An early start for the inspection of the railway itself today, accompanying Mr Mainwaring (blah blah etc.), Mr Fred Dibble and myself aboard a short consist P-way train, travelling in the (small) guards van with Garry Oretrain, the guard with driver Alf Hearted in the lovely little steeple cab loco. The consist included a tool van, a flat wagon carrying a rowing boat (for some reason!) and the mobile crane, with Cedric Rane, an engineer accompanying us as the crane operator.
Travelling the line is an excellent way to judge the condition of the track, the supporting infrastructure and engineering works. As we left Black Burton terminus and joined the main line, I noted the tunnel and portals were in good condition with no sign of subsidence, decay or water ingress. I decided to do this from the guards platform at the rear of the train with Garry.
Shortly after Bendam, a rather dismal halt with no facilities other than a crumbling island platform, we came to a shuddering sudden halt. The locomotive had derailed at Midgley points! Alf had seen the problem and managed to stop just as his front wheels derailed. With Alfs careful coaxing, and some skilful use of a rerailing tool wielded by Cedric, Alf gently reversed clear of the points so we could determine the cause.
It was clear that one of the blades had separated from the tie-bar perhaps due to some very heavy vehicle crossing the track and breaking the mechanical linkage at that point - perhaps a traction engine or tracked vehicle, or as Alf tried to convince me - a 'giant' :LOL: - the very idea!
Mr Dibble contacted Sem O'Phore at Black Burton to close that section until a permanent repair was effected. To continue to Birdbath halt, we were able to retrace our way back towards Black Burton, and take the spur towards Loon Bridge. As we crossed a bleak wilderness known as Flag Patyo, we came to an obviously new station bulding - we had arrived at Dublow (alight here for Hornby).
Mr Mainwaring (etc. - you get the idea) was most keen to show me the work so far, explaining that the Great Pestilence had been an ideal opportunity to refurbish much of the lines supporting infrastructure. He showed me around the building, including the facilities for staff, with bespoke doors and windows apparently.
Heading around back to platform side he shewed me the Ticket hall, with a spacious well ventilated public area.
Further down the platform I was allowed to speak to the contractors who were enjoying a well earned brew. There were three of them apparently, but I only met two.
We reboarded the train, and set off towards Loon Bridge. As we arrived on the bridge, our train came to a halt, and suddenly all was a hive of activity. Mr Rane set to rigging the stabilising jacks for the mobile crane, whilst the others readied the boat we had brought with us. On inquiring of the purpose to this exercise, I was told that the two employees who met us at the bridge were going to carry out maintenance work on the bridge piers and access to the waterline was only possible by boat. I was most pleased to see that Mr Rane positioned the outrigger jacks on supporting timbers for the bridge and not just on the walkways, clearly demonstrating an understanding of risk assessment. The boat was equipped with a life ring, which apparently meets local safety requirements for the people on board - life preservers would have been more appropriate, I felt.
Garry the guard was engrossed by the operation.
As the operation progressed I chanced upon an old seadog, sat smoking his pipe and watching proceedings.
I asked him for his professional opinion, and he said "Arr - gizzum rollocks an a wired pluckle ne'er to be wizzummed up a glert".
I took his thumbs up to be favourable, and quickly returned to the train and P-way crew, who were making ready to continue to our next stop.
(George and Elizabeth having gone home to see to their cat, Empress 
Suffice to say that my next vacation will not be in Moribund, but will be in the delightful village of Black Burton.
