Wednesday 21 February 2024

5V42, 5Z46 and 5Z61: Three Days Of Steam...

What's that saying? You wait ages for a bus then three come along at once? Well, this post really does give meaning to that phrase as I feature three consecutive steam moves in three days! Working alongside the Northampton loop line really does have its benefits when it comes to spotting main line steam, chiefly because a lot of charter work these days seems to emanate from London. The first working came on Tuesday, with 5V42 worked by Ian Riley's Black Five No44871. She was heading south to Southall ready to work some jobs for West Coast. This Black Five is one of four engines which worked the famous 'Fifteen Guinea Special': the last BR steam working: on August 11th 1968. Nos44781 and 44871 worked the first part of the return leg of this train from Carlisle to Manchester Victoria. Today I was originally going to miss her pass by as I'd have been on my way home. However, thanks to her running about 40 minutes early when she approached Northampton, I caught her trundling by the office.

Wednesday saw a bigger engine: West Country class pacific "Braunton": working northbound from Southall on behalf of her owner Saphos trains. The pacific looked a picture as she worked through Northampton's north junction with her blood & custard liveried support coach in tow. The engine has spent the winter at Southall and is now returning home. In fact, I think I did catch her when she went down to the smoke late last summer. No doubt we'll see her again soon...
With "Braunton" having returned home to Crewe, Thursday saw two of her shed mates steam southward to replace her at Southall. Old friend B1 No61306 "Mayflower" and larger class 6P rebuilt Scot No46100 "Royal Scot" made for an usual pairing as they sauntered by. It's only when put against a slightly smaller engine that the dimensions of the muscular rebuilt Scot become quite apparent. The Scot is big...
The B1 and Scot combo brought the curtain down on a busy week for steam this week on the Northampton loop line. It's good to see so much steam out and about on the main line, attempting to pay its way in the modern world. Next Friday will hopefully see the A4 Pacific "Sir Nigel Gresley" pass us by, also working to Southall on behalf of Saphos. Many thanks for reading folks! Cheers, Sam...
Please note that the above images were taken from land outside of the NR boundary fence.

Sunday 18 February 2024

Last Chance Saloon On No92214...

