Roy B

Continued from above: The same location today The kilns were continuously run with fuel and stone. Limestone was brought from the quarry to the kiln top (which we’ll climb up to later) in Jubilee carts with a capacity of 1 ton. To get the carts to this level an incline plane was constructed. Various types of incline plane were used in quarries in the late nineteenth and early to mid- twentieth centuries. ‘Single-rope haulage’ worked off a drum at the top of the incline. One end of the cable was attached to the drum, and the other to the leading cart in a linked series of up to six carts. A brakesman let out the cable to lower the carts and in reverse hauled them back up again. A second system, ‘main and tail haulage’, relied more on gravity to send carts down the incline but this was primarily used when the loaded carts were being sent downhill. The main cable pulled empty ones up while the narrower tail cable lowered full ones down with each working off its own drum. A third common system of incline plane relied on an ‘endless (steel) rope’. This was used here at Cowdale. Several carts were clipped on to the cable, or chain, and let down under gravity with other carts being hauled back up by the weight of the descending carts. A Drum House was an integral part of this system containing a winding drum that held the wire cable. There are some remains of this structure here but the winding mechanism has long gone. Once the carts had been unclipped from the winding cable each was hand-pushed on a circular tramway track to whichever bowl was being loaded. They were then side-tipped down into the bowl. These top openings have since been capped off with concrete. Temperatures in excess of 1000C were required for the chemical reaction to take place to produce pure quicklime. The finished lime was then eventually drawn off from the bottom. Running along the base of the front face of the kiln bank is the loading platform, built 7ft above the ground level in front of the bank. Parallel to the loading platform was a standard-gauge rail track: quicklime was transferred in hand-pushed wheelbarrows, to be tipped from the loading platform across fixed planks into the rail wagons below. The loading platform and drawing arches were accessed up a flight of concrete steps at the western end of the loading platform. Look out for the old fading Colorquix graffiti on one of the buttress supports. These are usually to be found around abandoned places in this part of the UK. A little further along we come to my favourite. It is the massive superstructure for loading crushed raw limestone into rail wagons. The crushing plant loading gantry stands on three tiers, between the top of the rock face and the rail sidings at the base. Crushed stone was fed from the crushing plant through a sequence of chutes and hoppers, with different chutes delivering stone of different sizes, to the loading gantry on the rail siding level below. A series of cast-iron pulley wheels from the loading mechanism has survived, with part of the electric switchgear still in place. Before we climb up to the next level there is one final thing to look at. It is a rock cut cave with a stone-built blast wall across the entrance. The opening leads into a very confined space around 6ft high which has been cut from the rock face. It is unlikely to have been cut to create a shelter for storing explosives as black powder then in general use needed to be stored in cool dry conditions. While the shelter is certainly cool it is not dry but damp. In addition, its situation must rule out storage. It is too far away from the quarry that was worked to supply the kiln bank and crushing plant, and was probably associated with the cutting and quarrying of the natural rock face to create space for the rail siding, loading gantry and lime kiln bank at the very start of the site’s development. Its probable use was as a shelter for workmen while blasting was in process further along the face. As such, it would be a rare survivor as in most quarries such shelters were freestanding structures or, had they been rock-cut like this one, later quarrying would have destroyed them. This completes the look around this east-west terrace along which all of these structures have been built. The railway served this whole length right up to the Power House at the western end, and was linked to the Buxton branch of the Midland Railway at the eastern end. Although the track has been removed there is evidence of sleepers protruding from the ground at various points. In the area of the kilns and loading hoppers sidings branched from the main track to get closer to the buildings. To get to the next higher level a side track branched off the site’s main line near to the Power House. This was the start of the incline plane which served the upper levels of the kilns, crushing area and quarry floor. An alternative route up is what we’re going to take now. It is the access path for the workmen. It zigzags up the steep face to reach the main quarry level. This would have provided a short cut for workmen between the rail siding level and the upper levels of the site. The path was an essential link in the movement of people around the site. Without the path and steps, the men would have been faced with a time consuming walk of nearly ¼ mile along the rail siding, and then up the incline plane on to the horizontal tramway. Since the site has been abandoned these polished steps can be a devil to find in the summer when overgrown, and are lethal in winter when wet or icy as there is no handrail. Halfway up is a side path which goes across to the mid-level. This is another dodgy one as it’s a narrow traverse across a 75ft drop. The potential to go base over apex is extremely high. If you make it across in one piece you can get a close up of the tops of the hoppers and chutes. A system of concrete pillars, chute supports and gantries survive intact, with one cast iron chute remaining in place. There are numerous flights of steps in this area and a network of precarious paths linking between the hoppers. There are some big gaps where the stonework has decayed, and the top of the chutes can get overgrown in summer. It would be game over for sure if you went down one of those. At best you’d end up hanging by the neck, at worst slide straight through. To get to the top level it’s a walk through a tunnel and up another flight of steps. At the top you’ll come out onto the lower incline plane slope. This levels out and becomes the track-bed for the tramway. Limestone quarries relied on rail-based transportation systems to move materials around, into and out of the site. Tramways were used to move raw stone from the working faces within the quarry to either crushing plant or lime kilns. In many cases the motive power was the strength of the men themselves: they pushed filled carts from their section of the working face either to the plant or kilns, via a weigh house, or to a point on the co-axial tramway where several carts could be linked up to be hauled by pony. In larger quarries, or those with difficult ground small shunting locomotives would have been the preferred method. Where sloping ground had to be contended with the incline planes were the only possible means of transferring raw stone out of the quarry to crushing plant or kilns, or transferring coal to the top of the kilns. The finished products of lime and crushed stone had to be despatched from the site to market. Smaller or less accessible centres had no option other than to rely on road transport, but ideally direct rail access was the norm with sidings installed parallel to the main line at the kilns or crushing plant, or by siding links off the main railway line. At Cowdale each stage of this system of transport were used, and much of it can still be seen on the ground, except within the quarry itself. There’s a faded pic in the gallery which shows how it was. There was one tramway running the length of the quarry, on its southern side, with individual branches running off it to different sections along the then-working face. The photograph also shows side-tipping Jubilee carts on three of the branches, with others being gathered together in groups on the main line. Jubilee track was portable so the system could easily be reconfigured to suit the changing needs of quarrying operations. Because the quarry floor had topsoil laid on it after abandonment, to create pasture, all traces of the co-axial line and branches have either gone or lie buried. Let’s have a look now at the site of the quarry itself. We first go under an Incline Bridge which served the Upper Incline Plane. This incline would have been used to transfer stone discarded from the quarry and plant area to the upper spoil heaps which ring one side of the quarry. The bridge was only wide enough for a single-track tramway so carts would have been hauled up full one by one and then let down empty. Next we come to an old weigh house. This lies next to the main tramway from the central part of the quarry to the crushing plant. Limestone quarries operated on the ‘breaker and filler’ system, whereby individual quarrymen worked on specific sections of currently worked face, each with its own tramway link. It was their task to smash rock to the requisite size and to fill as many Jubilee carts as they could manage in a day, then to push the filled carts out of the quarry to either the kilns or crushing plant. They were usually paid on a piecework basis, and their daily pay reflected how many tons of rock they delivered to the weigh house. As it is situated directly on the main tramway from the quarry floor it almost certainly served as a weigh house for carts destined for the crushing plant. Alongside it, under the track, would have been the weighbridge. The quarry opens up before us. It is a breath-taking sight. Intensive work over a period of at least 60 years has created an extensive and level quarry floor. On the day I visited two climbers had crossed the adjacent field which is level with the cliff top edge of the back wall of the quarry. They abseiled down and climbed back up a number of times. A good training and practice spot for them. A pic in the gallery shows the scale of them compared to the ‘wall’. The neighbouring farmer had a herd of cows grazing at the far side which looked miniscule from a distance. Lying close to the upper incline plane, on the spoil heaps, is a large cast-iron cylindrical tank, which survives in very good condition. It is likely to be a compressed air receiver, forming part of the plant that generated compressed air used in drilling holes for blasting. A system of iron piping laid on A-frame stands would have covered the entire quarried area, taking compressed air from the compressing unit to each section of the working face; drilling prior to blasting was achieved using compressed air. After abandonment of the quarry, the system would have been stripped out. It was the practice in some limestone quarries, especially in the 1930's and 1940's, and especially so in the Yorkshire Dales, to use a method of blasting known as heading blasts. A broad and high tunnel was driven horizontally into the rock face with a T-shaped tunnel at the inner end. This was filled with powder and the main tunnel was packed with whatever material was available to prevent the blast from shooting out of the tunnel. Heading blasts brought down much more stone than conventional drilling methods. Up to 40,000 tons per blast was not unknown and a single blast provided many months of work for breakers and fillers. There is evidence that Cowdale used this method. BLF’s wage costs include payments to the men involved in ‘baring and heading drilling’. The barers stripped areas about to be blasted of overlying turf and soil, the drillers bored the tunnels for heading blasts, and stone getters drilled holes for powder in traditional forms of blasting. A heading blast at Cowdale in July 1931 brought down 60,000 tons which was one of the highest ever blasts on record. The high level pathway to the Powder House is close to here. It was a narrow ledge of rock with vertical drops on either side. Black powder had to be stored in a building far from the blasting site. It needed to be secure from theft, and be totally dry. The one at Cowdale had a suspended wooden floor to prevent rising damp, and to prevent sparks from hob-nailed boots. On a previous visit to the site I came across a single unused stamped firebrick lying on the ground within the north-western part of the quarry. The manufacturer’s mark was – THISTLE C. It was common practice for firebrick manufacturers to stamp code numbers or letters so that end users knew where each variant was to be used, just as masons’ marks were very common on roofing timbers. In this case, ‘Thistle’ was a trade name and ‘C’ was the variant code. ‘Thistle’ was a brand name for brick manufactured by JG Stein in various plants in Central Scotland, at Linlithgow in Lothian, Bonnybridge near Falkirk, and Castlecary near Cumbernauld. This single brick hints at long-distance trade links between Cowdale and its suppliers. It is possible that lime or crushed stone was being despatched to Central Scotland in trains that brought the bricks down on their return journeys. The brick was nowhere to be seen this time unfortunately. It probably ended up in someone’s back garden. I personally don’t agree with removing artifacts from historical sites. If that continued there would eventually be nothing left to see. Take only photos, and leave only footprints is my motto. The site has been closed for 60 years so few people still alive will have any knowledge of it as a working quarry, and following abandonment vegetation growth across the site makes public access difficult. There are few quarries anywhere with such levels of survival. Many quarries have lost their original features to landfill or later mechanised quarrying and industrial development. Cowdale has retained its features mainly because, apart from the quarry floor, the steep and difficult levels have ruled out any other use. Lack of access has protected the site. That completes our tour around this fascinating site. Next time: F2 and Saloon action from Taunton, Skegness and Northampton, plus the aircraft that never made it back. The story of what happened on a foggy night many years ago. Merry Christmas everyone!

