Diversity

No, don't panic, the Moseley Railway Trust has not gone all Politically Correct (although I should add that we welcome everyone to the site - although those who are prepared to spend the day shovelling ballast or earth are more welcome than most). This week we'll have a quick look at a classic example of product diversification. As both of you know, Motor Rail at Bedford built lots and lots of internal-combustion narrow gauge locos. A prime application for these was on civil engineering sites, moving anything which needed to be moved from A to B (via C). A quick trip to any such site today will not show many railways, which is a pity. Instead, dumper trucks zoom around everywhere. Motor Rail recognised the dumper truck as a threat to a prime market, and decided that "if you can't beat them, join them". A new arrival at Apedale is Motor Rail 8389 of 1947, a 3 cubic yard dumper. Read more about it here. It's a bit of a beast, or will be when reunited with its Dorman engine. As ever, contact us here, but don't panic, it's back to the trains next week.

Progress on all fronts

A major milestone was reached and passed on Saturday with the Moseley Railway Trust's rebuild/reconstruction/replica (delete as seen fit) of a Hudson toastrack coach. After months of work by a small team on the vehicle bogies, said bogies were finally re-united with the underframe of the vehicle. And it all fitted (more or less). And there were no obvious missing bits. Flushed by their success, the team took the embryonic vehicle for a trundle to the scenic delights of Apedale Road - where it is seen with one of the MRT's trusty Wingrove & Rogers battery locos. It went from one end of the railway to the other, and it didn't fall off the track and nothing fell of the vehicle. Overwhelmed, they went and had a drink and a biscuit after that.

Meanwhile, down in the bottom yard, first impressions were that the scrapman had abandoned some his more desperate artifacts. However, second impressions were that these are the remains of a number of new locos and wagons from the Howard Collection; this is, as the name suggests, a collection of the products of J F Howard, a rather obscure engineering company based in Bedford. Only three Howard locos survive - the narrow gauge type "S" now awaiting restoration in our yard, and standard gauge locos based on the Bluebell Railway and at the Ribble Steam Railway. So they're rare beasts. As ever, get in touch here.

Ballast and Baguleys

Another busy time at Apedale, home of the Moseley Railway Trust. This weekend has shown the wide diversity of work which is done by our volunteers. At one extreme we have the Ballast Gang. As regular readers will know, the Apedale Valley Light Railway is noted for its propensity to require huge amounts of ballast, all of which gets loaded using the lovingly cared-for Fordson tractor into a ballast hopper on loan from our friends at the Golden Valley Light Railway (to whom we must extend our continuing thanks). Said hopper is then trundled down the railway, opened, and the ballast spread into something approximating to its desired final position. This is not, it is fair to say, a subtle operation, and tends to appeal to those who regard a 7lb hammer as a tool of precision.

On the other hand, one of our less physical members spent a day lettering the Baguley petrol loco, no.1695; it now carries the abbreviated name of its previous owners, a pleasure railway at Lilleshall Abbey, on both sides. The loco is being prepared for an outing later this year to Wicksteed Park.

So, the point is that whatever your abilities or inclinations, we can find something productive for you to fill the day with. What's stopping you? Get in touch here - we'll even provide the hammer.

Spring has sprung

Deep in the Apedale, there are the first signs that spring has sprung. To be honest, given how it's been so far this year, the absence of snow for a fortnight is being seized on as evidence that it's time to break out the sunblock and daft hats. But we have to cling onto some hope, don't we? As a reminder of what the winter has been like, we though you may like the attached photo. The Hunslet 460, number 1215, owned by the War Office Locomotive Society is shown on the mainline with the MRT's WDLR water tank wagon. It's going to be a few years before the Hunslet steams for real, but I am sure that WOLS would be pleased to here from you. In the meantime, we continue to develop the railway at Apedale - keep watching this space for details of when we are opening to the public. Contact us here.

Talk about awkward...

If our regular reader has been observant over the last few months, he/she may have noticed the absence from our news page of the once regular appearances of "Sludge". Sludge got its name from Severn Trent Water's Minworth sewage treatment plant at which it spent all of its working life. The reason for the absence is that the loco suffered an engine failure last Summer, when part of the governor mechanism fractured, leaving the engine permanently on tick-over with no means of increasing the speed. Since then, Sludge has been sulking at the back of the shed, leaving its older relatives to shoulder the duty of completing the railway (and taking the glory of being the first to traverse the entire length of the first phase of the railway).

Apart from the priority of completing the railway, one of the reasons why it has taken so long to get round to sorting this out has been our Chief Mechanical Engineer's uncertainty about how to remove the fuel pump from its Deutz engine without completely dismantling the loco. However, not one to be easily defeated, he finally set about the job armed with a variety of mirrors, lamps and spanners bent to unusual angles. Soon surrounded by curious observers, there was much pondering and scratching of heads. The pump is held on by four nuts and studs on the back of the timing gear cover. Only two of these were clearly visible from any angle. The remainder had to be assumed to exist and, remembering Sludge's roots, the CME declared that he would have to remove them "by sense of smell." The most difficult required one 17mm socket, three extension bars and two universal joints to get sufficient purchase to loosen the nut. Once undone, there came the no less tricky job of getting the pump out from behind the bodywork. Fortunatley, the later 40SD Simplexes had a modification to the transverse cross-members, allowing a little more room below the engine covers, which was just enough to ease the pump out for it to be cleaned and then whisked away to PF Jones Ltd in Manchester, who always work wonders with our fuel injection equipment. Let's hope the CME can remember how to get it back on when the time comes. If you'd like to come down and make helpful suggestions, contact us here.