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TYNEDALESMAN

MAGAZINE OF THE SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY
NUMBER 154�������������SUMMER 2008

ANNUAL GENERAL MEETING 2008 OFFICERS REPORTS

South Tynedale Railway Preservation Society
Company Registration no. 185032. Registered Charity no. 514939.

Annual General Meeting: 1st November 2008

Agenda Item 3:
Reports of the Chairman, Officers
and Heads of Departments

Chairman�s Report
by Richard Graham

This year, 2008, has been one of mixed fortunes. At the start, all we had to think about was getting everything ready for the 25th Anniversary celebrations. Then in February, we had a visit by a Railway Inspector, one whom we hadn’t met before, but who, contrary to earlier expectations was taking on responsibility for Heritage Railways.

Apart from a few tasks to be undertaken in the workshops, the main thrust of his requirements was to bring Safety Management paperwork up to scratch and to update the Rule Book, to bring it in line with currently recognized practice within the industry. All of our previous priorities went out of the window, and attention had to be diverted to comply with Her Majesty’s Railway Inspectorate’s timescales.

In the early Spring of 2008, Tom Bell decided to retire from his administrative roles, rather than waiting until the end of the season, as originally intended. Shortly afterwards, our erstwhile Health and Safety Officer, Liesel von Metz, resigned as she had just accepted a post with the Railway Inspectorate and she felt that her continued membership would constitute a conflict of interests. Having had difficulty in the past, in getting someone to take on the Health and Safety brief, the Council of Management decided to employ Green Dragon Rail as Health and Safety advisors. As a ‘one-off’ task they accepted the commission to produce a revised Rule Book. Whilst the outcome of this has incorporated verbatim much of our old rules, it is a radically different approach and has required detailed scrutiny to make sure that it is appropriate to our operation. Tied in with this was a Training Programme, Disciplinary Procedures, an Asset Register, COSHH Register and Sectional Appendix. I must thank Deputy Chairman, Norman Cook, for pulling all of these things together, often from disparate pieces of information that we already held.

Amazingly, after all of the years of planning, starting at last year’s (2007) Annual General Meeting, we have at last signed the lease for Bridge 56 and for the trackbed to Slaggyford. Also in Spring 2008, our submission to Her Majesty’s Railway Inspectorate for the first phase of the extension to Slaggyford was approved. Apart from detailed Health and Safety provisions relating to construction, everything is now in place to allow northward progress. There is a deadline for completion to Lintley by the Autumn 2010, when the approvals process changes.

Under what seemed to be cover of Appleby Fair, with all of its travelling people passing through the district, thieves made off with a quantity of steel items from the railway yard. Fortunately they were seen leaving the scene of the crime and were reported to the police within minutes. They were not caught, but unbelievably, two days later they came back for more, and were seen by someone else. They were arrested in possession of the second load of what to them was scrap, but in some cases to us was valuable equipment.

Suddenly, the 25th Anniversary of the opening to the public of the South Tynedale Railway was upon us. The sun shone on the 30th July 1983, and it almost shone on the 30th July 2008. The South Tynedale Railway Preservation Society’s Patron, Lord Inglewood was a welcome guest, leading the celebrations, along with those people and organizations that had helped us over the years to get where we are today, and some of our lineside neighbours who continue to give us their moral support, and sometimes practical assistance to ease progress.

I must thank the Council of Management and Officers of the South Tynedale Railway Preservation Society for all of their hard work over the last hectic and difficult year, and I look forward to the burdens getting less over the coming year.

Richard Graham.

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Secretary�s Report
by Steven Dyke

In my report to last year’s (2007) Annual General Meeting, I said that the most significant date in 2008 would be 30th July: the twenty-fifth anniversary of the opening of the South Tynedale Railway to passengers. That day did indeed prove to be an enjoyable and memorable celebration of the first twenty-five years of the South Tynedale Railway Preservation Society’s operation of passenger trains. The anniversary event and the associated Gala Weekend have already featured in Tynedalesman, accompanied by an excellent selection of photographs. Suffice here to re-iterate the thanks to all of those who were involved in planning and staging these events.