Continued from above: The Cowdale quarry was established in the very late 1800’s as Staden Quarry by the New Buxton Lime Company to serve its other quarry on the other side of the valley. A substantial bridge over the river and road was required which was built of timber. The large stone-built kilns standing 50 feet high included a network of railway sidings above the A6. After the takeover by BLF a gatehouse, Power House and ancillary building were constructed in a very unusual ‘neo-Egyptian’ style. By 1924 the bridge was in a very poor state of repair and required renewal. Under the circumstances it was decided to re-route the connection to the sidings and lay a new access track. The original bridge was then demolished. It had got so bad that LMS engines were not permitted to cross it and wagons had to be loose shunted across. Outgoing wagons were run across to the western end of the bridge by horse and were picked up by an engine with a rake of wagons. Cowdale also had a Motor Rail petrol loco for some time after 1921. The works also had its own extensive 2ft gauge tram network using both petrol and diesel locomotives. Concrete buttresses were added to the kilns in 1930/31 to prevent structural failure partly caused by their massive size and top-heavy nature of the construction. Quarrying ceased in 1948 but the works remained in operation until 1955 in order to store stone. Towards the end of the 20th century the tramlines were removed and some of the mine’s buildings were demolished. The remaining works were left to decay. In 1997 English Heritage assessed the site for protection owing to it being one of the last remaining survivors of this type of quarry and the completeness of its features. In 2010 Buxton Water tabled a proposal to use the site as a water bottling and storage plant. It also included plans for the development of a heritage visitor centre. This would require the demolition of the Power House to improve road access. The planning application was refused in 2011, and again in 2012 following an appeal. However, the Power House was demolished in controversial circumstances just prior to the first application in May 2011. The High Peak Borough Council had deemed that the structure was dangerous. This was seen as a complete fabrication of the facts as the building was built like the proverbial brick sh……. It was seen by many as a significant loss. The BLF logo on the building was the last that bore such a mark. English Heritage scheduled the remaining structures on the site ensuring that the other two BLF buildings and buttressed kilns were now under statutory protection. Many of the buildings including the kilns, hoppers and gatehouse sit on terraces cut into steep rock linked by rail track-beds. Well that’s a bit about the history so let’s go and have a look around and see what we can find. Have a look at the pics in the gallery as we go as they help to explain everything, and they follow our route exactly. It’s a short walk from the layby to the gated entrance off the A6 but owing to there being no pavement it’s best not to hang about as some big stuff thunders through here. The first building we come to is the gatehouse. It is three bays wide with a central reception area and rooms either side. Door openings provide an open corridor along the back wall. Inside it’s a shell, and none of the glass or doors survive. Following the track uphill we pass an open niche in the wall. It lies adjacent to the main railway siding track bed and was probably connected to the logistics of shunting rail wagons, perhaps as a workmen’s shelter or tool/lamp store. At the top of the hill we come to a second terrace. At the nearest end is the site of the previously mentioned Power House. It would have been a prominent feature visible from both the road and rail. It contained a large circular water tank which was part of the power source for which the Power House was built. All that remains now is a pile of overgrown rubble. A short distance away is a second gatehouse. This has a door at each end, one of which is half filled in by soil and stone which has slipped from above. The decoration above the window openings mirror that found on the first gatehouse. They are of an Art Deco style but 15 years earlier than that period. The full length of the back wall is a corridor with a concrete ledge or bench which gives the impression it was used as a waiting area. Again, none of the doors or windows survive. Next we come to the bank of four buttressed kilns which stand around 50ft above the former track bed of the railway sidings. The kilns are of special importance, as they are potentially the last traditional vertical stone-built lime kilns to be used in Derbyshire. With the addition of the later buttressing this kiln battery is unique in England in this form. At their base are two brick lined drawing arches. Within these are four recesses each containing a large hopper. The rear wall of each arch is the actual exposed rock face. This great pic from around 1930 shows the original built vertical kilns with the drawing arches at their base. The concrete buttresses are in the process of being added for strength. This shot shows the steps up to the loading platform and the railway sidings Continues below:

Continued from above: Ok then, it’s time we got off the beaten track once again. Let’s head north now and I’ll meet you all in the quiet hamlet of Cowdale, six miles from Buxton’s High Edge Raceway. We’ll be having a look around the abandoned site of Cowdale Lime Works & Quarry. There’s a short drive from the hamlet via its single track lane to the A6 where we’ll turn left. Going under two railway bridges we come to a lay-by on the left hand side. You can leave 2020 behind here as we’ll be venturing into the woods to find a hidden gem from the past. It is an unforgettable place, and a truly amazing step back in time. Cowdale is a site with visible remains of almost every stage in the process of limestone quarrying, lime burning and stone crushing. It contains a rare example of an intact massive-scale vertical lime kiln with later massive pre-cast concrete buttressing; a rare example of a precast concrete crushed stone loading gantry system; rare, and possibly unique in a quarry complex, buildings with decorative moulding; and remains of an internal transportation network. It is also thought to be the last traditional lime kiln in Derbyshire to have been worked on an industrial scale. First of all though a bit of history about the lime industry in this part of the Peak District. The whole area was a warm shallow sea many millions of years ago and the layers of limestone which were formed became compressed into rocks. Over time erosion of the softer rock above revealed formations of high quality limestone. The town of Buxton was developed by the lime industry, and it has shaped the land around this area. It has been quarried as building stone for centuries. Before the advent of electricity lime was burnt to provide light. This is the origin of the saying, ’in the limelight’. The Industrial Revolution fuelled the demand for lime. There are the remains of at least 100 large kilns, and associated spoil heaps in the area which date from the 1600-1800’s. In 1874 a company by the name of Brunner Mond had a soda ash works in Northwich, Cheshire. Soda ash was used for making soap, dyes and glass. The Lancashire cotton industry and the glass manufacturers in St. Helens required huge amounts of soda ash. One of the main ingredients was limestone from the Buxton area. More on Brunner Mond later. The coming of the railways from Manchester and London in the 1860’s saw the opening of many additional quarries. By 1891 fierce competition from rival quarry owners resulted in the formation of the Buxton Lime Firms by thirteen independents. They controlled the price of stone and lime, and in addition to the quarries also owned 21 large stone crushers and 3 collieries. BLF produced over 360,000 tons of limestone and 280,000 tons of lime per year. By 1915 they had opened an additional nine quarries including taking over our one at Cowdale in 1908. By 1916, steel companies were beginning to complain about the shortage of limestone supplied to them by the BLF. They responded by saying this shortage was due to the lack of workmen left at the company - by February 1916 over 600 of their men had joined the Army. Accordingly, like many firms in Britain during this period, Buxton Lime Firms employed women. They worked in the following areas: tree felling and wood cutting for quarry and colliery timber dry stone walling joinery agricultural work the rabbit section the goat section painting and signwriting railway trucks (Pic credit to TNA) BLF were supplying ever increasing quantities to Brunner Mond, and in 1919 they were taken over by BM. In 1926 Imperial Chemical Industries (ICI) was formed with the merging of Brunner Mond and three other companies. Buxton became the headquarters of the ICI lime division. Longson's are still active today. (Pic credit to Discover Buxton) Here’s an amusing tale. Sam Longson Haulage ran a lot of Derbyshire limestone into Llanwern, and loaded anthracite back from Ammonford. The drivers stayed in digs in Merthyr and would leave a loaded 8-legger under one of the bedroom windows. This was for the ‘after 11:00pm’ drivers who would climb onto it, and into the room, otherwise being locked out. One night the loaded one was swapped for an empty that had been cleverly sheeted to look full. The well - oiled drivers returned from the pub and one by one climbed up the tipper ladder and crashed straight down into the empty limestone/sand/coal body! Unable to get out they all slept it off in a heap until the next morning. They all woke up soon enough when the driver raised the tipper and they all slid out the back! They were a crazy gang who used to bring terror to the old road to Wales. It was common practice that all new drivers were instructed by the old hands never to give way under any circumstances to the steel boys coming the opposite way. One night four soldiers were thumbing a lift back to Catterick Barracks. They were picked up by four of Longson’s night men heading north for ICI Billingham. The lead driver was known for his not so steady driving manner, and one of the others had crashed a Foden through a shop in Buxton racing his mate. All four lads went on a ride they would never forget. When they stopped to let the soldiers out one of them had a pen and paper and wrote down the company name. He said,”When we get back to the barracks they would post the company name on the notice board stating never to accept a lift off any of these trucks ever!” as he had never been as frightened in his entire life. Continues below:

Continued from above: Next up was the Mendips. Bristol – Sunday 30th August 2020 A glorious summer day greeted me on arrival at this unique track in the Somerset hills. Far ranging views were to be had including Glastonbury Tor 20 miles away. Closer to home was the almost circular Cheddar Reservoir which glinted like a mirror in the midday sun. It was a far cry from some of my visits here that have been in thick fog! It was the Mendips Raceway’s turn to host the F2’s after the West Country had restarted the season in earnest with the majority of meetings being held there. The National Points had a look of the 1980’s about it with nearly all the top spots being taken by western drivers. A good entry of 34 cars raced a two heat, consi format. However, the Bristol team had their own ideas and made it ten to qualify from the heats, and four from the Consi! Very strange I thought, and I was not the only one. Big hitters Charlie Guinchard (183), and Brad McKinstry (NI747) over from Northern Ireland were two welcome visitors. A good representation from the north-west included Bolton’s Phil Mann (53), Aaron Vaight (184), and Ant Riley (242). Heat 1: Chris Mikulla (522) blasted through the field to win this opening heat. Result: 522, 801, 783, NI747, 47, 287, 581, 53, 979, 282 and 820 Heat 2: A big crash between Tristan Claydon (210) and Julian Coombes (828) entering the back straight brought out the caution in this one. The yellow flag period aided Luke Wrench’s (560) progress through the pack to claim the victory. Aaron Vaight (184) suffered front end damage in quite a destructive race. Result: 560, 183, 24, 127, 992, 736, 464, 320, 86 and 390 Consolation: Only ten cars out for this one. 210 claimed the win, with 184 following him home which made up for their earlier damage. Result: 210, 184, 542, 976, 890, 578, 359 and 291. N.O.F. Final: The Marion Bennet Trophy was to be raced for in this one. The trophy has been run since the mid-eighties. Marion was a regular attendee at Bristol for many years and her family put this trophy up to commemorate her. Dave Polley (38) won it a couple of seasons back and noticed that it had not been engraved for a few years. His wife Liz, and ace F2 scribe Pete Randall found out who all the previous winners were over the years. Liz then got the trophy cleaned and fully engraved up to date. Marion’s grand-daughter Jenny Chalk now presents this annually. Harley Burns (992) took an early lead until a caution for a turn 2 crash involving Jessica Smith (390) and Paul Rice (890) which left their cars interlocked. Harley had the formidable sight of James Rygor (783), Jon Palmer (24) and 560 lined up behind him for the restart. At the drop of the green Rygor swept through into the lead. The remaining laps were reeled off without any further cautions. Steven Gilbert (542) suffered engine and rear end troubles in this race and the team were kept busy in the pits post-race with an engine swap etc. Result: 783, 24, 560, 127, 183, 522, NI747, 992, 184 and 581 GN: The best race of the day for me. A big fall out between 560 and NI747 saw some huge hits going in between the pair which livened things up a treat. The victory went to Guinchy in the new car, with Rygor coming home second from the lap handicap. Result: 183, 783, 184, 992, 24, 287, 210, 91, 736 and 53 We started with a pic of Guinchy so we’ll finish with one too. A happy Charlie after the GN win. A very enjoyable afternoon indeed. Pics from Bristol in the gallery. Continues below:

Hi there folks, Get yourself a brew, a packet of biscuits, and take a seat in your favourite chair. Last time I mentioned we were heading to the Mendips Raceway, but a few days before that there was the Tuesday Skeggy meeting so we’ll have a brief look at that one first. Skegness – Tuesday 25th August 2020 With Storm Francis in the air 29 F2’s turned out to provide a night of excellent racing. The debut of the long awaited new car from Charlie Guinchard (183) being a highlight. The long distance travellers included four from the West Country, and two from the north of Scotland. The Scottish duo were Michael Philip (195) from Forres, and Albert Smith (794) from Fraserburgh. Both lads had an 8½ journey each way, and near enough 1000 miles for the round trip! On a weekday as well. Every credit. A two from three format for this meeting. Heat 1: Local driver James Riggall (527) took the win in the damp conditions, with Guinchy in 2nd. Result: 527, 183, 38, 992, 218, 184, 126, 581, 9 and 411 Heat 2: A disorganised race start had the blues in amongst the lower graders almost straightaway. The race finish saw two Harleys in 1st and 2nd, Thackra (9) followed by Burns (992). Result: 9, 992, 184, 195, 24, 539, 527, 794, 411 and 161 Heat 3: It was the turn of a duo of Philips to finish in the top two this time. Bolton based Phil Mann (53) taking the victory after passing Wayne Wadge (920) with 4 to go, and Michael Philip finishing as runner up. Result: 53, 195, 86, 24, 183, 161, 920, 600, 38 and 581 Final: A dry track to start which became very slippery after heavy rain mid race. There was an early caution period for Jamie Avery (126) after he hit the turn one plating hard. On the restart Jon Palmer (24) gave Dave Polley (38) a big hit but ended up with damage himself, and another spell of waved yellows. Polley joined the back of the field for the restart as the rain began. Guinchy quickly mastered the conditions and left everyone standing as he set sail for the victory. The new car, combined with Charlie’s very accomplished race craft will make this combination an even more formidable opponent. 794 narrowed the gap in the last few laps to take 2nd, with Aaron Vaight (184) in 3rd. Dave P recovering well for 4th. Result; 183, 794, 184, 38, 527, 195, 218, 732, 200 and 581 GN: Only 13 cars braved the cold, wet and windy conditions for this one with Jess Ward (86) taking the victory. Result: 86, 38, 195, 527, 581, 226, 200, 539, 794 and 903. On my way home along the M180 near to Scawby i was passed at a rate of knots by Albert Smith’s van and trailer. I think he would have given the Gordon Moodie team a run for their money as they can certainly shift as I’ve witnessed a few times on the M5! As Albert’s tail lights disappeared into the distance I didn’t envy his 7hrs+ journey still to do. Continues below:

Rest assured Graham, there's plenty of articles to come. Many thanks for the info and your memories regarding AW Smith. Just by chance do you have any old photo's from those days?

