Afternoon Of Driving On The RPMR...
After the forecast predicted sunshine & showers today, I was a bit "in two minds" about the weather. However, it turned out very nice (mostly!) for my 2nd Crew Turn of 2009 at the RPMR (ran by Coventry Model Engineering Society). Today, my jobs were preparing, driving and disposing of the steam loco, 0-4-0 Sweet Pea Class Contractor's loco No499 "John H Owen" (completed in 1999)...with the help of a few of my fellow crew members and our trainee driver, Emma. I arrived on site at around 11:45am, with the running due to start at 1pm, and run until 4pm. On arrival I found that the rest of the crew hadn't arrived yet so I headed up to the track and began checking for any sheared or broken bolts as well as any bad/drop joints. After a successful examination and the rest of the crew arriving, myself & Emma headed to prepare "John H Owen" for service. Once we had her on the steaming bay, Emma began oiling the motion whilst I checked the front & rear tubeplates for any leaks. With 2/3 of a glass of water on the gauge it was time to light the fire. This was done with the usual paraffin-soaked wood, on top of which coal was later added. No499 began to warm through slowly as I checked the engine's motion before using Brasso to clean the copper chimney cap, handrails, water tank top, cab side plates and pressure gauge.
A dirty rag and some steam oil was then use to clean the smokebox and front bufferbeam. The 5" gauge Sweet Pea engine's are a very popular and sucessful design. Employing an 80psi marine boiler coupled with 4 small wheels, the engines are very powerful. The class uses typical Hackworth Valve Gear to transfer power from the cylinders to the wheels. (This particular engine employs a pole-reverser with 3 notches in either direction). The beauty of the marine boiler is that the entire firebox (including the grate etc) can be removed. This allows thorough and easy(!) cleaning of the tubes, tubeplate, grate and firebox. The firebox then simply slides back into place before being bolted (by 2 small nuts) into it's "working" position. Though the firebox is relatively short, a big fire can result in fantastic steaming capabilites and haulage capacities. On the water side of things, this engine has 3 means of transferring water from the tank into the boiler. There are two Crosshead pumps (transferring water via a "bypass" valve whilst the engine is in motion) and a double-acting Hand Pump (situated under the running boards and operated manually by the driver). 
CMES owns two Sweet Pea class locomotives, the other being the lovely No2 "Diane", built by a late member. "John H Owen" was built by many different CMES members as a "club project" and is the society's stalwart steam loco. (In previous years, the club used two small 5" gauge "Ajax" tank locomotive's as motive power but these would have been simply inadequate for today's heavy RPMR trains). At around 1pm the Class 37 electric locomotive was already on the track with the main coach rake. She took the first round trip of passengers before No499 made it onto the track...blowing off well. Trainee driver, Emma, took No499 on her first trip light engine (under supervision) before the Class 37 & the steamer switched positions. "John H Owen" was now on the main stock with myself being the driver. After building up the fire I awaited the "right away" from the guard before leaving. After around 6 round trips my collegue took over for 4 trips so that I could have a break. After this, some of my family arrived for a ride so I took over driving again. I then drove until the end of the day. I must of made at least 15 trips! 
At 4pm, with one round trip left to do, "John H Owen" was re-swapped for the Class 37. Emma then drove the engine on 2 round trips light engine as another training exercise before we arrived at the steaming bay again for 'blowing down'. This procedure involves removing the firebox to "tip out" the fire, cleaning the grate, tubes and smokebox as well as 'blowing the engine down' and finally, cleaning the loco. At the end of the procedure there should be no steam in the boiler and absolutely no fire in the box. The engine should then be ready for the next time she is steamed. Overall the engine had performed very, very well, arriving back at Ryton Halt with the safety valves blowing after every trip I believe...thats got to be good going! After doing her day's work and her blowing down finished, No499 was "put to bed" before we left the site. It had been a good day and my next day at the RPMR will be this coming Saturday for the July member's "Steam Up" day when I will hopefully be driving 0-6-0 Industrial side tank "Achilles". Thanks for reading!
