Perfect Day with a Perfect Pannier...
Hello everyone. Today, bright and early, I was in McDonald's at 5am for breakfast! Then, it was onwards to Shackerstone for a day on Pannier Tank No5786 with Driver John Britt and Fireman Mic Jones. Arriving there at 5:30am, we drove up the drive in total darkness; apart from our headlights, naturally! Present at this hour were myself, Fireman Mic, Carl (Thomas' Fireman) and Danny (Thomas' Trainee). Together, the four of us walked up the drive and 'signed on' in the Staff Room. We then plundered on through the morning darkness and finally reached the loco shed. Inside lay our charges for the day. Through the door we went and there was No5786, 'warming fired' and all ready to go. "Thomas" and "Fergus" stood in front of her towards the shed's roller-door whilst behind stood the dormant "Sir Gomer" and "Mayflower". With the kettle already on, Carl and Danny went off to light the Jinty whilst I and Mic headed off to break up some wood for the 57xx. An hour later and the fire inside 5786 is crackling away and black smoke fills the inside of the shed. Up in front, the Jinty is also smoking away, as is "Blue Circle" in between(!); how authentic a loco shed can you get?... 
Driver John Britt had now arrived and had set to filling the oiling points inside the cab. Underneath the engine, Mic was busy oiling the motion and the axleboxes. I also went under the engine for a look at the 4-eccentric Stephenson's Valve Gear. Below, you can see the crank axle. The 4 eccentrics sit on the axle, with the two main cranks either side (one up, one down). Behind, you can see the Front Damper door... 
Outside, the shed looked as if it were on fire!!!...
The Class 02 Shunter was preparing to remove all three loco's from the confines of the shed; mainly to allow the vast amounts of smoke to clear! With the kettle on again, the Jinty was prepared to leave first. 47327 was on loan from the Midland Railway Centre at Butterley and is currently their only operational locomotive. The 3F is, in my opinion, a beautiful design; practical in every way. However, this one has two downsides; A) She's Blue, and B) She needs a little bit of TLC...as all these 'used and abused' Thomas replica's seem to! Nevertheless, not a bad machine...I wouldn't mind one in BR Black though! Below, the Jinty is ready to move... 
With a big heave from the Rolls Royce-engined "Diane", out the Jinty comes on the downgrade...
Back under the Pannier, my Fireman (Mic Jones) is still working away under the locomotive. In this case, he's filling up the Left-Leading Axlebox. Up above, the powerful tank engine's boiler is already making steam, enclosing many pounds per square inch of pressure in safety...
Up in the cab, the smoke is still terrible; no Blower until a certain pressure of course! A Pannier Tank cab is easily workable and simple. Everything is in easy reach of both the Driver and the Fireman. However, there is one thing (well two things!) to watch out for; the Rear Axle Springs. As the engine moves, the Cab Springs provide the suspension for the back end. This means a more comfortable ride yet, when they bite...THEY BITE!! That's why we keep our knee's well clear on this engine! Below, the Left-hand spring can be seen in the bottom corner of the photo... 
As 5786 warmed up, we all did our fair bit of cleaning. I in particular did the toolboxes, bunker side, cab side, tank sides, smokebox, tank fronts and steam chest cover. I also did the tank tops and dome but the smoke from the chimney soon rendered this job unsuccessful! Once outside, the shining 5786 is a real picture...A beautiful machine...
"OK, just one more of the engine before the face goes on"...
Unfortunately, as time rolled around, we did have to put the face on. (What a shame!). The Pannier, unfortunately not Green anymore, could not therefore play the Thomas Character "Duck". However, she was said to be playing "Goose"; a long lost relative of the former! Once ready, we moved off shed before "Thomas" left on the first train (the 10am). "Fergus" was already in the North End Sidings, collecting 'his' Brake Van. Moving around the points, 5786 rolled into Platform 1 and was stopped under orders from the Big F.C himself. Mic saw this as an oppotunity to cook us breakfast; Western style...nice one Mic!...
Not many Firemen look after their crews as much as Mic does (and "no, I'm not just writing this because I fear he may be reading it!"). Below, the bacon cooks quickly on the hot shovel, rested on the Firehole ring. That Bacon sandwich was one of the best I've ever had, though the engine did smell a bit like the set of "Saturday Kitchen" afterwards!...
