Firing 5542 For The Last Time On The Shackerstone Festival Special...
Hi all. This is the 2nd post of today. The story continues: As we waited in Platform 1 at Shackerstone for 1306 to return with the last train of the day, the crew for the 6:30pm special was discussed. It was decided that the day's driver; Andy; would remain on the footplate and would drive us down to Shenton. Adrian would then drive us back whilst I fired the entire trip. This meant a simple three of us on the footplate; a bit more room to move about! I simply got "you're firing the special" and a pair of bib 'n' brace as well as a jacket thrown at me! "That'll keep your good clothes clean"! Good Lord, I'm on the footplate again! (Not that I would ever turn down a last chance to fire the fantastic 5542). As there was still another hour before departure I decided not to make up the fire. The Dampers were shut and the Firebox Doors were opened wide. I also gave the fire a quick rake to check for clinker and to thin it out a bit more. Soon, 1306 arrived and we moved around onto the front of the 'Special'. There was still another 35 minutes to go and, with the boiler water level slowly nearing the "top nut", it was getting harder and harder to keep 5542 quiet! But, even through all that time, the loco didn't fully blow off, she just feathered a few times! As time passed, more and more exhibitors began to join the waiting special and, whilst awaiting departure, I got chatting to the loving owner of Steam Tug "Adamant", which was down on the Canal. He was talking about how easy it is to raise steam and how well she holds heat. All I could say was that it takes us hours to raise steam, especially from cold! Stark differences, ay? Anyway, departure time slowly neared and I began making up the fire. As with always, a thick back and a shallow front would be the key to success with this one. Therefore, I threw three or four good shovelfull's around the back corners and under the firehole door. I then opened the Front Damper and checked the fire again using the blade of the shovel as a deflector (standard practise). There were a few holes and so I filled them in before putting the flap up...
"Right Away" called Andy and he released the brake and opened the regulator. I threw two more shovelfull's into the box: one each side of the centre. I then shut the firehole doors. As with most Western's, 5542 has that characteristic of 'knocking doors' when she's working. Many have suggested a door wedge but at that heat they'd be melted to liquid before you could even put them in! Typical! Anyhow, as 5542 had been sitting at Shackerstone for around 2 hours, the engine was no longer 'hot hot'; even though the pressure gauge was reading 180psi. (This is how an engine can fool you, you see!). Therefore, even though there was a good fire in the box, 5542 dropped pressure a little. This meant constant checking of the firebed for any holes or raised sections. As I've experienced, a 'raised section' can indicate clinker as, in the past, I've had coal (which I'd thrown in to fill a hole) land on top of clinker, forming a lump. Of course, it then doesn't fill the hole; it just sits on top of the clinker. Cold air can then be sucked through between the lumps and the clinker and you then lose pressure again. (It's all a constant balancing act). However, coming around Hedley's, Andy 'shut off' for the 5mph slack and, with the front Damper still open, pressure began to climb back. I also had the injector on to maintain a good water level. Just then, a HUGE lump of coal fell down from the bunker. I'm not joking, you could have fired a King with it! (It's the new Russian stuff we use). This piece, though I could hardly fit it on or lift it with the shovel, was quickly placed under the door (little did I know it would still be there on the way back!!). With the fire rebuilt somewhat, the doors were shut again and the injector turned off. Andy then opened up again. Soon, with 175psi on the gauge, we got to Shenton and ran round before the journey back...
The journey back would be even more of a challenge. I raked the fire through to check for clinker: purple flames are never a good sign(!): before building up the back end again around the corners. (Under the door didn't need any due to that massive lump still being there after about 4 miles of running!). I made a special effort to keep the front very thin, though she did need one shovelfull up by the tubeplate where a hole had just formed in the centre. This done, we set off back to Shackerstone with Adrian on the regulator and Andy admiring the views of the Leicestershire countryside. I on the other hand had my eyes fixed on the gauge. On the last run of the day, particularly if you want a fast disposal, it is of paramount importance not to over-fire. However, you also have to balance out the fact that you need to get back with enough steam to keep the brakes off and enough water to keep a safe level on the descent into Shackerstone down the bank. (No pressure, eh?: "you're right, bad joke!"). Coming through Bosworth I checked the fire again and put another 2 shovelfull's around the back end and one in the centre. This would see us back to Shackerstone as long as I added two more shovelfull's to the middle as we passed Hedley's. Coming off Hedley's we had a full pot of water but only 170psi on the gauge. (This is the price you pay for alot of injecting with little fire!). However, 5542 got us back to Shackerstone right on time and with still a good amount of steam to spare. Indeed, dropping down the bank, the injector was running and the pressure holding. Sitting in the headshunt at Shackerstone, we'd pulled her down to 130psi and she was now ready to go to bed. With a rake through the fire and a few checks as well as filling the boiler to a safe 'cooling height'; 5542 was disposed and we left her to simmer in the yard. This would be my final time firing 5542 and, once again, it wasn't dissapointing; she's a very forgiving and well maintained machine. The "Special" proved to be a good success and the fact that it was steam hauled could only add to this. Thanks to Andy and Adrian (and Carl for putting me on!) for a good trip on the footplate of 5542 for the last time this visit. Now, off to the Beer Tent (mum's going to kill me when she see's these clothes...). Thanks for reading folks. Good Night...