After the forecast predicted sunshine & showers today, I was a bit "in two minds" about the weather. However, it turned out very nice (mostly!) for my 2nd Crew Turn of 2009 at the RPMR (ran by Coventry Model Engineering Society). Today, my jobs were preparing, driving and disposing of the steam loco, 0-4-0 Sweet Pea Class Contractor's loco No499 "John H Owen" (completed in 1999)...with the help of a few of my fellow crew members and our trainee driver, Emma. I arrived on site at around 11:45am, with the running due to start at 1pm, and run until 4pm. On arrival I found that the rest of the crew hadn't arrived yet so I headed up to the track and began checking for any sheared or broken bolts as well as any bad/drop joints. After a successful examination and the rest of the crew arriving, myself & Emma headed to prepare "John H Owen" for service. Once we had her on the steaming bay, Emma began oiling the motion whilst I checked the front & rear tubeplates for any leaks. With 2/3 of a glass of water on the gauge it was time to light the fire. This was done with the usual paraffin-soaked wood, on top of which coal was later added. No499 began to warm through slowly as I checked the engine's motion before using Brasso to clean the copper chimney cap, handrails, water tank top, cab side plates and pressure gauge.
A dirty rag and some steam oil was then use to clean the smokebox and front bufferbeam. The 5" gauge Sweet Pea engine's are a very popular and sucessful design. Employing an 80psi marine boiler coupled with 4 small wheels, the engines are very powerful. The class uses typical Hackworth Valve Gear to transfer power from the cylinders to the wheels. (This particular engine employs a pole-reverser with 3 notches in either direction). The beauty of the marine boiler is that the entire firebox (including the grate etc) can be removed. This allows thorough and easy(!) cleaning of the tubes, tubeplate, grate and firebox. The firebox then simply slides back into place before being bolted (by 2 small nuts) into it's "working" position. Though the firebox is relatively short, a big fire can result in fantastic steaming capabilites and haulage capacities. On the water side of things, this engine has 3 means of transferring water from the tank into the boiler. There are two Crosshead pumps (transferring water via a "bypass" valve whilst the engine is in motion) and a double-acting Hand Pump (situated under the running boards and operated manually by the driver). 
CMES owns two Sweet Pea class locomotives, the other being the lovely No2 "Diane", built by a late member. "John H Owen" was built by many different CMES members as a "club project" and is the society's stalwart steam loco. (In previous years, the club used two small 5" gauge "Ajax" tank locomotive's as motive power but these would have been simply inadequate for today's heavy RPMR trains). At around 1pm the Class 37 electric locomotive was already on the track with the main coach rake. She took the first round trip of passengers before No499 made it onto the track...blowing off well. Trainee driver, Emma, took No499 on her first trip light engine (under supervision) before the Class 37 & the steamer switched positions. "John H Owen" was now on the main stock with myself being the driver. After building up the fire I awaited the "right away" from the guard before leaving. After around 6 round trips my collegue took over for 4 trips so that I could have a break. After this, some of my family arrived for a ride so I took over driving again. I then drove until the end of the day. I must of made at least 15 trips! 
At 4pm, with one round trip left to do, "John H Owen" was re-swapped for the Class 37. Emma then drove the engine on 2 round trips light engine as another training exercise before we arrived at the steaming bay again for 'blowing down'. This procedure involves removing the firebox to "tip out" the fire, cleaning the grate, tubes and smokebox as well as 'blowing the engine down' and finally, cleaning the loco. At the end of the procedure there should be no steam in the boiler and absolutely no fire in the box. The engine should then be ready for the next time she is steamed. Overall the engine had performed very, very well, arriving back at Ryton Halt with the safety valves blowing after every trip I believe...thats got to be good going! After doing her day's work and her blowing down finished, No499 was "put to bed" before we left the site. It had been a good day and my next day at the RPMR will be this coming Saturday for the July member's "Steam Up" day when I will hopefully be driving 0-6-0 Industrial side tank "Achilles". Thanks for reading!
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