A quick update.

Apologies for the lack of an early New Year update from the Diesel Department. Sadly, I suffered a very close family bereavement (my brother) on the 10th Jan and so my visits to Toddington have been on hold while I am helping to organise the necessaries, support my brother's young family and help with the 'sadmin' (a great word coined by my sister in law!). However, life goes on and in my absence the locomotives have continued to receive their winter maintenance and preparations for the new running season. In this regard I am thankful for the social media posts put up by my colleagues across the owning groups so that I can keep up with some of what is going on and pass that on through this channel.

So, where do we begin.....

Let's start with our Yorkshire Engine Co shunter, DES. As you may recall DES has been out of traffic for a while now after suffering a generator failure. With investigations completed, it was identified that the generator needed replacing however the then owner, Paul, was not in a position to complete the works. After reaching out to the preservation world a new owner was identified in Andrew Briddon, who had previous experience with Yorkshire Co shunters, and a deal was reached whereby Andrew would take on ownership, complete the repairs, before DES would return to Toddington under Paul's custodianship. 

DES sits in the yard during September 2021 whilst fault finding was still being conducted into it's electrical issues. 

On January 12th, Paul was at Toddington to document DES leaving. As part of the new ownership agreement, a second generator that Paul (and Paul's late father, Bill, a fellow co-owner of DES) had acquired was given the once over and was found to also be defective. However, the consensus is that one good generator can be engineered from two faulty ones. 

DES sits on the unloading road as the low loader arrives and is readied for loading. (Courtesy of Paul Jones)

DES had been at Toddington for 23 years and had been a welcome addition to the shunter fleet due to it's available power for moving multiple locos at once - our 204hp Class 04's struggle to move more than one loco at a time compared to DES's 320hp and higher tractive effort. This loco was used to hauling several loaded steel wagons around ASW at the Cardiff Rod Mill, so definitely needed it! 

All loaded and secured, the low loader is ready to take DES to Darley Dale for it's repairs. (Courtesy of Paul Jones)

Although there is no timescale for the completion of the generator replacement and rewire, we all hope that DES will be back in a serviceable condition soon.

Where it all started! DES on arrival at Toddington in 1999 with Bill (RIP) and Paul on the front running board. (Courtesy of Paul Jones) 

With the close season underway, another of our shunters has been active alongside our colleagues within the Permanent Way department. 'Class 04', 11230, has been utilised on the P'Way train at Didbrook whilst rail and sleepers have been replaced on one of the oldest, if not THE oldest, remaining pieces of track on the railway. When the railway was in it's infancy the first part of track stretched from Toddington Station to Didbrook village, just short of where Hayles Abbey Halt is. The track and sleepers are, for the most part, still the original panels that were laid in 1984 and were in serious need of replacing as they were second hand even then!

It is easier to use the shunters for these little jobs as they can be prepped and started much more quickly than one of the mainline diesels and, with work going on in the yard on most days, the shunters are generally in a ready state anyway. Our sister blog, 'Heritage Herald' recently had a set of pictures from the legend that is John Lees - one of the 'originals' from back in 1981 who showcased the early resurrection of the railway and, up until very recently, was still actively involved with the Diesel and P'Way departments. This one shows a study of the 1984 version of the P'Way train hauled by one of the very first diesels on the railway, 'Mavis'. The sleepers, probably even the rails, are the same ones (for the most part) being removed over this winter relay! We can safely say we had our moneys worth out of them!

Didbrook, Summer 1984. 'Mavis' is the shunter that is propelling the P'Way train. (Courtesy of John Lees/Heritage Herald Blog)

'Mavis' is still based at Toddington, although you have to be very quick to notice it as you pass on a train. Originally, the little 0-4-0 shunter was being restored by the, now-defunct, Youth Group but has been sat in the yard doing very little with the occasional bout of restoration work being conducted on it. 

'Mavis' is THAT elusive that the only picture I have taken of it in 8 years is this one where it is sat coupled to Class 117 DMBS, W51372 - its the small green and yellow thing on the left!! 

I am not sure what the plan is with the little shunter or who actually owns it. I'm sure that things will become clearer in the fullness of time. 

Not to be left out, our Class 03, D2182, has also been incredibly busy with our colleagues in Carriage and Wagon doing the corresponding winter maintenance on the coach sets down at Winchcombe.

Captured by one of our C&W Blog colleagues, D2182 shunts a Warflat wagon at a very frosty Winchcombe on 20th Jan 2023 (Courtesy of the GWSR C&W Blog)

On to the mainline fleet and the return of Class 37, D6948 gets ever closer. The 'Green Machine' is back in the Diesel Shed after it's 'holiday' in the David Page Shed.

Posed next to sister 37215 on 18 Jan 2023, D6948 is now back in the Diesel Shed after an extended period next door in the David Page shed. (Courtesy of Kevin Jarvis)

The loco has had it's electrical pre-heater checked along with the coolant/anti-freeze mixture - just in time for the latest cold snap! The decompressor plugs have been refitted and repairs completed on a number of electric conduits and engine covers. The yearly B Exam has also been started on both D6948 and sister, 37215, and it is hoped that a first start in nearly 3 years is not far away. 

If you look closely in Kev's picture above, you will see that 37215 now sports a temporary set of oval buffers. The OLEO round buffers have been removed and sent away for refurbishment as they had been showing signs of damage and wear outside of the accepted tolerances. The fitting of the oval buffers means that the loco can be shunted safely, if required. 

37215 at it's, then, home depot of Tinsley in 1987 wearing a set of oval buffers. (Courtesy of The Growler Group website)

The loco did arrive at Toddington with oval buffers in 1994 but I don't know if those fitted now are the set it arrived with then or not. 

37215, along with 20137, in the yard at Toddington after arrival in 1994. (Courtesy of Dean Tabor)

With the work on D6948 coming to a conclusion, the next big job will be to remove the two compressors situated in the no.1 end nose of 37215. These have been leaking for some time and, although still operable, the decision has been taken to remove them and replace them with a freshly overhauled pair for the new season. 

37215's OLEO buffers, palleted ready for cleaning and then onward delivery for refurbishment. (Courtesy of Kevin Jarvis)

Work is continuing on Class 26, D5343's resurrection. More steel has been added to places that either needed replacing or had just simply rotted away at no. 2 end. The CMDG had received a set of new crib plates that have been manufactured by our friends at the SRPS Diesel Group from their original plans of the Class 26. These have now been fitted and the gaps where the buffer beam sloped down because of the accident damage, filled to ensure the crib plates sit on the level. 

One of the new crib plates welded in place on D5343. (Courtesy of Dave Stanton)

As well as the crib plates, the corner pillar on the driver's side has been complete replaced due to the accident damage incurred. 

Before...........

After! A brand new pillar has been fashioned and welded in place. (Courtesy of David Stanton)

Whilst all the steel work is being completed, other CMDG members have been busy with other vital roles to get the locomotive back into working order. The remaining body side grills have been shot-blasted and painted with primer, as has the multiple working cable receptacle. The door handles and grab rails have also been removed and cleaned ready for re-plating with chrome.   

45149 sits on road 10 at Toddington. (Courtesy of David Stanton)

'Peak', 45149 has also not been neglected whilst the 'McRat' is the focal point at the moment. The batteries were charged up and the electrical systems tested to see if any further damage had happened over the periods of very changeable temperatures. The loco is still waiting more detailed work to the electrical systems at no. 1 end that has prevented the lighting from working for a substantial part of the year. 

The Cotswold Mainline Diesel Group have a new Facebook page where you will be able to keep abreast of the ongoing restoration of D5343 and the up keep of 45149. You can access it here, if you have a Facebook account ======>> https://www.facebook.com/profile.php?id=100086535366200

Over on the DMU's, the Class 117 set, L425 has had it's M Exams completed ready for the new season. Other than the race trains, the DMU kicks the season off in March and so has the shortest lead in time in the department - the mainline locos get an extra month. 

The Class 117 set, L425 sat over the pits for the M Exams to take place on each vehicle. (Courtesy of the GWSR DMU Facebook Group)

The M Exams on the Class 117 are similar to the B Exams on a mainline locomotive but take into account the hydraulic nature of the engines and the fact that each vehicle is a piece of motorised rolling stock rather than a locomotive. Lots of safety critical tasks to ensure that the units are safe to run and carry passengers. 

The M Exam includes judicious applications of lubricant. A vital job that everyone enjoys doing, as you can tell by James's face! He's having fun, really! (Courtesy of the GWSR DMU Facebook Group)

Along with the M Exams, Kevin and Bryan were continuing with laying the flooring in the Class 122 bubble car. It hopefully won't be too long before the inside can be fitted out.

The new floor going into the Bubble Car. (Courtesy of the GWSR DMU Facebook Group)

Some of the radiator mounts have been refreshed as these were life expired. This is another part of the M Exam. 

One of the radiator grills after receiving some TLC as part of the exam process on the DMU. (Courtesy of the GWSR DMU Facebook Group)

DMS, W51405 continues to have some small issues with one of its engines (number 1 engine) and this was, again, stripped down to try and rectify the fault. The fault continues around the head and so this was stripped, checked, parts replaced and reassembled. When it goes back onto '405' it can be run up and checked again. 

The head is removed from the engine and injectors removed to check condition. (Courtesy of the GWSR DMU Facebook Page)

The stripped engine. (Courtesy of the GWSR DMU Facebook Group)

Whilst number 1 engine was receiving its attention, number 2 engine was having its compressor removed for replacement. 

No. 2 engine compressor removed and ready for replacement. (Courtesy of the GWSR DMU Facebook Group)

To finish, another view of the new floor in the Class 122.....

Goodbye 2022!

The line-up of 2022!! (Courtesy of Alex Raybould)

Into the new year and the final 'Mince Pie' trains were run on the 2nd Jan. 37215 worked the last service from Cheltenham Racecourse under a clear, moonlit sky with domino headcode blazing....at 1640! It was surprising to see the number of people that were still on the train to experience the Class 37 in the dark! 

The last day was also quite poignant as it was likely to be the last time that GWR 2-8-0T, 4270 will run on the railway - it's boiler ticket has expired and the loco's owner is yet to disclose what is going to happen. There are a lot of people, across all departments, that are sad to see the engine go. I am, for one, as there is a family link to the 'kettle' in that 4270 was the engine that my Grandfather passed his Fireman assessment on in 1946 when based at Aberbeeg (ABG/86H)! 

4270 passes 37215 on it's last trip to Broadway before withdrawal. 

Anyway, back to the diesels! 

37215 is prepped and ready to relieve 4270 for the last round trip. Despite being rather chilly, it was a lovely winter's day for it. 

Work was also continuing with Class 26, D5343 and it's overhaul. The CMDG have received some support from our friends at Bo'ness with regards the cabs and the required metal work for correctly securing the new front end. 

Our friends at Bo'ness have fabricated these skirts from the original Class 26 drawings for D5343. All correctly lined up with the securing holes. However.....

 ....the group still have to overcome the problem of the damaged, repaired, buffer beam. If you remember back in the last tome, the group had discovered that the Secondman side had received repairs leaving a significant slope to the buffer beam. It has now been identified, from the trial fitting of the new skirt, that the Driver's side has had the same treatment!

Although not as pronounced as on the other side, you can just see the slope on the Driver's side caused by the crash repair. 

The joys of restoration! 

Despite the 2nd Jan being the last running day of the 2022 season, the running didn't end there as 37215 was utilised again on the 3rd for stock moves. The weather couldn't have been any different! Carriage and Wagon had requested that the main rakes were taken to Winchcombe so that they could have their maintenance completed and that they could be reformed for 2023. Rake 3 would go to Toddington and, finally, a flat wagon of sleepers to Didbrook ready for the winter P'Way works. 

With the incessant rain turning the ex-EE siding at Winchcombe into a mud bath, 37215 is hooked up ready to drag rake 3 into the platform.

With rake 2 at Winchcombe, rake 3 in Toddington station, it was time to take rake 1 from the North Siding to Winchcombe. 

With the movement of the coaches completed, Neil C fired up Class 03, D2182, and brought the flat wagon into P1 at Winchcombe.

Neil inches the '03' up to the coaches to leave enough space for 37215 to get in front and not foul the signal and track circuit. There was probably about an inch clearance between the signal and '215's buffers!!

With the wagon attached behind, it was off to Didbrook to see which of two identified sites were the best to park up the wagon. One of the prerequisites was leaving enough space for the telehandler to unload and turn. 

With the best site identified, Neil C sets the handbrake on the wagon and Paul gets ready to uncouple. 

With the wagon scotched and the handbrake on, it was time to head back to shed and have a well earned cup of coffee. 

With things finished off it only seems right to have a bit of a recap and a look towards the 2023 season. 

2022

From a diesel perspective, 2022 was quite a successful year. Fleet availability has been good, with only D6948 and D5343 being long term absentees (I won't count 20228 as this is yet to run on the railway). 47105 completed it's first full year since it's return from overhaul and, along with 55019, was the star turn at the year's Diesel Gala. 37215 returned to action after repairs to it's generator and has run reliably for the remainder of the season. 

47376 'Freightliner 1995' arrives at Winchcombe during the 2022 Diesel Gala. 

Our Gala saw the first ever appearance of a Class 55 'Deltic' on the line with the arrival of 55019 'Royal Highland Fusilier' in cooperation with the Deltic Preservation Society. Originally, the plan was for 'RHF' to have been our guest for 2020....but, we all know what happened to that! So, we had to wait until 2022....and, it was definitely worth the wait with numbers being on a par with 2019 and a good level of profit to be made. Feedback was excellent and a new relationship forged with the DPS. 

Visiting 'Deltic', 55019 'Royal Highland Fusilier' enters Winchcombe during the 2022 Diesel Gala. 

This new relationship meant that the DPS approached us to help celebrate the 40th Anniversary of the first two 'Deltics' being accepted into preservation - 55019 and 55009 'Alycidon', which were handed over to the DPS at Doncaster on the 20th August 1982. The offer was to have a 'Deltic Running Day' on Saturday, 20th August 2022, with 019 being joined by 55009 for the weekend - 40 Years to the day, however, this was nearly scuppered by the railway! So, a solution was found to run it on Friday, 19th August 2022. This didn't diminish the event or the turnout, with near to a 1000 people enjoying the sound of two Class 55's in the Cotswolds, coupled with fantastic weather. 55009  was also used on a Sunday running day before it was whisked away. An amazing weekend of double Deltic action!

55019 and 55009 prepare to work the final service of the day from Cheltenham Racecourse back north - the slightly diverted 'Flying Scotsman' on 19/08/2022! (Courtesy of Andrew Stratford)

Deltic '19' also saw use on a number of running days, as well as a couple of Driver Experience days that brought some much needed revenue to the railway coffers on top of what we would normally expect.

The summer was a record breaker because of the weather, and this meant that a UK wide steam ban was implemented to reduce risk of fire. This meant that, at short notice, the diesel fleet and crews were needed to continue running services. To our credit, and the wizardry of our Roster Clerks, we were able to fulfil all the required services and ensure that the railway continued to operate successfully.

During the 'steam ban' the diesels were introduced to keep the railway running. 47105 and 37215 wait for the 'off' with their respective services. 

Sadly, this didn't do much to change the rather one-eyed opinion in certain quarters that 'people only go to heritage railways for the steam engines!' Still, sights like the photo below, courtesy of Alex Raybould, still bring a huge sense of satisfaction and a smile to the face!

Toddington MPD - All Diesel, All BR Blue (except 20137 at the back!) with Motive Power Types, 1, 2, 3, 4 and 5 all on show!!

Not forgetting the DMU's, either, as our Class 122 'Bubble Car', W55003 was repainted into a new coat of BR Green with 'speed whiskers' as part of it's long term overhaul, although the Class 117 set only had occasional opportunities to stretch it's legs on the line.  

W55003 sits at Winchcombe during the 2022 Diesel Gala in it's new coat of paint. 

At the end of the year, the fleet status stands like this - 

Shunters

D2182 - Serviceable 

D2280 - Serviceable 

11230 - Serviceable 

'DES' - Unserviceable awaiting generator repairs. 

Mainline

20137 - Serviceable

20228 - Overhaul and test 

5081 - Unserviceable. Engine Governor repairs 

D5343 - Unserviceable - Bodywork restoration 

37215 - Serviceable

D6948 - Unserviceable - Repairs and test

45149 - Unserviceable - FV4 fault 

47105 - Serviceable

47376 - Unserviceable - General repairs.

DMU's

L425 - Serviceable

W55003 - Unserviceable - Overhaul and restoration

W51360 - Unserviceable - Overhaul

W51372 - Unserviceable - Awaiting restoration

W59505 - Unserviceable - Awaiting restoration.

So, what about 2023? Services are due to restart on the 04 March and will be in a similar vein as 2022 with just some minor changes to times. This will see the DMU on a BLUE timetable. The first 'mainline' diesel turn comes on 01 April (no joke!) on the PURPLE timetable.   

From a diesel perspective a loco (or the DMU) will be utilised on the following timetables:

PURPLE - Two train timetable, as per 2022, with diesel turn at the end of the day. 

RED - Similar to the PURPLE but with a later start to services. Diesel turn at the end of the day. 

PINK - As with 2022. Two train, Sunday timetable with one steam and one diesel all day. 

GREEN - A RED timetable with added DMU shuttles between Toddington and Winchcombe. Diesel turn at the end of the day. 

BLUE - As with the PINK timetable but with the DMU on the diesel turn. 

The Diesel Gala has been shifted forward slightly (not sure why!) from it's slot at the end of July to the beginning of July. It will now be on the 07, 08 and 09 July 2023 with the Mixed Traction Gala on the 28 and 29 October 2023. A Gala visitor hasn't been mooted yet, although a number of possibles have been identified but, the Gala Committee are still in discussions. 

From a motive power point of view, we are hoping to see D6948 and 20228 back in traffic along with the 'Bubble Car' taking it's bow at some point during 2023. 

For now, though, it's time to get the spanners out and get busy with the Winter maintenance regimen so that the locos will be fighting fit for 2023. We hope to see you out on the rails!

 

  

Like buses....

You wait ages for a blog entry, and then two come along together! Well, a week apart, but it has been a while since I was able to do that. However, I was able to get up to Toddington on Wednesday, 14th December to see what was happening. 

Of course, overnight on the Monday, some parts of the UK had a reminder of what snow looks like - Gloucestershire being one of the areas to get the biggest reminder! Down here in sub-tropical North Somerset we had no such luck! 

With the added cold temperatures, come Wednesday, no thaw had occurred in the snow hit areas so on arrival at Toddington I was under no illusions that I was probably the only person mad enough to try and make the journey! It was quite a surprise to follow three other cars through the gates and into the snow covered car park that contained a number of other cars. Happily, I wasn't the only one from the Diesel Department, either. 

The cars odometer was telling me that the outside temperature was -2c and it did not get into positive numbers all day. In fact, by the time we left at around 4pm, it was getting increasingly foggy and the temperature was already -7c.

Toddington Car Park at 4pm. -7c on the thermometer and a closing fog. You can only just make out the Flag and Whistle and the station building off to the right! 

Later in the evening, one of our department members who lives in a village near to Toddington posted a photo of his garden thermometer on Facebook - it read -12c!! 

Not a surprise that the Santa Trains had been affected on the weekend, with the final ones on the Sunday being cancelled. Unlike on the mainline, we don't have the luxury of point and signal heaters (nor the financial requirements to have them fitted or to use them!) so extreme cold weather is not only hazardous to the staff and public from a safety point of view but also from an infrastructure point of view, and, of course, safety should always come first. 

However, the views from the Diesel Mess, and the surrounding area to the railway, gave things a very wintery feel and there were plenty of sights to get camera lenses snapping for that 'Christmas Card' shot. 

An assortment of diesel parts in the snow for the mechanic at Christmas, and..... 

...a look across the Narrow Gauge for the dendrophile in your life!

I think I'll stick to the day job!

Down in the yard, several members of the Steam Department had already got the braziers going to try and unfreeze some of the water pipes so that they could prep the two engines in use on the Santa Trains over the weekend. Meanwhile, the diesel fleet was coping well with the sub-zero temperatures. Most of the mainline fleet are kept under cover but Class 45, 45149 and Class 20, 20137 were both outside. Both locos have been winterised so have sufficient levels of anti-freeze to prevent burst pipes caused by the low temperatures, and have been drained of other fluids that could freeze and damage pipework. Frost damage is always a worry, however, so if this cold weather is prolonged then we may have to put them under protective sheeting. One eye will be on the weather forecasts for the next week or so. 

A snow capped 'Peak'! 45149 sits outside the diesel shed with a layer of accompanying snow. 

In the shed, which was also showing below zero temperatures on the thermometer, Class 26 D5343 was showing the effects of it's further cull of rotten metal work - some of which was still lying on one of the workbenches.

Part of the removed cab front. You can see how much welding and overlaying had gone on previously.

As mentioned in the previous blog post, the 'McRat' had had more metal stripped away as the cab front at no. 2 end had evidence of previous damage and had had a pretty speedy repair whilst in BR service. On further inspection this showed up as being in need of serious rectification and, if the rest of the loco was receiving a particular level of bodywork repair, then the rest of the loco should have the same. 

Another piece of removed cab front showing one of the headlight lenses and the bolt holes for the head code plates. You can also see part of the multiple working holster below. 

The removal of the first lot of steel identified some more elements of collision damage, including one area on the buffer beam that had caused a one side to droop slightly.

In this photo from Tony Richards, you can clearly see the droop in the solebar.   

The droop isn't major as it hasn't affected the integrity of the buffer beam, but it does mean that a small work around will be needed when welding the new steel to the frame. From the picture, you can also see where some of the brackets that hold the pipework in place have corroded to a point that they are no longer secure. This will also need to be rectified. 

Taken on the 19th Dec as a comparison to Tony's photo above from the other side of the buffer. 

From the photo above you can clearly see the bracket that has corroded and is now free floating just behind the corroded door stanchion. This should all be secured to the buffer beam but has been eaten away over time and will need replacing and securing. BRCW locomotives were notorious for not being particularly water-tight and, in this instance, any water may have pooled in this area causing the deterioration in the steel. 

The door stanchions on both sides are almost 'free-floating'! You can see where the air brake pipes were routed in the 1980s.

Originally, Class 26s were based on the Eastern Region and, like a lot of the 'Modernisation Plan' locos, were fitted with interconnecting doors. to allow drivers to walk between two locos when working in tandem or multiple together. Class 25's, 27's, 31s and early build Class 37s were all built with them. By the refurbishment programs of the 1970s and 1980s these were removed. In the case of the Class 26's, these were removed so that air brakes could be fitted. On the photo above you can see where the pipes were routed between the cab door and loco front as well as the step that the corridor would lead from. 

If you want to see what it looked like from within the cab, you can visit this website by Colin J. Marsden - http://www.dawlishtrains.com/cabs-loco-class-21-46.html

More metal work removed around the cab sides and front. 

Handrails have now been removed along with the cab side plate. It just demonstrates how unprotected Drivers and other crew really were in the event of a collision. 

After the brief walk around, I was joined by Keith R, Paul C and John G as the 'Wednesday Gang'. The previous Wednesday had seen work on D6948 continue with the timing chain having some rectification work whilst the remaining ancillary equipment was reconnected after the locos lift. This meant that things had been pretty much completed last week bar a few last bits, including reattaching the speedometer equipment. Myself, Paul and Keith made a start on that. A fairly simple job to do, but one that can be a little fiddly. You have to be mindful that the main cable does not stick out from the bogie too far, otherwise it could get caught on something, but also that the electrical cables that run through the main cable don't get pinched once attached to their terminals and the cap is replaced. 

Keep an eye on where Keith wants the cables, Paul! 

With it being so bitingly cold, the warmth of the mess room, and a cup of tea/coffee, was always a big draw and nothing to do with the amazing sponge that Mrs. C had baked for us!

Fresh cream and jam sponge.....and very nice it was, too!! 

Normally, cake was always the preserve of a special occasion within the department whereas, some of our colleagues in other departments were practically spoilt for cake! In fact, our P'Way department would almost be ready to down tools if there was no cake provided by the wife of the, then Head of the P'Way Department, Nigel! 

Also in the mess room were a number of old editions of 'The Cornishman'. This is the quarterly magazine of the railway that you can obtain as a member of the GWSR or if you purchase them at Toddington. In one of them was a very nice little article giving the story of the extraction of our Class 03 shunter, D2182, from it's previous life as a playground exhibit in Leamington and it's arrival for restoration at Toddington. 

Edition No. 44 of 'The Cornishman' from 1993. Looks a lot different to the 2022 version.

Part 1 of D2182's liberation. 

Part 2 of D2182's liberation and arrival at Toddington. 

The happy ending with D2182 is that you can find it permanently based at Winchcombe as the dedicated C&W shunter, and in a much better condition than in 1993!

D2182 in all it's finery.

It is rumoured that a start maybe on the cards for D6948 within the next couple of weeks to see if everything is working correctly before a full test can be undertaken. However, sister loco, 37215, is scheduled to work the last four days of the running season; two at the very end of December and the first two days of January 2023. With this in mind, the four of use gave the loco a run over to see if there was anything that was needing topping up or needed attention before being readied for service. Everything seemed to be where we had left it and the fluid levels were good, so it was a case of hooking the loco up to the battery charger just to keep them topped up and ready for action.

By about 3pm the temperature was dropping rapidly and the fog was starting to roll down. The anticipated deep freeze would make driving hard enough, so we decided to quit whilst we were ahead and leave before darkness added another sensory-defying challenge. 

2023

We may not have concluded the 2022 timetable yet, but the 2023 timetable has now been released by the Commercial Team. Safe to say there are not many surprises and the diesels have a similar amount of running as in 2022. It had been hoped that there might have been a bit of an increase in the amount of all-day running for the mainline diesels but, apart from an extra few PINK timetables on Sundays, most of the running is restricted to the PURPLE and new, RED timetable - essentially an off-peak version of the PURPLE timetable - which will see the locos on the last round trip of the day. The DMU will get a few more outings this year on the BLUE timetables and a new, GREEN timetable. 

One big change (and, not entirely popular!) is that the Diesel Gala has been moved from its usual end of July slot and will now take place over the 7, 8 and 9 of July 2023.  Why this has happened, we aren't entirely sure, but we still aim to put on the same extravaganza of Diesel traction that we do every year. As far as we are aware, there are no clashes with other Diesel Galas and, hopefully, that will still be the case come later in 2023! We also hope it will not have an affect on securing a guest loco or two.

Finally, as it is rapidly approaching, here is wishing all that read this blog, the Twitter account as well as support the Diesel Department as a whole, a fantastic Christmas and New Year! Hopefully we will see you all on the Diesel running between the 27th Dec and 2nd January where we have 47105 (27/28/29 Dec) and 37215 (30/31 Dec, 01/02 Jan) operating on the PURPLE timetable.  

Original photo by Richard Drewitt.