Last Chance on 5786 at Shackerstone...
Hi everyone. This morning, after a phonecall yesterday, I was rostered to be the training fireman on Pannier Tank No5786 at Shackerstone. This engine, from the South Devon Railway at Buckfastleigh, will be returning home in the next few weeks after her 3-month visit. During this time, I've done 2 days firing on the loco, the 3rd time being today. As well as this, I've carried out considerable maintainence on the loco with the rest of the team. Anyhow, today, 5786 was rostered for three simple trips in celebration of the recent New Year. The crew consisted of Driver Adrian Aylward and Fireman Bruce Murray, both avid volunteers on the huge mainline-certified 94xx Pannier No9466. With the first train sheduled for 11:30am, the sign-on time wasn't until 6:30am/7am; this gave me a little more time to get to Shack. Arriving in the Saxo, I opened the gates and drove along the dark, frosty driveway. Once parked, I made my way to the Signing On room and then onwards to the shed. Inside, I found the loco and the rest of the crew. She was already lit and slowly warming up, which gave us time for a quick cuppa'. By 8:30am, the loco was outside...
Throughout prep, Adrian was oiling round whilst Bruce kept on top of the fire and I cleaned. Though 5786 had been used the day before, she was still pretty much gleaming from our mammoth cleaning session on Friday (just as well as a whole loco, including cab brass, is alot to clean when short-staffed!). By 10am, the beautiful black Pannier was ready. By now, Adrian had had to put a hole in the fire and keep the boiler pretty much full to keep the loco quiet: alot of time spent on shed with a good fire means lots of heat and no steam usage! Therefore, once the loco was clean and ready, we planned to set off and get some of the steam used! After another cuppa', we washed our hands and got changed before rejoining the loco. Bruce then informed me that I would be firing for the day, leaving him to stand in the corner and share the driving with Adrian. Whilst I did protest to Bruce not 'having a go', I'm more than willing to fire all day; its just a shame we didn't have 5 trips instead of 3! Up on the loco, I took off the handbrake whilst Adrian held her on the Steam Brake. With Bruce down on the Ground Frame and the road set, everything was clear. Brake off and whistle sounded, 5786 rolled easily down through the creaky pointwork and around the tight blades into Platform 1. Road reset, we went over onto Platform 2 to the Water Tower. Below, I keep a look out from the shining Pannier as we approach the 'mark' for the column... 
By now, I had filled in the hole in the fire to produce more steam. Even moving off shed had brought the pressure down from 190-160psi. But, don't fear, a Western doesn't take long to come back round! Once watered, we buffered up to the short 4-coach train (bit of a change from the 7 we had on over the Santa's!). 5786 was soon coupled up and steam heating the coaches. I then went off to grab us some bacon butties for sustainence! Upon my return, the time was quickly rolling around so we ate our bacon before preparing for departure. Soon I was making the fire up. The best way to fire a Western, so is the belief, is to keep a thick back end in the box with a thinner fire towards the front. As a Pannier has a flat grate, the best thing seems to be to create a level fire across the bars. This gives equal heat throughout. After checking for holes, we build up the back end, particularly around the back corners and under the firehole door. Probably around 6 shovelfull's is best put here. As the flames build up around the door, it is clear that the fuel has ignited and is burning well. Soon, we had the Right-of-Way and Adrian took us carefully out of Shackerstone on the first trip. With the front damper open to its 1st notch, 5786 steamed very well with doors open and the flap up. The trick here is to balance the primary and secondary air flow through the fire. If the dampers are open too far or a hole is present, you hear a distinct whirring sound. Luckily, my fire seemed right at this point! With little distress, with made it to Shenton with ease and on time...
Without delay, we ran 5786 round and prepared for the 12:05pm departure northwards. I was of course firing again. I built up the back end and threw 2 shovelfull's either side of the front end too: holes had formed here as the fire cooled on the coast into Shenton. I then partially shut the doors and opened the back damper 1-notch, leaving the front one shut of course. (We always work back to front with the dampers!). The return run was a little more brisk with the 10mph speed restriction having been lifted at Airport Bridge near Carlton. This was the first time I'd been through there at 25' during my Shackerstone volunteering, which began in Jan 07'! (Long time that slack has been there!). Running round and watering at Shack was kept brisk so that we could afford 10-minutes break before our next departure at 1pm. However, we were soon off again! This time, the loco steamed even easier, having fully warmed-up during the first trip. The fire was now set correctly and was burning well. It seems that if you keep a good back in a Western then you can't go wrong; mind you, I wouldn't say don't fire the front of the King's grate going up Whiteball on 11 coaches! 5786 does steam very well and this seemed testament to how easily I worked; I didn't even break a sweat! A poor steaming engine would keep you on your toes all day, but on 5786 it was relaxation. Fellow CMES member Eddie, who was up during the day working in the loco shed, commented especially on the fact that I was sitting ("Yes, sitting!") in the Fireman's Seat as we arrived into Shack on the 2nd run; it was just too easy! After Watering again, we buffered up for our 3rd and final run, the 2:30pm. Below, Dave has captured me on the Fireman's side whilst preparing for departure...
