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.

Going Great Central: Saturday Standard Five...

"Standard 5 No73156 comes face to face with 'Tornado' the A1 Pacific"

Today saw me complete another very pleasant morning turn at the Great Central Railway aboard 1956-built BR Standard 5 No73156. Booked to crew today's A2 workings, alongside driver Mark and trainee Mitchell, I arrived in good time for our 06:00 book on. It was a clear morning of cloudless skies and a good day of weather was in prospect as I wandered into the lamp hut to sign in and read the notices. I duly met up with Mitchell and we wandered out to our steed on No2 shed road. The Standard 5 had not been out yesterday and so only had the remnants of a warming fire to dispose of. Mitchell hadn't worked a rocking grate before and so, under my instruction, he was soon at work rocking the grate. After a good check around in the firebox, we closed the doors before proceeding to the smokebox to have a look in there. It was then time to light up. Mitchell started spreading coal around the grate whilst I collected two barrows of pallet wood. Soon enough, we were in a position to light some rags and get a blaze on. Shortly, the Standard 5 was smoking away in the shadow of the A1 Pacific "Tornado". The initial smoke soon dies down as the accelerant burns off...

As mentioned above, the A1 "Tornado" was stabled just adjacent to us, on No1 shed road. The 4-6-2 was in light steam and simmering quietly, having been brought to the boil over several days. I believe her loaded test runs are imminent. As is usual at a weekend, the Standard 5 was attended by members of her owning group: the Bolton Steam Locomotive Company. This group keep their beloved locomotive immaculate and the condition of her is a credit to them. This morning, just as always, members of the group were on hand to clean the 4-6-0 as we prepared her for her day's work. The helping hand is always very much appreciated...

With the fire now burning well and Mark proceeding around the engine completing the very few oiling points (this modern Riddles machine is mostly on grease), we just carried on cleaning. The Bolton boys were buffing up the outside and so myself and Mitchell concentrated on the cab. We did the brasses, the windows and even scrubbed the floorboards down. Many hands make light work as they say and we were pleased to take No73156 out even cleaner than usual this morning. No73156 was rostered to work the first passenger train of the day at 10:00, therefore we left shed at 09:15 in order to take water at the column on our way. Soon enough, the 4-6-0 was simmering in the sunshine at the head of the stock in platform one. The morning drive an engine course had already departed, light engine for Leicester...

"Sunny road ahead"

Departing on time at 10:00, we set sail into the sunny Leicestershire countryside. The engine was steaming well as usual, although the current Kazakhstan coal seemed to be burning away quicker than the last time I used it. By the time we passed the Loughborough up section signal the small, fast burning lumps had already started to disintegrate and so the shovel was out and on the go, refilling the holes in the fire bed. Soon enough the engine was back on the mark and I kept on top of the fire more than usual in order to counteract the disappearing coal. Rolling into Quorn however, we were greeted with an unexpected 10-minute stop to pick up some bits and pieces. Therefore, the engine sat merrily blowing its head off in the platform, with a fire committed to the booked departure. Always the way! On the move again, No73156 took us easily to Leicester North where there was the additional time added for footplate visits. During this break the Standard 5 simmered quietly in the headshunt...

Once run round, Mark kindly offered me the regulator for the return run to Loughborough. These opportunities are never expected but are always very much appreciated. Departing Leicester a few minutes down, we set into the run back. Climbing the steady gradient out of Leicester at full pilot and 40% cut-off, the engine was soon at line speed. It's a lovely old thing this and it goes very well indeed. 

For the uninitiated, cut-off refers to the position on the reverser. Most big locomotives offer 75% full gear in either direction. The 75% position would mean that steam is being admitted for 75% of the piston's stroke. Therefore, as you bring her back to say 40%, steam is being admitted for 40% of the piston's stroke. Bringing the engine back on cut-off is more economical as the provided steam expands, reducing steam and water consumption on the boiler and making life easier for the fireman. Leaving her in full gear would be a little bit like leaving your car in first gear, in a way. The use of the cut-off very much depends on the route and train weight as you may find that you need more or less, depending on what you're doing. Once underway, No73156 will march along quite happily at 30%, whereas some engines like the cam-driven Duke and its Caprotti valve gear have been known to run as low as 10%. After a pleasant run back to base (with Mark also throwing in some extra coal to counteract the fast burning) we were soon run round and ready for our second departure at 12:20...

