing work there to continue. On the other side of the bridge is a gap in the towpath with a slope entering the canal. This is a horse gap. If a horse fell into the water it would swim along until it reached the slope, where it would be walked out safely. We next come to the derelict Celtique Mill. On the corner of the building right down at canal level a bricked up loading chute is still visible. Passing by the demolished sites of former mills we arrive at the aforementioned Slater Terrace warehouse. George Slater was born in 1807. He employed over 300 people and built and managed three mills in nearby Sandygate. The chimney of a boiler house from one of these mills remains. Some say his workers liked him as he ‘would let none go to the workhouse who had done him good service’. But what would happen if you hadn’t? Slater Terrace was an unusual row of two up two down houses built above a warehouse by Slater for his workers. They were slightly better quality than the typical housing of the time, although living in the heart of industrial Burnley would have been tough on the senses. Imagine living with the continuous din of industry, the strong, damp smells from the canal and the plumes of thick smoke creating a heavy smog hanging in the air. Despite their better quality it didn’t take long for the eleven cottages overlooking the canal to become crammed with workers and their families, including a cotton weaver, blacksmith, tailor, engineer and dressmaker. The 1861 census reveals that twelve members of two families shared four rooms in one of the dwellings. The terrace has been refurbished and is now a commercial development with office space etc. Nearby is another area where the past stands side by side with the future Leaving the canal behind we finish off by returning over the hills above Burnley giving great views of the town below. The ‘Straight Mile’, and Burnley FC’s Turf Moor stadium being very prominent. Turf Moor has been the home of the club since 1883. This unbroken service makes it the second-longest continuously used ground in English professional football. That completes our look around this fascinating town with its wealth of industrial and world leading historical achievements. Lots of pics in the gallery. Next time: It’s Swaffham for the Outlaw V8’s, F2’s and Heritage F1’s, plus four miles from Long Eaton is this disused line in the pic below. We’ll follow it from beginning to end. A bonus is the fact that the track is still in situ!

Continued from above: In designing the scheme, and in the sequence of operations, due consideration was given· to enable both canal and highway traffic to be maintained throughout. The whole of the temporary works gave satisfactory service, and 2,689 barges were successfully passed through during the eight months such works were in commission. A traffic census taken for the week ending November 7th, 1926, showed that about 20,000 vehicles passed under the aqueduct during that period. The scene at completion and in 2020. The background has changed from those early days. The old hotel has gone to be replaced by a roundabout. In November 1967 maintenance work was being carried out on the canal above. Silt and rubbish that had collected over the years needed to be cleared. This required partial draining through a valve in a pipe buried in the stone wall. However, the valve was blocked and sprang a leak creating a water-fall into Yorkshire Street. Continues below:

Continued from above: Close to the park is the Yorkshire Street aqueduct, originally known as the Culvert. It carries the Leeds and Liverpool Canal over the main road. The original aqueduct, no small engineering feat in the early days of canal construction, was completed in 1797. The canal, however, did not prove an unmixed blessing to Burnley. The diversion from the route originally intended resulted in the canal almost encircling the town, and undoubtedly restricted wider development in several directions owing to lack of communicating roads under or over the waterway. The old Culvert comprised a masonry horse-shoe arch. The distance through the arch was 70 ft., the headroom was only 14 ft., and the maximum width available, for all highway and pedestrian traffic was 22 ft. 6 in. For almost a century this was the limit of the highway facilities, until in 1890 a scheme for improvement was decided upon, and the Corporation were subsequently authorised by the Canal Company to construct two subways, one on each side of the original opening, 88 ft., long and 9 ft. 6 in. diameter, to be used as footpaths, leaving the centre opening for vehicular traffic. The subways were