Going Great Central: 78018 On "The Charnwood Forester"...

Evening all. Today saw me once again firing on the Great Central Railway at Loughborough, working turn A23 aboard 1953-built BR Standard 2 No78018. My book on time today was 15:00 and I arrived in good time to sign in, read the notices and get changed into my overalls. The loco roster stated that myself and driver Dave would be taking 78018 today which, for me at least, meant a change of locomotive as most of my recent turns have been aboard the larger class 5 No73156. Running on time, 78018 soon appeared back in platform two with the returning "South Yorkshireman" lunchtime diner. She then ran back to the shed for her crew swap. Duty fitter Tom kindly offered to refill the tender with the JCB ready for our three return trips...

The morning crew had already brimmed the tender with water and so, with 180psi on the clock and a quiet fire, myself and Dave left the shed and proceeded to the head of the passenger stock for our 16:00 train in platform one. With 20 minutes to go until departure I started to make up my fire, sparingly however to save any unnecessary blowing off. Unfortunately for me, the very good but smoky current coal we're using (from somewhere near Russia by the looks of it) had other ideas. Even with a smallish fire I had to try to thin the smoke using some top air and the blower. The resulting rise in boiler pressure however caused one of the safety valves to start lifting. With steam however being less of a complaint than smoke, I just had to live with it...

Leaving Loughborough on time with the 16:00 passenger departure, the engine soon quietened down as we set into the run towards Quorn. From then on she wasn't a problem and we managed to keep strong steam and water levels with the smoky coal. Apart from the smoke, I find that everything else about it is very good. The 16:00 departure also saw us performing a memorial service for a passenger, where the ashes of a loved one are passed through the firebox of the locomotive before being scattered via the chimney exhaust. These are very poignant events and I've been part of a couple of them over the years at different places. Returning to Loughborough, the engine is spotted waiting at the five-coach stop marker...

Once back at the shed, 78018 was partially disposed. This involves emptying the smokebox, cleaning the fire and doing the ashpan. This is done so that there is less to do when we return to shed later on in the evening, reducing the noise for our neighbours as best we can. Partial disposal completed, we ran round via the totem pole to reach the waiting diner stock in platform two. Once coupled on, the lamps were mounted on the front and I was given "The Charnwood Forester" headboard to fit in readiness for this evening's two round trips of the line. The last time I did a Charnwood diner was the night I passed for firing a few months ago aboard 48305...

Below is a hazy shot of the tidy footplate on 78018. The heat emanating from the boiler and firebox is causing the camera to go out of focus, as per...

The engine now sat quietly simmering away to herself, with around an hour before our planned 19:00 departure for Leicester North. During this layover, many of our passengers visited the footplate before they boarded for their on train meal. It's always nice to see people taking an interest in the locomotive, many of whom have never stepped aboard a footplate before. As departure time neared, the light was already starting to fade and so I decided to light the BR (M) lamps...

We left Loughborough on time with our five-coach train and had a nice trundle to Swithland reservoir. Here there is a 15-minute wait, offering a picturesque view across the water. 78018 once again simmered quietly during the break...

Leaving Swithland on time at 19:30, we steamed to Rothley and had a very brief pause whilst I left the footplate to collect the single line token from the exchange box. Having raised the token to show the signalman that I'd received it, I returned to the footplate and confirmed with Dave that the token was correct. The Guard then gave us the "right away" to proceed to a quiet Leicester North. After a brisk run round and recouple, 78018 waited for her northbound departure none-stop to Loughborough...

The run back is none-stop as the Rothley signalman can leave the box to collect the token from us as we proceed through the down platform. From Rothley we were line speed back to Loughborough and another brisk run round was rewarded with this shot of 78018 standing under the already 'off' platform two up starter signal...

The second run of the evening was quite exhilarating, with 78018 steaming beautifully as we marched on through the night. On the up line we have to drop down to 10mph for the Quorn foot crossing before accelerating back to line speed to Rothley. Token collected once again, we barked southward to Leicester North for another brisk run round before a line speed none-stop run back to Loughborough. I can't think of any other preserved lines where you can run through platforms at 25mph like you can on Quorn's down platform. It's quite an experience. Once back at Loughborough, we uncoupled before topping up the tender at the water column. 78018 was then returned to the shed and disposed. After a quick rake through the fire to release any clinker, I removed the baffle plate before checking the firebox over. With all considered okay, I closed the doors and filled up the boiler to the required level. Dave completed his driver's paperwork and we left 78018 for the night at around 22:30...