I can now say, however, that another significant date in 2008 was 24th February, even if in a rather more low-key way. That was the date on which our Chairman and Deputy Chairman signed and sealed the long-awaited lease for the Gilderdale � Slaggyford section of the trackbed. Again, the background to this has been reported in Tynedalesman, but the particular significance is that it completes the authorisations that the South Tynedale Railway Preservation Society has had to obtain for use of the trackbed.

The other authorisations were planning permission and the Light Railway Order, and in each case separate negotiations were needed for the sections in Cumbria and Northumberland. Together, they have established the legal foundation for the South Tynedale Railway Preservation Society’s use of the trackbed between Alston and Slaggyford. If only that was all that we required!

Much more still has to be done to obtain approval from Her Majesty’s Railway Inspectorate for the construction and operation of the extension northwards from Kirkhaugh, and a separate planning application is needed for the temporary terminus now proposed at Lintley.

It’s now almost 35 years since the start of my involvement as a South Tynedale Railway Preservation Society volunteer � and that was helping with the “first time around” renovation of Slaggyford station building. As I happily sanded and painted some of the woodwork, thinking “what good fun this is � a world away from the demands of my university course”, little did I realise all that would be involved before the Society’s trains could run there! And I must say that it’s good to see Slaggyford station looking so neat and tidy once again, as a result of the work that Society members have carried out over the last few years.

The mention of Her Majesty’s Railway Inspectorate prompts me to refer to the particularly heavy demands that have been placed on the Council of Management over recent months, in order to comply with the increasing complexity of railway safety legislation. Although the decision to employ a specialist safety advisory company will help to reduce the burden of this, the overall responsibility for safe operation and compliance within the law remains, of course, with the railway management.

Up to the time of compiling this report, there had been seven Council of Management meetings since the last Annual General Meeting (in November 2007), of which six were the normal scheduled meetings, with one special meeting devoted to our response to the Her Majesty’s Railway Inspectorate inspection report. One further meeting was scheduled to take place in October 2008. Much more is involved than simply attending meetings, and the continuing commitment of Council of Management members (currently only seven in number) and officers underpins the operation and development of the railway.

One noteworthy change this year (2008) has been to create three new departments, each with specific responsibility for parts of what had been an increasingly wide-ranging Engineering department, and it was pleasing that we readily found members willing to serve as the heads of these new departments. So far as Council of Management members are concerned, though, I can only repeat the hope that I expressed last year (2007), for other Society members to consider offering to share in the work and responsibilities of the Council of Management.

With regard to my own role as Secretary, I referred last year (2007) to the “less than ideal” solution of performing that role when at a distance and not being able to visit Alston regularly. In practice, however, things had worked quite well for several years with the support given by Tom Bell as Assistant Secretary. Not only did he deal with routine administration associated with Council business, but he also devoted much time and effort to specific matters such as finalising the trackbed lease and securing funding for the lineside footpath upgrading. It was therefore with regret that I learned of Tom’s decision to resign and I must place on record my appreciation of his valuable work in that role. I have to express some reservations over continuing to serve as Secretary, if no similar assistance is forthcoming, and the situation may also be affected by possible changes in my own business commitments and/or location over the coming months.

Although the 25th anniversary of our passenger trains gave us something to celebrate, it has undoubtedly been a difficult year in other respects, so particular thanks are due to my fellow Council of Management members, officers and all other volunteers for their continued support and hard work. And let us look to the future, encouraged by all that we have achieved to date, so that we can continue to make progress towards Lintley � and then on to Slaggyford. Never mind all of the meetings, minutes, leases, light railway orders and planning applications; I don’t want all of that sanding and painting to be wasted!

Steven Dyke.

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Membership Secretary’s Report
by Kathy Aveyard

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Membership Statistics

The current South Tynedale Railway Preservation Society membership stands at 254 (in 2008), one down on last year (2007). This has been virtually unchanged for some 12 years now and is somewhat below the peak membership level of 349 in 1989.

We have had 17 new members join over the past 12 months, but this was countered by 11 members not renewing, two deceased and three resignations.

Of the 17 new members, nine have expressed in interest in helping the South Tynedale Railway Preservation Society � a very encouraging proportion.