"9F No92214 works northward on the down line at Swithland"
This morning I was rostered for an 08:00 book on at the Great Central Railway's Loughborough shed, ready to work the B2 turn. I arrived a touch after 07:30, in good time to sign in and read the notices. Third man Alex was already there, fresh from completing the three day practical element of the 2023-2024 Firing School last weekend. Once signed in, I wasn't disappointed to see that we were allocated to the mighty 9F No92214, the last steaming of which will be February 26th (a week tomorrow). Today would be my fourth run out with the 9er in recent months but, allas, this one most definitely would be the last. It's always sad when engines reach the end of their ten year ticket but the big 2-10-0 has certainly had a good run, proving herself to be a reliable and popular performer throughout. This morning, still hot from yesterday's efforts, she awaited us in the drizzle on No2 shed road...
Clambering up onto the footplate with my mound of kit, I started by checking the pressure gauge which was still reading a healthy 40psi. Opening the two gauge frames revealed 1/2 a glass of water and a quick look in the firebox showed a fairly thin bed of ash spread across the bars. With everything looking good, I climbed into the firebox and had a good sweep around before we rocked the two sides of the rocking grate. Cleaned, rocked and locked, the grate inside the 9F's 40ft square firebox is seen in a state fit for throwing in some coal prior to lighting up...
For an engine ten years into its ticket and working through an extension to boot, this old gal' is in remarkably good condition. The firebox in particular looks to be in great shape, with some engines you come across being in a worse state only a couple of years in! With the firebox sorted and ready for lighting, we proceeded to the front of the engine where Alex opened and checked the smokebox. With all well, I returned to the footplate whilst Alex went off to find some wood. Having thrown a good bed of the Kazakhstan coal around the firebox, I lit up some paraffin-soaked rags to get things started. For a few seconds I thought: I wonder if I'll ever light this old thing up again?...
"My last fire in the 9F?...Definitely for now!"
With the rags now burning well atop the coal, I threw in two barrows full of wood and let the engine get on with it. The encouraging crackle and the smoke climbing from the double chimney assured me that all was well and so it was time for a quick breather. Driver Neil meanwhile was going around the engine with the oil cans as the persistent drizzle refused to give in. Alex then went off to make us a much appreciated cup of tea which was accompanied by an even more appreciated homemade brownie: delicious. Myself and Neil both agreed...he can come again! Tea supped, it was time to turn our attention to the ashpan. This task is much easier than on something like the Hall or the 8F. The 9F (much like the Brits and other wide box BR Standards) has the four side pockets which allow the ashpan to serve the area outside of the frames. These pockets: two per side: are emptied first and the accumulated ash is raked or washed downward to meet the larger accumulation atop the hopper doors...
"Driver Neil oils up whilst Alex washes out the pan's side pockets"
Once the ash from the pockets had been washed down, we dropped the main bulk of the ash via the hopper doors. With the doors closed again, we then washed the area around the two damper doors to ensure that they weren't blocked, before rocking the hopper again for a final time. All of this preparation, much like with the grate this morning, would help us later on. It's always the same, the more effort you make to get a clean grate and a clean pan, you will be rewarded by better steaming later on...or you'd like to think so anyway! By now the pressure gauge needle was climbing nicely and the fire was burning well, no doubt helped by the sudden inrush of primary air when we did the pan. Soon enough, it was time to drop the engine back to receive a bucket of coal from the loader before setting back to the southern side of Empress Road bridge so that the ash pit could be emptied with the engine clear...
As it was still drizzling at this point, the pit was emptied rather than cleaning the engine as this would be futile in these conditions. Whilst Neil and Alex emptied the pit, I went around with a barrow collecting the dropped coal which fell from the tender during coaling. In these times where coal is a small fortune per ton, you can't afford to have it crushed into the floor of the yard! No92214 meanwhile simmered quietly with 180psi on the clock and a boiler 4/5 of a glass full. One of the nine preserved examples of Robert Riddles' formerly 251-strong class of heavy freight engines, at the time of writing three of them are operational: this one, 92134 and 92203: soon to be one less!...
Today's turn should be described as gentlemanly. We had an 08:00 book on, two trips to do and then dispose, with a sizeable layover between them compared to normal. The other engine in steam: Standard 5 No73156: would work the first passenger train of the day before we took over passenger duties for two trips. The 4-6-0 meanwhile would work the Sunday lunchtime diner before working the final passenger train of the day whilst we disposed of the 9F. Below, No92214 prepares to depart Loughborough's platform two with the 12:00 passenger train for Leicester North...
Departing on time in a cloud of condensate, the 9F's 20" cylinders soon had the train up to line speed as we romped towards Quorn on the up line. At Leicester there was an extra 15 minutes built into the timetable to allow passengers to visit the footplate before running round in readiness for the return journey. By now the rain had stopped and there was even the odd glimpse of the sun as we passed through Swithland...
"Passing 73156 and the diner at Rabbit Bridge"
The 9F returned the train easily to Loughborough where we had to swiftly run round and shunt the ECS across to platform one. (This was due to a points issue with the crossover which usually takes you from the down line to platform one). Even now, with the shunt completed, we still had well over 35 minutes before our 14:15 departure: very civilised! Whilst we waited time, the 9F simmered quietly whilst heating the six-coach stock, the first coach of which was an afternoon tea service...
On this trip I elected to swap with third man Alex and he did the firing throughout as part of building his practical experience. Below, No92214 gets the train away from Rothley Brook with a lovely bit of wintry sun shining down on the exhaust...
This time at Leicester it was just the normal run round and so we were soon back on the northern end of the train and getting ready for departure. Below, the 9F stands ready to depart, with the sun from behind causing a significant shadow...
There were a few folks about purely to see the 9F, with a big farewell weekend planned for next weekend to see the old gal' out properly. Here, with the sun still trying to stay out, we await time at Leicester whilst Alex prepares the fire...
Driver Neil kindly allowed me to drive the 9F back to Loughborough which, as always, was an opportunity that I was most grateful for. The significance of this being my very last go on the 9er was in the back of my mind as I awaited the Guard's "right away" in the driver's seat. What a big old thing this is...
"Last time in the driver's seat of No92214"
Leaving Leicester North on time, the engine easily got the six-coach train underway and we had a bit of an energetic jog out towards Greengate Lane. Alex had the fire well under control, being mindful to run the engine down ready for disposal once we'd pulled into Loughborough. Booked driver Neil meanwhile kept an eye on the both of us as we worked the train northward, calling at all stations. We were held on the approach to Loughborough at the outer home whilst No73156 moved the now empty diner stock out of platform two and over into one. With the road pulled, I took the 9F and her train into platform two, running parallel with the class five. Once uncoupled from the stock, we ran cautiously back down to the shed via the water column...
All that was left to do was to run the rake across the firebars, empty the ashpan, check the smokebox and then fill the boiler, before leaving the 9F to simmer away to herself for the night. What a great little turn this was and a fitting goodbye for me to No92214. It's always sad when an engine reaches the end of its ten year ticket but it is perhaps more so these days as, with the ever uncertain economics behind running these vintage locomotives, you can never quite guarantee that something will ever return. I hope we'll see No92214 steam again but, as with everything, you never quite know until you see it these days. The ever increasing cost of coal (plus the arguable scarcity of it nowadays) is a major factor in my mindset. It's hard not to be negative but, looking at it another way, we should be thankful that we've had them this long!