I must thank my driver Dave and our guard Michael for a pleasant evening out on the railway. It had been a very nice 48 miles out aboard 78018 and a good workout for me. I'm sure that the well fed passengers aboard the Charnwood diner had had a good time and the few that we saw later in the evening were certainly in good spirits. If anyone reading ever fancies a night out with a difference aboard the diner, click here to visit their part of the website. Thanks all for reading once again...

Please note 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.

"Braunton" On 5Z35: A Pleasant Passing Surprise...

This morning I was sat at my desk typing away when a message came through from one of the chaps I know who works for LSL at Crewe. He said that they were less than an hour away from us, on their way southward with the Bulleid pacific "Braunton". I wasn't aware of this move and so it was a pleasant surprise when, a couple of minutes early, No34046 rolled gently around the curve from Mill Lane and came to a stand at a red signal at Northampton north junction. I expected it to be an engine and coach working, similar to the last time we saw "Braunton" working past us earlier this year, but to my surprise she had a full rake of smart looking ECS and a Class 47 on the drawbar. It's only a guess but I'd imagine that 34046 is heading to the capital to work some Saphos jobs since the recent failure of fellow 7P "Britannia". "Mayflower" was covering for the Brit down there but she headed northwards earlier this week with this same ECS before steaming across to take part in the Valley gala this weekend. Whilst we watched from our lawn in the hazy sunlight of this blue sky afternoon, "Braunton" blew off as the boiler pressure reached its maximum of 250psi...

After a couple of minutes listening to the engine's air pump chugging away (I'm not a fan of that sound but it is of course needed to work air braked stock), the signal changed and the 1946-built 4-6-2 slowly steamed away towards the south. I must thank Rob for letting me know about this move as I think it caught a lot of people by surprise. It's always nice to break up the afternoon with a sighting of passing steam!

Please note that the above images were taken from land outside of the NR boundary fence.

Going Great Central: Back On My Regular Engine...

Afternoon all. Today saw another short but sweet footplate turn on the Great Central Railway, firing my seemingly regular engine these days: BR Standard Class 5 No73156 of 1956. Myself and driver Geoff were booked to work the 14:00 'one trip wonder' turn, signing in at 12:30 in readiness to take over the engine around an hour or so later. Having arrived at the railway, signed in and read the notices, I wandered into the shed to see the progress on No6990 "Witherslack Hall". The engine ran in public service for the first time since Easter 2022 last weekend, in a partially finished unlined green. Now she is back in the shed for the continuation of her full repaint. The red frames on the tender gave her a very 00 gauge look I thought...

Right on time, 73156 rolled in from Leicester North and we took over from the morning crew at the water column. Having filled the tender back to full, we ran the engine around onto the waiting stock in platform one. We still had just over 20 minutes until departure and so there was little point in putting too much coal on the fire at this time. Having coupled us up and changed my lamps, I quickly snapped 73156 from the shadow of the Great Central Road bridge. Not the best shot, but worth including...

As departure time neared I made up my fire and we set off for Leicester North bang on time at 14:00. As usual on this turn we were held briefly at Rothley on the up line to await the returning dining train. 73156 simmered quietly in the sunshine...

After a nice and easy, free steaming run to Leicester and back, we uncoupled and sidled back to the shed where we performed our disposal on No1 road...

As the engine was required for service tomorrow we were asked to run her back up to the north end of platform two prior to topping up the boiler. Therefore we checked the smokebox and did the ashpan before trundling the short distance up to the platforms where I could remove the deflector plate, check the firebox and fill the boiler before shutting everything down. 73156 was then left, ready to be picked up by the smaller 78018 when she returned on the final train of the day. Thanks to Geoff for a pleasant afternoon and thank you all for reading once again...

Please note 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.

The London Transport Museum...

Today saw our first visit to the London Transport Museum in bustling Covent Garden. We were in the capital for a concert later on in the evening and so decided to fill our time by visiting a couple of attractions during the day. After an hour or so at the amazing Freddie Mercury exhibition at Sotheby's, we made our way across the city to Covent Garden for our 3pm timed entry slot. In the past we've always missed the London Transport Museum, although I've always been determined to eventually find time to visit. This museum, located right in central Covent Garden, was opened in 1980 and includes a pleasant exhibition space spanning three floors. After making our way in via the entrance hall, we made our way up to the third level where this 1882 Stephenson horse tram caught my eye. It seems so obvious when we think of it now but back then it must have been a huge step forward to have a rail mounted tram instead of cart wheels. I'm certain the horses would have found it easier to pull than a carriage...