Mitchell fired the second trip and did very well, having no issues with steam or water. Mitchell is actually the son of long time footplate mate Pockets and so it was quite strange in a way having this 'roles reversed' kind of scenario. (When I was younger I learnt a lot about locomotives from Pockets, at somewhere not to be named). The Standard 5 performed beautifully today as usual and it was just as well, as the director's saloon at the north end of our train was playing host to her owning group's AGM, with plenty of delighted supporters looking on!...

Having handed over to the afternoon crew at the north of platform one, the three of us wandered back down to the shed to wash up and fill in the paperwork. It was pleasant to see some green on No3 road in the form of recently returned Modified Hall No6990 "Witherslack Hall". The 4-6-0 had just this week got back from an extended visit to the West Somerset. I'm already looking forward to my next go on it...

I must thank Mark and Mitchell for a very pleasant morning out with the lovely No73156. I must also thank the Bolton boys for their help in making their engine so immaculate for us today. Taking a steam locomotive out for a run is always more enjoyable when they're clean! Well, that's it, another one done. Cheers...

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.

Going Great Central: An Afternoon With The 8F...

"LMS workhorse No48305 awaits her 16:15 departure from Loughborough"

This afternoon saw me complete my twelfth firing turn of the year at the Great Central Railway, working turn A4 alongside two different drivers. I arrived in good time for my 13:00 sign on and was pleased to see that I was rostered to 1943-built LMS 8F No48305. With the Hall having been away for a while at the West Somerset, the other three operational engines have been BR Standards. Therefore the chances of getting the old 8F are only 1 in 4, which makes her quite illusive! Indeed, the only other time I've had this one in 2024 has been a turn back in May. Having read the notices, I wandered out onto the shed apron and found BR Standard 2 No78018, now looking much more complete following a re-ring of the valves and pistons...

I soon met up with the first of my two drivers on this job: Chris. My original driver: Alan B: had had to stand down and so Chris would drive our 14:20 train, with driver Alan P taking over for the 16:15 working. Kit in hand, myself and Chris wandered up to the island platform to await the return of the 2-8-0. (She was currently working back from Leicester with the returning 12:20 trip). Having ate our sandwiches whilst chatting on a station bench, we were on hand to swap over with the morning crew just after the 8F rolled in. I grabbed the below rushed snap just as we boarded the engine. Notice the star below the number on the cabside. This star denotes that the locomotive has additional balancing for higher speed running...

Having taken over the engine, we watered her at the column before proceeding around to the head of our stock in platform one. We still had 25 minutes to go until departure at this point and so, having coupled up and changed the lamps, I grabbed this snap of the 8F simmering quietly in the shadow of the bridge on Great Central Road...

The first trip saw us carrying two footplate passengers as we performed a memorial, whereby the ashes of a friend or loved one are brought onto the engine and then cast into the firebox whilst the engine is working. The ashes will then be spread by the exhaust of the working engine at a beauty spot along the line, usually at picturesque Swithland. This is a fitting tribute to railway lovers and is a fairly common request now at the railway. With our memorial completed, we continued onward to Leicester North. Here there was the additional ten minutes in the timetable to allow for footplate visits and the 8F is seen simmering quietly in the headshunt...

With plenty of happy punters having visited the large footplate of the 8F, we closed the doors and headed off to complete the run round. The 8F is then seen below at the head of our northbound departure for Loughborough...

The trick with the extra time at Leicester North is making sure you've got enough water space in the boiler and a quiet fire to keep the valves down. The last thing you want is to have the thing blowing its head off in the platform when passengers are trying to clamber up and down, or even ask questions. Once the footplate visits have been completed, I tend to start making up my fire as we run round. With the engine clear of the bridge on the station approach, I tend to wash the cab floor and tender coal space down before we proceed back onto the stock. This arrangement allows the fresh coal on the grate to get going whilst I'm in between coupling up. Then, once coupled up and lamps changed, I can return to the footplate to finish the remainder of the fire off (where required) for departure. If you leave it all until the last minute you'll leave with a 'cold' fire, which will then only come to life by the time the driver has eased off (or even shut off) for the downward gradient towards Thurcaston and Rothley!

