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PETER BLEASDALE
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Against the wonderful backdrop of Torbay, with the coast of Dorset just visible on the horizon, "Lydham Manor" crosses the viaduct at Churston Ferrers on the steepest part of the climb to Churston Station.
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The much-repaired water tank at Paignton Park Station, with an exquisitely refurbished set of coaches in GWR livery, standing alongside.
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GWR No.7827, "Lydham Manor", prepares to run round the train of eight coaches at Paignton Park Station prior to making a spirited run up the incline to Churston Station.
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The Station Nameplate at Churston.
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On the entrance to Churston Station, standing on the original branch line to Brixham, can be seen the turntable, which is part of the main repair and servicing depot located on the opposite side of the tracks here.
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"Lydham Manor" emerges from the trees and runs alongside the River Dart on the outer approaches to Kingswear Station.
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Locomotive and train pass the north bound 'outer home' colour light signal and heads towards the waiting photographers.
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The driver and fireman keep a watchful eye as the locomotive nears the automatic barrier crossing on the approach to Kingswear Station.
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Against the magnificent backdrop of the River Dart and Dartmouth Marina, the fully loaded 10 coach train in all GWR colours, finally arrives at it's destination recreating scenes of yesteryear.
The car park on the right of the picture was the original location of Kingswear goods yard and turntable in GWR & BR days.
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This idyllic scene of the station environs around Kingswear shows the 'Manor' locomotive about to run round it's rake of coaches, whilst the photographers cluster on the footbridge over the extended platform, which proudly proclaims: "Kingswear for Dartmouth", accessed by means of the River Dart ferry.
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A view of Kingswear Station and the landing stage of the passenger ferry taken from across the Dart Estuary in Dartmouth.
One of the loading/exit ramps of the car ferry can just be seen at the bottom right of the picture.
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DARTMOUTH MARINA
with the Britannia Royal Naval College prominently in view across the River Dart estuary
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With Dartmouth Marina once more in the background the driver of "Lydham Manor" opens the regulator to move his charge towards the crossover located at the other side of the barrier crossing.
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The locomotive has now regained the 'main line' and is preparing to couple up to the coaches for the return journey to Paignton.
The 'Whistle and 10mph speed limit" sign for the level crossing and the crossing itself is clearly visible in this shot.
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Another close up of the "Manor" locomotive as she prepares to couple up.
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The fireman has performed his duties and re-coupled the locomotive, and the driver now opens the 'blower' to brighten the fire and raise the steam pressure for the hard climb ahead back to Churston.
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A close up shot of the locomotive nameplate.
For the technically minded, the 'Rocking Levers' and the 'oil boxes' for the Eccentric Straps of the Stephenson Valve Gear are clearly visible in this picture.
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A trackside view of the approaching train.
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And now, a pair of photos taken through the window of the Observation Carriage, which is now positioned at the front of the train for the return journey, showing the locomotive running round and coupling up once more to the coaches.
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As the gentleman sitting in the front seat of the Observation Carriage remarked : " This is what a 'head on' train crash must look like!
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We are ready for the return journey 'tender first' to Paignton.
I was unable to avoid the top of the front seat passenger's head unfortunately!
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After the exhilarating climb with superb sound effects ( which don't process very well on a photograph! ), we approach the mouth of the long tunnel just prior to arriving in Churston Station and the long winding descent to Goodrington Sands.
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On a warm and balmy afternoon the train drifts across Churston Ferrers Viaduct 'tender first' on the approach to Goodrington Sands Station.
In the background are the many leisure boats and the empty tanker, the "BW Lake" , anchored in the bay.
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Our train now approaches Churston Station with it's wonderful GWR footbridge.
The clearances on this line are very generous as it was original constructed to Brunel's 'Broad Gauge'.
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As we approach Goodrington Sands Station, the beach can be clearly seen on the right.
This is a wonderful location with the beach, being located adjacent to the station.
Sea, sand, and steam locomotives, what more could one wish for?
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Our train finally returns to Paignton Park Station at the end of our wonderful journey.
In the cab of the locomotive are the driver ( GWR locomotives are right hand drive ), fireman and trainee.
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The returning locomotive hauls the train out of the sunshine into the relative gloom of the station roof at Paignton Park, whilst large crowds await the commencement of the the next service to Kingswear.
This is one 'Heritage Railway' which is doing very nicely thank you.
Oh Doctor Beeching, if you could see it now!
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Timetable 1938 (Bradshaw)
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Timetables and Fares
For further information
visit the
North Yorkshire Moors Railway Website
or
click map |
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| xSatellite Navigationx Post Codes / Lat. & Long |
| xSatellite Navigationx Post Codes / Lat. & Long |
Pickering
Levisham
Goathland |
Post Code
YO18 7AJ
YO18 7NN
YO22 5NF |
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Grosmont
Whitby
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Post Code
YO22 5QE
YO21 1DX
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Newton Dale Halt
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xxxxLatitude
54° 20' 31.84" N
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xxxLongitude
0° 42' 57.29" W
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As we leave Whitby Station behind Class 25 Diesel D7628, 'Sybilla' , we pass under the magnificent Larpool Viaduct on the closed Scarborough to Whitby line, now reduced to a cycleway
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On reaching Grosmont Station on the NYMR, ex LNER ( GNR ) N2 Condensing Tank, locomotive No.1744, backs onto our train for the stiff climb to Goathland
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N2 tank No.1744 pilots Class 25, D7628, out of Grosmont Station
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After reaching Goathland Station after a spirited climb from Grosmont, we are greeted by the sight of a superbly restored goods train standing in the sidings bringing back many boyhood memories
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The elegant water tank and water crane at Goathland with semaphore signals clearly visible over the bridge in the distance.
The sun was in the wrong place for this photo but the tree at the other side precluded a brighter picture!
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This view of Goathland Signal Box sited at the foot of the eastbound platform also shows the repainting of the station footbridge and the busy platform awaiting the arrival of the next train to Grosmont
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Our train arrives at a very busy and sunny Pickering Station |
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"The interesting bits", the Control Room of the N2 Tank.
I would love to get my hands on these valves and things, with gloves on of course!
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A graphic shot of the N2 tank about to take on water at Pickering for the return journey to Grosmont, obtained by kind permission of the Station Controller after a heated discussion about the over-zealous application of the "Health and Safety At Work Act" !!
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Approaching Levisham Station, with its level crossing, on the return journey to Goathland
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The reasons for including this shot are twofold.
Firstly, it illustrates the rugged nature of the terrain through which this magnificent line was built. The embankment and fence were actually on fire just previous to this picture, presumably ignited by the last train!
Secondly, because of the condensing operation of this locomotive, the poorer quality of coal now obtainable is highlighted. The smoke emitted from the chimney was very bad all the way up this steep climb, causing passengers to close the windows!
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A detailed shot of the 3 - arm bracket signal on the approach to Goathland Station
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Westbound train, headed by "Black 5", No.45428, "Eric Treacy" , awaits our arrival in the passing loop at Goathland to allow the drivers of the respective locomotives to exchange "Tokens" for their following sections
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Stainier Black 5, "Eric Treacy", stands at Goathland, with a full head of steam, awaiting the right of way to return to Grosmont
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A view of Goathland Station used extensively in the TV series "Heartbeat" and the "Harry Potter" movies.
I find this station extremely emotional as it evokes many memories of long days gone by spent at various railway locations
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A high level view of the main platform at Goathland, used extensively whilst filming
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Black 5, No.45428, "Eric Treacy", arrives at Goathland Station tender first
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Now, three pictures of "Elizabeth", the Sentinel Steam Bus, which started life in 1931 as a steam wagon, was then converted to a tar sprayer in 1948, and reverted to a wagon in the 1950's.
It was saved from the scrap yard as a flatbed wagon by the present owner Vincent (who drove for the NYMR and the Hogwarts Express in the Harry Potter movies), finally added the bus body, and has been giving rides around the hills of Whitby since 2005.
"Elizabeth" is capable of 50mph on the motorway,and has plenty of reserve power for climbing the steep hills around this East Coast resort. Well worth a visit!
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"Elizabeth" also sports a most gloriously sounding "Chime Whistle"
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As the slogan says " Relive the glory of steam".
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An atmospheric view of Larpool Viaduct
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This is how it used to be!
The End
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To view the
July 1938 Bradshaw Timetables
for all the railway lines shown on the map
located at the start of this feature
click below
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14 June 2010
Peter Bleasdale has now received from the North Yorkshire Moors Railway the following bulletin and photos, available for RVR use, which I have decided to publish directly rather than provide a link to the NYMR website, being of sufficient interest, and also complementing the above illustrated narrative.
NK |
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NYMR News Bulletin:
SUMMER SIGNING
9FX STEAM ENGINE
STRENGTHENS RAILWAY'S LINE UP
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With excitement growing around England 's World Cup hopes, the North Yorkshire Moors Railway has made its own ‘summer signing' in the shape of a particularly large steam engine, aimed at strengthening its front line.
The British Railways BR Standard Class 9, engine number 92214, has just arrived on the moors, and is expected to haul passenger trains from Tuesday 15 June.
It will run throughout the remainder of the season on the moors. |
The Class 9F 2-10-0 was the last in a series of standardised locomotive classes designed for British Railways during the 1950s, and was intended for hauling heavy goods trains over long distances. It is one of the most powerful steam locomotive types ever to have been built in Britain and one of the most successful.
This type of engine was often dubbed a “spaceship” on account of its huge bulk. A total of 251 such engines were built and the final one, engine number 92220, emerged from Swindon works in 1960 as the last new steam engine built by British Railways, and given the name “Evening Star.” There are high hopes that the new arrival will help to lure even more visitors to the heritage steam railway during the summer.
Philip Benham, General Manager of the NYMR, said “As the last steam engine to have been built for British Railways, and one of the most powerful, the 9Fs always had a special following. In footballing terms, it's rather like adding a top striker to our frontline.
This engine has never before been in operation on our railway, and should add even more pulling power to what we have to offer. It will be with us until the end of October, and we hope it will help lure visitors to spend a good value day out with us, irrespective of what happens in the World Cup.” |
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Above photos courtesy North Yorkshire Moors Railway
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Floral Display at Bishop's Lydeard
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GWR Mogul at Bishop's Lydeard
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The water tank and signals at Bishop's Lydeard looking towards Taunton
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GWR Mogul taking water at Bishop's Lydeard
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FFESTINIOG RAILWAY
(Porthmadog to Blaenau Ffestiniog) |
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For
x
Ffestiniog Railway
z
Timetable Information
x
click above map
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Double Fairlie "Merddin Emrys" approaching Tanybwlch Station on a "up" train to Blaenau Ffestiniog on the Ffestiniog railway.
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Whilst returning from Blaenau Ffestiniog behind Single Fairlie locomotive "Taliesin", the Exhaust Ejector on the loco failed just outside Minfford Station causing the train to execute an emergency stop.
The guard was able to release the train brakes from the guard's van and we limped into the station to await rescue by a diesel locomotive!
Luckily, our observation carriage stopped immediately opposite the cupboard containing the Electric Token apparatus, and I was able to obtain this very rare shot of the equipment, which I used in 1993 as a trainee fireman.
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Double Fairlie locomotive "Merddin Emrys" and train leave Porthmadog Harbour Station for Blaenau Ffestiniog, crossing the "Cob" built by William Maddox, as the fireman wrestles with the Injector Steam Valve trying to get more water into the boiler.
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Single Fairlie locomotive "Taliesin" has just taken on coal and water in preparation for our journey to Blaenau Ffestiniog before backing on to the train.
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"Merddin Emrys" with steam much in evidence, starts the train from Porthmadog for the long climb to Blaenau Ffestiniog, as the lady fireman prepares for her arduous task ahead.
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Another shot of "Merddin Emrys" and train leaving Porthmadog Station. |
Single Fairlie "Taliesin" rounds Tank Curve heading towards Dduallt Station. |
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As "Taliesin" leaves Dduallt Station, it begins the ascent of the spiral section of "The Deviation", built in the 1970's to avoid the old Moelwyn Tunnel, which was flooded during the construction of the pumped storage scheme at Tanygrisiau.
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"Taliesin" on "The Deviation" crosses over the original line, which approaches Dduallt Station under the bridge, and which led to the old Moelwyn Tunnel.
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On arrival at Blaenau Ffestiniog, "Taliesin" runs round the train and takes on water for the return journey to Porthmadog.
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After taking on water, Taliesin couples up to the train to make the return journey to Porthmadog bunker first.
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A view of the recently refurbished First Class Observation Carriage at Blaenau Ffestiniog Station, which affords panoramic views of the wonderful North Wales scenery in much comfort.
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This shot, taken from the Observation Carriage, shows Taliesin and train approaching Tan-Y Bwlch Station from Blaenau Ffestiniog.
The fireman has already alighted from the locomotive with the Token/Staff from the previous section in his left hand to be exchanged with the one from the approaching "up" train, thus allowing progress into the next section from Tan-Y-Bwlch to Minffordd, together with permission from Control in Porthmadog by internal telephone.
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To visit the
Ffestiniog Railway Website
click here
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This is a view of the new Rhiw Gogh Signal Box, which recently won a Design Award, and taken through the window of the Observation Saloon. |
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WELSH HIGHLAND RAILWAY
Caernarfon to Beddgelert & Pont Croesor
(To be extended to Porthmadog in 2011)
For timetables click here
To view an additional ROUTE MAP
which includes Gradient Profiles
click map (scroll down when accessed)
For further information
visit the Welsh Highland Railway website,
which is most interesting and informative
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Due to the failure of Beyer Garratt locomotive no.143 the previous day, diesel locomotive " Vale of Ffestiniog" pulls the empty stock for the first train of the day into Caernarfon Station.
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Beyer Garratt No.87 draws into Waunfawr Station under one of the many bridges which had to be underpinned and the trackbed lowered from the original, to allow the Garratts to operate on this line.
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Garratt No.87 draws into the platform at Waunfawr Station heading for Rhyd Ddu and Beddgelert.
This location is idyllic on a warm sunny day, and the white building on the left is the Snowdonia Parc Hotel, which serves a good range of food all day, as well as providing a good campsite.
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This is Beyer Garratt No.87 leaving Waunfawr on the Welsh Highland Railway.
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A view of the magnificent lake at Llyn Cwellyn from the train between Snowdon Ranger and Rhyd-Ddu Stations.
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This picture emphasises the steep nature of the track and the magnificent, desolate, Welsh Highland scenery between Snowdon Ranger and Rhyd-Ddu.
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Garratt No.87 tackling the steeply curved track towards Rhyd Ddu Station.
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After leaving Rhyd-Ddu, the train heads into the Beddgelert Forest. At 1 in 40, this has the steepest gradients on the line and the climb back up from Beddgelert has to be heard to be appreciated, behind one of these snorting monsters!
There are two huge "S" bends to be negotiated, allowing the train to lose height before entering Beddgelert Station, passing Meillionen Camp Site Halt on the way. Restarting from here, even in the dry, was quite a challenge for the tractive effort of these huge engines. In the wet, it should prove extremely interesting!
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As the train approaches Beddgelert station the concrete base for the old water tank can be clearly seen on the right of the picture.
Incidentally, the open wagon immediately behind the locomotive is the bicycle-carrying wagon.
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After leaving Beddgelert Station, the train passes through the short "Goat Tunnel" behind the Goat Hotel with steep rocks on either side, then after a short time crosses the new Bryn y Felin Bridge, before entering the Aberglaslyn Pass.
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A view of the new Beddgelert Station. The concrete base for the main station building, which has yet to be built, is out of sight on the right of the picture.
The footpath from the car park and village enters from the right behind the photographer.
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Beddgelert Station from the platform
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A driver's eye view of the new Bryn y Felin Railway bridge over the River Glaslyn.
In the background is the new concrete road bridge built by the local council.
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The train moves towards the first short tunnel in the Aberglaslyn Pass.
The fisherman's path and the river Glaslyn can be seen on the right.
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This view of the first tunnel through the trees was taken from the fisherman's path, clearly illustrating the mountainous terrain in this area.
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The same view of the first tunnel taken from the train.
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No. 87 in the Aberglaslyn Pass
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Having reached the temporary terminus at Hafod y Llyn, the locomotive runs round it's train and returns to Beddgelert to take on water.
The new Pullman Observation Carriage "Bodysgallen" can be seen in this shot as the fireman prepares the filling hose.
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Beyer Garratt No.87 takes on water at Beddgelert before tackling the long 1 in 40 climb to Rhyd Ddu.
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Two days later, Garratt No.143 had been repaired, just in time it seems, as it was captured her at Waunfawr having left it's coaches from the northbound train outside the station to be collected by Ffestiniog diesel "Vale of Ffestiniog", whilst No.143 went to the rescue of failed No.87 !!
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A little while earlier, No.143 was captured at Rhy Ddu with it's southbound train.
Again, the converted South African Railways (SAR) open wagon performs it's role as a cycle carrier next to the engine.
The Welsh mountains add an extra background dimension to the picture.
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Another view of No.87 taking water at Beddgelert
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And lastly, another shot showing the construction of Bry y Felin bridge over the river Glaslyn, built to match exacly the original version, which had rusted away, and which the original WHR company had refused to paint in order to save money!
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No. 87 approaching Waunfawr from Rhyd Ddu .
Taken from the footbridge at Waunfawr.
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No. 87 approaching Waunfawr from Rhydd Ddu
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| MODEL RAILWAY at Gilling East |
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in Ryedale, North Yorkshire
(between York & Helmsley)
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The railway, which is operated by the Ryedale Society of Model Engineers Limited, is multi gauge (3½", 5" and 7¼") but the emphasis is on 5" gauge.
The track is laid at ground level, and the emphasis is on emulating main line practice in constructing and operating the railway.
Click here for further information about the railway from its website.
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To view a map showing the location of the railway at Gilling East
click here
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ELLENROAD STEAM MUSEUM
New Hey, Rochdale
Adjacent M62, Jct 21
For Steam Enthusiasts !! |
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In 1892, a group of capital owners in the Newhey area south of Rochdale identified the need for a large mule spinning mill. They built the Ellenroad Mill, 270,000 square feet of typical brick-built factory, beside the water source of the River Beal, along with the engine house, two large steam engines supplied by J.& W.Mcnaught and installed five Lancashire boilers all in the space of eighteen months, a feat which could probably not be achieved even today.
In 1916, a disastrous fire almost completely destroyed the mill, only the engine and boiler house survived.
In 1919 after the war years, it was decided to rebuild the mill using the modern technology of ring-spinning which demanded more power. To eet this demand, the engines were upgraded and new, higher pressure boilers were installed. The modifications resulted in the present twin tandem compound engine, one of the largest and heaviest ever to run a spinning mill at 82 tons and just under 3000hp.
In 1970, it was decided to convert the machinery to individual electric drive, and as the process continued, the load on the steam engine was reduced until, in 1975, it was taken out of service.
In 1982, the Ellenroad Ring Spinning Company ceased trading on this site and the property stood empty.
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In 1984, the Ellenroad site was bought by Coates Brothers PLC to locate a modern plant for the production of highly specialised inks.Coates assessed the site and decided to save the engines Victoria and Alexandra and associated plant.
In 1985, the Ellenroad trust took over and began restoration work.One of the original coal-fired boilers from 1921 was refurbished to generate steam once more.
In 1986, the Trust acquired the Whitelees Beam Engine and installed it in the part of the old boiler house vacated by the redundant boilers. This engine is a fine example of an early beam engine of 1842 and was originally installed at Whitelees Mill, Littleborough.
The Engine House is open and in steam on the first Sunday of each month (closed January). Admission from 11 a.m., with steaming from 12 noon to 4 p.m.
There are railway stations at Milnrow and Newhey, just a few minutes walk away
By road from Junction 21 of the M62, take the A640 south towards Shaw. Pass under the motorway, and then turn first right.
NK writes: Should the spelling be Ellen Road? I have researched this, and discovered that the mill is actually located in Ellenroad Street . . .
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At the heart of any steam driven cotton mill is the boiler house. Here we see the last remaining boiler of five Lancashire Boilers used to power the huge steam engines.
The original boilers were fuelled by coal brought to Newhey Station by train, then by horse and cart or latterly wagons to the site. This was introduced into the furnaces by a mechanical sprinkler system driven by belt shafting above the boilers.
This boiler has two hand fed hoppers dropping coal onto a screw transporter system into the furnace where air is introduced under the grate together with natural draught from the 220 ft chimney stack.
There is also another remaining boiler which has been sectioned to show it's construction.
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This view illustrates the manual feed hoppers where coal is introduced by shovel from the large stock behind.
It is apparently becoming difficult to obtain the correct balance of coal to ensure adequate steam production and prevention of coal break up whilst passing through the screw conveyor feed.
Reverting to manual feeding is therefore envisaged.
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In 1986 The Ellenroad Trust acquired the Whitelees Beam Engine, built in 1841 by John Petri & Company of Rochdale, and installed in the part of the boiler house vacated by the redundant boilers in 1992.
It is a single vertical cylinder engine with condenser and the valves are round-seated with a twist movement to prevent scoring. It is still in fine working order and were it not for the air pump operates almost silently.
This is well illustrated by the fact that it is installed adjacent to the eating area in the cafe!
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The gear teeth here seen around the periphery of the eighteen feet diameter flywheel transmitted the drive to a spur gear in mesh with a bevel gear, then through a transmission shaft that was arranged vertically into the mill.
Compounding, the addition of a second cylinder to the beam, was introduced in 1845 as technology improved to allow boiler pressures in the range 60-70lb/sq.in.
This meant that the whitelees engine would have developed 170 iHP (indicated horse power) at 34 RPM (revolutions per minute).
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This is a general view of the Twin Compound Expansion Engines, Victoria on the left and Alexandria on the right, built by J&W McNaught of Rochdale.
These used to be Triple Compound Expansion Engines producing around 1700 iHp but were upgraded to Twin Compound engines producing just under 3000 iHP in later years.
At 2.30pm on 19th January 1916, a fire broke out in the second spinning room and very quickly spread to the rest of the mill. The fire brigade attended the blaze and appeared to have it under control. However, by 7.30pm the fire broke out again and unfortunately a strong wind had got up and was blowing through the broken windows, fanning the flames. The building was completely destroyed and several walls collapsed. Disaster had struck!
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In this picture of Victoria, the vertical operating mechanism for the piston valves can be clearly seen in the left foreground. The large steel wheel with protruding handles at the bottom right is the main steam operating valve.
The starting procedure is extremely interesting and requires the attention of two or three operatives. It is also necessary to have the engine in the correct starting position, ( more of this later). The Steam pressure gauge is then checked to ensure sufficient steam for the running period envisaged.
First, the drain cocks are opened to prevent condensed water in the cylinders from forming a "hydraulic lock" and damaging the ends of the cylinders, (which I have observed causing much damage on mainline locomotives).
The inlet valve on the right hand high pressure cylinder is opened with a spanner from the outside, at the same time as the main steam valve is opened. The engine then slowly begins to turn and the mechanical system for the valve gear takes over, admitting steam to the cylinders in the correct synchronisation. As speed slowly builds up, vacuum begins to increase and is observed on the twin gauges in the centre of the engines.
When the engines begin to run at normal efficiency, the sound changes and becomes very smooth.
British engineering at it's finest! |
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Because of the intervening war years, nothing was done, but by 1921 the mill had reopened as The Ellenroad Ring Spinning Mill.
This new system required the mighty engines to be uprated to 3000iHP, and changed to Twin Condensing Compounds. This is a highly efficient system, whereby steam is introduced to the high pressure cylinders, then exhausts to the low pressure cylinders to push further pistons. As the exhaust steam leaves, it is quickly condensed by the addition of cold water from the nearby river, creating a large vacuum, which helps to draw the piston backwards, and thus becomes a steam/vacuum engine.
The huge 28ft diameter, cast iron flywheel, weighs 82 tons, and is clad in wood to cut down the wind resistance. It has 44 grooves around the circumference, which held 1 3/4" ropes driving the individual shafting on every floor of the mill, providing power to the Ring Spinning machines. . . .
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. . . On the river, there is a weir, which maintains the well water to provide the 6000 gallons of water per minute required to condense the steam in the massive cylinders!
Underneath the large engines are huge air pumps driven by linkages from the crossheads, which remove the air, water, and remaining steam back to three large tanks, which allows the removal of oil before being returned to the river.
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Built in 1892 on the banks of the River Beal in Milnrow near Rochdale, the Ellenroad Cotton Mill produced fine cotton yarn using Mule Spinning.
The mill machinery was driven by a triple-expansion horizontal steam engine taking power from five Lancashire Boilers.
This is a view of the remaining Engine House taken from supplied literature.
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This view shows the pressure gauges mounted in the centre of the engines.
The large centre gauge indicates the steam pressure from the boiler below and when approximately 50psi is achieved the engines can be started. This is more than adequate for present use, as the engines are no longer running under load and will quite happily run down to 15psi!
The other two large gauges show the amount of vacuum achieved in the left and right low pressure cylinders respectively whilst the engines are in operation, 25 ins Hg (mercury) being the norm.
I forgot to ask what the two smaller gauges indicate, but would hazard a guess that they show steam chest pressure!
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In this picture can be clearly seen the gear teeth arranged round the inside circumference of the main flywheel.
These engage with a gear on the steam driven "Barring Engine", which is used to turn the main engines to "top dead centre" to facilitate starting.
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A close up view of the meshing gears between the Barring Engine and the flywheel.
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The Whitehead Governor adjusts the valve gear continuously to ensure the right amount of steam is admitted to produce the correct speed and power of the engines.
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This small governor was originally used to detect engine overspeed and was connected to an electrical device (Tate's Patent Stop Mechanism) that would disconnect the valve gear from the governor and stop the engines should the driving speed exceed the safe maximum.
It could also be used as an emergency stop, the controls being situated in the spinning mill.
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This picture illustrates the enormous scale of everything connected with the engines.
On top of the main crankshaft can just be seen a huge brass container with glass sides, which contains a vast amount of oil to lubricate the bearing, allowing a many hours trouble free operation.
There is an ingenious system for lubricating the "big end" bearing, consisting of a static glass sided oil container which allows one drop of oil every 4 or 5 seconds to enter the round banjo and oil pipe which rotates with the connecting rod and return crank. The oil is fed down the pipe when the banjo reaches the top of every stroke.
The linkage to operate the huge air pumps below the engines can also be seen here.
The smoothness of the engines is such, that three 2p pieces were stood on end alongside the moving crosshead which travels about 4 or 5 feet along the slidebar, without them falling over!
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Although the mill was lit by electricity powered from the main steam engines, when the workers were arriving and leaving work, it would have been dark until the large engines were started, so a small donkey steam engine was used to provide electricity during these short periods, seen here in this shot.
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The Ellenroad Mill was equipped with a sprinkler system and a Mather & Platt (Manchester) steam driven sprinkler pump was used to provide pressure to this system.
Behind the tall red pipe, in the corner at the far right of the picture, a green, conical shaped container, can just be seen. This was the pressure sensing valve which switched on the pump when the pressure fell in the system.
Unfortunately, due to the ferocity of the fire and a lack of steam, it was unable to prevent the disastrous events of 1916. It is the last one of it's kind still in perfect working order.
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The small pressure gauges at the bottom of this shot indicate the difference between steam and vacuum pressure in the low pressure steam cylinders.
The mill was electrified in 1975 and the steam engines stopped for the last time.
The mill only survived a few more years and was demolished in 1985.
Peter Bleasdale |
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The Ellenroad Steam Museum is well-worth a visit, and is located close to Jct 21 of the M62 - head towards Shaw, under the motorway and turn first right.
The engines are in steam on the
first Sunday of every month
from
12 noon until approximately 4.00pm.
For further information, visit the
Ellenroad Steam Museum website
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