completed in the year 1896, and the Corporation were from that time made responsible for the maintenance of the whole structure. However, the growing volume and speed of road traffic, and the construction of a tramway through the central archway, rendered the altered structure quite inadequate. Moreover, serious leaks from the canal into the roadway below caused the maintenance costs to rise and created public inconvenience. Finally, a fracture at the east end of the central arch in 1924 induced the Corporation seriously to consider the construction of a new aqueduct and an improvement scheme was the result. The Council decided, after considering several alternative schemes, to construct, in view of present and future requirements, a composite steel and reinforced concrete aqueduct having a highway with an uninterrupted width of 70 ft. This required the construction of a temporary waterway, and a temporary tramway. The existing archway was used as a staging during construction, and also for the protection of the public below. However the demolition proved more difficult than anticipated. The highway was lowered 15 inches to allow statutory head room for double deck tramcars. Continues below:

Continued from above: The pit was also linked underground to Bank Hall Colliery a half mile away. The underground link The colliery was sunk next to the Brooks and Pickup fireclay works less than a half mile from Towneley railway station which served Towneley Hall. Brooks and Pickup began coal production from the main shaft, the Alice Pit in late February 1869. For 75 years coal was extracted from the Arley, Dandy, King and Yard mines. In 1923 the colliery was owned by Brooks Collieries and employed 770 men working the colliery which included the Towneley Drift. In 1933 the Towneley Coal & Fireclay Company employed 672 men, 480 of them underground. The colliery produced fireclay as well as coal used for household and manufacturing use, coking, and for producing gas. Wagons lined up at the colliery wash-screens The colliery was nationalised in 1947 after which the National Coal Board worked the Yard, Dandy and Lower Mountain mines. Its satellite pits were abandoned in 1949. The colliery closed on 6 March 1949. Its shafts were used for pumping until 1971 when Bank Hall Colliery closed. Little remains of the colliery today. A residential development occupies a small part of the site, and the rest comprises steep, mossy hillocks and woodland. This woodland is as good a place as any to see if we can find any remains. There is part of the original access road that leads away from the A671 onto a well-made track. It is very overgrown on each side so it’s a slow process in trying to find a sign of anything. After about 20mins a piece of rail sticking upright came into view, and a pile of old bricks from an earlier building. Nearby was a short brick built tunnel which had a stream flowing through it. An old track-bed went across the top. A flight of stone steps partially hidden in the undergrowth appeared close-by which led to an old coke oven. This was in good condition inside with a well-constructed curve to the brickwork. Apart from this I couldn’t find anything else other than an arched tunnel that had been filled in. Still, at least something remained. Returning to the main road we’ll cross over and walk through Towneley Hall’s parkland. Just inside the grounds there is evidence of past industry alongside a fast-flowing stream which is culverted underneath the A671. I definitely need to have a walk through that culvert at a future date. There are the remains of a stone footbridge which used to cross the stream here. Between here and the hall is Foldys Cross. This was constructed in 1520 under the direction of a local chaplain. It was originally sited in the centre of Burnley in the church yard. Debate surrounds its purpose however as it has a flight of steps surrounding it which indicates it was used as a market cross. The market traders would stand on and around the steps. After it was demolished by a drunken mob in the late 1800’s it was rebuilt and brought to its present location in 1911. Next we come to Towneley Hall. What does an antiques collector, a renowned scientist, and the last man to be hanged, drawn and quartered in Britain have in common? They all lived at the historic Towneley Hall over the last 500 years. They were: Charles Towneley, whose collection of artefacts led to a gallery at the British Museum being named after him, Richard Towneley, who was a pioneer of meteorology, and co-founded the Greenwich Observatory, and Francis Towneley. He wasn’t so lucky. He was executed