Of the total membership:-

  • 45% are from the North East of England.
  • 27% are from the North West of England.
  • 33% (84) are Life members.
  • 29% (74) are members paying the full annual rate.

We have four complimentary members in recognition of services to the South Tynedale Railway Preservation Society and the remaining members pay a reduced (two thirds) rate subscription (junior associate, senior citizen or subsequent member at the same address as a full member).

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Membership Subscriptions

It is the recommendation of the Council of Management that the full and reduced rates of membership both be increased by �1 per annum from 1st January 2009. Membership rates would, therefore, be:-

  • Annual, full rate - �16
  • Annual, reduced rate - �11

Life membership (where applicable) would continue to be at a rate of 15 times the applicable annual rate.

Kathy Aveyard.

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Infrastructure Department Report
by Richard Graham

I noticed in the Work Done section of the Person In Charge’s (as it then was) daily report for 3rd January 2008, against Permanent Way, it said, “Odds and sods, many and various” � You have days like that sometimes, working all day, and perhaps nothing obvious to show for it.

Work started in earnest on 5th January 2008, when the crossing of the points at the south end of Kirkhaugh Loop was stripped out for overhaul. The stock always bumped on this point when coming out of the platform road, but not from the loop. It was not obvious exactly what was wrong, but we decided to rebuild the crossing, insert new sleepers, and put steel plates under the outer rails to improve the levels.

Once the crossing was in the workshop, it was obvious that the whole thing was not straight and that the running edges did not line up properly. So, it was stripped down to its constituent parts, machined up where necessary and then reassembled correctly. Everything was back in place, packed and levelled by the end of the month, and all stock now rolls through without a murmur. Interleaved with this job, a new 2-lever ground frame was assembled for use with the newly completed points at the north end of the Carriage Shed. The points were all ballasted and levelled, but even now are only clamped in position, awaiting fitting of the drive. At least there is no danger of de-railing anything here any more.

During the works at Kirkhaugh, we removed the station nameboard and shipped it back to the Carriage Works to allow it to dry out prior to its repair and re-paint. In the end, it was a mad rush to fit a new post and get it erected again for the 25th Anniversary.

Also during January (2008) a shuttle of ballast trains was laid on to transport materials to the contractor who was constructing the lineside footpath. Although the Cumbrian section has not all been properly surfaced, this job has proved to be a great success. This path forms part of the South Tyne Trail and attracts hundreds of walkers and some cyclists, both local and visitors, out for a stroll or major expedition.

At the beginning of February (2008), almost immediately after the ballast trains stopped, we returned to the continuing task of refurbishing the main line. Seventeen track panels were removed, from the half mile post northwards across the Tyne Bridge to the point at which last year’ (2007) replacement terminated. Part of the wire dividing fence was removed to allow the diggers in, and over the subsequent few days the old ballast was removed and tipped on the adjacent footpath. (This was a section that had not been surfaced under the contract). A new bed of stone ballast was spread and rolled, this being completed by 20th February (2008).

We then adopted an innovative method of replacing the track: With the theodolite set up on the line of the track, a sleeper was lined up at each rail joint, and then the rails lifted up on to them and fishplated together. This saved a lot of heaving with bars to achieve the correct alignment. Sleepers were then inserted at their correct positions with minimal disturbance to the alignment. Towards the end of the month, the wire fence was reinstated, and by the time it was re-tensioned and the spaces fitted, it was in better condition then it had been for many years.

In the middle of March (2008) the track was good enough to be authorized for passenger use, albeit with a 5 mph speed restriction, contiguous with that on the section which was re-laid in 2007.

For two years in a row, the meteorologists have told us that the jet stream is further south than it should be, making it warm but damp and never hot enough to do any rail straightening. As it turned out, summer happened on 27th July 2008 and we went out immediately after the last passenger train of the day with the hydraulic rail bender to alleviate the problem of dipped joints on both lots of re-laid track, allowing the speed restriction to be raised to 8 mph.

Before the start of the 2008 passenger season, a new gate was fitted across the track at Bridge 46 at Kirkhaugh, the old one, a former wooden level crossing gate, had finally disintegrated after being propped up for a couple of years. The fence at the back of Kirkhaugh dock platform, that had been removed during the footpath works, was reinstated as a removable section.

