Here we go again: another Tyseley Open Weekend post! I did try to consolidate this into one post but there were just so many pictures that I've spread it across two: Saturday & Sunday. So here we are: 50 Years of Tyseley. The event was held to celebrate 50 years since flagship locomotive "Clun Castle" moved to the site to begin the preservation rebirth. It was cold when I left the house this morning with temperatures arguably on the edge of a frost as I made my way along the M6 and A45 to reach Tyseley for around 06:30. Wandering across the quiet car park I found Guss and Andrew sitting in the Mess Hut. After a quick chat and a catch up Alastair arrived and we walked down through the engine shed as the dim light slowly gave way to sunrise. The two double chimney Castle's were stationed on 'Three Road' and it wasn't long before "Clun" was warming her cylinders in preparation to move off...
I was asked to light up and prepare 7752 which I'd warming fired the day before. The engine was up on the King Shed road around the turntable. There was some heat emanating from her as I walked past the smokebox to reach the footplate steps but she was still a little way off steam. Clambering up into the cab I opened the gauge glass which read an acceptable 1/2 a glass of water; a level confirmed by opening the test cock at the bottom of the glass to drain and refill. It was then time to look in the firebox and have a good check around the stays and fusible plugs. With all well, I set off in search of a fire iron to clear the grate. As the Pannier has only just returned from her summer jaunt to the Dartmouth Steam Railway she was still lacking all of her kit which usually includes irons, oil bottles, feeders and tools. This was all in storage in the works so I'd collect it once she was lit up.
Over by the coal pile I managed to find an iron with which to clear the bars but it was quite literally the longest iron I'd ever seen. You could have cleared a Lord Nelson's grate with it with a few feet to spare but it would do. Grate cleared and all checks made, I lit the embryo fire using Stuart's lighter. I'd already destroyed Guss' lighter - much to his annoyance. I only flicked the little wheel once and it ejected violently skywards before hitting the cab roof and coming back down. God only knows where that ended up but I don't think Guss will ever lend me a lighter again...
With the rags blazing away on the grate amongst my layer of coal, I added a good mound of wood on top. The wood was sourced from all areas of the turntable roads and was quite an assortment. As soon as the wood had taken hold I added a good helping of coal on top before leaving 7752 to get on with it. The darkened exhaust at the chimney and the tell-tale crackling confirmed that all was well...
With the engine lit and warming nicely I wandered back down to the shed to collect her assortment of oil bottles and the feeder. Having topped them up at the oil store I walked back to the engine to begin oiling round. It was a beautiful cool morning: sunshine and bright blue skies; a real contrast to the horrid rain of last Saturday. The first item to oil up is the hydrostatic lubricator. With the lubricator off you can drain the previous remnants of oil & water away before undoing the filler cap and filling with cylinder oil. Most saturated and basic superheat engines use a 680-grade oil whereas higher superheat applications such as the double chimney Castle's and probably engines such as the Duchess would use a 1000-grade. With the lubricator done I could move onto the various motion oil points dotted around the engine.
I've explained before about oiling up Pannier tanks and to be honest it never gets anymore fun. The number of expletives used when completing the process only ever seems to increase! Their Stephenson's motion and cranks are situated between the frames and really, in my opinion, you need to be in there to access everything properly. Therefore, despite my growing inability to do so, I always like to drop in if I can. Once inside (which requires the skill of a practised contortionist) I tend to forget how I got in so struggle to get out but I do manage to get to everything. By the time I'd oiled up the engine was making steam nicely and 5043 had been brought down for turning and stabling. The pair were face to face...
The "Earl" was turned before gracefully dropping back alongside single chimney sister No5080 "Defiant". She would rest up until the cavalcade later on...
When the steam allowed I added a little blower to keep the smoke from coming back into 52's cab. The needle was rising gently as the hose topped up the tanks...
It was then time for "Bahamas" to steadily drop down and cross the turntable to sit on the coal road next to sister Jubilee "Kolhapur". Once she was clear, the table was set for 52' and I was asked to draw her forward for turning. Having made all of the usual checks, I warmed the steam brake in readiness for moving off. One thing we always do with a combi-brake engine is run with the bag off when light engine. If you don't, the GWR vacuum pump will create a reservoir and the steam brake will then only operate when that reservoir is destroyed, thereby creating a delay in braking and then coming in like a steam hammer. The steam brake goes from very controllable to all or nothing very quickly in these situations, hence why you may see light engines running with the bag off. Vacuum braked engines are different.
