Similarly quite a few hours are spent before a tour making up hundreds of sets of raffle ticket with the same numbers (but in six different colours!) and tearing up the counterfoils into individual tickets so each one has an equal chance. The prizes have to be sourced, collected and sorted, the list / flyer assembled / printed then delivered. We won't mention producing historical / geographical route notes, maps, track plans, souvenir tickets etc. On route we discovered that our Class 33 needed some hydrostatic oil. The train crew had the oil but were missing a funnel to pour it in and by now all the shops were closed. Fortunately, our ever resourceful Fixtures Secretary was able to find one at home (handily near Crewe) and brought it to the train early the next morning to allow a top up to take place!

On the day of the tour we reported for duty at 08.40, the stock arrived into Crewe P11, and with all aboard we depart for a brisk run to Chester in the sunshine with the Class 33 leading. The stewards then began their ticket check against the manifests and handed out the tour brochures and maps. Kev and Jim later issued the last ever of Jim Sellen's wonderful souvenir tickets, as he retired from this role after the tour. Approaching Chester the tour took the facing crossover at 178m 56ch cutting right across the station approach at Chester East Jn to run through Chester Reception Road (Line No1); a first for nearly all. At Chester West Jn it was on to the bidirectional Up Slow then, briefly, the Up Fast before Windmill Lane Tunnel to reach the Down Fast then the redoubled section beyond Saltney Jn to Rossett Jn. At Gobowen a reversal enabled coverage of the trailing crossover immediately north of the station to run back to Wrexham General and through P3 to take the bidirectional connection to the Down Bidston. Spirits were high on the fully booked tour and the usual charity raffle was in full swing.

After Dee Marsh North Jn (formerly Birkenhead Jn) we entered Birkenhead Sidings at the stipulated 5mph and noticed that the ride became rough. The train stopped promptly as the emergency brake PassComm had been pulled by one of our trained stewards in Coach B. The front wheel set (only) of the leading bogie of Coach B had derailed to the side. Fortunately there were no injuries due to the low speed (indeed the very reason for taking these lines at slow speed) and, after checking everyone was OK, the train crew gathered trackside to confirm what had happened and to make the necessary calls to Network Rail. The local Mobile Operations Managers were soon on site and Wigan 'BRUFF' re-railing team was called to assist. Unfortunately this headshunt is now a dead end rather than a loop.

The teams deliberated various ways to recover the situation, from detraining passengers to arranging road transport at the nearest access point. Both options were discounted, and it was decided to run the rear non-derailed Coach A with half the participants and the Class 33 back to Wrexham General to transfer passengers to service trains. This was to be repeated for the remaining participants. Once the Class 33 had departed, the rest of the passengers in the derailed coach were moved back to Coach C so that Coach B could be detached. The two other coaches with the passengers were then drawn forward away from the derailed one by the Class 47 so the BRUFF guys could start re-railing work. This involved four hydraulic jacks and wooden blocks as packing. After just an hour, the coach had been raised, moved across and lowered safely back onto the tracks - very professional and impressive work.

The Class 33 and its now empty coach had returned and, with Coach 'B' re-railed, there was a change of plan. Coach A and the Class 33 shunted out of the way, while the 47 backed our two coaches onto the re-railed Coach B and then propelled it back over the track into the cripple siding at the other end of Dee Marsh ['silver lined' rare tack for those remaining]. Coach B was then detached and stabled for later recovery which required wheel skates. We then pulled forward and the 33 and Coach A rejoined our set to form a 3-coach train comprising Coaches A, C and D still with the 47 and 33 at each end. The Ruby Vampire returned to Crewe station, arriving two hours ahead of schedule! The Society is extremely grateful for the professionalism and support shown by the teams from Network Rail, West Coast Railways and DB Cargo (including BRUFF), who efficiently ensured we all returned home safely.












Of note, the derailment occurred during the charity raffle and it was decided to continue with it. The response from the 220 aboard was magnificent and (with other fund raising) an impressive £1,025 was donated to support the Merseyside & Cheshire Blood Bikes volunteers. [Merseyrail's charity in its Ruby anniversary year, hence the 'Ruby Vampire' tour name which puzzled some.] Many positive and supportive messages were received following the tour from participants praising the way the situation was handled, including the parts played by our Tour Manager and stewards. The understanding and calm response of our participants was also noteworthy (for one it was his third such event on railtours) and actually some very interesting rare track was covered before the derailment.