Thank you Neil & Alex for a great day on the B2 turn and thank you all for reading this muck once again. We had a great last day on the mighty 9F which, as of next Monday, will now take a few years well earnt rest whilst she awaits her turn in Loughborough's overhaul queue. Ciao for now folks!
Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Saturday 27 January 2024

The 27th On A Class 27: Aspinall's Beautiful A Class...

"Rounding Kinchley Lane with the 09:00 ex-Loughborough" (C.Hanley)
I'll forever say that I love older stuff: pre-amalgamation engines in particular are some of the most interesting to be on. Though I had my work cut out aboard the lovely Victorian 'A Class' today, what a pleasantly challenging turn it was. Rostered to work today's WG4 turn at the Great Central's 2024 Winter Steam Gala, myself and driver Charlie were booked for a 05:00 sign on at Loughborough shed. I never feel right the night before an early turn, mainly because I fear that I'll miss my alarm and won't get up on time. This morning therefore, early but certainly not bright, I arrived at the shed a little after 04:30, having made good time on the quieter roads. Signed in and notices read, I made my way out to find the Lancashire & Yorkshire 0-6-0 as she simmered at the south end of No1 shed road. Clambering up into the dark cab, I donned my headtorch to illuminate my surroundings. The engine still had 20psi on the clock from yesterday's efforts and, once opened and tested, the water gauge glasses showed a full pot...
The controls in the fairly stark cab shown above will no doubt be familiar to many. The gauge glasses and blower control are prominent in the centre of the doorplate, with the two lifting injectors standing either side. The steam valves for those are the prominent controls, with the water valves sitting in their horizontal closed position just beneath. The driver's controls sit to the left, with the large screw reverser and the vacuum brake apparatus making themselves visible. The regulator is quite high up, with a box provided for drivers to stand on. Perhaps the most interesting feature is the fairly cumbersome ratchet firehole door, with the door itself doubling up as the deflector plate whilst in the open position. (There's no protector ring either).

Having briefly acquainted myself with this 1895-built machine last weekend, I immediately set to work checking the firebox and preparing the engine for steam raising. With the ratchet firehole door, a man such as myself (who regularly indulges in a takeaway) can't fit through with ease and so the plethora of fire irons sitting atop the tender would be my salvation. Having checked that the remains of yesterday's fire was free across the bars, I got to work paddling the ash out with the dropping shovel. This really pulls on your back at 05:00 in the morning! Soon enough, with a brimmed wheelbarrow now sitting at the foot of the cab steps, the grate was in a fit position for lighting up. Next, it was southward to the smokebox, held closed with the nutted lugs as opposed to the usual dart and screw handles. Sure enough, the smokebox was fairly brimmed after yesterday's hard work, requiring two piled high wheelbarrows of ash to be removed. Job done and door secured, it was time to grab some wood and get a blaze on in the firebox, using some well soaked parrafin rags...
Still very hot from yesterday's efforts, the old engine started singing immediately as the fire began to take hold. It was at this point that our engine rep for this morning's shift (a lovely chap called Simon from the East Lancs) arrived to help us continue with preparation. I took a breather at this point to sit back and listen to the engine bubbling away after that rush of fairly strenuous early morning activity!...
Driver Charlie meanwhile was going around the engine oiling up, no doubt following the teachings of the very helpful guide that was sent with the 'A Class' from its home railway at Bury. I personally think that the whole idea of a manual is fantastic and should be adopted by anywhere loaning out engines. After all, they aren't all the same, despite the thoughts of some to the contrary. Things like this quirky old engine definitely need looking after when they're out on a jolly and this is made easier when you know more about them! Engine rep Simon kindly offered to ash out for me (an offer which was gratefully accepted I might add!) and soon enough, with prep complete, we were ready to get changed in readiness for our 08:00 off shed time...
"Topping up the fire on No52322" (G.Wignall)
One of the two visiting engines (and in my opinion the star of the show), the elderly 'A Class' was booked to work the first passenger train of the day: the 09:00 ex-Loughborough. Once changed and with prep complete, Charlie got permission from the signalman for us to leave shed and crossover to No2 road (via platform 1) for coaling. The tender was well down on coal after a busy gala Friday and so we'd need a good top up prior to attempting a service train. Below, No52322 stands ready to leave shed once the Standard 2s have cleared the way having taken water...
Once we'd nipped over to No2 shed road to take coal from the loader, we steamed back out via the shed release peg to reach platform 1 again. The L & Y 0-6-0 was then signalled back across to the water column for water. Below, engine rep Simon holds the bag in the tender whilst I trim the recently added coal down a touch...
"Early morning silhouette" (G.Wignall)
Coaled and watered, No52322 was taken around to the south end of platform 1 via the totem pole. Once at the head of the five-coach train, the engine began steam heating the stock, with 15 minutes to go until our booked 09:00 departure for Leicester North. The recently arrived Class 153 alongside did ruin the period scene a little but it has arrived with good cause. The railway has recently acquired two of these units as part of the line's testing and contract driver training division...
As right time neared, I began making up my fire in readiness. The coal on the tender was a fairly useful type, likely from a seam somewhere near Russia. It smoked well but gave plenty of heat once it had had time to get going. Though the 'A Class' was new to me, driver Charlie is a veteran GCR driver and engine rep Simon clearly knew the engine inside out and so, with their advice at hand, I didn't feel too worried about the two round trips ahead of us. With a good fire on the grate and the chimney smoking away, we received the "right away" from the guard a touch after 09:00. Summoning her strength, the diminutive No52322 used her 18" cylinders to power the five-coach train away from Loughborough and onward towards Quorn.

As soon as we were on the road it was clear that No52322 was far different from anything else I've fired up to now at the GCR. She reminded me in many ways of the Midland Standard Shunts (Jinty to some) that I'd known in another life at a place better off not named. The smaller saturated engine certainly lapped up the water and engine rep Simon was proved right when he said that the feed (injector) would need to be on most of the way when using the steam heat at the pre-regulated 25psi. Another interesting quirk with the engine's lifting injectors was the lack of any sight of an overflow. You had to listen for the click of the clack and then touch the base of the casting with the back of your hand. After a few seconds this area would run cold and you knew you'd got the feed right. Driver Charlie meanwhile (stood atop his block of wood) was watching the chimney and helping me to keep ahead of the 'A Class'. It was a bit like that famous LMS training film 'Little and Often'..."When the smoke clears it is time to fire again". It certainly was! Watching the chimney helped me to keep ahead of No52322 and of course to keep ahead of the injector.

With a larger, superheated engine (say for instance the Standard Five) you rarely end up in trouble with the water. We didn't end up in trouble today, despite the steam heat, but you had to be on the ball. She'd do it, but you had to have your wits about you. That's what made it so much fun! This engine needed coaxing and working to get the best results and, if you kept on top of her, it did the job with ease. Driver Charlie advised "you don't rest on your laurels with this one"...he was right. Nevertheless, we made Leicester North on time and in good form, running around the train briskly before heading off back to Loughborough, calling at all stations...
"Dropping down to Rothley" (C.Melvyn Harris)
As we returned to Loughborough I was relieved that I'd seemingly got the hang of the injectors and the firing technique. Just as the engine's manual stated, you had to keep the front covered, mainly as she only has the one damper (at the front) so eats the coal away more around there. Once back at Loughborough we had around an hour before our next departure at 11:15. However, in typical gala style this hour ebbed away within the blink of an eye. I think the amount of people showing interest in the 1895 engine and chatting away to us just made the minutes pass by more quickly. I certainly think she was a good gala choice for the GCR as so many people showed an interest in her. In seemingly no time at all we were back at the head of a different set of coaches ready for our 11:15 southward departure, awaiting the next "right away"...
"Fireman Sam with driver Charlie" (T.Allen)
By now I'd made up another good fire in the box, with the chimney smoking and the boiler water well up. We'd learnt by now that if the water came into sight at the top nut with the regulator open, you'd lost her! Leaving Loughborough around five minutes down, the Joy valve geared 0-6-0 set into the section towards Quorn with vigor. We were going well as we passed Clive Hanley near Woodthorpe...
"No52322 roars towards Quorn" (C.Hanley)
The firing technique on the 11:15 had to be the same as the 09:00, firing to the chimney and keeping an eye on the smoke coming from the coal that came from near Russia. Mr Wignall caught us again as we barked into the single line section towards Thurcaston (coming away from Rothley). The engine was in good voice at this point as I took a breather to have a look out at the valve spindles powering back and forth within the Joy valve gear. Notice the chimney shows a strong dark grey tinge as the recently added coal takes hold. What a lovely old thing to spend time with...
"Climbing away from Rothley" (G.Wignall)
After another brisk run round at Leicester (in an effort to keep time), we departed back towards Loughborough reflecting on a pleasant morning with the lovely Aspinall Class 27. Our relief crew was waiting for us at Loughborough's platform 1 when we rolled in, ending a very enjoyable morning aboard this sole survivor of a once 484-strong class of goods engines. As for No52322, what a lovely old thing this is: challenging, but lovely. I must thank the railway for having me and of course the roster clerk for putting me on the visiting engine again (I was surprised I must admit after getting the Saint a few months back at the last gala). I must also thank driver Charlie and engine rep Simon for their company aboard the old engine and, last but not least, the photographers mentioned above who kindly allowed me to use their images in this post. It was a pleasure to finally tick off this ex-Nuneaton engine and of course to take part in another GCR gala. Thank you all for reading this absolute muck once again. Ciao for now...
Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Sunday 21 January 2024

Going Great Central: A Shed Turn...

"1895-built L & Y 0-6-0 No52322 sits in the dry of Loughborough shed"
I've never been much of a fan of January, or February for that matter. Once the festive Christmas lights are boxed up and back in the loft, everything just feels so miserable until the spring comes around. Dark mornings, dark nights and a tempestuous mixture of frost and rain: yuck! Anyway, enough about the weather! Today I decided to head over to the GCR's base at Loughborough to complete a shed turn. I arrived in chilly conditions at around 09:00, discovering the huge 9F raising steam on No1 shed road in readiness to work the day's passenger services...
I soon spotted the familiar orange overalls of well known TV documentary presenter Batesy, who is perhaps best remembered for his much loved series 'Coal Stages Through The Ages'. Phil was already buffing furiously away on the railway's only Western machine: No6990 "Witherslack Hall". Having signed in and checked for any notices, I made my way across to Phil & Caroline for a natter alongside the Hall. There was a happy coincidence for my shed turn today in that the gala engine I'm booked to for next weekend's Winter Gala event had already arrived, allowing me some time to familiarise. Inside the shed on No1 road, I found next Saturday's rostered machine: 1895-built L & Y Class 27 0-6-0 No52322, known better as the 'A Class'...
The first thing I noticed was the 2B plate adorning the smokebox door, with 2B of course denoting Nuneaton shed. I knew that this engine was based there between 1948 and 1952 and so was pleasantly surprised to see the 2B plate fitted to match the locality of this event in relation to the former 2B. Usually based at the East Lancs but visiting the GCR between an extended stay at the Embsay & Bolton Abbey, 52322 will perform at Loughborough for two weekends, as most gala guests tend to. Having already read the East Lancs instruction book for the engine (a great idea that should be adopted everywhere in my opinion), I began looking around this Victorian machine to familiarise myself with her. Doing this in a quiet engine shed is quite different from having to do it in the pitch dark at 05:00 on a gala day when time isn't on your side!...
"Footplate view of a cold 52322"
You could say it's quirky: pretty, but quirky. Obviously at a mere 128 years old, there aren't many mod cons with it but, with 484 built and 253 still in service when the railways were nationalised in 1948, they must have been good! Certainly in Lancashire & Yorkshire railway days the Class 27 was the chosen standard freight locomotive. I love old stuff and I'm really looking forward to seeing how we get on with her next Saturday. The backhead-mounted lifting injectors and the ratchet firehole door are quite different to anything else at the GCR and so a bit of practise on the first run out will be required. Overall, what a lovely old thing. The chance to get on this L & Y engine is much appreciated, particularly as old mates Batesy, Britt and Eddie have all been on it in the late 1990s when it visited somewhere else nearby. Back outside, I caught up with Phil and the increasingly gleaming Hall for a couple of hours cleaning...
In the early afternoon it was time to head for home after a worthwhile trip out to the shed. The Hall was cleaner and I'd managed to spend some time getting to know the Class 27 ready for next weekend. As I walked back up the yard towards my car, I noticed the other gala visitor: Valley-based Standard 4MT No75069: standing in No3 road behind the slightly larger GCR-based Standard 5. Notice that No75069 is a double chimney variant. These improved their performance... 
Thanks for reading everyone. Next weekend sees me booked to work a 05:00 book on at the GCR's 2024 Winter Steam Gala aboard (as mentioned) No52322. I'm looking forward to it. Fingers crossed for good weather!...
Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Saturday 6 January 2024

Going Great Central: New Year Nine Freight...

"92214 (as 92000) simmers on shed after disposal"
Once again, Happy New Year to everyone and let's get on with the first post of 2024! I was rostered to work today's BL3 turn at the Great Central Railway, requiring a 14:00 book on in readiness to take over the locomotive at around 14:45 when it returned on the Saturday lunchtime diner. With the prospect of fair weather on this crisp winter's Saturday, I decided to meet up with old mate and GCR cleaner Batesy for a few hours cleaning on the shed prior to my firing turn. When I signed in at midday, I spotted Phil already beavering away on the cold brasswork of 1948-built Modified Hall No6990 "Witherslack Hall" on No2 shed road, under chilly blue skies...
For the next couple of hours we busied ourselves around the cold bulk of the lovely Hall, buffing the brass and, of course, chewing the fat. Batesy had done a lovely job with the nameplate of No6990, utilising his new love: Autoglym Metal Polish. For years we've tried lots of different products at different places: Autosol, Brasso, Peek...you name it. Autosol has been a long standing favourite but Batesy was very complimentary about the Autogylm stuff. The results do speak for themselves...
As changeover time neared, I washed up and got changed into my smarter overalls ready to wander down to the water column to await the locomotive. I wasn't disappointed when I saw the roster to see that we were penned to the mighty 1959-built 9F 2-10-0 No92214 once again. It's amazing really: I hadn't been on the 9F for 18 months and now I've had it three times in a row! No complaints here though: she's a fine old thing which, with only weeks left on her boiler ticket, should be enjoyed whilst she's still operational. Having returned with the diner, Driver Matt and fireman Martin soon arrived at the column with an uncoupled No92214, masquerading as class leader No92000 after two photo charters during the week...
My driver hadn't made it for the turn and so driver Matt (still well within hours) kindly offered to stay on for our 'one trip wonder' to keep things moving on time. Once watered up, Martin and the morning trainee left us to it and myself and Matt took over for the BL3 turn, with Batesy joining us as third man. Matt kindly elected to let me and Batesy do the trip whilst he supervised us. It was no issue for me to sit in the driver's seat of the 9F again: it's a fine thing to drive! Our train was scheduled for a 15:15 departure but we were held in Loughborough's platform two until 15:30 whilst passengers for the afternoon tea train were shown to their seats. No92214 meanwhile simmered quietly in the platform, steam heating the six-coach train...
Whilst we awaited the "right away", I snapped this rushed shot along the lengthy boiler of the big 9F, with the first coach visible in the distance...
Leaving Loughborough fifteen minutes down, we attempted to make up some time where we could by accelerating strongly, but that's about all we could do. The extended run round at Leicester North would be slightly shorter this time, hopefully providing us with an on-time return departure. It was a great pleasure to be back on the handle of the mighty 9F, whose 20" cylinders and 250psi boiler make light work of pretty much anything. Six coaches was certainly no issue for her and, indeed, I doubt that even twice as many would have remotely made her sweat. After a brisk cruise at line speed through the chilly countryside, with myself driving and Batesy throwing in the coal, we came to a brief stand at Rothley to collect the single line token. The engine then got the train moving again, bound for Leicester. Here, I'm caught halfway through turning back to look at the following coaches as I accelerate the 1959-built 9F southbound away from Rothley with the up train, in beautiful sunset conditions...
"Driving 9F No92214" (WM)
Throughout the up journey, old Batesy had been wrestling with a clinkered fire. The steam wasn't down by any means, just perhaps a little more sluggish than you'd expect for the big engine. By the time we reached Leicester North however, the freshly cleaned fire bed was producing the desired results and the 9F was back to her usual free-steaming self. Coupled up and lamp changed, we prepared for departure with an encouraging plume of smoke rising steadily skyward from the double chimney...
The return journey was completed pretty on time, with the 9F's pressure gauge needle hugging the red line now that Batesy had worked his magic on the fire. By this time of day it's no wonder that the fire is starting to get a little tired, especially with a heavy amount of slack in the BR1G tender. It's even more pleasant driving the 9F chimney first, sitting back in the seat and leaning out of the window, taking in the sights and sounds of this huge locomotive. As I said in my previous post, I think the 9F is the most comfortable Riddles standard type that I've driven, for me anyway. With the boiler set back further into the cab due to the wide firebox, everything just seems easier to reach without leaning over or stretching out. Below, I'm snapped applying a steady brake application on the approach to Rothley's outer home signal in the distance. We were about to stop at the peg before it was pulled to the 'off' position...
"In the driving seat of 9F No92214" (WM)
As we neared Loughborough, Batesy had run the fire down nicely and it wasn't long before we were stood at the water column giving the 9F a final drink prior to disposal. I then took the engine steadily down to the engine shed, coming to a stand over the No1 road pit where she was screwed down for the night...

It was then time to complete the disposal procedure: empty the ashpan, check the smokebox, check the firebox (and fusible plugs) and, of course, fill the boiler. With everything done and the necessary fittings isolated, No92214 was left to simmer away to herself for the night, as seen in the title image for this post. I must thank Matt and Phil for a cracking little afternoon out. It was one of those days where one trip just wasn't enough. It was lovely to drive the 9F again and of course to have old matey firing it alongside. Days like this are the best days, encompassing the three factors which contribute to any good footplate turn: good weather, a good engine and a good crew. As with anything, it's the people that make it. Cheers lads! I look forward to the next time I'm up at the GCR. Finally, once again, Happy New Year everyone!
Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Friday 29 December 2023

Going Great Central: Betwixtmas on the 9F...

And just like that, I've completed my final footplate turn of 2023! Today I was rostered for a 06:45 book on at the Great Central's Loughborough shed, ready to work two trips as part of the railway's Betwixtmas Steam Days. This morning, early but certainly not bright, I arrived at the engine shed a little after 06:15, in dry but very breezy conditions. Having signed in and read the notices, I noticed that myself and driver Bill were penned to the mighty 1959-built 9F 92214 again. Regular readers will know that I had a cracking day with this fine machine a few weeks ago, when JB joined us on the footplate for a morning on the 'Santa Express'. It was no hardship for me to be rostered on the big 2-10-0 again, especially when she is due to bow out for her 10-yearly overhaul before the spring. Whilst in the signing on hut, I decided to prepare some lamps for the engine. A pair of BR(E) lamps were soon filled, cleaned and ready for service. These were duly fitted to the waiting 9F...
I wasn't long at the foot of the steps of this big engine when driver Bill arrived. My first job was to have a check around in the cab. All looked well, with 1/2 a glass of water in the boiler and 40psi still on the clock from yesterday's efforts. Peering into the firebox revealed a fairly clinkered fire grate and, despite Mr Riddles' very much appreciated rocking grate, it can't be rocked in that state otherwise it will all get stuck. Therefore, headtorch on and brush in hand, it was time to enter the firebox and give everything a good cleanout. The current coal in the 9F's tender is South African stuff, which appears to have quite a few impurities in it. The clinker I was taking out was weightier than anything else I've seen before, almost like granite! After five minutes or so thrashing around atop the grate, I had things in a state where the grate could be rocked and the remaining ash transferred to the ashpan.

