Going Great Central: Firing The A1 "Tornado"...

"The A1 'Tornado' drifts towards Loughborough" (C.Hanley)

Well, this one was certainly a bit of a coup! Today I unexpectedly found myself completing a last minute firing turn aboard the new build A1 Pacific No60163 "Tornado", at the Great Central Railway. As mentioned in last week's post, the A1 has now reached the end of its thorough overhaul to main line standards. Following some loaded test runs during the week, it was announced that "Tornado" would haul services at the GCR this weekend, as part of her mileage accumulation. It wasn't long after this announcement that the railway's rostering team sent out an email (late on Thursday evening) asking for volunteers to fill in last minute to crew the A1. To my surprise, the operations team had added the 4-6-2 as a third steamer, rather than replacing one of the railway's home engines. (I guess this is because most of our normal turns cover various workings across a given day, such as DATEX and diners). Realising that a go on an Eastern pacific isn't exactly an everyday opportunity, I threw my hat in, not expecting to be selected. When the updated roster came out yesterday, I was pleased (and surprised) to see my name penned to this morning's turn A5, alongside driver Craig. "So", I thought, "here goes nothing!".

This morning I arrived at Loughborough shed in good time for my 06:15 book on. Unloading my kit from the car, I noticed driver Craig opening things up. Having signed in and read the notices, I proceeded out to the waiting pacific on No2 shed road, alongside "Witherslack Hall". The A1 was simmering quietly, patiently awaiting us...

Having checked with Craig that we were okay to start preparations (sometimes owning groups like to be present with their engine), I was given the all clear to start. I climbed up onto the footplate and was immediately struck by the size of this thing. It's been a while since I crewed a main line pacific, in fact I think it was a go on the demo line at Tyseley with Deano on the Bulleid "Sir Keith Park" in 2019. Apart from that occasion, I can't think of another time I've crewed a big pacific, largely because they're not typically preserved line dwelling machines. Looking around the myriad of controls on the sizeable doorplate, I slowly began to familiarise myself with the A1. What was clear was that there was 2/3 of a glass of water in the boiler and a healthy 125psi showing on the pressure gauge. Opening the larger door on the firebox (the usual door being the typical Eastern letterbox type flap) revealed a fair fire bed, with plenty of glowing embers remaining. Someone had clearly banked her up the night before to keep her hot. I think Craig in fact did mention that the engine had been in steam for well over a week now, so it was unlikely we'd struggle for steam this morning. 

With all well in the cab, I proceeded to the front end to give the smokebox (including double Kylchap exhaust) a once-over. There was barely a spec of dust in the smokebox so it was then back to the cab to throw some coal around the 50ft square grate. (To put this grate size into perspective, it's the same as a Princess Coronation). Opening the main door again, I put the iron through the fire bed to check that everything was free. Giving it all a quick turnover confirmed that we'd be okay to add some fresh coal, once I'd had a look around with my torch. With all confirmed to be safe to rejuvenate the fire, I threw some more coal around the box and then shut the door, leaving the engine to get on with it. With 125psi already on the clock and a booked off-shed time of 09:15, we definitely wouldn't be in any rush. The trouble is the nagging voice in the back of your mind always wills you to get things started as soon as you can, particularly with a celebrity engine such as "Tornado", as many eyes would be on me if (god forbid) we weren't ready in time for our first train...

"Fresh coal on the go"

With the fresh coal now taking hold on the grate (confirmed by the steady plume of smoke drifting skyward from the double chimney), I could continue to take in the amount of equipment in the cab. This thing is like the cockpit of a space shuttle! Everywhere you look there are electrics for various pieces of equipment, the most recent addition being the ETCS (European Train Control System). I believe that "Tornado" is the first steamer to carry this new in cab signalling equipment. Part of the reason for fitting this kit is that "Tornado" is usually a regular fixture on the ECML from Kings Cross and I believe that from 2026, any train (or locomotive) operating on the route south of Peterborough will require this equipment. It's amazing really to consider the amount of time, effort and capital required to commission this level of equipment. As well as the ETCS, there is AWS and TPWS for main line running as well as various switches for auxiliary equipment, such as lighting for the instruments...