Making our way down to the second level we found what I consider to be the pièce de résistance of the museum: Metropolitan Railway A Class No23 of 1866. This remarkable sole survivor was one of a batch of 66 locomotives built by Beyer Peacock for the Metropolitan between 1864 and 1869. Amazingly, it survived in service until 1948, ending its career on engineering trains. Today, 4-4-0 No23 and 0-4-4 Met No1 (based at Quainton Road) are the only two surviving ex-Metropolitan steam locomotives. It was interesting to study the condensing gear fitted to the exhaust steam pipes on No23. The lever, driven from the cab, would alter the direction of the exhaust steam away from the blast pipe and reroute it to the water tanks where it would be condensed. This would aid both conditions and visibility when working underground...

Though the condensing gear was a good plan in principle, it had a few drawbacks. One was that the exhaust gases entering the water tanks would heat up the water to the point that live steam injectors would no longer pick up (these preferring a cold water feed). The solution was to fit two large water pumps between the frames, driven from the motion of the moving locomotive, allowing the boiler to be topped up...

Another issue was that the locomotive would no longer have a positive vacuum in the smokebox, therefore the fire would no longer be drawn through the tubes, reducing efficiency and increasing the risk of a blowback. From what I've read about engines with condensing gear, the planned efficiency never came to fruition as what was saved by condensing the exhaust was lost by the lack of vacuum drawing more heat into the boiler tubes. Below can be seen the open cab of No23 which includes just a spectacle plate for crew protection. The engine's designers felt it wouldn't need a cab if it was working in a tunnel so didn't provide it with one!...

Despite the elderly nature of the engine, most of the cab fittings were reminiscent of much younger machines and it was easy to pick out the controls. What a lovely old thing and how very interesting. She definitely deserves pride of place in the museum and it was a pleasure to see her today. Alongside No23 was the slightly younger electric locomotive No5 "John Hampden", of 1922 vintage. These powerful 1200hp machines came along to help with the ever growing requirements of the Metropolitan and this one was built along with 19 others across 1922-23. Most of the class remained in service until loco haulage ended on the Metropolitan in 1961. Today, only No5 and No12 "Sarah Siddons" survive, with the latter being in operational condition...

Leaving the two Metropolitan locomotives on the second level, we wandered down to the ground floor where the rest of the exhibits awaited us. I couldn't help but grab this rushed shot of the impressive main exhibition area...

Though the Metropolitan Railway holds the title of the world's first underground railway, the honour of being the first electric underground railway goes to the City & South London Railway. This 1890-built little locomotive and it's 'padded cell' style coach are the only surviving vehicles from this pioneer electric railway. They were withdrawn from service in 1922. It's important to remember that they paved the way for the system that London depends so greatly upon today. What a great little survivor...

With all the recent talk of ULEZ it's amazing to think how far ahead of their time the electric trolleybuses were. Here is an example of one in the LTM...

Across the way from the trolleybus were these two fine conventional buses. It's always a pleasure to see vintage vehicles like this, particularly the AEC Routemaster which has cemented its place in London transport culture...

After a pleasant hour or two and a look in the gift shop, we left the museum in search of a Covent Garden restaurant. If you haven't been to the London Transport Museum before then I would recommend it. I'm glad to have finally ticked it off after many years planning to. Cheers all and thanks for reading, Sam...

"Leander": A Bulkington Jub...

A very quick one from this evening folks. I noticed on Real Time Trains that there was an engine move on headcode 5V42 this afternoon, working between Carnforth and Southall. Pathed at 60mph, this move was incredibly likely to be an engine and coach job and sure enough, after searching for some gen, it was confirmed as being 1936-built LMS Jubilee No5690 "Leander". The Jub was off to Southall for a short stay in readiness to work the Railway Touring Company's "Essex Avon Express" from Shoeburyness to Bristol tomorrow. The blog records show that I haven't seen 5690 since 2010 when I saw her at the Great Central. Back then she was on her previous boiler ticket and wearing an LMS Crimson Lake livery. These days she wears a very smart BR lined black and she looked lovely this evening as she approached the site of the former Bulkington station on the Trent Valley line. Bulkington station is long gone, having opened in 1847 and closed in 1931. The engine was only in sight for a few seconds as she cruised gently southward with her support coach. Nevertheless, it's always nice to see something pass by. Cheers all, Sam...