Steadily, I dropped 7752 off the table and down towards No20 disc signal with the drain cocks hissing. Once clear of the annex road the route was set for "Clun Castle" to drop down to the table alongside her Castle sisters. The Class 08 then drew the three-coach shuttle train clear so that I could take 52' out onto the back and couple up. Soon enough, with coaches attached, we dropped down to the signalbox to make some final checks before continuing into the platform in readiness for service...
With all ready we ticked down into the platform where a few passengers were already gathered, with services commencing at around 10:30. The train staff was delivered to the engine by Tim and, with the engine steaming well on Stuart's fire, all we had to do was await the "Right Away" from the Guard. Tyseley is set up to allow bi-directional working, with the signals set to the 'off' position in both directions on the running line. The train staff includes keys for the crossing gates and the 'King Lever' in the signalbox, ensuring that all is safe for the moves back and forth. With this lever out of the frame the other levers become locked and inoperable. Once you get the flag from the Guard you can set off and propel the train past the signalbox and towards the yard limit. The stop boards near the yard gates mark the end of museum operations before you reach Network Rail metals.
7752 is great fun to chuff up and down with and three coaches really is no issue. However, the addition of Pullman Car 'Eagle' in the usually two coach rake made for an extra (and quite noticeable) 40 tons train weight. 52', for some reason, is louder at the chimney than 9600 by some degree: it must be something in the exhaust passages that's different. After a few runs back and forth with good passenger numbers, the platform began to look packed near lunchtime as 'Eagle' was formally rededicated after restoration. An almost royal train of dignitaries from the railway world would join the Pullman for a buffet lunch which put no pressure at all on my inadequate driving skills. Suffice to say I was doing my smoothest braking for fear of later rebuke...
We breathed a sigh of relief once the VIP's left the train: I didn't want to spill Lady McAlpine's lunch! 7752 meanwhile was having an easy day...
Built by North British in 1930 (along with Tyseley shed-mate 7760), 7752 was one of thirteen 5700 Class Panniers bought by London Transport for use on P-Way trains after their BR careers had ended. 52' (numbered L94 as she carries today) has the claim to fame of being the 'Last Steam Train On The Underground' as she pulled the last working in 1971. I believe six of the LT Pannier's survive and I've been on two: this one and 5786. It's amazing though how many people still think the livery is for show. "They didn't really use these on the Underground did they?" is a common question. At around 13:00 we were relieved of the train staff and ordered to "Obey All Signals" for the ECS working to 'Five Road' via the motor points. Once safely inside, the four-locomotive cavalcade of big engines (comprising 5043, 7029, 4965 and 45596) could move out onto the demo line; and quite a sight they were too...
We were given free luncheon vouchers today (it's always nice to have a staff perk) but due to the surprising popularity of the catering van they had sold out by the time we had stabled 7752. Stuart therefore kindly wandered over to the chippy on the Warwick Road and returned with two stunning Mini Fish & Chips: cheers mate!...
Fish & Chips absolutely demolished, we enjoyed some of the fabulous "Clun Castle" celebration cake: we got some tender each! Fed and watered, we returned to 52' to clean the fire and splash some more oil round ready for the afternoon shift. Fireman Phil Allison and celebrated main line driver Ray Churchill would be our relief crew for the PM shift and we swapped over once I'd returned 52' to the platform, now with 9600 on the tail. We spent the afternoon relaxing, chatting and generally enjoying the atmosphere of the event. Thanks to Statfold chum 'Nice Guy James' I got a drive on the visiting 15" Atlantic "Count Louis". What a lovely thing, built by Bassett-Lowke in 1924 for namesake Count Louis Zborowski: the English racing driver who co-founded the Romney Hythe & Dymchurch Railway. A very responsive, strong and graceful machine that I was pleased to be let loose with on the 15" demo line...
Over the way stood Fowler Showmans Engine "Repulse" with her Organ...
Later in the day, 9600 rests after the termination of passenger services. She, along with 5043, was on her final weekend in service prior to withdrawal for overhaul...
At around 18:00 I decided it was time to head for home after a fantastic day crewing at and enjoying the 'Tyseley at 50' event. I can't wait until tomorrow for more of the same. Thanks to all who contributed to a great day...
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