for high treason for his role in the Jacobite rebellion in 1745. His head was placed on a pike at London’s Temple Bar before eventually being stolen and returned to Towneley Hall, where it was hidden behind a secret panel in the chapel for over 200 years. The first hall was built in 1380 and was a large open barn-like medieval building, similar to the ones still seen at Smithills in Bolton, and Warton Old Rectory near Carnforth. Seventy years later the huge south wing with its very thick walls was constructed. When Queen Elizabeth I ruled England the Towneleys like so many land holding families in Lancashire fell foul of the government’s anti-Catholic laws. John and Mary Towneley were determined to continue to worship as Catholics, but this had been made illegal. John was known to have kept Catholic priests who performed Mass for the family. The couple were punished with heavy fines from the Protestant Inquisition Council. Despite the persecution, John refused to give up his faith and went to prison many times for his beliefs during the next thirty years. A family portrait in the hall lists the various places he was imprisoned which included Chester and York Castles, Blockhouses in Hull, Gatehouse in Manchester, and prisons in Oxford and Cambridge. In 1601 after his last gaol sentence he was fined over £5000 and was ordered not to venture beyond five miles of Towneley. Over the next few decades the family debt hugely increased. The first reason was their ambitious building program. Richard ‘The Builder’ Towneley had the Great Hall constructed, and eight years later the present North Wing was added. The second reason for the debt was because the family were frequently fined for the refusal to worship as a Protestant. On the eve of the Civil War their debts were huge - three times their annual income. Charles ‘The Cavalier’ Towneley stored arms and ammunition for King Charles I’s forces at the hall. In 1643 Charles was involved in defending Preston which was under siege from Parliamentarians. When the town surrendered he escaped, but his wife was taken prisoner. After hiding out near Towneley, he went on to fight at Marston Moor but died in the battle. For being on the losing side of the war, the family had a large portion of their estate seized at Cliviger, and Hapton, and put up for sale. Through the rest of the 1600s and into the 1700s successive generations of members of the Towneley family were involved in plots to overthrow whichever Protestant king was on the throne, and continued to worship as Catholics. In 1707 Ursula Towneley listed seven hiding places in the house (including priest holes). Five years later Richard Towneley cut down a woodland of oak trees at Parks Wood Fields to pay his expenses after his treason trial. It wasn’t until the early 1800s that all the anti-Catholic legislation was abolished. The last Towneley at the hall was Alice Mary, known as Lady O’ Hagan after her marriage at 25 years old to Thomas Baron O’ Hagan, aged 59. In their fourteen years together they had seven children. She was a patron of the local blind and deaf societies, helped fund a military hospital in South Africa, was a keen campaigner on votes for women, and set up mother and child welfare schemes. She was the driving force behind a new convent to “rescue young girls from bad surroundings and train them to be thorough domestic servants”. After the death of her husband, much of the Towneley estate had to be divided between the remaining extended family, and she only retained the hall and 62 acres around it. It became clear that the estate could not be self-sustaining anymore and in 1901 she sold the building and grounds to Burnley Corporation. The use of the grounds over the decades has been very varied. Parts of the park have been: small holdings, plant nurseries, tennis courts, bowling green, greyhound course, speedway track, golf course, playing fields and a bird sanctuary. A war memorial was erected in the grounds in 1926. It was designed and sculptured from Portland stone by Walter Gilbert, of Birmingham. Amongst his other works are the gates to Buckingham Palace. The unveiling ceremony was performed by the Earl of Derby, and the memorial was surrounded by a tremendous throng. It was not until three hours after proceedings began that the long queue of people laying wreaths finished filing past. After all was over the base of the memorial was more than knee-deep in wreaths. It is sculptured into three figures symbolic of the Navy, Army and Air Force. At each side at the base is a female figure. On the left, representing a mother bringing a wreath, and on the right, a wife