Going Great Central: Firing Turn No4 On 73156...

Evening all. Today I was rostered to fire once again at the Great Central Railway, working turn A22 with driver John Neal. This would be my fourth official turn since passing out in May. I arrived just before my book on time of 12:30 and immediately snapped Modified Hall No6990 "Witherslack Hall" as she peered out from the open locomotive shed. The Hall is nearing completion of a repair and retube and she is now enjoying a repaint. I believe that the 4-6-0 passed her steam exam with the boiler inspector this week and she is now rostered for service on the upcoming Railways at Work event next weekend. I'll be glad to see her back out...

Myself and driver John were rostered aboard the lovely Standard 5 (No73156 of 1956) to work our 14:00 'one trip wonder'. The engine arrived on time at 13:20 and we duly took over from the morning crew at the water column. Tender topped up, we ran round via Platform 1 to reach our waiting stock in Platform 2. Once coupled on with lamps changed, the engine simmered quietly whilst we awaited departure time. John meanwhile entertained visitors to the footplate...

As departure time neared I began making up my fire. The tender was piled high with coal and there were some good sized lumps in there. It was a different kettle of fish from the Welsh I'd fired 73156 on only a fortnight before. This stuff was larger and was definitely from a Russian seam of some description. It was initially slow to start but throughout the run it proved to be a reliable fuel which burnt away to nothing and left no clinker. Leaving Loughborough on time, we called at Quorn before coming to a stand at Rothley to await the token for the single line section to Leicester. The northbound "South Yorkshireman" diner soon passed us by, hauled by the 9F 92214...

With the line clear, token received and starter signal pulled off, we departed following the "Right Away" from the Guard. The Standard 5 romped on towards Leicester where we came to a stand before I went between to uncouple us. With a few minutes to spare, more passengers visited the footplate whilst I took a break in the shade. It's always nice to see people taking a keen interest in the engine...

Despite us only having one trip to do today, John kindly let me run the engine around, resulting in my first drive of 73156: thanks John! John then made up my fire for the northbound departure whilst I buffered us onto the train. Returning to base via the calling stations, we were soon back on shed on No1 road at Loughborough. The evening crew would soon arrive to take the Standard 5 over ready to work two round trips this evening on the Chippy special. The engine was already wearing the headboard for the train as we prepared to leave her this evening...

This one was certainly a short and sweet turn...we didn't even have to fully dispose her! The fire was run down nicely and the smokebox and ashpan emptied before the evening crew came in. The engine was then left to simmer with 200psi on the clock and a good water level whilst she awaited her 18:00 off shed time for tonight's workings. The 9F would also be out tonight, hauling the "Charnwood Forester" diner. Thanks John for a very pleasant trip on 73156 once again. I wonder if it'll be 73156 again for my next turn on August 27th? We'll see! Cheers all for now...

Please note 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.

Achilles Report No83: Sunset Steam Up At Ryton...

Evening all. Tonight "Achilles" made another visit to its home track at Ryton Pools as the club held its final summer evening steam up of 2023. Wednesday nights are usually a working night but during the summer the second Wednesday is designated a steam up, if the weather plays ball that is! I loaded "Achilles" up early this morning and took her to work with me in the back of the car as it was easier than heading home through the rush hour traffic. The engine had been put back together and given a good clean following the last steaming at home which proved the recent repairs to be a success...

After a warm drive home along the A45, I arrived at the base of CMES a little after 17:00 which is quite a while prior to the 18:30 start time! However, again, it was easier than battling through the rush hour traffic. It also gave me time to unload the engine and get everything set up, as well as sitting on the bench and enjoying my sandwiches in the peace and quiet of the country park setting on this fine evening...

By the time people started to arrive a little before 18:30 I'd already filled the engine with water, oiled around and set everything up ready to show the engine the lighter. Therefore, as soon as the power came on, I got a blaze going in the firebox...

I did think I'd be alone in my steaming tonight (which isn't unusual) but thankfully Jim also came along with his lovely 5" gauge Stirling Single. "Achilles", having had a head start, was ready first and we were soon on the run up rail with a CMES truck behind ready to run. The sun provided a lovely orange glow to proceedings...