 

"Driver's side and fireman's side overhead panels"

One feature I really liked was the addition of lighting for the injector overflows as well as the underframe lighting, positioned beneath the running boards. Both of these additions are a great idea and are no doubt invaluable on the main line at night. All of this equipment is powered by two steam generators, supported by batteries. The engine is predominantly air braked, with a vacuum system provided for working heritage stock. The air is provided by two sizeable air pumps. Clambering down from the cab having noticed the pressure gauge needle steadily rising, I set to work cleaning the huge 6ft 8" apple green wheels of the 4-6-2, ably supported by cleaner Jake. These wheels are quite striking to stand alongside with your cleaning cloths...

After a while cleaning, Craig soon called down from the cab to let me know that (amazingly) the pressure was nearing the red line...and it wasn't even 08:00! I was amazed. Some scraping back of the fire soon had the pressure needle nailed in position and the A1 sat quietly until nearer our off shed time. She certainly wasn't shy of steaming! See how easy it is to almost get caught out? The next job was to empty the ashpan. Much like the 9F, the A1 is equipped with some little doors to access the side pockets. These are washed out first, taking the ash down into the main hopper. Once thoroughly washed to safeguard against any flying dust, we opened the pan to drop the majority before rinsing out the remnants. With the engine steamed up and clean, it was time for us ourselves to get washed and changed.

Before we completed our brake test prior to leaving shed, I took the below shot of the cab. The driver's side of the two-handled regulator is seen on the left, below the speedometer, with the brass plate alongside being the readout for the reverser cut-off. The reverser itself sits bottom left. The two water gauge glasses stand prominent in the centre of the doorplate, with the two injector steam valves sitting either side of those. At the bottom of the image can be seen the traditional Eastern letterbox firehole door. As you can see, it's a busy cab with a lot going on...

"A view of 'Tornado's footplate"

Before I forget, here's some information about the A1 class. Built across 1948/49 and eventually numbering 49 examples, the A1s were designed by Arthur Peppercorn. Much like previous LNER pacifics, the A1s were three cylinder machines, although Peppercorn opted for Walschaerts valve gear throughout, with no Gresley conjugated valve gear for the centre cylinder. The A1s were workhorses of the Eastern region but none of them survived into preservation, with the last retiring in 1966. "Tornado" was built as the 50th member of the class: an improved replica if you will. Numbered as the next A1 along (60163), she was constructed between 1994 and 2008. Since her completion she has steamed many many miles, both on the main line and on preserved metals, becoming a celebrity in her own right amongst enthusiasts. Although I've never been much of a fan of new builds, there is no taking away from the superb achievement that this engine is. She represents 14 years of hard work and determination, as well as being the first main line steam locomotive constructed in Britain since BR outshopped "Evening Star" in 1960. Hats off to the A1 Steam Trust for their herculean efforts in building this locomotive from scratch.

Leaving shed on time on this sunny morning, it wasn't long before we were waiting for the shunt signal at the north of platform one in order to run round. Clive Hanley snapped us backing into the down loop on our way up to the totem pole...

"Myself aboard 'Tornado' the A1" (C.Hanley)

One thing that struck me immediately about "Tornado" was the ride quality. Pacifics do tend to ride like coaches but the roller bearings fitted no doubt add to the smooth ride. (I believe roller bearings were fitted to some of the original A1s, but not all of them). Soon enough, the engine was coupled to the head of the waiting stock in platform one in readiness for a tender first departure with the 10:00 train. I was reluctant to make up my fire too early, in case the big engine blew off in the station...

Firing the Eastern letterbox door brings its own challenges. It's a smaller opening than normal for a start. (Indeed, you wouldn't fancy firing it with a fully loaded Western Lucas). The wide box of the A1 meant that you had to stand nearer to the door to get the back corners, flicking the coal back until you heard it knock against the back corner you wanted. Having made a bit of a back up, supporting a covered fire bed across the remainder of the firebox, I waited to see how the engine would perform once we were underway with our six-coach train. In reality, six coaches would be no stress for this huge pacific, capable of providing 37,400lbs of tractive effort...

The fireman's instruments in this Eastern nerve centre included the main steam pressure gauge, the steam heat gauge (redundant today), a handy clock and a steam chest temperature gauge. The clock I thought was a great idea, although perhaps the driver could have done with one on his side! The steam chest temperature gauge is something I've never seen on any other engine before. It was interesting to see the needle fluctuate as we steamed along later in the shift...