Cheers Bas. Here's a beauty for you: A tag axle DAF XF510 to Euro 6 spec owned by Mouland's of Fordingbridge. They're based not far from Ringwood Raceway, and specialise in heavy haulage and abnormal loads. The company was founded in 1995 with one 28ft rigid. The fleet has expanded greatly since those early days. They have invested heavily in specialist equipment and can carry loads up to 150 tonnes. The Netherlands theme within the company includes a tri-axle Nooteboome extending semi low-loader. The trailer here is a MAC, which is the brand name of McCauley Trailers of Toombridge, Co.Antrim. The company were founded in 1955 and now have a presence in 16 countries. They design and manufacture specialist trailers for agriculture, construction, forestry, waste handling, quarrying, transportation and public utilities. It's good to see two success stories in one pic.

Continued from above: A couple of younger exhibits next. The Tame division of DAF Trucks built a hybrid LF45. It had a 4.5ltr Paccar FR diesel engine plus a re-generative 60hp electric motor fitted between the clutch and Eaton 6 speed auto box. Power output was 160bhp. A fully charged set of 96 batteries provided power for 2km of stop/start conditions within a city’s green zone. However, the diesel engine would still be running on idle to power the steering and compressor. Alongside the DAF was a Foden Alpha 8 x 4 built in 2006. It was one of the last and was fitted with a Cummins M11 engine. It put out 420bhp through a ZF 16 speed twin splitter gearbox. A very tidy Mammoth Major in Michelin colours comes next which was built in 1954 by AEC at their factory in Southall, West London. The example here is an 8 x 4 forward control version capable of a 15 ton payload. AEC became part of Leyland in 1962 and its name disappeared in 1977. The owners of the Ribble coach also own our next beauty. I actually saw this when it was in the process of restoration and was eager to see the finished article. It is a stunning 1959 Leyland Octopus bodied as a fuel tanker for Shell-BP. This is in the classic format of a 22 ton 8 wheel chassis which was the standard for heavy duty long distance work until the artics came on stream in the later 1960’s. This example has the Leyland 9.8ltr engine fitted. The colours and presentation of this vehicle are truly to be savoured. We come to the final two in this first part of our look around. A Bedford OL80, and a Latil Traulier. The OL80 was built in 1950 by Vauxhall Motors in Luton. It is fitted with a 3.5ltr engine producing 80bhp through its 4 speed gearbox. The mid-weight truck was based on a very successful American design. Bedford, a subsidiary of General Motors of America had built over 25,000 of these (mainly for export) by 1946, having built many times that number during the war years. Its half millionth sale came in 1947, not bad for a firm that had been newly created in 1931. At the outbreak of war many Bedford trucks were requisitioned for military use. A great number were abandoned at Dunkirk. An attempt was made to render them useless by draining the oil and running the engine until it seized. However, the German forces were so short of transport that they repaired the better ones and used them alongside the Opel Blitz (also part of GM). The example here was used by Bibby’s of Ingleton in the Yorkshire Dales. The family have lived and traded in Ingleton for over 100 years. In 1945 they started a milk haulage business delivering milk from farms to dairies. In 1956 they purchased their first coach, a Leyland Comet. The vehicles were housed in a disused railway tunnel and a corrugated tin shed. By 1962 they had got five coaches and over the following three years phased out the milk business. The first brand new coach arrived in 1971, a Ford R192 with a Duple Viceroy body. In the early eighties they had expanded the fleet to include 7 Fords, 4 minibuses and the Bedford OB. Over the following years they moved from Fords to Bedfords and Leyland Tigers. In the 1990’s they purchased their first rear engined DAF coach, and today DAF chassis’ are favoured. In 1994 two DAF bulk tippers were purchased which delivered animal feed around the local area. They employ around 45 full time staff, and the coaching side is now the main business. They operate 16 school runs a day, and in more normal times around 200 coach tours a year. It’s great to see a survivor from the early days. Our last one is an unusual Latil Trauiler. It was built under licence by Shelvoke and Drury of Letchworth in 1932. A 25hp Meadows petrol engine powered the four wheel steer/four wheel drive machine. Latil was a French builder of cars, trucks and tractors. The firm dates back to 1898 when George Latil built a portable engine to go between the horse shafts of a cart. The German company of MAN took over the factory during WWII, and the Latil company itself was taken over initially by Renault before being sold on to truck maker Saviem. In 1974 the French trailer building company of Brimont became the owner. This exhibit saw service with Tate and Lyle. Henry Tate, a successful grocer from Liverpool opened a sugar refinery in Love Lane, Liverpool in 1872. He expanded the business with the opening of his Thames Sugar Refinery in London’s East End in 1878, specialising in cube sugar. In 1882 Abram Lyle opened a refinery at London’s Plaistow Wharf refining sugar and producing Lyle’s Golden Syrup. In 1921 the two companies merged to become the well known Tate and Lyle. The need to transport the company’s raw materials and finished products resulted in Tate and Lyle investing in their own in-house transport fleet. From those early days they adopted the navy blue and gold livery which the company still use today. Production at the Liverpool factory reached a peak of 550,000 tons in 1972, and stood at 300,000 tons a year when the factory was forced to close in 1981 owing to the EU restricting the supply of cane sugar. In 2010 the sugar business was sold to American Sugar Refining. The last of its operations on Merseyside disappeared with the sale of its molasses business bringing to an end its 150 year association with Liverpool. Well that completes this first visit, we’ll return for part two later in the winter. Pics in the gallery. Next time: We’ll pay an August Bank Holiday visit to the Mendips Raceway for some F2 action in racing for the Marion Bennett Trophy. It’s then off to a location only six miles from Buxton’s High Edge Raceway. We’ll get ourselves off the beaten track to see the industrial remains that lie lost and gone forever, but the ghosts are still there hidden in the woods!

