Get your minds out of the gutter!! The title of this blog is not going to be delving into some sordid fantasy….far from it! But all will be revealed as we progress.
We are now officially into the Winter period and that means diesel running has pretty much come to an end for 2025 – save for a few turns over Christmas and New Year; our ‘Mince Pie Specials’, and a few shunting moves. However, the end of October saw our end of the season ‘Autumn Extravaganza’.
20137 and 20228 sit in the engineers sidings at Winchcombe during the Saturday of the Autumn Extravaganza.
This years’ event, over the 25 and 26 October, saw a
slightly different timetable to previous years although we would keep the
intensive nature of both diesel and steam running. Lower key than our formal
steam and diesel Galas, the Autumn Extravaganza gives a final opportunity to
run our home fleet in its entirety.
Several of the diesel fleet were out of action for that weekend – 45149 continues to receive electrical work to rectify a couple of faults. The loco was shunted into the car park to allow for cab visits and a chance to get up close and personal with 139 tonnes of 1960s British engineering. 47105 was also removed from traffic due to a continuing brake fault and so was on static display in the Diesel shed. The loco had had rectification work completed however the issue returned and so the loco was taken out of traffic for a more thorough investigation.
D6948 had also returned from it’s highly successful visit to the Severn Valley Railway but was not in a fit state to operate. It was also used as a static exhibit in the David Page shed…giving an ad-hoc glimpse into the mid-1960s around the Western Region as diesel locos started to make appearances in steam sheds as steam was phased out.
After it's last running day at the SVR, a quick chance for a photo with another ex-CF loco. 37263 and D6948 await their respective journeys back home. .
The loco roster was split into two for the weekend with our Class 20s, 24081 and 26043 were in action on the Saturday. A particular highlight of the day saw 26043 working in tandem with 20137 and 20228, which were operating in multiple. It also saw 26043 work the freight train towards the end of the day.
Sunday would see 37215 joining 24081 and 47376 ‘Freightliner 1995’ (in place of its stricken sister) as the operational locos for the diesel turns. As with Saturday, the penultimate freight turn from Cheltenham would be worked by the Class 24.
On the Saturday I was given the honour of working 20137 which, as has now become customary, was paired with BR Blue sister, 20228. This was the first time I had driven a pair of locos that had been set up in multiple and it did take a little getting used to. However, the noise was spectacular!!
Back in action after it's engine overhaul, 24081 arrives at Winchcombe on the Saturday of the Autumn Extravaganza.
Our final journey to Cheltenham was an interesting one. We had spent the day on rake 4 which, due to an issue with one vehicle, was shortened to 4 Mk1s. Not much of a chore for a pair of Class 20s. However, on arrival at Toddington from Broadway we were joined by Class 26, 26043 to run, in tandem, to CRC.
Let the overkill commence!!! 3 locos and 4 coaches!!
The '26' would then work the freight train back to Toddington - a rare sojourn for a diesel at the GWR!!
It's not a Scottish ABS or civil engineers freight but it is nice to see a diesel on the freight consist for a change! (Courtesy of the CDMG Facebook page)
The timetable would also allow the regular usage of Platform 2 at Cheltenham…something that not a lot of us diesel crews had done before. I must say, it did throw me at first when we were sat in the head shunt waiting to run round and received the signal to progress through Platform 1! Usually there would be the stock of our train in P1, however, after a few seconds of trying to work it out, I finally realised that this was correct as my train was sat in P2 and P1 was the empty one! D'oh!
Before the moment of confusion, after arrival at CRC we ran forward into the head shunt to allow 26043 to cut off.
The ‘Extravaganza’ weekend was blessed with reasonable weather, for October, and this saw good attendance over both days. It was also noticeable that there were a large number of families in attendance, making use of the ‘kids go free’ initiative. Hopefully this would see more adult tickets being purchased and see in an increase in revenue.
