Driving 7.25" at GEC Miniature Railway...
Hi all. I've finally got round to putting this one on! Well, first thing to say is that words can't describe the enjoyment of today! When a friend at GEC Miniature Railway asked me to come along and 'have a go' on his engine for the day I was already overjoyed but the day itself was even better than expected! The GEC Miniature Railway (mentioned in a previous post) is based on Allard Way, Binley (Coventry) and includes a raised 3.5"/5" gauge track and a ground-level 7.25" gauge track. The volunteer-operated line runs on the first weekend of the month from May until October and also runs a "Santa Day" in December. However, at the end of October there is a very special day:- The "Night Run". Today was one such day. I arrived at GEC at around 1pm in ever-persistant light rain. Already preparations were underway for the day's event which would take place between 3pm & 9pm. I then met with my friend David who was already preparing his family's 7.25" gauge locomotive, No10 "Trojan", with help from his dad, Kevin. It wasn't long before the other 7.25" gauge steamer of the day, No5 "James" (a Romulus), arrived with his owner. The first thing I noticed was the massive difference in transportation methods on 7.25" rather than 5". These engines are moved on trailers of course, not in car boots! 
The engine which I was to drive, "Trojan", is a freelance engine built & owned by the Brown Family. The engine employ's outside frames and hackworth valve gear, coupled to an 0-4-0 wheel-arrangement. The locomotive is, physically, a Saddle Tank but also has a tender fitted. This tender not only provides a place for the driver to sit but also harbours the main water tank. The "other fuel", Coal, is carried in two bunkers which stand on either side of the engine's footplate. Water feed is by two remarkably-reliable steam injectors (fed from tender tank) and an axle-pump (fed from saddle tank). The cab layout, seen below, includes a regulator, blower, 2 x injector steam valves, pole-reverser, vacuum-brake lever, bypass-valve, pressure gauge, vacuum gauge, 2 x water gauge glasses and a handbrake. (The two injector water valves are situated either-side of the drivers feet in the tender). Interestingly, the locomotive's impressive whistle was made by local model-engineer, John Drury (a member of Coventry MES who I know quite well! Small world!). For lubrication, the engine carries a mechanical-lubricator on the left-hand side. The safety valves, set to 80psi, are situated on top of the dome, as can be seen below...
After I arrived, we soon finished preparing the engine for fire-lighting. A cup of tea was then heard calling from afar so we departed the steaming bays for the "Tea Room"! (Great place to hide from the rain!). After enjoying a nice cuppa' we went back to the engine with the rain, as luck would have it, still falling. With 1/2 glass of water in the boiler, David began filling the sizeable firebox with some well-soaked parrafin wood. He then lit a seperate piece of wood before dropping it into the 'box'. The mechanical-blower was then called upon to provide the "artificial draft" for the fire. As the wood fire noisily crackled, David added more as & when it was needed. It wasn't long before the first coal was added but it wasn't the "normal" smokeless stuff...it was "Rocket Fuel"(!)...otherwise known as Traction Engine Coal OR "smokey stuff" to use the technical term! "Trojan" was soon warming up nicely and David then handed the shovel over to me so that I could continue with the firing. With 30psi 'on the clock' David removed the mechanical-blower before I opened the locomotive's own blower a touch. This was just enough to keep the smoke from "blowing back" but not enough to raise steam too quickly. 
However, even with the blower "just cracked", the engine was soon at 70psi. The engine was then moved forward very carefully to "warm the cylinders", as well as emptying them of water! The brakes were then tested by starting the engine off and then "dropping the vacuum". With this final test being successful, we moved "Trojan" off shed and down onto the turntable. After turning, the engine was pushed backwards onto the "call-on road" to await her duties. I gave the footplate a brush-down as we awaited orders from the "superiors". I also kept the boiler filled to an appropriate level with the injectors. David then said I could start driving straight away (something I did not refuse!!) so I took up position on the tender. After being called down by Kevin, I backed the engine slowly across the yard and into the platform. The shining locomotive, adorning fairy lights, two pumpkins and a smart headlamp(!), was then coupled to the empty stock. (The stock is braked using vacuum, as is the engine). As a note, the following four photographs were supplied by GEC Committee Member, Gary Bland...Thanks Gary! (I simply had hardly a chance to take photos during the day!). Below, I on "Trojan" before the first run, the "test run"...