The grate was now in a fit position for lighting up and so, with Bill now kindly piling wood into the cab along with some paraffin-soaked rags, all I had to do was check the smokebox before lighting up. All was well in the front end and it just needed a quick brush out. Notice the five rows of superheater flues behind the double blastpipe and the two large steam pipes snaking out to meet the 20" cylinders...
With all checks made and the engine safe for lighting up, I threw a good bed of coal across the freshly cleaned bars before refitting the deflector plate. I then started throwing in some wood, along with some lit paraffin-soaked rags...
The engine started to sing almost immediately and, with two barrows of good, dry wood now crackling away in the firebox, I closed the doors and let her get on with it for a while. Once the fire is lit you can tend to sit back for two minutes and have a breather as the worst (for now) is over. Cleaner Alex soon appeared at the cab doorway with a very much appreciated, steaming hot cup of tea which was enjoyed whilst I planned my next move. Bill meanwhile was oiling up the engine's Walschaert's motion...
As the light came up, I could lose the headtorch and start to get around the engine more easily. Bill had opted to get the axlebox keeps done fairly early, which then allowed me to get on with the engine's fairly choked ashpan. There are four side pockets to do on the 9F: two per side. These allow you access to the shallower areas of the pan, where the wide firebox crosses over the frames. The main ashpan then has rocker doors which serve to remove the bulk of the ash. Despite the mod cons that Riddles employed, the ashpan still needs some encouragement from underneath, as the damper doors themselves tend to get clogged with accumulated ash. Therefore a trip underneath with the hose is necessary to coax everything down and ensure a good, thorough clean. Pan done and oiling complete, the engine wasn't far off ready for service as the steam pressure needle continued to steadily rise. My next job was to scale the tender and drag some coal down from the back. This job presented the unusual view below, with "Witherslack Hall" raising steam alongside...
At this point we would normally give the engine a good clean but next week she is taking part in a couple of photo charters and so, to keep things realistic, the 9F will appear in her 'working clothes'. I therefore decided to start cleaning up the cab and to give the backhead a wipe down as our off-shed time drew steadily nearer...
Below, the impressive 9F stands ready for action...
Once washed and changed, I rejoined Bill and 92214 ready to depart the shed. Our first move took us through to Loughborough's carriage sidings, via the down loop. Once inside the peg, the engine was screwed down whilst we awaited 8F 48305 to return from Swithland with our booked 10:40 freight train...
During this early break, Bill kindly made us another nice, hot cuppa' whilst we awaited our next move. The 8F soon clanked in from Quorn, coming to a stand in the down loop with the impressive rake of tanker wagons. These were duly picked up by us before we departed (five minutes down) for Swithland. The engine was steaming okay so far on the South African coal, although I found on that first run that it did burn away very quickly, particularly across the middle of the shallow grate. I therefore elected to fire it a little thicker, which seemed to do the trick. Once at Swithland, we uncoupled before running round via the route indicator signal and a quick 'bang road' run on the up line to reach the opposite end of our returning freight train...
Once coupled back on to the tankers, we were held in Swithland's up loop whilst we awaited the next up passenger train, hauled by the 8F...
"8F 48305 rushes past 92214 with an up passenger train"
With the 8F having cleared the Swithland to Rothley section with her passenger working, we were given the up loop starter to propel our freight train backwards out onto the up to get behind the route indicator signal. Once on the up line, the route indicator gave us the 'DM' board (down main) and we were signalled to depart for Loughborough, via Quorn. The engine steamed even better on this returning trip with a slightly thicker fire, although I was careful not to thicken it too much and cause clinker. Upon arrival at Loughborough we uncoupled again before a brisk run round, stopping briefly to top up the tender at the water column on our way round. The engine then took a five-coach passenger train to Leicester North, steaming beautifully. I was relieved I must admit, as reports of the coal from the previous days hadn't been encouraging! Once at Leicester, Bill kindly offered me the regulator for the return trip...
"In the driver's seat of 92214"
Leaving Leicester North on time at the helm of the mighty 9F, I felt quite on top of the world. Having driven the class 2 and class 5 Standards, I'd say that the 9er is much more pleasant to sit on and drive. I think it's because the bigger boiler brings everything a little closer to the seat so you don't have to stretch as much to reach everything. I found the 9F incredibly comfortable to drive and it was a pleasure to take her back to Loughborough today. I'm very grateful to Bill for the drive: it was most appreciated and very unexpected! As for the 9F...what a beast. You wind her back to 40% and she moves effortlessly, with five coaches being hardly noticed let alone a hindrance! A very nice machine and a pleasure to drive and fire. Upon our return to Loughborough I was relieved by the oncoming fireman Rob before heading back to the shed to wash and change after a very pleasant morning out.

Having signed out and loaded my ever growing mound of rubbish back into the car, I drove home reflecting on a great year's firing at the Great Central. According to my calculations I've completed 15 firing turns on the GCR since I passed my firing exam at the end of May. The turns have been all sorts: some mornings, some afternoons and some night jobs. The engines have been varied, with the Saint and the Hall scratching the GWR itch, whilst the 8F and the class 2, 5 and 9 Standards have offered me something different to try. It's been a great year and I'm already looking forward to 2024. I'm so glad that I've managed to get passed out at the GCR and so far I've found it to be an enjoyable and enriching experience. Roll on next year! Happy New Year to everyone who reads this drivel. I'm next on again on January 6th...
Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.