The week after the Gala would see the last turns for the mainline diesel fleet until the end of December and, due to this, it would be the last turns for a couple of locos prior to their winterisation. We always leave at least two locos fit for service through the winter for emergency purposes or for use on stock/DCE duties.
One such loco that has already been winterised is Class 20, 20137 which, the week after, would have its electronic AVR (Automatic Voltage Regulator) removed and stored for safe keeping. With the green Class 20 likely to spend the winter in the exposed area around Toddington yard, removal of the electrical AVR has been completed by owner Steve M. As these pieces of kit are very susceptible to winter damage, removal minimises the chances of damage caused by frost and low temperatures.
Fast forward to the week just gone (commencing 4 Nov) and our regular Wednesday working gang. Quite a few jobs are ongoing which meant that the large number of us that attended had plenty to do.
With a shunt having been completed the previous week, D6948 had been repatriated into the Diesel Shed. In order to be transported by lorry the loco had its horns and lifeguards removed to prevent damage and grounding respectively. These needed to be replaced along with a few other jobs to start its winter maintenance.
To start with myself, Paul C, Hugh J and Matt P started on getting the lifeguard refitted. These attach to the bogies below the buffer beam and work ass a guard to prevent anything hitting the wheels. They are held in place by four large bolts which are pretty fiddly to get at!
Pardon the crude markings! Badly ringed in yellow are the lifeguards fitted at no. 1 end.
Once fitted, it was time for tea before heading back to get the horns refitted. Hugh was given the honour while Matt, Paul and myself 'supervised' and tested the horn.
Hugh makes some fine adjustments to the horns at no. 2 end to ensure that they are both working and the pitch is correct.
It has to be said that Hugh's magic got both sets of horns sounding better that they have done for some time. In fact, one of the tones at each end had become diminished to such a point that you would just get a rush of air! He certainly earned slice of Mrs C's cake!
But, he wasn't the only one getting all horn-y! At the other end of Road 10, Class 24, 24081, was receiving some fettling after its return to service. Tim L was busy inside the loco looking at a couple teething issues with the engine after the locos return whilst outside, Dan, Keith and Phil - later joined by Andy T - were busy with the Class 24's horns. Dan really got the thin end of the wedge as the youngest and smallest in the group!
Dan gets devoured by the '24'!
Whereas the horns for the Class 37 are on the roof, the Class 24 horns are under the skirt and above the wheelsets. To adjust them, Dan had to get right under the skirt to access the horns. Another who definitely earned his slice of cake!
Elsewhere, Andy D was off working on the Class 45's electrical issue while Andy T was repairing the most important pieces of kit in the whole shed......the washing machine and tumble drier!!
Come the afternoon and, all full of cake and tea, it was back to it. Work continued on with the 'Peak' and in the engine room of the Class 24. A number went across to the Class 122 'bubble car' which is still in the middle of its ownership identity crisis!
Despite this it's restoration continues slowly and most of the internal fixtures and fittings are now in place. It should just be a matter of time before we see the 'bubble' in use again - as long as the contractual issues can be sorted successfully.
I was back with D6948 to continue its return protocols. One of these is to drain the bedplate of waste fluids. Sadly, the effects of the fun times at the SVR had thrown up a number of small issues that have caused leaks. These leaks will eventually find their way into the bedplate.
After 6 bucket loads, the torrent slows to a trickle!
The heady brew consisted of diesel, coolant, oil and water and several trips to the waste storage bin were made before the torrent of liquid slowed to a trickle and then to drops.
Over the winter we will have to identify where these leaks are coming from and rectify them. We know where the origins of the majority are and plans are in place to get the repairs done. The one that is a little troubling is around the turbo chargers and has caused oil and coolant to leak onto the generator casings. Hopefully this is not getting into the generator otherwise it large clean may be in order.
Elsewhere, all the locos in the fleet will need some minor repairs to be completed over the winter. Thankfully, as it stands, none are requiring a major and substantial repair. Hopefully that will carry through until 2026.