Once on the track I made up the fire again before setting off. We had the usual first half lap where things were a bit muffled as the engine needs time to clear the superheater and warm itself up. Despite being at full pressure as it were, they're never truly hot until they've had a good gulp of steam through everything to get things truly warm. By the time we reached a quiet Ryton Halt we were flying along nicely and I did two full laps before coming to a stand at the water column to replenish the tanks. These days "Achilles" can go around and around quite easily but 2-3 laps is about the limit on the water tanks without running the risk of drawing any rubbish through the water pumps. Here, "Achilles" feathers at Ryton Halt ready to pull away...

By the time we'd done half a dozen laps or so the Stirling Single joined us on the track. Just like its full size counterpart, this engine had an impressive turn of speed and romped around the sunlit track at quite a pace. Here, Jim and the Single climb the 1 in 70 section of the bank with the Ryton woods in the background...

The challenge for the rest of the evening for the smaller wheeled "Achilles" was to keep ahead of the flying Single! Throughout the run the tank engine proved no issue and everything that had been worked on over the past few weeks worked a treat. Even the coal (which I've had issues with in recent years) seemed to go well, at least for the first hour. The engine ran around the track beautifully with the needle on the mark and a full boiler. In fact the biggest issue was preventing priming as we were running the water a touch high to keep her quiet! But, again, no complaints on that score...

Here, "Achilles" waits at a quiet Ryton Halt before we set off again...

Leaving Ryton Halt, I took this video clip which covers the run from the station to the far end of the track where you perform a 180-degree loop around a wooded bund. As you can see "Achilles" gets a fair trot on and has no trouble with steam...

As you can tell, with just myself and Jim on the track, there was plenty of time to stop and grab a photograph or two. "Achilles" blows off near the bendy beam...

The only minor irritation from the evening was that the lubricator seemed to be sticking now and again. These days I run it on the lowest of its four settings and never really have trouble with it but I think it now needs a bit of attention as it seems to stop intermittently. Other than that, I couldn't fault the engine at all. All I can hope is that old Ken will be looking down and think we did alright on tonight's run. I still think of him when we run the engine, not only for his kindness but his generosity. For those that don't know, "Achilles" was given to me by Ken who was a very active club member at CMES from the Stoneleigh years. I was gifted the engine by Ken in 2011 and since then (along with many friends) I've attempted to lovingly bring it back to good condition after years of track running. Thanks to the records kept within this blog I can show the engine through its various workstreams. Here she is as acquired in July 2011...

After running her to get used to her for 12 months or so, the winter of 2012-2013 was used to do some mechanical renewals on the engine. The chassis was re-bushed with new bronze bearings and new crossheads were provided...

Following a successful 2013 season the engine was stripped for a full repaint during the approaching winter of 2013-2014. As part of this repaint it was discovered that the rear set of axleboxes were beyond life expired, so these were replaced before the rear axle was painted. Here she is in her stripped down state...

After a few ups and downs the engine was outshopped in May 2014...

I was happy with the results of the paint job but, as always, the fickle finger of fate wasn't far away and the engine suffered a failed superheater during her first run back at the track. The superheater was repaired and the engine brought back to running condition again later in 2014, running successfully and she was reunited with Ken during September. Safe to say, he was pleased with the engine...

During 2015 the boiler was popped out again so that the double acting water pumps could be replaced. These had become very worn during their 30 years of service and by now no amount of packing would stop them passing...

During the water pump works we also replaced the cladding which had been the engines dented original since I'd got her. The dented cladding was replaced with brand new stuff and the engine returned to a complete state again in December 2015. As I say, anything and everything about this engine can be found in this blog somewhere if anyone were to be interested in reading it. As you can probably tell, we've had quite a journey! However, I now believe that, thanks to our collective efforts, we've got this old engine in the best condition she's been in since she was new. She runs well, steams well and the water pumps all work properly again. I'm proud of what we've achieved and the run at Ryton tonight could only reinforce these beliefs. Here, "Achilles" blows down at Ryton this evening after a successful outing, ready for home...

And just like that we were back in the safety of the workshop (that currently looks like an explosion in a tool shop!) ready for a clean down and a rest...

Thank you all for reading report No83 on "Achilles". I hope it has been interesting and informative, showing what we've done over the past 12 years. I'm unsure at the moment when she'll be out again but lets hope it won't be too long. Cheers all, Sam...