After the bacon, there wasn't much time until "Thomas" came back on 'his' return trip. Therefore, we got ready to haul the 11:20am service to Shenton; our first of three duties for the day. "Thomas" soon arrived and we ran round onto the back of 'his' train. 5786 was coupled up and we left on time with Mic firing and me simply enjoying my first ride on a 57xx Pannier! (I have fired a Pannier before; Dennis Howells' 94xx No9466 though, to me, she is a HUGE Pannier! This would be my first time on a 'prototype' Pannier). We had a good first run to Shenton, a little bouncy on the back end but, thats the way Pannier's are! (Remember the springs?: they were up and down like nobody's business). At Shenton, the BR Black engine stands ready at the front of the train; shame about the rather angelic looking face!... 
With me firing on the way back, I found out just how well a Pannier Tank steams. With a full pressure of 200psi, you can run easily with your 'needle' between 160 & 180psi. As she's a Western, the Vacuum can be kept up by the loudly hissing Pump between the frames too. I was a little rusty on the way back; I haven't fired for about 7 weeks; but I pretty much had the hang of it by the time we dropped into Shackerstone. With only 25 minutes to run round and get back out again, we didn't hang around much at Shack. Once ready on the end of the train we awaited the Guard's signal to go but, at the last minute, they decided that they would attach a 6th coach to boost passenger capacity. So, we waited...and waited...and WAITED. Finally, we found out; the coach had derailed in the yard on its way to the train, blocking off the run round loop. Damn! Finally, the Guard's whistle came and we left Shack with the same 5-coach load; Mic firing again. At Shenton, the fire had died down again and Mic said that I would be firing back. Western's generally like to be fired with a big 'back end' (as the previous visitor, No5542, did!), therefore, I obliged. This time, Mic was driving and John took to supervising my antics on the shovel. Below, the fire is ready for more coal before leaving Shenton... 
On the way back, I stuck between 170psi and 200psi with relative ease. (I thought I'd got the hang of it at this point!). My major problem has always been overfiring. In this case, you don't get complete combustion, meaning that you waste fuel and don't use it to its full potential. On this run at least, I seemed to have managed not to over-fire! ("Yes"!). Dropping into Shackerstone, we were held at the Stop Board's as we couldn't access the North End; the Coach was still jacked up in an attempt to re-rail it. Therefore, "Thomas" joined the end of our train and took out the next service to Shenton; 'shunt releasing' the Pannier. Mic had had to leave with "Thomas" as his Fireman due to the fact that his rostered Fireman and Cleaner had been conscripted to help with the rerailing process! Indeed, you could really hear Driver Eddie Jones taking the engine up the cutting; good on you, Eddie! Meanwhile, myself and John were in charge of 5786. Cup of coffee in hand, we chugged up and down Platform 2 to give the visitors something to look at. Meanwhile, "Fergus" was doing Brake Van ride's on One. The next trip was our last one and the 2nd last of the day. I fired both ways on this trip. At Shenton, the Pannier is captured again...
The way down was very good but the way back proved a bit more of a problem. Running up to Carlton (2.5 miles from Shack) was easy but once we hit Hedley's (1 mile from Shack); I was beginning to struggle! In an attempt not to run the engine down, I had under-fired and pressure was dropping. Luckily, Mic jumped in and fired a few shovelfull's in the right places; saving our skin for the last mile into Shack. I have no fear admitting that I 'let it go a bit'; all part and parcel of the training; BUT I won't say I wasn't annoyed!! Once back, "Thomas" was coupled up to the now SIX coach train; "Yes", the coach was rerailed safely! 'He' then left with the last train; the 4:40pm "Tea on Thomas" Special. We meanwhile took 5786 to bed. It had been a fantastic day with the Pannier Tank; she was perfect and I had a great crew, indeed. Thank you very much John and Mic! I had a great time! Finally, a shot of us coming towards 'Airport Bridge' at Carlton on our last outward service. There I am looking over to check the injector flow; the paddle and ashpan rake can be seen hanging on the back of the bunker...
Thank you very much to Mr D.Hanks for sending in yet another photo; I really appreciate it! Thanks for reading folks. Good Evening...