The third run came around just as quick as the last and we were soon off again. Here, I check the road ahead as we chug out of Shackerstone on this chilly winter's day...
5786 performed faultlessly once again and we were soon at Shenton preparing to come back for the final time! For the final return run, the main trick is to keep the fire as low as possible whilst also retaining steam pressure. However, at Shenton, there is still time to get the mass down so we fire as normal. Chugging out of Shenton up the bank, 5786 ran easily with the dampers shut and the doors cracked. She was a dream. Dropping into Bosworth I had the injector running and the doors wide, checking the fire when I could. A few more shovelfull's around the back end got us up through Carlton without hitch and before long Hedley's (just over a mile from Shack) dawned on the horizon. As we slowed for the 10mph slack, I checked the fire once more and had the ultra-reliable Swindon injector on again. With just one more shovelfull on the fire to cover a hole on the left-centre side, I shut the doors, opened both dampers (to clear the fire) and let her go. 5786 chugged happily away from the slack and back up to line speed. Adrian didn't thrash her, she just ran along effortlessly. When I heard the "shutting off!" call, I opened the doors and shut both dampers asap. We then descended, injector on, into Shack with 180psi on the clock and decreasing; just right! I was very pleased with myself for not over-firing! Once hitched off, we steamed into the North End. Below, (trainee) Fireman Sam Brandist looks out from the Fireman's side on Pannier Tank No5786 as she crosses into the North End at Shackerstone (tongue in cheek or what?!)...
Hi everyone. This morning, after a phonecall yesterday, I was rostered to be the training fireman on Pannier Tank No5786 at Shackerstone. This engine, from the South Devon Railway at Buckfastleigh, will be returning home in the next few weeks after her 3-month visit. During this time, I've done 2 days firing on the loco, the 3rd time being today. As well as this, I've carried out considerable maintainence on the loco with the rest of the team. Anyhow, today, 5786 was rostered for three simple trips in celebration of the recent New Year. The crew consisted of Driver Adrian Aylward and Fireman Bruce Murray, both avid volunteers on the huge mainline-certified 94xx Pannier No9466. With the first train sheduled for 11:30am, the sign-on time wasn't until 6:30am/7am; this gave me a little more time to get to Shack. Arriving in the Saxo, I opened the gates and drove along the dark, frosty driveway. Once parked, I made my way to the Signing On room and then onwards to the shed. Inside, I found the loco and the rest of the crew. She was already lit and slowly warming up, which gave us time for a quick cuppa'. By 8:30am, the loco was outside...
Throughout prep, Adrian was oiling round whilst Bruce kept on top of the fire and I cleaned. Though 5786 had been used the day before, she was still pretty much gleaming from our mammoth cleaning session on Friday (just as well as a whole loco, including cab brass, is alot to clean when short-staffed!). By 10am, the beautiful black Pannier was ready. By now, Adrian had had to put a hole in the fire and keep the boiler pretty much full to keep the loco quiet: alot of time spent on shed with a good fire means lots of heat and no steam usage! Therefore, once the loco was clean and ready, we planned to set off and get some of the steam used! After another cuppa', we washed our hands and got changed before rejoining the loco. Bruce then informed me that I would be firing for the day, leaving him to stand in the corner and share the driving with Adrian. Whilst I did protest to Bruce not 'having a go', I'm more than willing to fire all day; its just a shame we didn't have 5 trips instead of 3! Up on the loco, I took off the handbrake whilst Adrian held her on the Steam Brake. With Bruce down on the Ground Frame and the road set, everything was clear. Brake off and whistle sounded, 5786 rolled easily down through the creaky pointwork and around the tight blades into Platform 1. Road reset, we went over onto Platform 2 to the Water Tower. Below, I keep a look out from the shining Pannier as we approach the 'mark' for the column... 