During March (2008), new telephone jack sockets were installed into the lineside system, making the portable phone easier to use. In the sheds and workshops, the mains outlets were replaced with ones having integral circuit breakers and new emergency breakers were fitted to the various machines in the engineering workshop. A new D.C. injection brake has been fitted to the radial arm drill, designed to stop it instantly if a drill should jam and rotate the job with it.

Meanwhile, outside again, extensive work was done near the � mile post, locating and cleaning out drains in the cess on the west side of the line. This has always been a very wet section, but, since the footpath works had solved the drainage problem on the east side, it became obvious that seepage was now entirely a result of blocked pipes on the west. Drains have become a major issue on the entire railway.

With severe storms becoming more common, it is essential that the infrastructure is well maintained and available at full capacity. It is quite possible that, during a storm, systems may be inundated, at least when it abates, water can drain away quickly. This is something Local Authorities should learn with the drainage of the roads, which don’t get the routine maintenance they used to get. The Slaggyford team have also continued similar work, identifying and cleaning out drains between Slaggyford and Thornhope. There remain a few mysteries, but these will be resolved in due course.

Thinking back, the weather was quite good in April and May (2008); it wasn’t particularly warm, but it was suitable for fishplate greasing, a soul destroying job when you have short rails as there are just so many of them!

In the midst of planned and routine work, inevitably an emergency arises. Train crews suddenly reported that rolling stock and locos were banging on Carriage Sidings No. 3 points. A superficial check had revealed nothing untoward, the gauge looked all right, nothing was broken. However, a slow pass of a locomotive soon showed the problem � the check rails were loose. At rest they looked OK, and the gap was within tolerances, but as soon as they experienced pressure of something heavy, they tended to roll inwards allowing the opposite flange to fly and ride up on to the crossing nose. In turn, the vibration had loosened the crossing. Once everything had been tightened up and some re-gauging done, the problem was resolved; but it did highlight the need for routine examinations on pointwork to include ‘load’ tests as well as basic fixing, gauge and back-to-back checks.

There was a bout of petty vandalism again in the Spring (2008) with people taking pot shots at the lenses in the arms of the signals, and ripping out the telephone handsets from, Nos. 2 and 4 signals. This sort of thing does have cost implications, but in a way the worst effect is to have to waste time putting things right again.

At the end of May (2008), we again had a fortnight long ‘Outdoor Week’. The faithful few turned out at Slaggyford, and also were found to have indulged in ‘odds and sods; many and various’, but the results were there for all to see, as you will remember from the photographs in the Summer 2008 issue of Tynedalesman.

The rest of us headed for Lintley. After consulting the landowner, it was agreed that we could make an access to the site, and ultimately to Lintley Halt, running from the farm road, where it converges with the Pennine Way sloping gradually up to the line, just inside the boundary fence. Unfortunately, it was inclined to be a rather wet area, as is the adjoining field. Almost inevitably the dumper got stuck and had to be pulled out. Memories flooded back of our first ventures into Gilderdale Halt all of those years ago!

Eventually however a serviceable roadway was made, and a ditch dug and pipes laid to take the water away. Special provision had to made to disconnect the old television aerial cable that runs across the fields to the farm, the telephone cable had to be exposed, buried deeper and covered with steel channel for protection, and the exact location of the farm’s water supply pipe identified and protected. The wood around the site of the Barhaugh Colliery sidings was a mess. Over the years a number of the trees had blown down. We set to clearing and burning the debris. The resulting bonfire burned for several days. Branches were cut back on these, and other trees and bushes, to make a clear way for transporting materials, (particularly ballast and drain pipes) towards Kirkhaugh. Trial pits were dug in a number of places to find existing drains.

Extension Work Weekends (the second in each month) have been variably staffed, but good progress is being made. There is still a lot of drainage work to do, but it is largely complete to a point just north of Kirkhaugh Farm. Ballast delivered to Lintley has been transported to Kirkhaugh, and a bed laid and rolled from the existing track to Bridge 43, a distance of about 250 yards. The level crossing gate at Kirkhaugh Farm was moved north to make the crossing at right angles, rather than at a skew as it had been. I finished this on my own in the rain, just as the weather broke in June (2008), getting soaked two days in a row. The trouble is, you can’t just leave jobs like this, otherwise there are sheep everywhere that they shouldn’t be!