Hello everyone. Today, bright and early, I was in McDonald's at 5am for breakfast! Then, it was onwards to Shackerstone for a day on Pannier Tank No5786 with Driver John Britt and Fireman Mic Jones. Arriving there at 5:30am, we drove up the drive in total darkness; apart from our headlights, naturally! Present at this hour were myself, Fireman Mic, Carl (Thomas' Fireman) and Danny (Thomas' Trainee). Together, the four of us walked up the drive and 'signed on' in the Staff Room. We then plundered on through the morning darkness and finally reached the loco shed. Inside lay our charges for the day. Through the door we went and there was No5786, 'warming fired' and all ready to go. "Thomas" and "Fergus" stood in front of her towards the shed's roller-door whilst behind stood the dormant "Sir Gomer" and "Mayflower". With the kettle already on, Carl and Danny went off to light the Jinty whilst I and Mic headed off to break up some wood for the 57xx. An hour later and the fire inside 5786 is crackling away and black smoke fills the inside of the shed. Up in front, the Jinty is also smoking away, as is "Blue Circle" in between(!); how authentic a loco shed can you get?... 
Driver John Britt had now arrived and had set to filling the oiling points inside the cab. Underneath the engine, Mic was busy oiling the motion and the axleboxes. I also went under the engine for a look at the 4-eccentric Stephenson's Valve Gear. Below, you can see the crank axle. The 4 eccentrics sit on the axle, with the two main cranks either side (one up, one down). Behind, you can see the Front Damper door... 
Outside, the shed looked as if it were on fire!!!...
The Class 02 Shunter was preparing to remove all three loco's from the confines of the shed; mainly to allow the vast amounts of smoke to clear! With the kettle on again, the Jinty was prepared to leave first. 47327 was on loan from the Midland Railway Centre at Butterley and is currently their only operational locomotive. The 3F is, in my opinion, a beautiful design; practical in every way. However, this one has two downsides; A) She's Blue, and B) She needs a little bit of TLC...as all these 'used and abused' Thomas replica's seem to! Nevertheless, not a bad machine...I wouldn't mind one in BR Black though! Below, the Jinty is ready to move... 
With a big heave from the Rolls Royce-engined "Diane", out the Jinty comes on the downgrade...
Back under the Pannier, my Fireman (Mic Jones) is still working away under the locomotive. In this case, he's filling up the Left-Leading Axlebox. Up above, the powerful tank engine's boiler is already making steam, enclosing many pounds per square inch of pressure in safety...
Up in the cab, the smoke is still terrible; no Blower until a certain pressure of course! A Pannier Tank cab is easily workable and simple. Everything is in easy reach of both the Driver and the Fireman. However, there is one thing (well two things!) to watch out for; the Rear Axle Springs. As the engine moves, the Cab Springs provide the suspension for the back end. This means a more comfortable ride yet, when they bite...THEY BITE!! That's why we keep our knee's well clear on this engine! Below, the Left-hand spring can be seen in the bottom corner of the photo... 
As 5786 warmed up, we all did our fair bit of cleaning. I in particular did the toolboxes, bunker side, cab side, tank sides, smokebox, tank fronts and steam chest cover. I also did the tank tops and dome but the smoke from the chimney soon rendered this job unsuccessful! Once outside, the shining 5786 is a real picture...A beautiful machine...
"OK, just one more of the engine before the face goes on"...
Unfortunately, as time rolled around, we did have to put the face on. (What a shame!). The Pannier, unfortunately not Green anymore, could not therefore play the Thomas Character "Duck". However, she was said to be playing "Goose"; a long lost relative of the former! Once ready, we moved off shed before "Thomas" left on the first train (the 10am). "Fergus" was already in the North End Sidings, collecting 'his' Brake Van. Moving around the points, 5786 rolled into Platform 1 and was stopped under orders from the Big F.C himself. Mic saw this as an oppotunity to cook us breakfast; Western style...nice one Mic!...
Not many Firemen look after their crews as much as Mic does (and "no, I'm not just writing this because I fear he may be reading it!"). Below, the bacon cooks quickly on the hot shovel, rested on the Firehole ring. That Bacon sandwich was one of the best I've ever had, though the engine did smell a bit like the set of "Saturday Kitchen" afterwards!...