By now, I had filled in the hole in the fire to produce more steam. Even moving off shed had brought the pressure down from 190-160psi. But, don't fear, a Western doesn't take long to come back round! Once watered, we buffered up to the short 4-coach train (bit of a change from the 7 we had on over the Santa's!). 5786 was soon coupled up and steam heating the coaches. I then went off to grab us some bacon butties for sustainence! Upon my return, the time was quickly rolling around so we ate our bacon before preparing for departure. Soon I was making the fire up. The best way to fire a Western, so is the belief, is to keep a thick back end in the box with a thinner fire towards the front. As a Pannier has a flat grate, the best thing seems to be to create a level fire across the bars. This gives equal heat throughout. After checking for holes, we build up the back end, particularly around the back corners and under the firehole door. Probably around 6 shovelfull's is best put here. As the flames build up around the door, it is clear that the fuel has ignited and is burning well. Soon, we had the Right-of-Way and Adrian took us carefully out of Shackerstone on the first trip. With the front damper open to its 1st notch, 5786 steamed very well with doors open and the flap up. The trick here is to balance the primary and secondary air flow through the fire. If the dampers are open too far or a hole is present, you hear a distinct whirring sound. Luckily, my fire seemed right at this point! With little distress, with made it to Shenton with ease and on time...
Without delay, we ran 5786 round and prepared for the 12:05pm departure northwards. I was of course firing again. I built up the back end and threw 2 shovelfull's either side of the front end too: holes had formed here as the fire cooled on the coast into Shenton. I then partially shut the doors and opened the back damper 1-notch, leaving the front one shut of course. (We always work back to front with the dampers!). The return run was a little more brisk with the 10mph speed restriction having been lifted at Airport Bridge near Carlton. This was the first time I'd been through there at 25' during my Shackerstone volunteering, which began in Jan 07'! (Long time that slack has been there!). Running round and watering at Shack was kept brisk so that we could afford 10-minutes break before our next departure at 1pm. However, we were soon off again! This time, the loco steamed even easier, having fully warmed-up during the first trip. The fire was now set correctly and was burning well. It seems that if you keep a good back in a Western then you can't go wrong; mind you, I wouldn't say don't fire the front of the King's grate going up Whiteball on 11 coaches! 5786 does steam very well and this seemed testament to how easily I worked; I didn't even break a sweat! A poor steaming engine would keep you on your toes all day, but on 5786 it was relaxation. Fellow CMES member Eddie, who was up during the day working in the loco shed, commented especially on the fact that I was sitting ("Yes, sitting!") in the Fireman's Seat as we arrived into Shack on the 2nd run; it was just too easy! After Watering again, we buffered up for our 3rd and final run, the 2:30pm. Below, Dave has captured me on the Fireman's side whilst preparing for departure...
The third run came around just as quick as the last and we were soon off again. Here, I check the road ahead as we chug out of Shackerstone on this chilly winter's day...
5786 performed faultlessly once again and we were soon at Shenton preparing to come back for the final time! For the final return run, the main trick is to keep the fire as low as possible whilst also retaining steam pressure. However, at Shenton, there is still time to get the mass down so we fire as normal. Chugging out of Shenton up the bank, 5786 ran easily with the dampers shut and the doors cracked. She was a dream. Dropping into Bosworth I had the injector running and the doors wide, checking the fire when I could. A few more shovelfull's around the back end got us up through Carlton without hitch and before long Hedley's (just over a mile from Shack) dawned on the horizon. As we slowed for the 10mph slack, I checked the fire once more and had the ultra-reliable Swindon injector on again. With just one more shovelfull on the fire to cover a hole on the left-centre side, I shut the doors, opened both dampers (to clear the fire) and let her go. 5786 chugged happily away from the slack and back up to line speed. Adrian didn't thrash her, she just ran along effortlessly. When I heard the "shutting off!" call, I opened the doors and shut both dampers asap. We then descended, injector on, into Shack with 180psi on the clock and decreasing; just right! I was very pleased with myself for not over-firing! Once hitched off, we steamed into the North End. Below, (trainee) Fireman Sam Brandist looks out from the Fireman's side on Pannier Tank No5786 as she crosses into the North End at Shackerstone (tongue in cheek or what?!)...
2 comments:
Hi there,
The 5700 has been a family favourite since my grandfather bought me my first model loco as a young lad. While looking for a good picture for my office i was amazed to discover this coverage of the 5786. I am so jealous!
Where did she go afterwards please?
Cheers,
Daniel
She went back home my friend; to Devon :)
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