The "test run", comprising "Trojan", me, David & Stewart, would allow us, not only to test the signals & their sensors, but also to put out the various warning signs (i.e. "Keep your arms and legs inside at all times"). (On the quiet, it would also give me a chance to get a feel for the locomotive!). Having returned from the enjoyable first run (with nothing broken I might add!), I ran "Trojan" around, turned her, built up her fire and ran straight back onto the stock again. This would be the first passenger run of the day, the time being just gone 3pm-ish. With a whistle from the guard we departed in a cloud of white steam (before I shut the drain cocks that is! No chances taken!). As there was no other train on the track yet, all signals were at "clear" and "Trojan" had a 'free run'. The engine rode the rails beautifully and behaved perfectly. Once back at the station again, "James" was ready to take over. This meant twice as much turn around time. (Just the job!). No such luck! The 2nd coach rake was brought out from the sheds by 0-4-0 Diesel "Sammy" and it was time to go again! Oh well, I never complain about driving an engine! This run, as with the next two as well, had members of my family aboard so, as David put it so brilliantly, there could be "no chance of a slip-up!". (Not if I wanted to keep my head held high!). 
After many trips, the light had faded and it was now getting dark. Whilst being watered, "Trojan"s headlamp and tail-lamp (a full size Midland one I might add!) were lit and her fairy lights & pumpkins were also turned on. This provided a very impressive display of colour as well as providing the engine with "navigation lights" (one front & one back). I must admit I was looking forward to driving in the dark as I had never done it before, anywhere. As darkness fell, the shed & yard lights were turned on, making "turn around"s easier. By now, three engine's were on the track, providing the two-train service. (These were "Trojan", "James" & "Sammy"). There was also a 4th locomotive, a 7.25" gauge "Tich" (named "Tom"), also adorning fairy lights, which made various trips down the line with one-passenger car. Hot food was also on sale and, I must admit, a very nice hotdog (or three!) did make its way onto the engine! One thing that I loved about the day was, as with my last visit, someone always brought me a cup of tea! What more can you wish for! The "Tea Room Ladies" did the society very proud once again as, with no word of a lie, as soon as one empty cup left the footplate, another full one duly arrived! Well done ladies, you did a great job!
Once darkness had fallen it became ever-harder to see. However, the members had gone to great lengths in ensuring a very pleasant train journey! The station was decorated with flags and creatively-decorated pumpkins, all lit I may add! As a note, one pumpkin had carved into it the GEC Society logo. (Whoever made that, my hat off to you, it was fantastic!). On leaving the station, the first triangle was decorated with lamps, pumpkins, ghostly-figures and quaint jars which contained tealights! (A nice touch!). The line-up of pumpkins and tealights then continued down the line, through the wooded section, as far as the passing loop. (I must admit they did help a little with seeing where you were going!). But, from a visitors point a view, the effort which the members went to was plain to see. (Well done to you all once again!). Once away from the tealights, the darkness engulfed the line, not that "Trojan"s massive headlamp didn't help! The lamp easily illuminated the track and any facing points whilst the various signals were easily bright enough to be seen from great distances. As a note, in the darkness a torch was carried in "Trojan"s tender so that the two gauge glasses could be illuminated. (A much-needed safety measure). Meanwhile, the 5" gauge line was also running and was equally as busy as the 7.25". A stalwart performer throughout the day was the well-turned out 0-6-0 Side Tank "Sgnt Murphy" (I think thats right?!), seen below...
As the evening drew towards a close, the passenger numbers didn't seem to decrease! The bonfire (lit at about 6pm) was no doubt a draw for most as the temperature began to drop! At around 9pm we were told to begin "running the engines down" as there were only a few more runs to go. "Tom" had already been disposed and "James" was soon off on his last run. Myself & "Trojan" meanwhile were on the last train which was made up of a mixture of passengers & some of the Tea Room Ladies (they no doubt deserved a ride for their efforts!). This train, departing around 9:10pm, was again full (a testament to the popularity of the event no doubt). "Trojan", even though she'd been in steam for over 6 hours, again performed faultlessly throughout the journey and it wasn't long before, following a chorus of whistles through the wooded area(!), we arrived back in the now almost-deserted station. "Trojan" was uncoupled before I ran her back down to steaming bays. She was then disposed & cleaned by David, Kevin & myself. "James", who came on shed just before "Trojan", was soon disposed and was then pushed down into the station to await loading, ready for home. "Trojan" soon followed, pushed by David & myself. Once "James" had been loaded, "Trojan" followed suit. Once she was aboard her trailer, the jobs of the day were done. (It was now gone 10pm of course!).
All in all it had been a fantastic day and, without doubt, one that I will remember for a very long time. The list of people to thank is endless. Firstly, the very kind Brown Family for both putting up with me & allowing me to drive their lovely engine. Also, to Gary Bland for both making me welcome and providing the images. Also to, as always, the Tea Room Ladies who made sure that was no chance that any of us becoming dehydrated! You all did a great job! Finally, to all of the members who made my day such a good one. (You know who you are! There are, literally, too many names to mention!). Thank you all so much, it really was a fantastic day. (We'll no doubt be visiting GEC for their "Santa Day" in December as well...great stuff). Thank you all for reading folks, sorry its been a bit of a long one! Goodnight All!...
Hi all. I've finally got round to putting this one on! Well, first thing to say is that words can't describe the enjoyment of today! When a friend at GEC Miniature Railway asked me to come along and 'have a go' on his engine for the day I was already overjoyed but the day itself was even better than expected! The GEC Miniature Railway (mentioned in a previous post) is based on Allard Way, Binley (Coventry) and includes a raised 3.5"/5" gauge track and a ground-level 7.25" gauge track. The volunteer-operated line runs on the first weekend of the month from May until October and also runs a "Santa Day" in December. However, at the end of October there is a very special day:- The "Night Run". Today was one such day. I arrived at GEC at around 1pm in ever-persistant light rain. Already preparations were underway for the day's event which would take place between 3pm & 9pm. I then met with my friend David who was already preparing his family's 7.25" gauge locomotive, No10 "Trojan", with help from his dad, Kevin. It wasn't long before the other 7.25" gauge steamer of the day, No5 "James" (a Romulus), arrived with his owner. The first thing I noticed was the massive difference in transportation methods on 7.25" rather than 5". These engines are moved on trailers of course, not in car boots! 
The engine which I was to drive, "Trojan", is a freelance engine built & owned by the Brown Family. The engine employ's outside frames and hackworth valve gear, coupled to an 0-4-0 wheel-arrangement. The locomotive is, physically, a Saddle Tank but also has a tender fitted. This tender not only provides a place for the driver to sit but also harbours the main water tank. The "other fuel", Coal, is carried in two bunkers which stand on either side of the engine's footplate. Water feed is by two remarkably-reliable steam injectors (fed from tender tank) and an axle-pump (fed from saddle tank). The cab layout, seen below, includes a regulator, blower, 2 x injector steam valves, pole-reverser, vacuum-brake lever, bypass-valve, pressure gauge, vacuum gauge, 2 x water gauge glasses and a handbrake. (The two injector water valves are situated either-side of the drivers feet in the tender). Interestingly, the locomotive's impressive whistle was made by local model-engineer, John Drury (a member of Coventry MES who I know quite well! Small world!). For lubrication, the engine carries a mechanical-lubricator on the left-hand side. The safety valves, set to 80psi, are situated on top of the dome, as can be seen below...
After I arrived, we soon finished preparing the engine for fire-lighting. A cup of tea was then heard calling from afar so we departed the steaming bays for the "Tea Room"! (Great place to hide from the rain!). After enjoying a nice cuppa' we went back to the engine with the rain, as luck would have it, still falling. With 1/2 glass of water in the boiler, David began filling the sizeable firebox with some well-soaked parrafin wood. He then lit a seperate piece of wood before dropping it into the 'box'. The mechanical-blower was then called upon to provide the "artificial draft" for the fire. As the wood fire noisily crackled, David added more as & when it was needed. It wasn't long before the first coal was added but it wasn't the "normal" smokeless stuff...it was "Rocket Fuel"(!)...otherwise known as Traction Engine Coal OR "smokey stuff" to use the technical term! "Trojan" was soon warming up nicely and David then handed the shovel over to me so that I could continue with the firing. With 30psi 'on the clock' David removed the mechanical-blower before I opened the locomotive's own blower a touch. This was just enough to keep the smoke from "blowing back" but not enough to raise steam too quickly. 
However, even with the blower "just cracked", the engine was soon at 70psi. The engine was then moved forward very carefully to "warm the cylinders", as well as emptying them of water! The brakes were then tested by starting the engine off and then "dropping the vacuum". With this final test being successful, we moved "Trojan" off shed and down onto the turntable. After turning, the engine was pushed backwards onto the "call-on road" to await her duties. I gave the footplate a brush-down as we awaited orders from the "superiors". I also kept the boiler filled to an appropriate level with the injectors. David then said I could start driving straight away (something I did not refuse!!) so I took up position on the tender. After being called down by Kevin, I backed the engine slowly across the yard and into the platform. The shining locomotive, adorning fairy lights, two pumpkins and a smart headlamp(!), was then coupled to the empty stock. (The stock is braked using vacuum, as is the engine). As a note, the following four photographs were supplied by GEC Committee Member, Gary Bland...Thanks Gary! (I simply had hardly a chance to take photos during the day!). Below, I on "Trojan" before the first run, the "test run"...