"Fireman's side clock showing right time"

One minute down, our guard gave the "right away" and we left Loughborough in a cloud of condensate, as "Tornado" cleared her three 19" x 26" cylinders. Steaming away from the station tender first, the exhaust of the A1 turned a nice tinge of grey as the recently added coal began to take hold. Having received a green on the up section signal, driver Craig opened the engine up a little and the steam pressure dropped back slightly as the 'cold' engine trundled up to line speed. I added a little more fuel as we steamed up the steady gradient, being mindful not to over fire. The main thing to remember is that, although the engine may be showing well over 200psi, she is still cold on this first run as the superheaters, valves and cylinders won't have warmed through fully yet. After a brief stop at a busy Quorn, the engine steamed easily for me to Leicester North. An interesting addition was the provision of Swindon type injectors (BR Standard versions), which have replaced the previously fitted Eastern types.

It was a pleasant change to hear the three cylinder beat of the engine as we chuffed along, echoing six beats for every revolution of the wheels. Following a brisk run round at Leicester, I recoupled the A1 to the stock and we enjoyed a spirited northward departure, passing a gallery of photographers. The train was very well patronised and looked to be standing room only. Photographer Mark Gaunt caught me looking back from the A1 as we departed Quorn's down platform, back towards base...

"Looking back from the A1" (M.Gaunt)

Once safely back at Loughborough, I uncoupled the A1 before we steamed across the road from platform one to reach our next set of stock. This had been drawn down onto shed road No1 by "Witherslack", ready for us to pick it up. We were then snapped drawing the new set back into a busy platform two as the admiring crowds look on. It was great to see the railway so busy in support of "Tornado"...

"Watching the platform" (C.Hanley)

Our next departure was the equally well patronised 11:45 working. The A1 performed beautifully and it felt unusual for it to be just me and driver Craig on the footplate. We were expecting engine reps today, but I believe they didn't come until the afternoon shift. Being out just the two of us on a big pacific was unusual, although very enjoyable. After a pleasant, free steaming run to Leicester, the A1 is snapped ready for our final homeward trip, as the pressure climbs towards the full 250psi...

The all welded steel boiler was certainly a good steamer and we had no trouble with the engine throughout our short shift. Of course, much like the 9F and other large locomotives, the main issue was keeping the grate covered whilst keeping her quiet, as the A1 just had so much in reserve thanks to that huge boiler...

"Romping out of Leicester North"

Our final run back to Loughborough allowed me to reflect on a brilliant, unexpected morning with the A1 pacific. Again, new builds aren't my thing but nobody can deny that the A1 Trust have created something spectacular here. It's a fantastic engine with all mod cons and bags of power and prowess...

"Crossing Swithland on an A1 pacific"

The celebrity status of this engine is also undeniable. So many people had come out to see her at late notice and, although she's not quite at "Flying Scotsman" level, she can't be far off. She really has won the hearts of so many, even none enthusiast folks. Rolling down towards Loughborough, we were brought to a stand at the outer home signal until 8F No48305 had cleared the station with the next departure...

Once safely stabled in Loughborough's platform two, I uncoupled the pacific a final time before we proceeded back down to No1 shed road for some coal and of course the crew swap over with Charlie and Alex. Thanks to the modified tender on "Tornado" carrying a huge 6000 gallons of water, we hadn't needed to take water yet. This would be completed during this slightly longer early afternoon layover. Having handed over to fireman Alex and removed all of my kit from No60163, I snapped her one final time having departed the cab. I'm so glad that I volunteered for this one...

"End of shift"

Following coaling and a blast on one of her two whistles (the chime is from an A4 pacific), "Tornado" departed shed back towards the station. I meanwhile thanked Craig for a brilliant morning before washing up and heading for home. I must thank the Great Central for the opportunity to crew the big A1: I'm very grateful for the chance. I must also thank the photographers Clive Hanley and Mark Gaunt for allowing me to use their images in this extended post. The extra images always help to tell the story of our day. As for myself, crewing an Eastern engine is rare indeed. I think the last time I fired a flap door like this was a chuck around on the B1 "Mayflower" many years ago. Any experience is good experience as they say. Thanks all: ciao for now...

Please note that any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.