or sister bringing garlands. We now leave the park through a superb archway which is all that remains of the gatehouse from 1797, and make our way to the Leeds and Liverpool Canal. We join it at the Burnley Embankment, known locally as the ‘Straight Mile’. When the canal was being built here, Robert Whitworth the Leeds and Liverpool Canal Company Engineer decided that an embankment, almost a mile long and up to sixty feet high, straight to the opposite hillside should be built. This negated the need for the canal taking a long detour following the contours around the valley, Although it was costly to construct, it meant the Calder Valley could be traversed by the canal without the need for two systems of locks which would only slow boats down and thus industrial production. The almost perfectly level embankment which necessitated an aqueduct over Yorkshire Street below (more on that later) was built between 1796 and 1801 (before the invention of the steam shovel). This innovation through the centre of town high above the rooftops is the result. It is regarded as one of the seven wonders of the British waterways. Halfway along here stands a crane. This was installed to lift heavy ‘stop planks’ into place. The stop planks would slot into gaps in the towpath and stop flood water should the embankment breach. At the rear of Sainsbury’s car park below this elevated section are the remains of two lime kilns. These were built by the canal company to produce lime for use in mortar, and the clay lining to the canal bottom. Limestone, coal and timber would have been loaded into the firing chambers above, and the resulting quicklime raked out and separated from the ashes under the arches. We leave the canal here and have a walk through Thompson Park. The idea for a park in the area came from James Witham Thompson. He is said to have spied the spot from an open top tram and thought it would be a good place for a public park. The park was conceived in 1920 when he left £50,000 in his will for the Council to build a public park. The Council obtained an option to purchase the site, adjacent to Burnley College, from local mine owner Sir J O S Thursby in 1920, and approved the purchase in October 1922. The land was the site of Sand Holme farm, a plantation, and allotments, with the area to the north-west of the River Brun formerly part of the grounds of Bank Hall, the home of General Scarlett, a hero of Balaklava in the Crimean War. Work on the park began in 1928 and the official opening took place on 16 July 1930. Construction workers were largely recruited from the unemployed. The River Brun runs through the park and a dam was formed to enable water to be diverted to the boating lake and children's paddling pool. The park also included a boathouse, a 75ft by 30ft conservatory, a tea-room pavilion, a rose garden, herbaceous garden, Italian garden, a lodge house, an ornamental bridge over the lake, and two further bridges over the river. Over 5000 trees and shrubs, plus about 7000 privets of different varieties, and 5000 rose trees were planted in the park, in addition to bedding and exotic plants in the conservatory. During the Second World War the park was used for growing vegetables, and the only bomb to fall on Burnley landed near the conservatory on 27 October 1940. In 1972 Bank Hall Open Air School, adjoining Thompson Park to the north, was demolished and the area incorporated into the park. The 1893 OS map shows glasshouses on this level area which had formerly been part of the grounds of Bank Hall. In the early 20th century Bank Hall became a Maternity and Children's Hospital and the site of the glasshouses was developed as the Open Air School. In 1998 improvements were made to the herbaceous garden, shrub beds, rose beds, and flower beds, and in the winter of 1999/2000 tree planting was carried out under the Forest of Burnley project. The Burnley & Pendle Miniature Railway Society constructed the Thompson Park Railway here in 2001. Its nick-name is the ‘Lollipop Line’. Land clearance and track bed construction commenced in the winter of 2000/2001. As part of the work, an area was levelled to allow for the placement of two forty-foot shipping containers to initially act as storage for tools and equipment; later to be used for the storage of rolling stock, and a workshop for maintenance. Using the skills of the small group of members, steaming bays, a loading ramp, and a turntable were constructed at an early stage. 