After the bacon, there wasn't much time until "Thomas" came back on 'his' return trip. Therefore, we got ready to haul the 11:20am service to Shenton; our first of three duties for the day. "Thomas" soon arrived and we ran round onto the back of 'his' train. 5786 was coupled up and we left on time with Mic firing and me simply enjoying my first ride on a 57xx Pannier! (I have fired a Pannier before; Dennis Howells' 94xx No9466 though, to me, she is a HUGE Pannier! This would be my first time on a 'prototype' Pannier). We had a good first run to Shenton, a little bouncy on the back end but, thats the way Pannier's are! (Remember the springs?: they were up and down like nobody's business). At Shenton, the BR Black engine stands ready at the front of the train; shame about the rather angelic looking face!... 
With me firing on the way back, I found out just how well a Pannier Tank steams. With a full pressure of 200psi, you can run easily with your 'needle' between 160 & 180psi. As she's a Western, the Vacuum can be kept up by the loudly hissing Pump between the frames too. I was a little rusty on the way back; I haven't fired for about 7 weeks; but I pretty much had the hang of it by the time we dropped into Shackerstone. With only 25 minutes to run round and get back out again, we didn't hang around much at Shack. Once ready on the end of the train we awaited the Guard's signal to go but, at the last minute, they decided that they would attach a 6th coach to boost passenger capacity. So, we waited...and waited...and WAITED. Finally, we found out; the coach had derailed in the yard on its way to the train, blocking off the run round loop. Damn! Finally, the Guard's whistle came and we left Shack with the same 5-coach load; Mic firing again. At Shenton, the fire had died down again and Mic said that I would be firing back. Western's generally like to be fired with a big 'back end' (as the previous visitor, No5542, did!), therefore, I obliged. This time, Mic was driving and John took to supervising my antics on the shovel. Below, the fire is ready for more coal before leaving Shenton... 
On the way back, I stuck between 170psi and 200psi with relative ease. (I thought I'd got the hang of it at this point!). My major problem has always been overfiring. In this case, you don't get complete combustion, meaning that you waste fuel and don't use it to its full potential. On this run at least, I seemed to have managed not to over-fire! ("Yes"!). Dropping into Shackerstone, we were held at the Stop Board's as we couldn't access the North End; the Coach was still jacked up in an attempt to re-rail it. Therefore, "Thomas" joined the end of our train and took out the next service to Shenton; 'shunt releasing' the Pannier. Mic had had to leave with "Thomas" as his Fireman due to the fact that his rostered Fireman and Cleaner had been conscripted to help with the rerailing process! Indeed, you could really hear Driver Eddie Jones taking the engine up the cutting; good on you, Eddie! Meanwhile, myself and John were in charge of 5786. Cup of coffee in hand, we chugged up and down Platform 2 to give the visitors something to look at. Meanwhile, "Fergus" was doing Brake Van ride's on One. The next trip was our last one and the 2nd last of the day. I fired both ways on this trip. At Shenton, the Pannier is captured again...
The way down was very good but the way back proved a bit more of a problem. Running up to Carlton (2.5 miles from Shack) was easy but once we hit Hedley's (1 mile from Shack); I was beginning to struggle! In an attempt not to run the engine down, I had under-fired and pressure was dropping. Luckily, Mic jumped in and fired a few shovelfull's in the right places; saving our skin for the last mile into Shack. I have no fear admitting that I 'let it go a bit'; all part and parcel of the training; BUT I won't say I wasn't annoyed!! Once back, "Thomas" was coupled up to the now SIX coach train; "Yes", the coach was rerailed safely! 'He' then left with the last train; the 4:40pm "Tea on Thomas" Special. We meanwhile took 5786 to bed. It had been a fantastic day with the Pannier Tank; she was perfect and I had a great crew, indeed. Thank you very much John and Mic! I had a great time! Finally, a shot of us coming towards 'Airport Bridge' at Carlton on our last outward service. There I am looking over to check the injector flow; the paddle and ashpan rake can be seen hanging on the back of the bunker...
Thank you very much to Mr D.Hanks for sending in yet another photo; I really appreciate it! Thanks for reading folks. Good Evening...
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