Friday 24th July 1992 : Test Train

The train would basically follow the path of the 11.45am ex-Douglas out (this train not running on a Friday) and return to Douglas in time for the departure of the 2.10pm.  The following log of the journey was recorded by Alistair Lamberton, the train consisting of carriages F.30, F.10, F.11 and F.18:-

From Douglas      Station / Crossing   From Port Erin 

10.57                Douglas                2.12

11.12                     Port Soderick       1.58

11.23                   Santon                     1.47

11.25                     Ballalonna                  1.44

11.26                     Ballastrang                 1.43

11.31                     Ballawoods                1.38

11.34            Ballahick                    1.36

11.36                    Ballasalla 1.34

11.44                     Castletown 1.27

11.46                     Mill Road                   1.25

11.57                     Colby                                1.14

12.00                    Kentraugh                 1.12

12.01                    The Level                    1.11 

12.02                    Ballagawne                 1.09 

12.04                    Four Roads                1.08 

12.05                    Port St. Mary               1.06

12.08                    Port Erin         1.00

An agreement had been reached with the owners of the locomotive prior to dispatch, whereby it would be returned to Germany should it prove unsuitable for the railway.  Since the test train though it has been deemed suitable and granted number seventeen in the stock list.  The locomotive previously worked at Helmstedt which is north of Berlin and near the old east-west border. It is powered by a Deutz-V.12 engine and Voitz hydraulic transmission. The name “Schöema” appears on the radiator and the following details appear on a plate in the cab:-

Manx Steam Railway News  No.103

“ ...No.17 has had I.M.R. type drawbar and couplings fitted along with a new cab floor, and has since had further trials and driver training on 29th and 30th September. The locomotive is currently in the Steam Shed with the paintwork rubbed down in readiness for re-painting in Brunswick green (the same as No.13 used to be but with darker lining it is understood) and numbering.  [copious notes were provided for publication in Manx Steam Railway News and these are herewith included in their entirety with our grateful thanks to railway engineer Paul Ogden for providing same]...” 

The loco is fitted with a compressor to supply air for brakes, horns and operating the valves which engage the gearbox and select forward or reverse. A separate air system is fitted for operating train brakes. The throttle is controlled by wheels mounted vertically on each side-end of the control panel. The air brake and horn controls are also dual fitted, enabling the locomotive to be driven from either side of the cab.  There are various gauges for gearbox and engine oil pressures and temperatures, also air and brake application pressures. A clock records engine running hours. Electric wipers front and rear, headlamps, a cab light and various indicator lights are also fitted. Dropping door windows and fold up seats complete the cab furnishings. Mounted on carriers bolted to the frames between the wheels are re-railing ramps, presumably a legacy of working on indifferent mine track.   There are also front and rear air-operated sanders, worked by what looks like a small reversing lever mounted through the main control panel.

19th July 1992

(pm)  Present were Rolling Stock Supervisor Colin Goldsmith, Leading Fitter Brian Cottier and myself. The throttle control was connected and the loco started after being towed out of the carriage shed by a railcar. It would still only operate in reverse and was moved to the Fitting-Shop, assisted by the railcar. The air-operated reversing mechanism on the gearbox was found to be sticking. With full air pressure and leverage assistance it started working. The mechanism then worked satisfactorily, with the locomotive moving in both forward and reverse directions. It was concluded that the problem was caused due to the loco being out of use for a long period (records subsequently showed this to be about four years). It has since given no trouble. Following the arrival in Douglas of 4.15pm train ex-Port Erin the loco was run up to Port Soderick driven by myself and accompanied by Colin and Brian. Once clear of White Hoe crossing the loco was opened up and the operation of the three speed automatic gearbox became apparent. 

20th July 1992 

After traffic ceased at 6.20p.m. the loco was run to Ballasalla hauling a seven coach train. After a cautious start from Douglas the loco changed up through its gearbox into third (top) gear passing the Coal Yard. However once on the gradient it changed back down again to second and then bottom gear. Although pulling well progress was somewhat slow, approximately 10mph.  The engine speed was just below that required to change up a gear. Once more handling experience is gained it may be that the loco would hold second gear from the start and so maintain a higher speed. Port Soderick was reached in 19 minutes. From Port Soderick onwards, once running speeds were attained, top gear was held without problem. Speed varied between 12-20mph, depending on track conditions. Stops had to be made at all crossings to open gates, the loco having no trouble in holding back the train without braking assistance, even when descending from Ballawoods-Ballasalla where a stop was again required. On the return journey from Ballasalla the loco performed well, climbing the 1 in 80 to 1 in 100 gradient easily. 