2003 saw the completion of the outer loop. This required more manual labour to form the track bed through the wooded area and the installation of the bases for a 100ft, 5 section, girder bridge. On 17th January 2007, Cyclone Kyrill hit the shores of the United Kingdom bringing gusts of wind up to 80mph and heavy rain fall. Unfortunately, the railway did not escape the stormy weather unscathed. The newly opened outer loop took the brunt; with the girder bridge suffering substantial damage to two of its five sections. Overall, repairs took 3 weeks. Luckily because of the way the bridge was designed the plates that connected the sections together split, resulting in damage to only two of the five sections. Minor damage was also caused by the falling of a tree from the banking shortly after the bridge; however it was only a case of clearing the line and replacing any damaged sections of track. Continues below:

Continued from above: We’ve arrived now in Burnley. The town is located near countryside to the south and east, with the smaller towns of Padiham and Nelson to the west and north respectively. It has a reputation as a regional centre of excellence for the manufacturing and aerospace industries. The town began to develop in the early medieval period as a number of farming hamlets surrounded by manor houses and royal forests, and has held a market for more than 700 years. During the Industrial Revolution it became one of Lancashire's most prominent mill towns; at its peak it was one of the world's largest producers of cotton cloth, and a major centre of engineering. The name Burnley is believed to have been derived from Brun Lea, meaning "meadow by the River Brun". In its early days, Burnley was a small farming community, gaining a corn mill in 1290, a market in 1294, and a fulling mill in 1296. Little survives of early Burnley apart from the first Market Cross, erected in 1295, which now stands in the grounds of the old grammar school. In the second half of the 18th century, the manufacture of cotton began to replace wool. Burnley's earliest known factories – dating from the mid-century – stood on the banks of the River Calder, close to where it is joined by the River Brun, and relied on water power to drive the spinning machines. The first turnpike road through the area was begun in 1754, linking the town to Blackburn and Colne eventually leading to the area of Brun Lea developing into a town, and by the mid-19th century, there were daily stagecoach journeys to Blackburn, Skipton and Manchester, the latter taking just over two hours. The 18th century also saw the rapid development of coal mining on the Burnley Coalfield: the drift mines and shallow bell-pits of earlier centuries were replaced by deeper shafts, meeting industrial as well as domestic demand in Nelson, Colne & Padiham, and by 1800 there were over a dozen pits in the modern-day centre of the town alone. The arrival of the Leeds and Liverpool Canal in 1796 made possible transportation of goods in bulk, bringing a huge boost to the area's economy and the town of Burnley was born. Dozens of new mills were constructed, along with many foundries and ironworks that supplied the cotton mills and coal mines with machinery, and cast and wrought iron for construction. The town became renowned for its mill-engines, and the Burnley Loom was recognised as one of the best in the world. A permanent military presence was established in the town with the completion of Burnley Barracks in 1820. Disaster struck in 1824, when its only local bank (known as Holgate's) collapsed, forcing the closure of some of the largest mills. This was followed by a summer drought, which caused serious problems for many of the others, leading to high levels of unemployment and possibly contributing to the national financial crisis of 1825. By 1830 there were 32 steam engines in cotton mills throughout the rapidly expanding town, an example of which, originally installed at Harle Syke Mill, is on display in the Science Museum in London. In 1848 the East Lancashire Railway Company's extension from Accrington linked the town to the nation's emerging railway network for the first time. This was another significant boost to the local economy and, by 1851 the town's population had reached almost 21,000. The Cotton Famine of 1861–1865, caused by the American Civil War, was again disastrous for the town. However, the resumption of trade led to a quick recovery and, by 1866, the town was the largest producer of cotton cloth in the world. By the 1880’s the town was manufacturing more looms than anywhere in the country. The start of the 20th century saw Burnley's textile industry at the height of its prosperity. By 1901 there were 700,000 spindles and 62,000 looms at work in the textile industry. Other industries at that time included: brass and iron foundries, rope works, calico printing works, tanneries, paper mills, collieries, corn mills and granaries. By 1910, there were approximately 99,000 power looms in the town, and it reached its peak population of over 100,000 in 1911. By 1920, the Burnley and District Weavers', Winders' and Beamers' Association had more than 20,000 members. However, the First World War heralded the beginning of the collapse of the English textiles industry and the start of a steady decline in the town's population. Following the Second World War there was large-scale redevelopment in the town. Many buildings were demolished including the market hall, the cattle market, the Odeon cinema and thousands of mainly terraced houses. The town's largest coal mine, Bank Hall Colliery, closed in April 1971 resulting in the loss of 571 jobs. The area of the mine has been restored as a park. However, Burnley has retained a strong manufacturing sector, and has strong economic links with the cities of Manchester and Leeds, as well as neighbouring towns along the M65 corridor. In 2013, in recognition of its success, Burnley received an Enterprising Britain award from the UK Government, for being the "Most Enterprising Area in the UK". For the first time in more than fifty years, a direct train service now operated between the town's Manchester Road railway station and Manchester's Victoria station, via the newly restored Todmorden Curve, which opened in May 2015. Let’s have a walk around and see what we can find. Parking on the A671 close to Towneley Hall we’ll see if we can find any remains of the coke ovens that were part of the Towneley Colliery and Brickworks. Towneley Colliery was a coal mine in the Burnley Coalfield. An early picture of the colliery Sunk in the late 1860s, it was linked to the Lancashire and Yorkshire Railway's Burnley to Todmorden line which became known as the Copy Pit route. The Copy Pit line The colliery had sidings on either side of the line. A half-mile long tramway linking it to the Leeds and Liverpool Canal went through four tunnels. Boggart Brig Pit beside the A671 Todmorden Road was also linked by a tramroad. An interesting incident related to Boggart involves a farmer whose land lay above the colliery. He watched in amazement as one of his duck ponds suddenly drained, so that one minute the ducks were merrily swimming around, and the next they were walking on the muddy bottom of the pond. The colliery fireman had to rush to the coalfield to tell the miners to stop coaling immediately. At this point the workings were some 40ft beneath the surface and the farmer routinely heard the miners every time they fired a shot. Continues below:

Hi there folks, Let’s first go back to Taunton for day two of the Speedweekend, and then we’ll head north to Burnley to see what treasures the town has to offer. Taunton -‘Under the Sun’-Sunday 20th September 2020 The second day was held in glorious conditions under a bright blue sky. 53 F2’s again with the first appearances of the weekend from Chris Mikulla (522), Stuart Deacon (228) and Julian Coombes (828). Heat 1: Jess Ward (86) took her second victory of the weekend. The clash of bumpers going in could be heard throughout the next four placemen with James Riggall (527) finishing ahead of Ben Borthwick (418), and James Rygor (783) doing likewise to Dan Fallows (581). Result: 86, 527, 418, 783, 581, 325, 522 and 542. Heat 2: NI visitor Brad McKinstry (747) won this one. Joe Marquand (689) lost out on a qualifying place with a last corner tangle with Matt Westaway (835). Result: NI747, 183, 24, 210, 35, 127, 578 and 835. Heat 3: Dave Sansom (352) repeated his heat victory from the previous day. Result: 352, 161, 251, 538, 979, 560, 115 and 184. Consolation: Just short of 30 cars on track and an early caution with a number of cars stopped around the exit of turn two and onto the back straight. After the restart a spectacular crash on the home straight ensued. Paul Dobson (224) rolled entering the straight with Ben Goddard (895) climbing up on top of the overturned car. The two cars then slid down the length of the straight pushed along by Phil Mann (53) who was hooked onto them. They ended up in a heap in turn one where Dobson emerged from his car unscathed and smiling. When the race got going again Marquand made up for his earlier disappointment by taking the victory after chasing down Julian Coombes (828). Result: 689, 828, 992, 890, 526, 920, 844, 746, 376 and 320. Final: 33 cars for this one, and amazingly no stoppages. The race was not short of action however with eighteen Star/Superstar graded drivers