Hi all. This is the 2nd post of today. The story continues: As we waited in Platform 1 at Shackerstone for 1306 to return with the last train of the day, the crew for the 6:30pm special was discussed. It was decided that the day's driver; Andy; would remain on the footplate and would drive us down to Shenton. Adrian would then drive us back whilst I fired the entire trip. This meant a simple three of us on the footplate; a bit more room to move about! I simply got "you're firing the special" and a pair of bib 'n' brace as well as a jacket thrown at me! "That'll keep your good clothes clean"! Good Lord, I'm on the footplate again! (Not that I would ever turn down a last chance to fire the fantastic 5542). As there was still another hour before departure I decided not to make up the fire. The Dampers were shut and the Firebox Doors were opened wide. I also gave the fire a quick rake to check for clinker and to thin it out a bit more. Soon, 1306 arrived and we moved around onto the front of the 'Special'. There was still another 35 minutes to go and, with the boiler water level slowly nearing the "top nut", it was getting harder and harder to keep 5542 quiet! But, even through all that time, the loco didn't fully blow off, she just feathered a few times! As time passed, more and more exhibitors began to join the waiting special and, whilst awaiting departure, I got chatting to the loving owner of Steam Tug "Adamant", which was down on the Canal. He was talking about how easy it is to raise steam and how well she holds heat. All I could say was that it takes us hours to raise steam, especially from cold! Stark differences, ay? Anyway, departure time slowly neared and I began making up the fire. As with always, a thick back and a shallow front would be the key to success with this one. Therefore, I threw three or four good shovelfull's around the back corners and under the firehole door. I then opened the Front Damper and checked the fire again using the blade of the shovel as a deflector (standard practise). There were a few holes and so I filled them in before putting the flap up...
"Right Away" called Andy and he released the brake and opened the regulator. I threw two more shovelfull's into the box: one each side of the centre. I then shut the firehole doors. As with most Western's, 5542 has that characteristic of 'knocking doors' when she's working. Many have suggested a door wedge but at that heat they'd be melted to liquid before you could even put them in! Typical! Anyhow, as 5542 had been sitting at Shackerstone for around 2 hours, the engine was no longer 'hot hot'; even though the pressure gauge was reading 180psi. (This is how an engine can fool you, you see!). Therefore, even though there was a good fire in the box, 5542 dropped pressure a little. This meant constant checking of the firebed for any holes or raised sections. As I've experienced, a 'raised section' can indicate clinker as, in the past, I've had coal (which I'd thrown in to fill a hole) land on top of clinker, forming a lump. Of course, it then doesn't fill the hole; it just sits on top of the clinker. Cold air can then be sucked through between the lumps and the clinker and you then lose pressure again. (It's all a constant balancing act). However, coming around Hedley's, Andy 'shut off' for the 5mph slack and, with the front Damper still open, pressure began to climb back. I also had the injector on to maintain a good water level. Just then, a HUGE lump of coal fell down from the bunker. I'm not joking, you could have fired a King with it! (It's the new Russian stuff we use). This piece, though I could hardly fit it on or lift it with the shovel, was quickly placed under the door (little did I know it would still be there on the way back!!). With the fire rebuilt somewhat, the doors were shut again and the injector turned off. Andy then opened up again. Soon, with 175psi on the gauge, we got to Shenton and ran round before the journey back...
The journey back would be even more of a challenge. I raked the fire through to check for clinker: purple flames are never a good sign(!): before building up the back end again around the corners. (Under the door didn't need any due to that massive lump still being there after about 4 miles of running!). I made a special effort to keep the front very thin, though she did need one shovelfull up by the tubeplate where a hole had just formed in the centre. This done, we set off back to Shackerstone with Adrian on the regulator and Andy admiring the views of the Leicestershire countryside. I on the other hand had my eyes fixed on the gauge. On the last run of the day, particularly if you want a fast disposal, it is of paramount importance not to over-fire. However, you also have to balance out the fact that you need to get back with enough steam to keep the brakes off and enough water to keep a safe level on the descent into Shackerstone down the bank. (No pressure, eh?: "you're right, bad joke!"). Coming through Bosworth I checked the fire again and put another 2 shovelfull's around the back end and one in the centre. This would see us back to Shackerstone as long as I added two more shovelfull's to the middle as we passed Hedley's. Coming off Hedley's we had a full pot of water but only 170psi on the gauge. (This is the price you pay for alot of injecting with little fire!). However, 5542 got us back to Shackerstone right on time and with still a good amount of steam to spare. Indeed, dropping down the bank, the injector was running and the pressure holding. Sitting in the headshunt at Shackerstone, we'd pulled her down to 130psi and she was now ready to go to bed. With a rake through the fire and a few checks as well as filling the boiler to a safe 'cooling height'; 5542 was disposed and we left her to simmer in the yard. This would be my final time firing 5542 and, once again, it wasn't dissapointing; she's a very forgiving and well maintained machine. The "Special" proved to be a good success and the fact that it was steam hauled could only add to this. Thanks to Andy and Adrian (and Carl for putting me on!) for a good trip on the footplate of 5542 for the last time this visit. Now, off to the Beer Tent (mum's going to kill me when she see's these clothes...). Thanks for reading folks. Good Night...
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