24th July 1992 

The loco and a four coach train made a return journey to Port Erin, timetabled on paths between services. Journey times in both were approximately 72 minutes. Detailed point to point timings were recorded. On the initial climb through the Nunnery Cutting the loco again automatically changed up and down between 1st and 2nd gears several times before 2nd was held. This again was mainly due to driver inexperience. In general circumstances 2nd gear should be easily maintained. Once the gradient eased slightly, just below the pig farm, top gear was engaged and held at between 1,200-1,300 r.p.m. The line speed was approximately 15 m.p.h. The loco again performed well although speed was restricted on certain sections to curb any excessive fore and aft pitching. All crossings and pointwork between Ballasalla and Port Erin were successfully negotiated. On the return journey climbing from Ballasalla top gear was engaged and held from Ballahick onwards with the loco pulling well.  Descending from Keristal to Douglas it was found that by easing the throttle back slowly the drive remained in top gear. 

Conclusion

Although primarily for works use the loco could be used in passenger service should the need arise. However the realistic journey time between Douglas and Port Erin would be 75 minutes as opposed to the 65 minutes timetabled. In an emergency situation this would be quite acceptable. Once the ongoing upgrading of the line is completed the loco should be capable of maintaining the steam passenger schedules hauling an average train. However following the fitting of the correct drawgear and a vacuum exhauster the loco will be suitable for use on general duties as intended.

Footnote

Standard couplings were fitted by the 28th September. Further trials and driver training were carried out on the 29th and 30th September. All satisfactory, standard couplings improved locomotive ride and performance. Ballast weights may be re-fitted as original to maintain adhesion factor.  On Monday 12th October 1992 whilst shunting locos in Douglas Steam Shed a bonded rubber drive coupling failed. Therefore the diesel loco is temporarily incapacitated whilst repairs are carried out - Back to the good old steam engines!

Manx Steam Railway News  No.105

Easter Sunday 11th April was to see No.17 carry out her first passenger turn. No.11 having departed Douglas with the 2.10pm broke a main spring between Port Soderick and Santon.  Thus No.17 was dispatched from Douglas to the rescue of the stricken train (perhaps the name 7th Cavalry as suggested by a certain railway employee would have been more appropriate for her!).  

Manx Steam Railway News  No.107

During the penultimate week of October 1993 the locomotive entered the workshops to be fitted with shock absorbers to try and steady the see-saw motion produced by the rubber suspension.  Whilst in there the opportunity was taken to remove a number of the air reservoir tanks which are no longer required now that the locomotive will not have to operate train air brakes. A vacuum exhauster and a smaller air compressor are due to be fitted during the winter so that it can operate the carriage vacuum brakes.

Manx Steam Railway News  No.102

 “ ...on 18th July 1992 the diesel locomotive from Germany arrived on board the I.o.M.S.P.Co., vessel M.V. Peveril.  Off-loaded and then moved to Douglas Station, an initial problem was encountered when it was found that the keys to the cab were missing!  This problem overcome, the engine was started and the locomotive moved into the carriage shed.  On the evening of 19th July the locomotive ran a light engine test to Port Soderick.  The following evening the exercise was repeated but with seven carriages, on reaching Port Soderick with everything going alright it was decided to proceed to Ballasalla Station.  After this incident free return a test train to Port Erin was planned...

CHRISTOPH SCHOTTLER

G.M.B.H.

MASCHINEWFABRIK

DIEPHOLZ                  BES BREMEN

(HP) PS 200                 MASH No.2066

25T                  BAJAHR 19588

No.17 may receive a name at a later date (how about Viking - the original name planned for No.3?). However before she can enter passenger service (only in the case of steam locomotive failure) vacuum brakes will have to be fitted....”.

Notes By Paul Ogden

The loco was originally located following a phone call to a firm advertising in the railway press. Called “Steam Traction” they run a business buying and selling various locomotives. They duly found the Schöema at a railway works in Dortmund, Germany. It had previously worked on a 900mm gauge mine system in Helmstedt.

From the outset it appeared to be the sort of machine we were looking for to work on the railway.  Its loading gauge is similar, and with 900mm being only 9/16” under 3’ it fitted straight on the track. It is an 0-4-0 machine, weighing 24 Tonnes, powered by a V-12 Deutz air-cooled engine. Turbo-charged and delivering 200h.p. it drives a Voight 3 speed automatic gearbox through a torque converter. Final drives to both wheel-sets are through prop. shafts and axle gearboxes. 

Due to some confusion (mainly the lack of people who could communicate in both German and English!) when staff from the railway visited Germany to view the loco it was stored in a shed on blocks. It was not seen in operation and following some negotiations the vendors offered to ship it to the Island on seven days approval. Any problems, excluding those related to gauging, would be rectified by the vendors, or the loco returned to them at their expense.  We therefore had one week to ensure that it worked properly, before payment in full was due. The following is a record of its first trials on the railway.

18th July 1992

Delivered to Douglas Yard and stored in the carriage shed (assistance during off-loading was rendered by the redoubtable Stephen Carter and a pair of cranes!). After inspection by railway personnel attempts were made to move it, but it would only travel in reverse.

19th July 1992 (Continued)

At speeds in excess of 10mph the loco had a tendency to pitch fore and aft over joints. On well maintained 751b track the effect was only slight, but rather more noticeable over the 601b. sections. However reasonable speed regulation ensures that the problem is not made too severe. On the good Keristal section the loco comfortably attained speeds in excess of 20m.p.h. in both directions with no undue pitching. Port Soderick station was entered with the Douglas end point-work being negotiated without problem. The return journey to Douglas went well, with the air brakes working efficiently. The loco was returned to Fitting Shop and an inspection found all in order.

20th July 1992 Continued

The engine speed was actually at the critical limit whereby the loco kept changing between second and third gears. However by keeping the r.p.m. below this point the loco remained in second gear. At Ballaquaggan the gradient eases slightly and this enabled top gear to be engaged and held. Performance was satisfactory from Santon to Port Soderick.  On the descent from Keristal to Douglas, ruling gradient 1 in 60 the loco brakes held the train in check without assistance. The engine and gearbox drive had automatically disengaged, therefore the loco was free-wheeling. At Nunnery Bridge the train was pulled up almost to a stand, and could have been stopped completely if necessary. Upon arrival in Douglas the loco was returned to the shed and checked over. All was in order.

24th July 1992 Continued

This resistance was sufficient to retard the speed of the train without using the brakes. When speed was reduced through the Nunnery Cutting with a brake application, the engine speed dropped below 1000r.p.m. and the drive disengaged. However by throttling the engine up 2nd gear was engaged and this then held. It would therefore appear that the gear-box, via the torque converter will remain engaged on the over-run provided that the engine speed is above 1,000 r.p.m. In effect the wheels are driving the engine. Upon the completion of another successful journey the loco was thoroughly checked over. Everything was in order and all systems appeared to function correctly.

Manx Steam Railway News  No.104

One set of new wooden doors have now been fitted to the rear of the shed. On the coaling stage just outside the steam shed, a new diesel tank has been erected for the locomotive (and the other diesels of course). No.17 as it is now numbered has been painted painted Brunswick green and lined out with thick black lines edged red is to receive a name. A competition is now being held amongst local schools will decide the name and the winning entry will be announced at Easter when the locomotive will be named. A new drive coupling has been fitted and a trial run to Keristal was done on 18th January 1993.  The unit entered permanent way service with ballast train duties to Colby on 19th-21st January.

Manx Steam Railway News  No.108

At around the same time as works on No.11, No.17 suffered a major power unit failure whilst on works’ train duties. Upon investigation it was found that a piston had disintegrated causing severe damage to one of the cylinders; repairs to the Deutz engine were beyond the means of the workshops so the power unit was therefore sent to Deutz agents Asea Brown Bovril of Derby. Since the engine’s arrival at Derby however doubts have arisen as to whether its repair is economically viable. No.17 may end up with a different power unit all together. Whatever engine is returned to the railway, the opportunity will then be taken to fit vacuum brake equipment to this locomotive. With No.17 being out of action the railcars are once again being used as yard shunters in Douglas.