In June (2008), a contingent from the Territorial Army came, and, as a training exercise, they laid a concrete pad in the compound at Alston Station, for use as a coal store. This is a job that has been planned for several years, and can now be ticked off the list.

In early September (2008), it was finally dry enough to allow the parapets on Bridges 54 and 58 to be drilled for the fitting of the bases for the parapet railings, that are an essential part of the refurbished footpath. These both have particularly unpleasant drops for the unwary walker or cyclist. The bases are held down with threaded bar fixed with epoxy resin, and the holes have to be dust free for it to set solidly. If you drill wet stone it creates mud rather than dust and the holes cannot be cleaned out properly.

We got the weed killing done at the end of May (2008), and the sight lines at the level crossings cleared. A section of track north of Wanwood Crossing was re-levelled, following observations from locomotive crews, and a programme of spot sleeper replacement is currently underway.

I must particularly thank Sean Wilson and his helpers for their unstinting work in keeping the track in good order, such that he was complimented on its condition by the Railway Inspector.

Richard Graham.

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Operating Department Report
by Norman Cook

It has been a hectic half year since I took over the Operating Department, the paper work generated by the visit of Her Majesty’s Railway Inspectorate’s inspector and Government/European Union legislation has been vast. Hopefully, however, the majority of the paperwork has now been generated and implemented. The new Rule Book is in the process of approval as I write and will have been approved by the time of the 2008 Annual General Meeting. The new Rule Book will come in to effect from 1st January 2009. Weekend training sessions will be held in the New Year to familiarise operating personnel with the new Rule Book and a practice emergency drill will also be held.

Due to the major works being carried out on diesel locomotive, Naworth, No. 4, it has not been available for operational duties during this year (2008). Additionally Peter Booth’s new diesel locomotive, Old Rusty is not yet approved for passenger service. Therefore the railway’s diesel hauled passenger services have been maintained by diesel locomotive No. 9, which has done valiant service all year.

This year, 2008, it has been difficult to maintain passenger services due to shortage of operating personnel, in particular � signalmen and steam locomotive crews. Drivers for diesel locomotive No. 9 have been scarcer than hen�s teeth and a few valiant members have kept the diesel hauled part of the service running. It is likely that due to the shortage of operating staff, that next years (2009) operating schedule will be some what curtailed with the railway open to the public on less days.

It should also be understood that a number of our operating personnel also undertake essential duties on other parts of the railway, such as Permanent Way and engineering. Not to mention administration. Also the effect of current fuel prices is having an effect on the number of days that volunteers can spend at the railway, especially our retired members on fixed incomes. The bottom line is that we are desperate for new volunteers to undertake operational and other duties without which the railway cannot function.

However, I still look forward to a bright and rewarding year for the railway in 2009 and I would like to thank all of the active members for their contributions during the year (2008).

Norman Cook.

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Engineering Department Report
by Alan Blackburn

This year, 2008, has not been an easy year for the railway, with the aftermath of a visit by Her Majesty’s Railway Inspectorate being high on the list. Some of the changes required by our inspector have meant the shed gang making improvements in various areas, and having to introduce and improve paperwork systems. So no surprise there! The trouble is, all of this takes your eye off the ball, so while we have spent time bringing everything up to scratch, we have had to neglect other things, and that simply means less repair and maintenance work being done.

Earlier this year (2008), I decided that the Engineering Department work load was too much for one person, and I introduced two new sections, these are Carriage and Wagon, and Plant and Lifting. Although they are both at the moment being called departments, they are really sub departments of Engineering, as we all use the same equipment, spares, etc. Naturally we all work together, but you will see that they each have their own reports for the Annual General Meeting this year, in my opinion, as it should be, as Ian and Dave are both up to speed in their own areas.