Continued from above: Come with me and let’s have a look around. If weather permits there is usually one of the exhibits outside on the car park. When I visited it was a very smart MAN that had its day out. Inside near to the entrance is a Morris Minor van with hoods over the headlights. I don’t recall ever seeing these on a Moggie van before. Two engines from the 1960’s are on stands. The first is a Rootes Tilling Stevens prototype dating from 1966. It never went into production and there are only four left in existence. It is a four cylinder two stroke diesel. Each cylinder carries two pistons horizontally opposed to each other. It was a development of the highly successful three cylinder predecessor which powered many Commer vehicles. Eight of these engines were installed in Commer’s as a trial. Between them they completed more than one million miles and gave outstanding performance, reliability and fuel consumption. However, in 1967 Rootes became part of the Chrysler Corporation who promptly closed the factory and gave instructions to remove and destroy the test engines that were fitted into the vehicles. The other engine is a gas turbine from 1968. Leyland was at the forefront in the design and build of gas turbines for possible use in hgv’s. During the 1950’s, lightweight gas turbines had been developed for use in several makes of car. However, none made it into production. Rover Cars was the acknowledged leader in this field. They had been involved with Sir Frank Whittle in the development of his jet engines. Leyland used the same principle as Rover when designing this much larger engine for use in experimental hgv’s. Several prototypes were built and placed with petroleum companies for evaluation but none went into production. They gave an excellent power to weight ratio with less moving parts but were very expensive to produce. They were not economical unless used at a high constant speed. We now come to the Albion Claymore. The chassis of this truck was supplied new by A.McAra Ltd of Broughty Ferry. They also had a copper works in Dundee which supplied many of the fittings to the famous ship ‘Discovery’. Ernest Shackleton was a regular visitor to the works. Another prominent visitor was a poet by the name of McGonnegal who had little copper snuffboxes made to attach to his clothes. He always spoke in rhyme and must have been a great character. George Robbie of Dundee were the purchasers and used the Albion to carry Jute sacking from the mills in Dundee. It was taken off the road in 1965 and left to decay until bought by Longton Coachcraft in 1967. When restored it was re-registered. It has completed many rallies, Land’s End to John-o-Groats, London to Brighton, and the Trans Pennine. Between 1992 and 2001 it was taken off the road again and painted in its current livery. It is still owned by Longton Coachcraft. Next is the Popemobile. When Pope John-Paul visited Britain in 1982, British Leyland supplied the four vehicles that were used to transport him around the UK. Two were based upon the Range Rover chassis, and two upon the Constructor 6 tipper chassis. The Constructor was chosen for its renowned off-road capability and acceleration if an emergency arose. The sheer size of the vehicle meant the Pope would be more comfortable and not as cramped as in a car based chassis. The increased height would also allow more people to see him. Bullet proof glass and under-floor armour were two security measures incorporated into the design. With the exception of the reg plate both Constructor chassis were identical. The engine was a Leyland 410 diesel giving 150hp, with an Albion 10 speed (splitter) gearbox. The cab was the then new and very contemporary T45. The Morris LD ambulance – Built by Morris Motors at Adderley Park, Oxfordshire in 1963. A four cylinder petrol engine with an output of 46bhp. The body was by Wadham Stringer Ltd. They were a familiar sight in London during the 1960’s. Many hundreds were in use until the 1970’s by the London County Ambulance Service. Here is a great piece of film from the sixties showing one in action. Don’t try turning the volume up as there isn’t any sound on this! See how many long gone vehicle manufacturers you can spot. One of my favourite’s now: A gorgeous Leyland Tiger Cub coach built in 1959. It is absolutely stunning inside and out. It is owned by a well known stock car family. (See the gallery pics later to find out who) Leyland built these between 1951 and 1970 mostly as 44-45 seat buses with a smaller number as coaches. They had a lightweight chassis with an underfloor engine. They were introduced as a modification to the Royal Tiger which was regarded as being too heavy and expensive, with inadequate vacuum-servo braking. The Cub’s were powered initially by a 5.76ltr diesel engine giving 91bhp. There was a choice of either a single-speed or two-speed rear axle, and diaphragm air braking was standard. The prototypes were bodied by Saunders-Roe of Anglesey as 44 seaters. The bodied Tiger Cub weighed around two tons less than the Royal Tiger. A variant for coaching duties had a dropped-frame extension at the rear for a luggage compartment and a higher ratio rear axle for increased road speed. In 1962 the engine was replaced with a 125bhp 6.75ltr diesel. At least twenty-two different companies produced the bodies. It earned the company prolific export sales to Denmark, the Netherlands, Jamaica and Ceylon. Production continued until 1969/70. This example has the famous Seagull 41 seat coach body built by the Blackpool based Burlingham company. It became one of the most successful coach designs in the history of the British bus industry. When you have a look at the gallery pics notice how the side styling resembles a First World War battle tank. The slightly curved waist rail and full length moulding encompasses both wheel arches and most of the lower panels. This is the Mk6 version which was the last of the classic style. In 1950 when the original Seagull was built there were more than 50 companies producing coach bodywork. By 1960 this had reduced to five - Burlingham, Duple, Harrington, Plaxton and Yeates. Burlingham disappeared at the end of 1962, followed by Yeates, and Harrington. Burlingham’s demise was brought about by the company executives feeling the need to come up with unwarranted annual re-designs which did not find favour with many of their long standing and loyal customers. It was a dog-eat-dog industry and the management were wholly responsible for its downfall. A sad ending for a company based in Blackpool which led the way in British coach design. The Fowler B6 Showman’s engine makes for an impressive sight amongst the other vehicles. It was built in 1905 by John Fowler & Co at their Steam Plough Works in Hunslet, Leeds to a road locomotive design for W.H. Marshall & Sons of Bradford. It was fitted with a Feast Crane attachment and dynamo. The engine’s first use was to power a switch back ride before being transferred to the dodgems in 1932. It was then sold to Edward Box Road Contractors of Liverpool and stripped of all its showground fittings. The Marshall family tried to buy it back for preservation in the late 1960’s but were unsuccessful. It is now listed as owned by CP Baldwin. It is in superb external condition but at present it is not known what the boiler is like. A label on the gauge glass warns that a blanking plate inserted into the injector pipe must be removed before steaming. I never cease to be amazed at the magnificent history of these British companies. Fowler’s were world renowned for producing traction engines, ploughing implements and railway equipment. John Fowler was the inventor of steam-driven ploughing engines and in 1850 built the works at Leeds. Around 100 men were employed initially but this soon increased as the company entered the locomotive building trade. By 1870 the workforce had grown to 800 helped by the manufacture of a large and varied range of items such as travelling steam cranes, agricultural equipment for Germany, locomotives for Brazil, and winding engines for Cleveland, Ohio. They even manufactured lead covered electric cables for Eddison, and were involved in supplying the engines for the House-to-House Electric Light Supply Co in Kensington. This was one of the first companies supplying electricity in London. Their product list was endless and encompassed all trades: Colliery winding engines, armoured trains, traction engines, road rollers, steam powered lorries etc. During the 1930’s they branched out and produced their first diesel powered lorry, followed by diesel marine engines. 1935 saw the end of production of their steam powered lorries and railway locomotives (300 loco’s built) with the last steam engine, a road roller, produced in 1937. WWII saw the manufacture of Churchill Tanks. By 1945 the Ministry of Supply had taken ownership of the company and it was sold off. Over the following years fragmentation and takeovers brought about its demise and in 1974 it ceased trading. Continues below:

Continued from above: Ok then, now be prepared to feast your eyes on some stunning vehicles. As a way of celebrating the 100,000th DAF CF and XF chassis recently built in Leyland we’re going to have a look at the wonders within the British Commercial Vehicle Museum. We’ll do it in two parts such is the array of mouthwatering exhibits. The Leyland Assembly plant builds the full range of market leading LF, CF and XF chassis in any configuration. The state-of-the-art production facility near Preston has been producing DAF trucks since the late eighties. For the second year in succession the XF has been crowned Fleet Truck of the Year, an award the company has won 19 times. The museum building dates from the 1930’s and formed part of the Leyland company’s South Works. It originally housed the Customer Inspection Department. Wigan No.141 (JP5517) is seen when new on the ramp inside the “Customer Inspection Department” at the South Works. (Pic credit to BCVMA) Continues below:

Continued from above: First off this time we start with a visit to Yarmouth for the National 2L Saloon Stock Car meeting held on Sunday August 23rd 2020. They are great to watch around this short track and always a treat whenever they visit. Pre-meeting predictions had local man Michael Allard (349) in the frame for race wins. However, things didn’t quite pan out that way for him. It was a brutal session indeed. The sixteen Saloons on hand were no match for the post and rope fence which claimed its victims without mercy. Lee Sampson had two arguments with the fence posts through the course of the meeting Heat 1: The race had barely got going before Lee Sampson (428) hit a fence post extremely hard just past the pit bend. Deane Mayes (730) following at close quarters slammed into him. Virtually straight after the restart the 349 car’s race finished with a big hit before Michael had even passed the starter’s rostrum. Jack Grandon (277) had taken an early lead but it was not long before Diggy Smith (116) took over sending the 277 car to the wires. Result: 116, 277, 161, 350, 120, 730, 26, 172, 502 and 425. Heat 2: An even more spectacular encounter for this one with 349 again in the wars. Michael drifted wide entering the back straight and hit a fence post with such force that it ripped the front corner off. Luke Dorling (120) piled into him scattering bits everywhere. Timmy Barnes (131) was on a mission to destroy all the star men including his own brother and himself! His actions paved the way for 730 to come through for the win, leaving Grandon with the runners up spot again. A three way battle for third place raged behind which ended when Marty Lake (573) sent Tom Balls (425) on a fence collecting route. Result: 730, 161, 573, 389, 277, 425, 350 and 172. N.O.F. Final: Another crash fest starting on the exit of the pit bend at the race start. 428 had his second major, and sudden deceleration of the meeting when hitting another fence post. In a repeat of the Ht. 1 incident Mayes was also eliminated. Grandon led the field away on the restart but soon had Jack Rust (172) in close combat. These two left the rest behind as they battled up front with 277 able to maintain his lead for the win. The World Champ finished in third place with a big hole ripped through the side of the 116 car from the earlier carnage. Result: 277, 172, 116, 161, 573, 389 and 26. N.O.F. I found it a very entertaining and lively meeting. Pics in the gallery. Continues below:

Hi there folks, There’s been some very sad news since I last posted with the passing of two members of the racing family. We’ve lost both Terry Jones, and Les Palmer just recently. Tel with his boys (Pic courtesy of Tick Steward) Terry had time for everyone, a proper gent with a heart of gold. He was the type of man who you liked instantly. He would make you feel so welcome. An ex racer himself he was ever-present at the tracks proudly cheering on his boys Todd (186) and Murray (196). Latterly it was Todd’s son Kasey (Ministox 186) who had his grandad watching his on track moves. Les and Jon (Pic courtesy of Jon Palmer) Les was one of a kind, full of words of wisdom and always smiling. Definitely one to watch on track and guaranteed to liven things up. His son Jon certainly races the same way. A great character who said it how it was, and he had so many stories to tell. He always had time for a chat, and would leave you with a smile on your face. I’ll miss them both greatly, and I’d like to express my sincere condolences to the families of both. RIP lads. Continues below:

Same here! It's a superb book put together to Neil's usual high standard. I was going to save it for a rainy day which it is today here in Blackpool so have started it immediately! It's one you can't put down that's for sure. Many thanks for another gem Neil 👍

Here we go Alistair: Best Presented Car: Shortlist were 5, 326 and 502. Winner - 326 Best Action Shot: Shortlist were Martin Fitzgerald, Dave Bastock and Paul Tully. Winner - Martin with this shot of Dan Johnson at Skeggy Hire Driver Of The Year: Shortlist were 13, 19, and 58. Winner - 13 Moment Of The Year: Shortlist were 326 v 515 at King's Lynn, and 8, 211 and 492 for their top ten finish in the Final at Skegness. Winner - The girls Chase Commitment Award: 127, 326, 345 and 415 all received an award. Rookie Of The Year: Shortlist were 339, 381 and 339 Winner - 381 Hard Luck Story Of The Year: Shortlist were 1, 45 and 326 Winner - 1 Performance Of The Year: Shortlist were 55, 326 and 464 Winner - 464 Overall Standout Performer: Shortlist were: 55, 326 and 381 Winner - 326

Thank you for the comments folks. Manchester is indeed a great city with a wealth of history to seek out. I found this pic showing the decay on the 1894 viaduct! The view is looking down from above. The channel at the bottom has become a corrosive water trap. It held the transverse bearers to support the deck plates and the attached rails. I'm gutted over the probable loss of the United Downs Raceway at St.Day. If we are fortunate enough to get some meetings in please try and pay it a visit before it's gone for ever. I know it's a long haul to get there but so worth it just to see the unique five cornered pasty shaped track.

Continued from above: Our final stop is a short 5 minute walk to a marvel in mild steel and brick. The Great Northern Railway Company’s Goods Warehouse. A very early view of the warehouse with the Cheshire Lines Committee goods station to the right. (Pic credit to the Great Northern Warehouse) This was a former railway goods warehouse situated on Deansgate. Five storeys high, it was built above the Manchester and Salford Junction Canal. A dock beneath allowed goods to be transferred to and from the canal barges via shafts and a complex hydraulic lifting system. Trains arrived directly from the viaduct mentioned above. The building could hold 150 goods wagons across two levels with the additional capacity to stable a further 500 in its sidings. Inside the warehouse with a railway goods wagon at the entrance to the bay. (Pic credit to the Great Northern Warehouse) Its construction between 1896 -98 wiped out the district of Alport Town, which included 300 houses. 800 men were employed on the site. Fully fireproofed it used 25 million bricks, one and a half million granite sets, 50,000 tons of concrete, 12,000 tons of mild steel and a whopping 65 miles of rivets. The warehouse is a unique survivor of a goods exchange system involving the railway, canal and road networks of Manchester. It was considered in its day to be one of the largest and most advanced. In 1954 the warehouse closed and found use as a car park. Large areas of the site remained derelict. In 1979 the building was given grade ii listed status, followed by the closure of the car park in 1989. A comparison to the earlier external view. The tracks having been lifted to turn the area into a car park. No doubt the majority of these cars have long since been turned into cubes. (Pic credit to the Manchester Evening News) Consent was given to turn it into a leisure complex in 1996. Despite having listed status the development resulted in the demolition of the carriage ramp, much of the train deck, inclines and offices. Funny how big money can overrule things isn’t it? In 2018 planning consent was granted for further redevelopment. It is now home to a cinema, casino, restaurants, bowling alley, bars, gym, and a multi-storey car park. That’s it folks. Well done if you’ve made it to here. Thank you for joining me on our look around this incredible area. It’s well worth spending a day here if you get the chance in the future. Plenty of pics in the gallery. Next time: Chaos at Caister Road when the 2L National Saloons made their August visit to Yarmouth, plus the first in a two part look at a collection of immaculately preserved transport.

