Of back after 30 years

16th April 2023

(D8 in the loop, D2128 (aka 03 901) on train, RS8 on 'Driver for a Fiver' left background). I said last week we would be either elated at a success or melancholic from failure: I was wrong, it's fatigue

The header photo might give the away but there's a lot to get through. Monday of course was a bank holiday and AndyM and me were back at the shed, although Andrew was largely involved with grandson before his return to his mother's. We progressed the 03 as far as we could - determined which way the pump would deliver (fill one hose to it with diesel, turn pump in correct direction and see if it pumps it out the other hose: it did), re-configuered the wiring for the clutch control valves and generally completed things as far as possible. He then went over to Louise and bled the fuel system through, gettng the engine re-started, and after I explained about the difficuilty of accessing the clutch valve and its severe leak, proceeded to prove me wrong by locating the clutch valve from within the engine bay, disconnecting and extracting it. Another of the Hunslet locos awaiting parts recovery proved to have an identical valve with a warranty sticker indicating it had been supplied in 2002 so we transplanted it into Louise and restored normal clutch operation.

Tuesday and I started ordering up the bits required. From a supplier in Norfolk the taper lock bush to replace that which had split when we took it out: the bush was about £8 but the next day delivery more than doubled it. From another supplier in Telford was the pulley to go on it, and off e-bay a couple of clevis ends (if you're paying extra for delivery, might as well put one in stock). A phone call to the drive shaft specialist in Nottingham however was bad news - the tube hadn't arrived and they did not expect the drive shaft to be ready until Thursday. This was definitely going down to the last minute.

Meanwhile Phil G had travelled down to Barry and was to shift the last 5 HXA bogie hoppers for scrap. The site at Barry has changed a lot since the take-over by Transport for Wales but all was set up and he cracked on with moving them.

Wednesday - late morning I had a call from Nottingham. They'd heard my distress at the delay on the prop-shaft and as the tube had arrived that morning, it would be ready by lunchtime. I told them that wasn't dismay, it had been panic. Trouble was, I had a visitor due at 2pm and they advised they were shutting that day at 4. Tight schedule, must be off by 3, thought I. But at 3pm my visitor and I were still in conversation and I finally got away at 3.12, and still had to stop for diesel on my way. At 3.45 they rang again - was I on my way? They asked. Yes, I assured them, but I couldn't quite make 4 - could they leave it outside? Oh no, the scrap men would nick it, they said. How long would I be? I made a quick calculation - 4.10 absolute latest, I said. We'll wait, they said. At 4.05 I rolled up, the prop' was on a trolley outside. Within 60 seconds it was in the back of my van and their shutters were coming down. I was back on the road out of Nottingham by 4.10.

Now of course, you're assuming that everything else I'd wanted had arrived. The pulley from Telford had (DHL). The bush from Norfolk (Royal Mail Express 24) was, according to the tracking software, last been seen in Norwich's sorting office at 6.39pm Tuesday. Armed with a screenshot of the tracking, I sent an e-mail to the supplier. After tea, Andrew and I headed down to the shed. By 8.30 that night, as darkness fell, the propshaft was back in the loco.

Thursday, and in South Wales, having completed the 5 HXAs, Phil set off for Plymouth with the front half of a class 101 (Iris II). I had a reply from the Norfolk supplier refunding me the entire carriage costs and saying they'd take it up with Royal Mail but the latest tracking showed it as out for delivery. Later that morning a large Royal Mail van with a half-flat tyre arrived with the package. I had hardly had time to open it when an e-mail came in from Royal Mail. 'Good news!' it began, 'your package has been delivered' and sought feedback. I provided them with some.

Later that day, joined by Andy M, we assembled the pulley and taper lock and a spare belt put the drive together. I drilled out the cluch arm to accept the clevis pin and put the clutch cylinder to its arm. We fired up the engine: it was reluctant to go after all this time but eventually picked up but getting base pressure on the converter seemed to take forever. After twice stopping to convince myself that we were actually filling something somewhere (e.g. cracking the vent cap on the converter to get a whizz of air out) the return line into the tank (which is in a piece of clear hose with a clear plastic bag over) turned orange and shortly after base pressure registered. Air pressure was already up and I had known since Monday that the limit switches now worked the valves, so it was no shock (but considerable relief) to feel the clutch engage and the loco move to and fro, but only a couple of feet. This was the limit of testing... But the converter front seal drain (which we knew leaked) was spurting out diesel so we rigged a pipe and a 25 litre drum with a hole drilled its cap to catch it.

Meanwhile Phil delivered the first half to the Plym Valley Railway and went back for the other portion.

Friday. Emails with Peak Rail had arranged that fuel in the shape of two 45 gallon drums had been put aside for us from the day's deliveries so all we had to do was get RS8 and the 03 up to Rowsley. This was performed with the usual assistance from HarveyC, in pouring rain, with RS8 towing the 03 (which could be de-meshed, RS8 can't) and on arrival at Rowsley we deployed our diesel pump to transfer the contents of the drums into the locos - about 125 litres for RS8 and the rest for the 03.

That evening their presence was 'plugged' on the volunteers page as 'arrivals by rail' and apparently quite a few calls had been coming in to see if the 03 would be running, as well as RS8. (And yes, Phil got the other half re-united at Plym Valley). Friday night we loaded the van up with what we thought we might need for the weekend.

And so to Saturday. It was an early start as 08.10 was a briefing by the loco shed. Mark Sealey issued timetables (I already had one in a plastic sleeve) and with a sense of drama, the 25, 44 and 47 fired up almost in unison and went off shed. I couldn't think what it reminded me of at the time, but I've remembered now. For parents of a certain age, think Chuggington. (The rest of you - it's probably on you-tube somewhere). Meanwhile over on the pit road, feverish activity continued. I was greasing the 03, Andrew was under topping up axleboxes on the 03 and RS8. Jagger and friends were cleaning RS8's paintwork. The 03's converter 'leak tank' turned out to have about 3 gallons in so I put a fresh drum in its place and emptied it into the fuel tank. Eventually we were ready and I changed into my Loco Driver's Outfit and brought the 03 off shed. Our first duty was to lead the 10.10 ex Rowsley with the 47 on the rear. This was already the 3rd departure of the day, and 129tons of carriages plus Co-Co loco quite a lot for an 03 which is currently only about 27tons of adhesion, let alone one which has had little more testing than 5 minutes up and down at Darley and a trip round from the loco shed. Still with the green from the guard it was brakes off, quick hoot and power on and let's hope nothing goes wrong. The train began rolling and I kept the power on half the way to Church Lane, easing back as the down gradient began and looking for the home signal that guards the crossing. Initially it was on but cleared as I pondered whether to make a brake application but you keep the speed down so that your secondman (HarveyC again) can drop the token with the signalman and then it's in to the long loop with Darley Dale at the far end. I fluffed it coming in to Darley - out of practice with vac I braked a little too early, released it and kept the loco pulling to get it near the starter before bringing it to a stand.

Anyway we start away from Darley and it's power on to get it all moving again but not too much as it's a 10mph limit to the top of the yard, but then it's a climb under the Old Road bridge and up to Redhouse. The 03 is a short wheelbase so boxes a little under power but we clear the summit and I ease back on the long descent to bridge 35, sounding the hooters as we approach the crossings. (Another crew reported they 'nearly got a cyclist' at one, despite hooting he'd had earpieces in that blotted them out and he just caught sight of the train as he was about to cross). At the bottom it's a 5mph through Riverside station then power on to get up the bank into Matlock. As we swing right into the platform the upgrade turns into a slight down and the platform is thronged. Stop just after the footbridge, says Harvey which gives me a couple of rail lengths to get it right before the buffers.

[Pause a moment here:let's explain the title. When D2128 returned from Belgium it came to Peak Rail and for a year or two was based at Darley Dale, there's photos of it taking passenger trains to Matlock  and a display photo at Rowsley shows it there too. But then it was sold and years later came into Andrew's hands. It has of course, operated between Barley Dale and Rowsley purely under our auspices, but never south of Darley Dale. Thus this was its first passenger train down the line to Matlock since about 1993.]

That's it, I can stop worrying (I hope), as I'm tail-end Charlie back to Rowsley with the 47 leading. Harvey sets off to the other end to pass across the token and I go on the front to switch the code lights from white to red. Our return trip is uneventful, or should have been, but the converter temperature started rising all the way up to Redhouse. Ideally I would have de-meshed the gearbox but that would mean draining all the air first so you have to go back with direction correct but clutch 'out' and hope that the fluid circulation is sufficient to keep it cool. By Redhouse the gauge is up over 100 deg C and the shutdown is at 125 or thereabouts, but as soon as we start to descend from Redhouse to Darley the temperature starts to drop and I still can't figure why.

Anyway, we continue to Rowsley, are detached and move light loco over into the yard to wait until after lunch. I check the leak tank, expecting it to be full: there's hardly anything in. Our next turn is the 13.10, and we're tail end Charlie down and train loco back. The exchange of locos after each service is an exercise akin to Tetris. RS8 is blocking the cattle dock, the token is required at both ends of the station to release lever frames or catch points. But with Mark Sealey hot footing it from end to end, they're becoming slicker. I bring the 03 up to the back of the train and discover the screw coupler is seized... Not any expected problem, we did get the screw coupler from the rear but hook to hook it was too long to do up correctly but HarveyC arrived with the emergency coupler used on the steamer and just in time we were ready. Sit back, relax and watch the scenery back to Matlock.

The return journey is the real test for the 03 and the long pull up to Redhouse. But first it's get the train rolling from a slight upgrade, then down past Sainsbury's and the 5mph past Riverside, power on as you get to the bridge and more as your train clears the 5mph and the climb begins. The 03 is sounding reasonably content as we pound up uphill. I'm assuming the guys in the back loco (D8) have notched in to take the weight of their 130tons and I'm only handling the 4 coaches. At the top you sound for Redhouse crossing and I do an 'Ilkley Moor' to make sure Darley Dale signalman knows I'm coming. You peer ahead on the curve under the road bridge and apart from seeing Andrew filming us on his phone, I'm hoping the gates are opening and we'll have a straight run into Darley platform, which on this occasion we do, though I have pulled up a few feet short and D8 is still on the track circuit so I have to pull forward another 6 feet or so. Hey ho. The other train arrives and in due course we get the road and depart. The first leg is slow - it's 10mph through to the top of the loop and past the 'box where your secondman collects the token, and a bit farther on it goes to 25 and you power up. Unlike the 14, the 03 responds directly and I know we're accelerating for the final climb, though it's not all that far before the gradient eases and you can just maintain speed to the edge of the station. Mark is by the lever frame and collects the token, you cruise into the platform and bring the train to rest with the loco in the final coach length before the ramp. Dump the vac, uncouple and detach. We head up to the gates at the end of the yard - D8 comes down the loop and takes our place at the rear of the train and we get the road back to shed, our day done.

RS8 meanwhile has been doing a trade in prospective drivers, aided by one of Jagger's friends going up and down platform and train drumming up interest. After disposing of the 03 I hang around a bit as there is a joint PR/EVR social in the evening, eventually the other locos return and RS8 and 03 sit again together in the evening sunlight.

During this get together I casually ask the driver of D8 whether he had had the loco notched in. No, he said, it was all your loco's work. The crew of the 47 also had not provided any assistance. I can't say exactly what speed we came up at, and for that matter I had a bit of throttle in reserve, but we had proceeded without any significant loss of time with 4 carriages and a main line loco in tow.

Sunday: It's a repeat but it isn't. My secondman today is Phil Mason, and after sorting out the leak drum (about 3 gallons again) and checking belt drives, etc, RS8 has departed and we come out and find our way over to the  the same 10.10 departure as yesterday, but at the rear this time and the emergency coupler is still on. No issues of the converter gettng warm in tow, though the 03 does clank a bit in tow which it doesn't under power.

I have D8 again so know that the 03 can do it, and on the return make sure I'm right up the platform at Darley. At Rowsley I return the coupler to the loco shed and stable the 03 in the yard. I have wandered up to see how RS8 is doing when I meet up with a shareholder who rings me from time-to-time to find out what is going on at Peak Rail. He has come over for the first time in several years and is delighted to see how busy it is and praising the 'revived' Peak Rail under 'New management'. By about one o'clock we are on the headshunt at the Matlock end, ready to drop on to that end of the train as soon as the class 25 has vacated it. There's a guy in the front door of the coach behind holiding his phone out to record the whole journey, having asked whether I'd been giving it 'everything' on the way up. I explained quickly to him where the main pulls would be in that direction and he seemed very happy with the experience when he got off in Matlock.

Others wanted to know what engine was inside, and one young lad thought it was a steam engine because it had a funnel on (03s are considered 'honourary steam engines' in some quarters). On the return leg I throttled up to maintain air fan flow but the converter remained cool and unflustered. At Rowsley we moved across to the headshunt once more while the 25 came down and took our place again, and then got a route back to the shed for disposal. RS8, Jagger reported, was running warm on the drive axle (both sides) but then it has probably done more miles today (and yesterday) than for many a year. This evening we snaffled a picture of it taken at the Stone Centre in about 1991 on an ebay auction.

So that's about it. Longer than usual but I hope worth the read. There's one video up on you-tube that includes footage of the 03 (but only as tail end) and I'm hopeful of seeing more in due course. As for now, I'm aiming for an early night as it's back business and moving another loco in the morning. Till next week, see ya then.