We did not start the year very well, with various failures on what up to now has been our main passenger diesel locomotive, No. 4 Naworth, culminating in a decision to pull it out of service for a full engine rebuild. We have also taken the opportunity to rebuild the engine bay, change much of the component layout, and redesign the cab. We have known for some time that this would have to be done, as the locomotive is far too noisy for modern standards, and very difficult to work on, but every time that we have asked for it, it was needed for passenger service. This time, there was no real choice, as the engine had to be rebuilt, so this was the time to do all of the other work.

There have been some grumbles from drivers about having to use diesel locomotive No. 9, which we rebuilt with a new governor, pump and injectors, simply because some do not like it. This, as they say, is not my problem, I provide the locomotives, I do not provide the drivers.

After a slow spell during the aforementioned Her Majesty’s Railway Inspectorate work, we are now progressing well with the work on diesel locomotive No. 4. The engine is finished, the new air pump is fitted, the engine bay has been heightened and lengthened, and many of the components have been re-sited. To save time I have tried to keep much of the original body framing, panelling and controls as possible. I expect it to be ready for the new season in 2009.

Some of you will know, that we also have another potential passenger diesel locomotive, belonging to Peter Booth. It is an 0-6-0 diesel mechanical, the same basic ex-mining locomotive as Naworth, but looking much different after Peter’s rebuild. It arrived last year (2007) needing some finishing work, and like all these things, it has taken longer than expected. It is now nearly complete, and I hope that it will be in service soon.

On the steam locomotive front, both Helen Kathryn and The Kaiser (also known as Thomas Edmondson) passed their steam examinations this Spring (2008), although The Kaiser as usual stuck its finger in the air and positively refused to work until we had stripped and rebuilt the regulator valve at least five times. Helen Kathryn has done the bulk of the running this year, though neither locomotive has been out that much. If you have been to the railway this year (during 2008) expecting steam hauled trains, but finding diesel hauled ones, I can only say that apart from one occasion, we have had steam locomotives available, but no drivers.

During the year (2008), we purchased another of the small Talyllyn Railway type air pumps, which we have been fitting to Naklo. Unfortunately due to dropping a fusible plug on test last year, it has not yet passed its annual examination, as we have found leaking stays, culminating in the replacement of two rows of stays, one on the left side and one on the back sheet. We have also had to obtain four new mud hole doors, to replace ones that were requiring major work. By the time that you read this, we should be back in business.

While we have continued to keep a good band of volunteers during a time of rising domestic costs, it is interesting to note that the most thriving group is the Thursday gang of retired and semi retired people. We have to acknowledge that Heritage Railways do attract retired people with a bit of time on their hands, but it is interesting to note that many of them prefer to keep their weekends free, and come to the railway during the week. If this is a trend, perhaps we should look more closely at it.

It only goes for me to once again thank everyone who has helped out at Engineering during the year (2008), the Sunday Crew, the Thursday Gang, and all of you who have given just a little of your time for us. See you next year!

Alan Blackburn.

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Commercial Department Report
by Ivan Ward

This has been a year (2008) of mixed fortunes. There has been a downturn in passenger numbers, which can be attributed to excessive rainfall, petrol and diesel price increases, and to the credit crunch.

What I considered was going to be a serious problem � the coach company, Shearings, cancelling all of their bookings � was more than compensated for by the number of bookings that we have received from the smaller coach companies, so there is some good news.

The 2007 Santa Specials were successful, with four Santas available to share the work load. As in previous years we saw lots of happy smiling faces and received plenty of appreciative comments from our customers.

So far this year, 2008, our special events have not done as well as hoped for, because of inclement weather, and struggled to break even. Preparations are well in hand for this year�s Halloween weekend (at the time of writing this report) and for the Santa Specials, so let’s hope that the weather will be kinder to us.

The downturn in passengers is approximately 10%, which has had a knock-on effect on shop and buffet coach sales, although spend per customer is roughly the same as in previous years.

I have continued to expand the range of products and souvenirs that we sell in the shop, but unlike last year, as stocks are sold out they have not been replaced, which greatly helps the cash flow.

The buffet coach has done well, considering the reduced passenger numbers. The small, dedicated band of volunteers has operated the facility for 88 days out of a possible 131 days. (Due to a mechanical failure, the coach was not available for 8 days.)

As in previous years, tourist boards and other like organisations have already asked for our advertising copy for next year, which requires some crystal ball gazing on my part to prepare an advert which covers every eventually.