The "test run", comprising "Trojan", me, David & Stewart, would allow us, not only to test the signals & their sensors, but also to put out the various warning signs (i.e. "Keep your arms and legs inside at all times"). (On the quiet, it would also give me a chance to get a feel for the locomotive!). Having returned from the enjoyable first run (with nothing broken I might add!), I ran "Trojan" around, turned her, built up her fire and ran straight back onto the stock again. This would be the first passenger run of the day, the time being just gone 3pm-ish. With a whistle from the guard we departed in a cloud of white steam (before I shut the drain cocks that is! No chances taken!). As there was no other train on the track yet, all signals were at "clear" and "Trojan" had a 'free run'. The engine rode the rails beautifully and behaved perfectly. Once back at the station again, "James" was ready to take over. This meant twice as much turn around time. (Just the job!). No such luck! The 2nd coach rake was brought out from the sheds by 0-4-0 Diesel "Sammy" and it was time to go again! Oh well, I never complain about driving an engine! This run, as with the next two as well, had members of my family aboard so, as David put it so brilliantly, there could be "no chance of a slip-up!". (Not if I wanted to keep my head held high!). 
After many trips, the light had faded and it was now getting dark. Whilst being watered, "Trojan"s headlamp and tail-lamp (a full size Midland one I might add!) were lit and her fairy lights & pumpkins were also turned on. This provided a very impressive display of colour as well as providing the engine with "navigation lights" (one front & one back). I must admit I was looking forward to driving in the dark as I had never done it before, anywhere. As darkness fell, the shed & yard lights were turned on, making "turn around"s easier. By now, three engine's were on the track, providing the two-train service. (These were "Trojan", "James" & "Sammy"). There was also a 4th locomotive, a 7.25" gauge "Tich" (named "Tom"), also adorning fairy lights, which made various trips down the line with one-passenger car. Hot food was also on sale and, I must admit, a very nice hotdog (or three!) did make its way onto the engine! One thing that I loved about the day was, as with my last visit, someone always brought me a cup of tea! What more can you wish for! The "Tea Room Ladies" did the society very proud once again as, with no word of a lie, as soon as one empty cup left the footplate, another full one duly arrived! Well done ladies, you did a great job!
Once darkness had fallen it became ever-harder to see. However, the members had gone to great lengths in ensuring a very pleasant train journey! The station was decorated with flags and creatively-decorated pumpkins, all lit I may add! As a note, one pumpkin had carved into it the GEC Society logo. (Whoever made that, my hat off to you, it was fantastic!). On leaving the station, the first triangle was decorated with lamps, pumpkins, ghostly-figures and quaint jars which contained tealights! (A nice touch!). The line-up of pumpkins and tealights then continued down the line, through the wooded section, as far as the passing loop. (I must admit they did help a little with seeing where you were going!). But, from a visitors point a view, the effort which the members went to was plain to see. (Well done to you all once again!). Once away from the tealights, the darkness engulfed the line, not that "Trojan"s massive headlamp didn't help! The lamp easily illuminated the track and any facing points whilst the various signals were easily bright enough to be seen from great distances. As a note, in the darkness a torch was carried in "Trojan"s tender so that the two gauge glasses could be illuminated. (A much-needed safety measure). Meanwhile, the 5" gauge line was also running and was equally as busy as the 7.25". A stalwart performer throughout the day was the well-turned out 0-6-0 Side Tank "Sgnt Murphy" (I think thats right?!), seen below...
As the evening drew towards a close, the passenger numbers didn't seem to decrease! The bonfire (lit at about 6pm) was no doubt a draw for most as the temperature began to drop! At around 9pm we were told to begin "running the engines down" as there were only a few more runs to go. "Tom" had already been disposed and "James" was soon off on his last run. Myself & "Trojan" meanwhile were on the last train which was made up of a mixture of passengers & some of the Tea Room Ladies (they no doubt deserved a ride for their efforts!). This train, departing around 9:10pm, was again full (a testament to the popularity of the event no doubt). "Trojan", even though she'd been in steam for over 6 hours, again performed faultlessly throughout the journey and it wasn't long before, following a chorus of whistles through the wooded area(!), we arrived back in the now almost-deserted station. "Trojan" was uncoupled before I ran her back down to steaming bays. She was then disposed & cleaned by David, Kevin & myself. "James", who came on shed just before "Trojan", was soon disposed and was then pushed down into the station to await loading, ready for home. "Trojan" soon followed, pushed by David & myself. Once "James" had been loaded, "Trojan" followed suit. Once she was aboard her trailer, the jobs of the day were done. (It was now gone 10pm of course!).
All in all it had been a fantastic day and, without doubt, one that I will remember for a very long time. The list of people to thank is endless. Firstly, the very kind Brown Family for both putting up with me & allowing me to drive their lovely engine. Also, to Gary Bland for both making me welcome and providing the images. Also to, as always, the Tea Room Ladies who made sure that was no chance that any of us becoming dehydrated! You all did a great job! Finally, to all of the members who made my day such a good one. (You know who you are! There are, literally, too many names to mention!). Thank you all so much, it really was a fantastic day. (We'll no doubt be visiting GEC for their "Santa Day" in December as well...great stuff). Thank you all for reading folks, sorry its been a bit of a long one! Goodnight All!...
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