Continued from above: We now come to the truly and utterly wonderful vision that sits on top of the canals and dominates the whole place – the railway!! Castlefield saw the first passenger railway station in the world open in 1830. The Liverpool-Manchester Railway had their terminus at Liverpool Road station. It was here that divided facilities for rich and poor first appeared. There were separate sets of stairs up to the first floor waiting room and platform. There was a sundial over the entrance which was used for the train timetable! After 1844 Hunts Bank (now Manchester Victoria) came into use. Liverpool Road then became a goods station until closure in 1976. It now houses the Museum of Science and Industry. The new railway companies needed access to the city through the built up areas. Only one option was available to them here – the building of viaducts to carry traffic over the city. The negotiations to secure land rights for the railway were so drawn out that the company solicitor had a nervous breakdown! The canal basin is crossed by four large railway viaducts. ‘Castlefield Viaducts’ is the unofficial term used here regarding this impressive series of structures. The viaducts chopped the Roman site into pieces. An interesting feature of two of these is the way the piers are topped with mini-castles. Here’s a classic case of Victorian thinking - destroy the site of the fort but show where it once was by the addition of these castles. They were built in four phases over a period of 50 years to bring the railway into this crowded area. These viaducts are still the engineering beauties of Manchester. We’ll have a look at each one starting with the lowest. The Salford branch viaduct: On the 1849 viaduct a Deansgate bound train passes underneath the 1894 viaduct. (Pic credit to Forgotten Relics) This one is separate from the others and was built in 1849 by the Manchester South Junction & Altrincham Railway. It uses a brick arch to cross over the basin. The later giants were built across the top leaving this looking somewhat dwarfed. It is elevated entirely on more than two miles of viaduct, comprising 224 brick arches with their foundations extending 35ft below ground level. 28 cast iron bridge sections cross streets and canals. This is an active line going between here and Ordsall Lane Junction. The second 1849 viaduct: The southern viaduct in the group of three was also built by the Manchester South Junction & Altrincham Railway in 1849. Manchester London Road railway station (today’s Piccadilly) was opened in 1842. It was the terminus for two lines approaching the city from the south and east: The Manchester and Birmingham Railway from Stockport and Crewe, and the Sheffield, Ashton-Under-Lyne and Manchester Railway which at that time only ran as far as Godley, but would eventually reach Sheffield via Woodhead. Even in those early days it was clear that this dead end terminus would benefit greatly from a connection to other lines serving Manchester. The two companies proposed an extension which would skirt the southern part of the city centre and join up with the Liverpool and Manchester Railway at Salford. This was to become the South Junction line with a branch leaving at Castlefield via the first viaduct mentioned above. During the building of the line a viaduct collapsed when the scaffolding was removed. Three men died and two were injured. Five days later another two arches failed. Slow setting of the mortar in wet weather was the accepted reason. The opening of this line effectively created Sale, Timperley, Altrincham and Hale which all became the world’s first railway dormitory towns. The line later branched off to Liverpool. It remains the main Manchester-Liverpool link today. The 1877 Cornbrook viaduct: The central one in the group of three is the high-level iron truss girder viaduct built by the Midland Railway for the Cheshire Lines Committee. When it opened it carried trains from a temporary station to Irlam and Warrington. Manchester Central replaced this temporary station and eventually main line trains from London used this route into the city. Cast iron cylinders form the supporting piers. Unusually they are elliptical rather than circular. Owing to their large size this was deemed to be the strongest option. They are firmly bedded in the rock to a depth of 18 feet below ground level and filled with concrete. The wrought iron lattice girders are capped by castellated turrets. The manufacturer of these girders and piers was the firm of Eastwood, Swingler & Co. at their Victoria and Railway Ironworks, Derby. Their 28 acre site employing 1200 men gave them immense capabilities, and they had worldwide contracts to build all types of construction involving the use of ironwork. One order alone was for 235 bridges for the Indian Government. Derby Corporation acquired the works after closure in 1925 for the use of tram and bus sheds. It would be so easy to go off at a tangent here such is the history of this company. The engineering difficulties in constructing this viaduct over the 1849 viaduct and thickly populated district were met with typical Victorian ingenuity and satisfaction. One of the main objectives was to carry the line over the coal wharves leaving nothing in the way of working these wharves. Manchester Central closed in 1969 and became the G-Mex. The viaduct stood derelict for many years until refurbishment in 1990/91. It is currently used by the Metrolink tram system on the Altrincham route. The 1894 viaduct: A magnificent colossus of the Cheshire Lines Committee built for the Great Northern Railway. When the 1877 viaduct (above) opened it was carrying 120 trains in an 18 hour period. Within 7 years this soon increased to 300 trains. A relief was desperately needed to alleviate the traffic that backed up on the approach. A solution was the creation of this mammoth wrought iron structure. Extensive areas of built up land had to be cleared to make room. The foundations had to be of a great depth to bear the huge mass of iron and steel involved, not to mention the weight of the trains passing over it. The steel latticed viaduct’s main girders are supported on 15 cast-iron cylinders, each 10ft. 6in. in diameter, increasing to 13ft. 6in. at the base. The cylinders are embedded in Portland cement and rest on solid rock 20ft. below the surface. The longest column is 80ft. The widest span is 175ft. and one of the largest and finest in England. Underneath the 1894 viaduct. A wonderful photo from the past. (Photographer unknown) Here are some mind-boggling facts: The cast-iron columns weigh 2000 tons in total, 12,500 cubic yards of concrete were used in the foundations, and 1,500 cubic yards in the arches. 42,000 cubic feet of stone for the cylinder beds, 24 million common bricks for the arches and foundations, and 6 million Staffordshire blue engineers bricks for facing and buttresses. The total weight of iron and steel is 7000 tons, and 6 million rivets hold it all together. 600,000 of these were clinched by hydraulic power. All the varying difficulties were successfully overcome. In the initial excavations an old tunnel that had been constructed years earlier for the diversion of the River Medlock was directly in line with the planned layout. It was solved by the construction of a thick brick arch over the tunnel and one of the cylinders supporting the viaduct firmly embedded in concrete on top. The steel and ironworks were contracted to Heenan and Froude of Newton Heath. Another great engineering company with worldwide achievements, their most famous creation being the 518ft. Blackpool Tower. There was no interference to any other rail traffic whatsoever during the whole construction period. The completion of the viaduct was marked by a ceremony at the mid-point of the structure. Various dignitaries and engineering staff were invited. There was a presentation by Heenan and Froude to Mr.Scott, the chief engineer of the Cheshire Lines Committee of a mahogany case lined with satin, and containing two silver plated hammers, and two rivets, one gold and the other silver. The occasion was marked by the fixing and clinching of the last rivet. A copper rivet was placed in the only remaining slot, and duly clinched by Mr.Heenan, and Mr.Scott. I have been up on the viaduct to try and locate this copper rivet but the layers of paint applied over the years have long since hidden it. It’s a case of a quick on and off as CCTV and the Metrolink right alongside don’t make for a leisurely mooch about. On opening of the viaduct the three new tracks served Manchester Central and the adjacent Great Northern Railways Goods Warehouse. Upwards of 500 trains every 24 hrs was now met without any delays even in the busiest seasons. With the closure of Manchester Central and the goods warehouse the viaduct has stood abandoned ever since. When the Metrolink route was being investigated this viaduct was found to be in a poor condition. Time, a lack of preventative maintenance, and Manchester’s notorious weather have not been kind to the structure. Loose corrosion, botanical growth and vegetation had to be removed by descaling. The forged bolts and fittings have become rusted. Waterproofing measures have been carried out on the critical sections. The running rails were fastened to deck plates which have now formed a corrosive water trap. Halting the decline of this grade two listed giant clearly matters as a major ongoing water proofing exercise subject to funds is in place. We’ll leave these iconic structures now and take a walk over to the Giant’s Basin. The Giant's Basin We are heading back to the 1760’s for this wonderful relic from the age of the canals. It was the world’s first canal weir. Have you noticed a recurring theme of ‘world’s first’ here? The Bridgewater Canal met the River Medlock at this location and the weir took the overflow from the canal into the river. It takes the form of a 23ft. deep, 23ft. wide circular sump. An ingenious solution to overcome the problems associated with the fluctuating water levels. Continues below:

Continued from above: So that’s a short run through of the area’s past. We’ll have a walk now and have a more in-depth look. It is a fantastic place for railway architecture. The pics in the gallery follow some of this tour around. Let’s go! In a few places there are signs of the bedrock on which the area rests. Known as Collyhurst sandstone it is a faded or deep red colour. This can be seen in some of the exposed river cliffs. It provides firm foundations for multi-storey buildings and was easy to cut tunnels and culverts through. Prior to 1750 roads were not suitable for the movement of goods so water was used for transportation. Water was also harnessed to power machinery but required a fast flow. Situated between two rivers Castlefield had the potential to be in the prime spot. The River Medlock could be used to turn the waterwheels as it flowed down to meet the River Irwell. However, the Irwell would need to be improved for navigation. Eight locks were constructed along this, and the Mersey, with short cuts dug to eliminate the bends. This combined waterway became known as the Mersey and Irwell Navigation which was superseded eventually by the Manchester Ship Canal. The Bridgewater Canal was the world’s first true industrial canal. It was constructed originally to transport coal from Worsley to Manchester and opened fully to Liverpool in 1766. Coal fuelled the furnaces and fired the engines of Manchester’s mills and factories. Demand was enormous and by the late 1700’s 40,000 tons were shipped here each year. The Rochdale Canal reached Castlefield in 1802 and was the first trans-Pennine canal. This in turn was connected to many private canal arms from mills and major warehouses in the Peak District and Derbyshire. One important cargo was limestone to be used in the erection of buildings. Within ten years of completion the Rochdale was bringing more than fifty laden boats here into the basin every day. At least another three canals were dug out locally to interconnect throughout the Castlefield basin. All of these were unsuitable for large vessels however so to gain direct access to the sea the Manchester Ship Canal was designed. In its day this was the largest navigation canal in the world. Trans-shipment from the inland barges to the ocean going vessels was carried out at Salford Quays and Pomona Docks. There were at least ten major warehouses contributing to the commerce of the area. A couple were destroyed by fire and subsequently rebuilt. Goods in storage included maize, oil, cotton, grain and flour. One feature to see as we walk around is the Grocer’s Warehouse. The position of the warehouse within the Castlefield basin. (Map credit to Manchester History) The five storey building was constructed on the quayside. Twin tunnels underneath were dug out from the canal into the cliff face. A 50ft shaft was dug from the street above down to the water level. Boats would approach from the canal and enter the tunnels. Cranes powered by waterwheel were used to unload goods to each of the levels within the warehouse. With a complex system of sluice gates, geared wheels, axles, winding drums, ropes and chains the workmen could lift heavy goods, and stop and start the lifting at each floor. They also tied themselves to the lifting mechanism to move between the levels! This was the first British warehouse where barges were unloaded inside by water powered crane. A cut-away view of the warehouse. (Pic credit to Manchester History) Continues below:

Hi there folks, Welcome to our first get together of this off season. You’ll need two brews for this one. This week we’re heading for Manchester. We’ll be taking in the never to be forgotten sights of Castlefield. It is one of the most historically important areas in the world. A dramatic urban landscape with a tangle of waterways and railways, suspended on many levels. Castlefield's bridges and viaducts It is the birthplace of Manchester and holds the city’s Roman origins in Mancunium, canals that drove the Industrial Revolution, and the world’s oldest surviving railway station. The Castlefield viaducts are excellent examples of the 19th century attitude to engineering challenges. Their dramatic almost medieval style is complemented by the gothic arches in the iron bridges, and the castellated turrets on top of the structures. Castlefield for me is pure drama where steel, iron and brick meet head on. There is a huge amount of history around here. We’ll look further into certain aspects of the site later. Its name is derived from its position below a Roman fort. Campfield, and Castle-in-the-field are earlier names associated with it. The fort was about five acres in size and guarded important routes to and from Chester, the Cheshire salt workings, and York. The site was abandoned by the Romans in the 3rd century and the village of Manchester became established a short distance further north. The area became the estate of the Mosley family. By 1601 a substantial house and park had been created only to be burned down by Parliamentarians during the Siege of Manchester in 1642. By 1720 the River Irwell had been made navigable and a quay was constructed in the area. Ships of up to 50 tons could dock here on this trade route between Manchester and Liverpool. In July 1761 the Bridgewater Canal arrived, joined soon after by the Rochdale Canal, and a network of other private waterways. A connection to the Mersey and Irwell Navigation saw the canals reign supreme. The Industrial Revolution was said to have started at this time. Engineering works and warehousing were the primary industry here along with a smaller trade involving the cotton mills. In 1771 the first canal warehouse was built on Coal Wharf which was used to raise coal from the barges to street level (see the Grocers’ Warehouse later to find out how they did it). Prior to this the coal had to be taken by cart uphill to the street. The railways arrived in the 1830’s to end the domination of the canals. The area became dissected with a multitude of railway lines and multi arch-viaducts. A system developed whereby warehouses became trans-shipment centres. Trains and barges would arrive and their loads sorted to be shipped to other destinations. Other warehouses would be used for receiving yarn and raw cotton goods which would then be taken by outworkers and returned as woven cloth. During the 20th century both the canals and railways declined and the area became derelict. During the 1980’s the site was designated as an urban heritage park. As part of the renewal an outdoor events arena has been constructed, and plenty of bars and restaurants have sprung up which in normal times are extremely popular. New office blocks and apartments have been built around the site but thankfully do not intrude on the former heart of the industrial scene. Map credit to Wikiwand Continues below:

A Sunday treat - Stavros shows us what's in at Scania dealers T.Nolans in the Emerald Isle. CHEEEEERS!! See you all next weekend for our first off season get together

Cheers for the info John. You'll have to show me those remains next time we're there. It sure looks strange with nothing around it when the track was being constructed.

I think you're spot on there Mick regarding the trainees building it. That particular part of the site was at the back of the brickworks and there was a fair few bricks left behind when the works closed. It was a good opportunity to clean up the site and let the trainees loose on the pile. They've made a fine job of it too. Very artistic. Regarding the Garrison i did have a walk down there once before a meeting but it had already closed. One pub that always makes me smile when i think back was the Traveller's Rest, a Hydes house near to the old Belle Vue on Hyde Road. It had a sign in the window saying 'locals only' which somewhat contradicted the pubs name! I did venture in and remember Dire Straits' Sultan of Swing was playing on the juke box. This was in the early 80's and they had mild at 50p a pint and bitter at 56p. There was some young whippersnappers hanging around outside who offered to watch our car for 10p whilst we were at the track. We obviously paid up.

continued from above: This image with permission and licence from HES Archive We finish with this super aerial shot from 1931 which shows the Adderley Park Brickworks and the Wolsley Tool and Motor Car Works. At the crossroads bottom left of the pic the school still stands to this day. The buildings either side of the Wheels access road opposite have long since gone. I’m sure you’ll agree a lot of history in a very small area. Join me next time for the first of our winter season journeys and we’ll have a look around one of the most distinctive and historically significant urban landscapes in the United Kingdom.

continued from above: The car park we use is on the site of the Britannia Brickworks opened in 1862 by James Price. Access to the works was via the same road we use now. However, back then the road was purely for the brickworks and did not continue any further as it does today. The bricks were taken from here to a storage yard two miles away in Chester Street. This was adjacent to the Birmingham & Fazeley Canal which was used for distribution. After a couple of ownership changes the Midland Brick Co (as at the Garrison Farm works) became the last owners. The site closed just after WW1 in 1918. James Price was the first owner Finally we come to Adderley Park Brickworks which is where the track now stands. Opened in around 1870 the site was a summer yard, working in the open. In most of the Birmingham yards the clay was dug out in the autumn, then ‘weathered’ and turned in the winter. In the following spring and summer it was hand moulded, after being trodden by foot or ground in a horse mill. Life in the brick yards was hard with extremely miserable conditions. Some of the brickmakers became maltsers and brewers during the winter to offset the lack of income. Manufactured on site Eventually the Adderley Park works were modernised with the erection of a steam grinding mill, and coal-fired drying sheds. This vastly improved the quality of the facing bricks turned out by this works. The clay was dug on site, and with the addition of sand and other materials was manufactured into bricks, tiles, and pipes. The lease on the land had strict clauses: “It must be well fenced, not make less than three million articles per year, the clay must be dug in a regular and workmanlike manner, erect no buildings within 30 yards of the public highway, and at the end of the lease return the land to as good a condition as a brickfield will allow”. A further stipulation at this particular site was the construction of a tunnel and tramway to transport clay and sand from another site nearby. By 1902 this additional site had been taken over by the Wolseley Car Company to test their vehicles on the rough terrain. In 1920 Wolseley filled in and levelled the site and built their East works. As to the main works this remained in operation up until 1946. Scrap metal merchants then took over part of the site. Next time you go to Wheels have a look at the brick structure on the left just at the start of the uphill pit road. This is made of old bricks recycled from the remnants of the works. This whole area of Birmingham has a fascinating history and the brickworks are just a small part of it. Gas works, engine sheds, railway carriage and wagon works, paper mills, rolling mills, wire mills, rope and hemp works, varnish works, screw works etc. Within a ten minute walk from the track was the Universe Rope Works. They patented the cable for the Atlantic & Undersea Communications in 1866 which was laid between Ireland and Newfoundland. In the process of running the factory they would at odd times carry out some unknown operation that resulted in all of the local residents getting bitten by fleas! This works in later years was used as a Land Rover plant and produced all the welded chassis frames. It was a perfect set up as the long lines previously used to draw the wire ropes were ideal for the layout of the welding lines. How times have changed. A few of the original buildings still survive, but sadly the area is now not even a shadow of its former self. continues below:

continued from above: The track is built on land once occupied by Garrison Farm. It took its name after the Civil War when Prince Rupert’s Royalist troops set up camp here in 1643. The name of the farm is recalled in nearby Garrison Lane, a ten minute walk from the track. On this lane is the Garrison pub. Do any of you watch the tv series Peaky Blinders? If so, you will be familiar with this. Although the show used a stage set this real Garrison pub was frequented by the Peaky Blinders at the turn of the 20th century. Pic credit to the BBC and the Birmingham Mail Sadly the Garrison no longer plays host to anything as interesting. It was sold for £183,000 in 2014 and a plan submitted to turn it into flats. The Digby family became the owners of the former arable farm land in the mid 1800’s. They leased many small plots to individual brickmakers who used clay which was dug on site. These small yards were eventually combined into the larger Garrison Farm Brickworks. The go-kart track now stands on this site. The brickworks had various owners over the years who all made good use of the nearby Birmingham and Warwick Junction Canal for distribution. The finished bricks were moved by barrow from the kilns to the waiting barges. This works was also served by the railway with a siding connecting it to the London & North Western Railway. Only authorised personnel could go over the level crossing which was known locally as “Brickworks Crossing”. The Midland Brick Co. were the last owners when the works closed in 1936. By 1938 only the clay pits remained. Courtesy of the Chris Thornburn colection Riddell was one of many owners at the Garrison Farm works continues below: