' Mighty Mogul' fit for the future
Severn Valley Railway- based sole- surviving LMS 2- 6- 0 No. 42968, owned by the Stanier Mogul Fund, is, like its home line, celebrating half a century of preservation. Gareth Evans learns about the'Stanier Mogul's' history, the latest on the overhaul and how its owning group has enthusiastically embraced succession planning.
Severn Valley Railway-based sole-surviving L MS 2-6-0 No .42968, owned by the Stanier Mogul Fund, is - like its home line - celebrating half a century of preservation. Gareth Evans learns about the Stanier mogul's history, the latest on the overhaul and how its owning group has enthusiastically embraced succession planning.
During its last spell of main line running, it gained the nickname ' Mighty Mogul' - such was the power and popularity of this delightful Severn Valley Railway ( SVR) based locomotive, which over the years has carried the numbers 13268, 2968 and 42968.
In a year in which its home railway is marking 50 years since it reopened as a heritage line, the unique Stanier mogul is also celebrating half a century since it was saved from the clutches of the cutter's torch.
The locomotive's owning group, the Stanier Mogul Fund ( SMF), has invested in succession planning, encouraging younger members to become actively involved alongside experienced hands.
The 2- 6- 0 is on course to return next year from overhaul - but it will emerge in a guise which it has yet to carry in preservation - LMS black with its first number, 13268. Like SMF's organisational efforts, it is hoped the thorough overhaul will keep this delightful locomotive operating for many years to come.
History
The Stanier moguls were arguably the inaugural design of locomotive by the LMS's new chief mechanical engineer, William Stanier.
The first Stanier mogul, No. 13245 emerged from Crewe Works on October 21, 1933. It was followed by 39 others, built as a single batch as Lot No. 104. From 1934, members of the class were renumbered in the 2945- 2984 range. Following Nationalisation in 1948, BR added 40000 to their numbers.
Although the class was based on George Hughes' successful ' Horwich Crab' 2- 6- 0s, Stanier used a higher pressure, tapered boiler, which allowed smaller cylinders to be mounted at a more usual height above the rails. They originally had the usual low- degree superheat from 14 elements, but in common with other Stanier classes, this was later increased to 21 elements. The original nine had square topped cylinders, and these plus the tenth had their safety valves mounted on the top feed, as with GWR practice.
On the first 16, the boiler cladding sheets followed the contour of the barrel below, so that there was a parallel front section with all the taper concentrated
to the rear. The next 24 had a continuous taper from smokebox to firebox, to which profile the others were eventually modified. The first 30 had a Midland- type ' bell' whistle, but a Stanier Caledonian- type hooter was fitted to the final 10. They were all built before the introduction of Stanier's curved- topped 4000- gallon tender, so were fitted with the then standard Fowler 3500- gallon type, which they retained throughout their lives.
First allocated to Willesden, No. 13268 entered service on January 24, 1934.
As No. 42968, it became the penultimate class member in service, lasting until December 31, 1966. Its last recorded working was on December 14, 1966 when the 2- 6- 0 was seen passing Preston on the 6.35pm parcels train from Liverpool Lime Street.
On withdrawal from Wigan Springs branch depot on December 31, 1966, No. 42968 was towed in the company of Ivatt 2MT 2- 6- 0 No. 46447 to Woodham Bros' scrapyard in Barry, South Wales for scrap. No. 46447 is operational at the East Somerset Railway.
Barry era
No. 2968 was the 45th locomotive to leave the yard, and spent only six- and- a- half years there. The quoted purchase price was £ 3250, but a rise in the price of scrap metal was imminent, as was the introduction of VAT. Fundraising was sufficiently successful to avoid the former but not the latter. On August 31, 1973, a cheque for £ 3575 was handed over and the locomotive finally belonged to the SMF.
Recalling those pioneering days, Jim Norman, archivist said: "Like many of the original fund members, I started my ' career' on the SVR with the Stanier SF Society.
"One of our members, Phil Pixton happened to mention that the last Stanier ' Crab' was still at Barry scrapyard. He suggested we go to photograph it before it was cut up. In all innocence, three of us agreed. Four of us - Phil, David Montgomery, Maurice Hughes and I - we went there.
"It later emerged that Phil had been going to Barry secretly and carrying out preventative maintenance. I'm certain it was a ' plot' on his part to get the engine preserved - and nothing to do with taking photographs. Unfortunately, Phil is no longer with us.
"Back then, the yard was much different to that which enthusiasts came to know in later years. For one thing, only one or two engines had been removed, consequently there were over 200 left quietly awaiting their fates.
"Although all glass was smashed and brass fittings and side rods removed, the engines were still basically complete. All were still attached to their tenders, while boiler cladding, chimneys, buffers etc. were still in situ and the rust and weeds which were later to take over had not yet appeared. The engines still possessed a quiet dignity, an echo of what they had once been. You had the impression that, by refitting a few bits and pieces, then lighting the fire, you could simply drive them away.
"We had brought with us several gallons of old engine oil ( Phil worked in a garage) and after we had wiped this all over it, the engine looked almost pristine. It was inspected, admired and photographed until, eventually, we bade it goodbye and set out back towards the SVR.
"At this time, Maurice's father had a static caravan near Cleobury Mortimer and it was to this that we headed. That night the fund was formed. No notes were taken, but I've narrowed it down to April 1970.
"We had seen the engine and recorded it on film, but was that enough? Should we consider a preservation attempt? We were in no doubt of its historical value and its position as the sole survivor was a major consideration. On the other hand, the boiler was an unknown quantity - we had been involved in railway preservation long enough to have a healthy respect for the cost of boiler repairs - while its tyres were desperately thin. We all knew that re- tyring an engine in preservation conditions was totally out of the question!
"Despite this, we four decided to make the
attempt. As a first step, we all agreed to put in five pounds, which might not sound much, but at that time, represented for me something over half a week's wages!"
Asked what a typical working party would comprise, Jim replied: "We would depart from Bridgnorth at about 2am in order to arrive at the yard at about 6am. Carrying whatever tools we would need, we would then walk the half mile or so from the road to the engine and work would commence.
"At the end of the day, the volunteers from the various preservation groups would take turns around this solitary tap in a vain attempt to remove the grease and grime of a full day's work on possibly the filthiest form of machinery known to man. After a quick change of clothing in a handy brake van, then it would be up to the High Street and a meal in the Pixie restaurant.
"The work fell into three broad headings, although the dividing lines were not always clear." Broadly, the headings were:
■ Preventative maintenance - to stop the engine deteriorating beyond the point it had already reached.
■ Preparation for movement - since it was to come out by rail, it had to be fit to run.
■ Removal of parts - many components had been stolen from the engine, so parts remaining were removed for safe keeping.
"Preventative maintenance covered a range of activities, including pouring hundreds of gallons of old oil, courtesy of Phil, all over the engine," added Jim.
"This was an attempt to prevent rust formation, but also had the effect of keeping it looking tidy and many contemporary commentators claimed that it was the bestkept engine in the yard. It also entailed giving attention to the exposed axle journals, a task which overlapped with movement preparation.
"We collected parts and cleaned them up for safe storage. The parts that were most useful were the same ones that the thieves found most lucrative, ie brass fittings. All the large items, injectors, ejectors etc had long- since disappeared but many smaller items remained. These included oil boxes, sand ejectors, cylinder drain cocks and miles of copper lubrication pipework. I collected whatever I could, but the piping gave us a storage problem. Unlike the other items, it was too long to be taken away without causing damage so we decided to store it until there was enough to make the hire of a van worthwhile.
"The obvious storage place was inside
No. 2968' s tender tank. It was a little too obvious really - the first place a potential thief would look, but the tender of the 9F was a couple of tracks away ... So in it all went, a hundred feet or more, safe and sound. Then one weekend, we arrived at the yard to find this tender gone! It was one of several high- capacity tenders which were sold off as water tanks. Whoever bought that one got the bargain of a lifetime!
"Three of us from the early days at Barry are still active within the group - Richard Greaves and John Bowater, our engineer."
Asked what attracted him to the mogul, Jim replied: "I think I got dragged along more than anything. My interest has always been on the goods rather than passenger side. Although the moguls were mixed- traffic, they predominantly worked fitted freights, so it was in the right category for me. I didn't know much about them at the time. I don't recall seeing one in BR service.
"The attraction was that it was unique and the historical significance of being Stanier's first locomotive design - it was worthy of a place in preservation. It was lucky that this one went to Barry. It came from the Wigan Springs branch, yet Central Wagon, another scrapyard, was just two miles down the line. Nos. 2951/ 52 were cut up there - but No. 2968 went all the way to Barry. Some things are meant to be."
Return
The mogul's move to the SVR took place overnight on December 13/ 14, 1973 - at the start of an ASLEF ( Associated Society of Locomotive Engineers and Firemen) union work to rule.
The 2- 6- 0 was hauled away from Barry locomotive shed by Brush Type 4 No. 1909 ( later No. 47232) as far as Cardiff Canton, where No. 37300 took over for the run to Kidderminster. Type 2 No. 7640 ( later No. 25290) then arrived and propelled the locomotive to Bewdley for onward haulage to Bridgnorth - Bewdley at that time still being a BR operational station. The arrival at Bewdley came in the nick of time; another half hour would have left it stranded at Kidderminster by the ASLEF dispute. It was a long and cold 14 hours for those who had manned the mogul's footplate throughout.
After a costly six- figure restoration, the mogul moved for the first time under its own steam on November 12, 1990.
Finished in LMS black livery as No. 2968, it entered revenue- earning SVR service on April 20, 1991. It immediately found favour with footplate crews as a strong, sure- footed, powerful and free steaming engine.
New tyres were fitted and the locomotive returned to traffic on December 17, 1994. The tender tank was in need of replacement, so the mogul was paired with the Stanier tender borrowed from ' Black Five' No. 45110 - the
2- 6- 0 becoming the only member of its class known to have run with a Stanier tender.
In 1996, the SVR with tour operator
Past- Time Rail took the plunge to main line operation, and the locomotive was prepared for its MT276 certification.
Between December 7, 1996 and January 31, 1998, No. 2968 worked 14 main line excursions, taking in locations as far apart as Weymouth, Carlisle, Holyhead and York. Notably, not a single failure was booked against the 2- 6- 0.
Highlights included working the first steamhauled train up the Lickey Incline, along with No. 7325; working the first eastbound steam over Copy Pit since 1968; and taking part in the first diverted steam special in preservation history. The mogul also took part in the 1998 Steam On The Met event.
Asked whether a main line return might be considered in future, Peter Holder, SMF publicity officer, replied: "I wouldn't rule it out if it were to be a viable option in future. It had a successful main line season during which it gained the ' Mighty Mogul' nickname.
"During its last ticket, a return to the main line was aborted. We all know the economics of main line running are not exactly favourable. Back in 2003/ 4, the plan fell through for reasons that weren't the fund's fault.
"Essentially, the SMF fundraised for the equipment etc. and at the last minute, there was a problem with the registration. It was a matter of the SMF committing a lot more money when it should not have had to - or accepting that it wasn't worthwhile. It's a shame as the TPWS equipment, through air piping and so on was fitted. The locomotive even had its light engine test all booked - it was that close. It's such a costly business, but never say never."
Due to deterioration of the firebox stays, the locomotive was withdrawn from service in 1998. It returned to action in March 2003 after overhaul, carrying the later BR livery of black, lined red, cream and grey as No. 42968.
In June 2010 it was discovered the tyres on the tender wheels, which had not been replaced at the same time as the engine's in 1994, had developed bad flats. The tender was withdrawn
and that from No. 45110 was again attached to allow No. 42968 to remain in service. The tender's tyres were replaced and the tender received a full overhaul during 2011- 12, the locomotive regaining its correct tender in March 2012. No. 42968 was withdrawn for overhaul in 2013.
Recent progress
Having begun after it was withdrawn from traffic, the current overhaul has been an exhaustive one. Most notably, the locomotive's rear dragbox has been entirely replaced and the frames have received extensive repairs, including replacement of a considerable section towards the rear on the fireman's side.
A lot of platework around the cab has also been renewed. At the front end, the cylinders have been re bored and are now 0.040in larger. Since returning to rest on its wheels on October 29, 2019, reassembly has continued apace, with many refurbished components waiting in the wings. Much of the mechanical overhaul is now nearing completion. Countless items have made a visit to the paint shop - even the boiler cladding sheets have received their gloss coat.
In the boiler shop, activity has been no less intense. The lower two thirds of the outer backplate has been replaced. It was decided to retain the inner firebox backplate as apart from the flanges, it's in good condition. New flanges have been welded on. At the other end of the firebox, the lower half of the throatplate has been replaced. At the smokebox end, the patch repair to the front of the barrel has been attached following preliminary welding. This job will be completed when the new tubeplate is in place. The new smokebox wrapper is on site and will be fitted once the superheater header is installed on the front tubeplate.
"An element of the overhaul for which we had a head start was the Fowler tender," explained Peter.
"When this was withdrawn from traffic in 2010 following the discovery of wheel flats, the opportunity was taken to undertake a full mechanical overhaul, with the wheels retyred at the South Devon Railway. Meanwhile, the locomotive continued in traffic paired with the Stanier tender from ' Black Five' No. 45110 until March 2012. Many will remember this pairing from the mogul's first stint in traffic, too. On that occasion it was necessary owing to replacement of the tender tank, the platework of which had worn very thin. We hope not to have to call on our shedmates in the forthcoming period in steam, though this arrangement is representative of our cooperative relationship with the SVR, and the pragmatic thinking of all concerned.
"Before the pandemic, we didn't expect there to be much work outstanding on the locomotive. Earlier this year, we were optimistic it might be on test by the end of the year. Our voluntary working parties can now meet on Sundays rather than Thursdays, as access is restricted. As a fund, we're looking at how we can support the SVR with cashflow to bring forward the work - mostly with the boiler, including purchasing tubes and stays."
Describing the locomotive's return as "agonisingly close," Peter said it could be back by early spring or summer 2021, but it's a case of ' wait and see'.
"The boiler is at the point of final assembly," he added. "Once the front tubeplate is in place, then it's a matter of putting the bits and pieces in."
Until the Covid- 19 crisis, SMF volunteer working parties met at least weekly, often more frequently. They have assisted with countless tasks, ensuring momentum is retained at all times, allowing the SVR's staff to focus on the tasks for which specialist skills are required. SMF working parties are open to anyone who is both an SVR and SMF member - there's always a job for everyone and much fun is had, and progress made, by all.
"Essentially, there are three teams oflabour - SMF volunteers, SVR volunteers and SVR engineering paid staff, so it's been a concerted effort," explained Peter. "We wouldn't be where we are now if there wasn't a good relationship between all parties."
Jim said: "I believe it's within the top 10 most extensive overhauls to be carried out on an ex- BR steam locomotive in preservation. I'm a qualified mechanical engineer. Everything has been done. It will be like new. The overhaul will hopefully result in it being like new and fit for many years to come.
"I've worked out from the archive and mileages that these locomotives normally: received a heavy general overhaul at 120,000 miles. The last one it had was in Se~ temlier 1962 at Horwich. It had done 180,000 miles since.
"When it came out of traffic in 2013, it was tired. That's why it's having such an extensive overhaul now. The SVR is doing whatever needs doing."
Supporters
The SMF has been active in ways beyond the workshop and continues to enjoy a steadily increasing membership.
An important area of work has been succession planning - a key part of that being the introduction of a Young Members' Scheme ( YMS), launched in 2017, with the aim of making membership of the fund accessible to younger people.
Peter said: "Initially, there were a few remarks that it appeared as if we weren't interested in members over the age of 30!" This couldn't be further from the truth of course. The scheme acknowledged the need to make membership affordable for all and sought to engage those who will take responsibility for the long- term future of the locomotive.
"I became a member of the fund back in 2006. I was aged 16 then and joined the committee aged 18. As a younger person in the SMF, I've benefited from very proactive and professional custodianship of the locomotive over the last 50 years.
"Our committee has a mixed age profile - it's a healthy balance. I'd like to think we have the best of everything. We're pretty proactive as locomotive owners go. The SMF has long taken the view it wants to be proactive both for its supporters and the SVR.
"We launched the YMS as a digital
"Our committee has a mixed age profile - it's a healthy balance. I'd like to think we have the best of everything. We're prett proactive as locomotive owners o. The SMF has Ion taken the view it wants to be proactive both for its supporters and the SVR."
membership with a small one- off payment of £ 10. The aim was to encourage involvement and allow the fund to move towards digitalisation of certain aspects - such as our biannual journal as a PDF and the creation of a members' portal on the website, which is beneficial to the entire membership.
"In our Golden Jubilee year, we have chosen to simplify the full membership criteria. It's a £ 50 life membership. No ongoing financial commitment is needed, though of course, contributions are always gratefully received. We've been thrilled to see so many new members of all ages join us this year, and hope that others may be inspired to follow suit. They will be made most welcome!"
At the time of writing, five of the 11 members elected to manage the fund are under the age of 30. They work alongside several founders of the SMF to provide balanced and progressive oversight of its resources. As for the future, Peter said: "The next major thing on the horizon is ensuring our locomotive is in steam for its centenary in 2034.
"It's a big target. However we negotiate the overhaul requirements - such as mid- ticket, it's running a little close now. We have an exciting future ahead - as far as the world around us allows!"
For more details about the Stanier Mogul Fund, see the advertisement on page 99. HR