putting on a fine display of fierce hard hitting action. Rygor, Jon Palmer (24) and Aaron Vaight (184) all lost time trading some monster hits between themselves, and Riggall and Matt Stoneman (127) ended their races prematurely. As the race neared its conclusion Fallows and Charlie Guinchard (183) were the main threat to Sansom who had broken away early on. With a number of lapped cars including Palmer between them the Semtex Kid held on for the victory. He won the Graders Trophy with a £100 bonus put up by David Hamaar the official F2 grader. Sansom was encouraged not to go overboard in terms of paint and signwriting –a reference to his scruffy car which clearly performed much better than it looked. Three victories over the weekend on his first appearance since 2017 proved that. Result: 352, 581, 183, 578, 890, 560, N1747, 184, 783 and 251. JP and the Semtex Kid. Worth the admission money just for the banter in the pits. A promoters dream pair. GN: Another fine race to bring the curtain down on an excellent weekend for the formula. Fallows ended up leaving the race early on by careering backwards along the back straight. Mark Gibbs (578) held the lead until just a few laps to go but was eventually caught by a hard charging Luke Wrench (560). Result: 560, 578, 538, 127, 24, 210, 184, 251, 352 and 390. V8’s The V8’s were two cars short on the Saturday total with a couple including Glenn Pursey (170) having a long night changing diffs. Heat 1: Stephen Young (176) took the victory in this one. Result: 176, 438, 8, 288, 328, 402, 69 and 167. Heat 2: Another win for Young. An excellent battle between Jon Brown (288), Guy Jolly (222) and Catherine Harris (8) saw the trio swapping places over a number of laps. Result: 176, 384, 131, 288, 222, 8, 525, 170 and 167. Heat 3: Jolly was involved in another tremendous battle for third place with Kev Stuchbury (131) and Carl Boswell (384). All three of them entered the last bend together but the 131 car won the drag race to the line. However, this was not for the victory as Craig Kellett (438) had built up an unassailable lead which he successfully converted into the win. Result: 438, 328, 131, 384, 69, 525, 170 and 167. Final: Brown used the bumper to good effect to hit the front early on. A caution flew with a lap to go for Young who was stranded on turn three. A last lap shootout followed with Jolly just applying enough force to send Brown wide on the last bend to claim the win. In the post-race interview Guy remarked that the V8 teams had enjoyed their first time visit and was sure that should the formula be able to secure further dates more drivers would venture south to enjoy the challenge the track provides. Result: 222, 288, 8, 131, 384, 69, 525, 438, 328 and 402. GN: Brown made no mistakes in this one which featured a battle between Harris and Amy Jagger (525) to bring the curtain down on the V8’s weekend. Result: 288, 384, 131, 176, 438, 222, 525, 8, 170 and 167. The compact Smeatharpe track was well suited to the large V8’s and even saw three wide down the straight at one point! National Ministox Heat 1: Jack Witts (180) carried on where he left off the night before with another dominating win. Result: 180, 186, 414, 67, 77, 51, 120, 335, 28 and 171. Heat 2: Kasey Jones (186) held on for the win in this one despite a late race caution. Result: 186, 20, 77, 120, 51, 28, 27, 64, 223 and 414. Heat 3: White top Fred Hunter-Johnson (20) was victorious, driving excellently to withstand the quicker cars behind. Result: 20, 186, 180, 925, 27, 67, 290, 51, 211 and 335. Heat 4: A repeat of heat 3 with Fred keeping Wittsy at bay. Result: 20, 180, 414, 27, 211, 64, 171, 335, 345 and 67. Golden Helmet: The race of the weekend for the young drivers. The start saw both 180 and 186 spin with 180 re-joining in front of the leader Hunter-Johnson. Luke Syrett-Barsby (27) caught the leader up and the pair engaged in a superb battle until a yellow flag period. At the restart 180 had climbed his way into 4th. This became 2nd before a further caution for Jamie Hanson (611) who had hit the turn one plating hard. The last lap shootout saw Witts and Charlie Tomblin (290) pass the 20 car. Tomblin tried a last bender on 180 but it wasn’t quite hard enough to dislodge the Euro Champ from taking the win. After the excitement of the race it was a shame to have post-race technical inspections suspend the full results. Result: 180, 120, X, X, X, X, X, 335, 67, 28 (925, 64, 414, 345, 186) The three classes put on a superb show over the two days. Hopefully there’ll be a repeat for the future. Pics in the gallery. Continues below:

Looking forward to it 👍