I trust that you will have read my article in Tynedalesman No. 154, Summer 2008 edition, entitled “Anno Domini”, so this will be my last report for the Annual General Meeting.

Finally, a big thank you to everybody who has helped with the commercial department’s activities throughout the last 12 months, no matter how humble the job.

Ivan Ward.

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Carriage and Wagon Department Report
by Ian Howatt

The three steel bodied carriages are in good order, the axles on these were tested by ultra sonic this year and were all passed fit with no problems. These will be tested every two years.

The disabled passenger compartment coach (No. 2) had its bogies refurbished during this year (2008) with new bearings fitted, but due to a cracked wheel on the buffet coach in early September, these have now been fitted to that coach. This means that as a temporary measure that the disabled coach (No. 2) is out of use. New wheels have been ordered.

The buffet coach has also now had brakes fitted to both sets of bogies, which now means that all of the coaches are fully braked.

The new brake van is being fitted out and it is hoped that it will be ready for early next season (2009).

The new disabled passenger coach, for which we have a grant, is now on hold at present, as we are waiting for the Her Majesty’s Railway Inspectorate inspector (Mr. Turner) to give his approval for the design.

The three steel bodied wagons which were used during the winter for the footpath ballast require new bottoms. Steel is in stock to do this and a start has been made on one. All of the other wagons could do with some attention, a good coat of paint would improve some of them, but there is a manpower shortage, so they will have to wait.

Finally, my thanks to all of whose who clean and polish the coaches during the season.

Ian Howatt.

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Mobile Plant and Lifting Equipment Department Report
by David Potter

Most of you won’t know me as I’ve been a member for only two years. My background is engineering with 40 years working for an air compressor manufacturer, so when a note appeared in On Track for someone to look after mobile plant and lifting equipment for the railway, I thought that I would offer my services.

So having taken on the role what has happened, well quite a lot, so I will deal with the two aspects of the department separately.

First: Mobile plant, this takes in all of the railways diggers, dumpers, mobile air compressors, the forklift truck and any associated equipment.

The new machinery for the extension work arrived and has been put to good use ever since. A redundant mobile compressor has been recommissioned to replace the old works train compressor that has had to be scrapped, following a major failure of the drive coupling. Work is continuing on making the replacement demountable from the wagon chassis to increase flexibility of usages at any works site.

Minor work has been carried out on both the Massey Ferguson digger and the Climax forklift truck to ensure to various lights and warning beacons function correctly.

An internal certification system has been introduced for operators of the various machines on the South Tynedale Railway. A copy of the current list of passed operators is in the Duty Managers office.

Second: Lifting equipment, this is all of the lifting frames, gantries, chain blocks, slings and shackles. It also includes the Massey Ferguson digger and the Climax forklift truck as they are certified for lifting. All of this equipment has to be inspected and recertified either annually for major items or bi-annually for the slings and shackles. In the case of our slings and shackles an identification system has been introduced with coloured tags showing which items are certified for lifting, notices in both the Duty Manager/signing on point and in the locomotive shed advise the current tag colour.

If you visit the railway to work in the locomotive shed, please take time to familiarise yourself with this system.

A full list of all of the certified lifting equipment is contained in a manual kept in the Duty Managers office.

Finally, my thanks to all of those members who have helped me during this sharp learning curve.

David Potter.

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For more information about the South Tynedale Railway, please contact:-

THE SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY,
Registered Office Address:-
The Railway Station, Alston, Cumbria, CA9 3JB.
Telephone 01434 381696.
Talking timetable - Telephone 01434 382828.

Registered Charity No. 514939.
Limited by Guarantee: Company Registration No. 1850832 (England).

E-mail enquiries - please click on links below:
South Tynedale Railway information - Send e-mail to South Tynedale Railway
STRPS membership information only - Send e-mail to Kathy Aveyard
Tynedalesman information only - Send e-mail to Tynedalesman compilers

Mission Statement for the South Tynedale Railway:-
�To provide satisfaction for our customers and volunteers
by operating a friendly, safe and efficient narrow-gauge railway.�

� South Tynedale Railway Preservation Society, October 2008.

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