Having had a pleasant run back to Loughborough, driver Chris swapped with driver Alan P at the north end of platform two, prior to the run round. The 8F is then seen at the head of the waiting 16:15 departure, with 20 minutes still to go...

The final train of the day on these turns (the 16:15) always feels a little quicker as we just go straight there and straight back, without the extra time at Leicester. The 8F steamed brilliantly as usual and we had no trouble with steam or water. I've always liked the pre-nationalisation designs: they just have so much character. (There is of course nothing wrong with the Standards in any way, shape or form!). After an enjoyable second (and final) round trip, we rolled into Loughborough and duly uncoupled the engine. Following a final top up of water at the column, we dropped down onto the pit on No1 shed road in readiness for disposal...

Starting on the footplate, I worked my way around the engine performing the fireman's disposal tasks:

• The first job is to level the fire and release any clinker. (I'd already been running the engine down in preparation anyway, so there wasn't masses in there). With the fire calmed, you can remove the baffle plate for a final check of the firebox, leaving the baffle on the tender shovelling plate. Any defects (leaking stays for example) can then be reported on the engine's defect card. The firebox is then done with as such. 
• Next, it's the ashpan. After removing the screens (used to prevent hot ashes falling from the ashpan and causing a lineside fire), I emptied the pan with the help of a hosepipe and a long rake. The front section of the 8F's pan always surprises me with its capacity. It's a fair old ashpan!
• Third, it's the smokebox. There wasn't much in there, just a full bucket or so of soot which I duly removed. Again, during this task we're checking for any defects in the front end, looking over the blast pipe, main steam pipes, superheaters, tube ends etc for any issues.
• Finally, the boiler. The aim is always to come back on shed with a good water level anyway, preventing any thermal shocks caused by adding too much 'cold' water at once. (It's not cold, but you get the idea!). The final top up ensures that the engine will still have a safe water level once she's dropped out of steam, taking account of any possible leaks. For example, if the blower passes badly on an engine, she'll of course lose more water overnight. I've known some engines (not on this railway) lose most if not all of the glass overnight, so it's always best to be mindful of the engine's condition when you're topping up.

With all of those tasks complete, it's just a case of closing hatches/windows, putting tools back and locking away the lamps before the engine can be left for the night. She still had 160psi on the clock when we left her, despite having a full pot of water and a very quiet fire. I must thank both of my drivers today for another enjoyable little turn. I do like the old 8F: I think it's my favourite non-GWR machine! Ciao...

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.

Statfold: Sunday Service And A Corporate Job...

"Fiji awaits her first passengers at Oak Tree"

Today, in gorgeous weather, I was rostered to drive at the Statfold Barn Railway on their Sunday steam service. Following the normal timetabled operation we would also have a 16:00 special to complete for a large private party, as part of a corporate event. Old Batesy had asked me if I could work this job a few months ago, whilst he and many others were away at a beer event with the road engines. Together with fireman Conor, I arrived at the SBR's Tamworth base in good time for the 07:30 sign on. The duty officer for the day: James: was on hand to let us in and we proceeded to the locomotive shed to retrieve our booked steed: "Fiji" (HC No972 of 1912)...

Barry (yesterday's driver) had reported to me last night that the 0-6-0 tender engine was a little sluggish during his turn and that smoke had occasionally been finding its way back into the cab. Therefore, armed with a tube brush, we made a start in the front end in an effort to clear things out. The smoky coal in use these days can choke up the tubes so it was worth a try for the sake of 15-minutes graft. Below, we can see the internals of "Fiji"s smokebox, with the blastpipe and blower ring visible...

Whilst Conor went off to collect the wood, I threw the iron around the fire grate to remove the remnants of yesterday's fire. The grate was then ready for Conor to light up. Tubes swept and smokebox cleaned out, the engine was lit up under bright blue morning skies. She began singing almost immediately...

Between the two of us we gradually brought the large red engine around into steam. I made my way around the engine with the oil cans whilst Conor gave her a clean and polish. She was already in great condition but a little extra never hurts! I worked this now regular Sunday service on a much wetter Sunday with the other Fijian engine (CSR No19) a few months ago. After that experience, I was pleased that the weather was so much better today! Having washed and changed, we took the 0-6-0 down to the signalbox before being called back onto the waiting stock in platform two by guard Barry. The engine then awaited the "right away" for our ECS working to Oak Tree via Cogan Halt. "Fiji" looked immaculate in the warm morning sunlight...

.

After a steady trundle down the railway, we came to a halt on the approach to the balloon loop so that the white light could be turned on. These lights denote the correct positioning of the point blades, providing you the confidence that the route is set correctly. They're particularly handy during night working...

Having traversed the balloon loop, we trundled back to Oak Tree halt where we came to a stand and screwed the engine down. By now it was only 10:00, with the first timetabled service rostered for 10:30. There was therefore time for tea and chat whilst the 0-6-0 feathered in the sunshine on this lovely summer's morning...

Due to an unexpected emergency closure on the Ashby Road, passengers during the morning were quite scarce. With no one around to ride the train, we didn't run the 10:30 trip and therefore the first train became the 11:15. With Conor and Barry attending the engine, I nipped for a welfare break and had a wander over to see new engine "Carol Ann" on the 12.25" line, just across from the roundhouse yard. This big lump was built to order by Exmoor Steam Railway and delivered to Statfold in May. I quite like it. Here, "Carol Ann" gently buffers up to her short train...

Back on "Fiji", we continued to chew the fat whilst we awaited passengers...

"Fireman Conor and driver Sam aboard HC 972 at Oak Tree" (B.Bryan)

Thankfully some passengers did arrive for our 11:15 working and we left Oak Tree on time, bound for Statfold. A short while later, "Fiji" is captured on the turntable, providing the traditional shot with the Statfold Seed Oil premises standing proudly in the background. God only knows how many times I've taken this shot!...

Below, an impatient "Fiji" has the road for Oak Tree, via Cogan Halt...

The timetabled part of the day carried on pretty steadily after that, with a fair flurry of passengers. "Fiji" performed very nicely as usual, although the pesky smoke did continue to insist on joining us in the cab. (I think the base of the chimney may be a little caked up). I drove a couple more trips before swapping with Conor for two. I was then back on the handle in readiness for our final normal working at 15:00. Just prior to this trip some highly appreciated ice creams were delivered to the footplate...

With the fairly well loaded 15:00 train worked, we waited in the platform at Oak Tree for our 16:00 special. The large corporate party would be collected from Strawberry Park and we arrived there a couple of minutes early in order to load up...

"Awaiting departure at Strawberry Park"

With standing room only on the train, "Fiji" departed on time for a final lap of the line. She certainly felt the weight of the additional load behind her tender as we pulled away: standing room only certainly makes a difference! Having run the engine round at Statfold Junction for our admiring party, we took a final run down to the balloon loop where the train paused at Cogan Halt for group photographs. Everyone was remarking about what a great day they'd had, which is great to hear. With the party having rejoined the coaches, we had an enthusiastic run at the bank before running non-stop through Oak Tree in order to set down again at Strawberry Park. With our party having thanked us again, we departed ECS for Statfold. Once there, the engine was turned a final time before being returned to the shed, where Conor is seen cleaning the fire as part of the disposal process. We then gave the engine a final wipe over...

With a final breath of steam, I drove "Fiji" back into the shed where we'd found her this morning. Thanks for a pleasant day old gal'...

Once screwed down in the shed, the chimney was capped and the disposal process completed by filling the boiler. "Fiji" was then left to simmer away to herself whilst we washed up and prepared for home. With paperwork completed, the job was done and I set sail homeward. Thanks to Conor, James and Barry for their company and help today and of course Phil for asking me to do the job. It had been another pleasant day out on the footplate at Statfold. Cheers all, for now...

Going Great Central: A Standard 2 On The Night Diner...

"Green on the up section"

Today I was booked to work the A31 turn at the Great Central Railway, with a rostered sign on time of 14:15. Upon my arrival at Loughborough shed I found that my original booked driver had ended up firing Black Five No44871 back from Taunton (alright for some) and had therefore been replaced by Rob. Having signed in and read the notices, I wandered out into the yard and happened upon the extensive pile of manmade ovoids. The railway has been trialling two types of this stuff of late, with one brand fairing better than the other. The increasing scarcity of coal (thanks to short sighted UK officials) has meant that retailers are under more pressure than ever to find a suitable alternative. This afternoon our booked steed would carry a tender full of purely ovoids. I was interested to see how they'd go, although an apologetic note left on the signing in desk from last night's diner crew didn't fill me with confidence I must say!...

"The future?"

Having caught up with driver Rob and a few of the shed staff, I learnt that the diner last night had run quite late due to steaming issues with the loco, no doubt brought on by the ovoids. However, willing to give anything a go once, we awaited our turn with them whilst reserving judgement. Our booked locomotive today was BR Standard 2 No78019, built at Darlington in 1954. On shed road two, sister ship No78018 was going through a re-ring of the valves and pistons. The shot below shows the RH piston valve chest and cylinder with covers removed. Behind, the little end has also been split from the crosshead by removing the gudgeon pin. The main piston head can be seen protruding from the bore, with the rings visible in their grooves...

With a whistle heard in the distance, No78019 was soon spotted arriving into Loughborough's platform one with the returning Saturday lunchtime diner. Having uncoupled, the engine slowly made her way down to the shed for some more ovoids and of course a crew change. After several reports that the ovoids were not lasting anywhere near as long as coal, the shed staff were taking no chances and filled the tender right up for us. Over to us then...

Outgoing driver Charlie and fireman John reported that they'd had quite an energetic morning getting the engine ready, having had a fair amount of yesterday's fire to remove. This no doubt explains the note from the previous crew! Myself and Rob then took over the engine and proceeded to leave the shed for our 15:05 working. Usually we would have been hauling a freight on this timetable but we later learned that we would actually collect the wagons from Rothley carriage sidings. Therefore, with the down loop starter having risen to the 'off' position, we departed light engine for Rothley. The engine was a bit cold hearted on the way up and didn't steam brilliantly. I therefore found myself mining ovoids most of the way, spooning these perfectly formed little lumps into the firebox. By the time we reached Kinchley Lane the engine was starting to show willing again and things were back on my side. I think the fire had just gone a bit cold. Leaving Rothley she was back on the mark and it wasn't long before we'd performed a swift run round at Leicester North...

Returning to Loughborough with our short rake of wagons, I continued to work the ovoids according to what I'd heard from others. You certainly needed more to do the job and it almost seemed as if the instant heat that you gained wasn't sustainable. They would light quickly and give you something to bite on but they wouldn't last long, hence the increased quantity used. Once safely back in the down loop at Loughborough, we ran No78019 around the short train before taking it across to the up through for stabling. Here, the wagons were left for the evening...

The 1954-built 2-6-0 was soon back on the shed and I gave the fire a quick rake through before dropping the ashpan. The fire bed was ever so slightly clinkered at this point and so a quick thrash around with the iron brought things back to life. The quick to light ovoids were then used to get us some flames back!... 

Below we see a quick snap of the well turned out cab aboard No78019...

With plenty of time on our hands, we decided to leave shed and run the engine round onto the front of the waiting diner stock in platform one. This train would then form our 19:00 "Charnwood Forester" diner. In a scene not too distant from the late 1950s, driver Rob watches over the simmering Standard 2...

One thing we did notice was a feathering (passing) safety valve, which was pretty noisy even at lower pressure. This will no doubt be rectified at the engine's next repair. With pressure now nearing the red line I was reluctant to add any more of the manmade fuel until we were near departure time. Slowly but surely, as the clock ticked around, passengers for our train began to descend the stairs from the booking hall. The diners are always a pleasant experience and people do tend to come up and have a chat with us, with some even visiting the footplate if they wish to do so...

With right time almost upon us, I made the fire up for departure as I normally would, adding some extra ovoids for good measure. The engine sat on the red line (and even blew off once or twice I think) whilst we awaited the green flag from the guard. "Right away" given, off we went. The engine steamed well on the way to Swithland, with the ovoids proving to be fairly responsive against the increased load. The additional draw on the fire no doubt helped matters, although a considerable amount of ash was leaving the chimney. At picturesque Swithland we came to a stop for the usual 15-minutes on the viaduct, allowing diners to look out across the water. As our restart time approached, I added a few more ovoids...

The remainder of our first trip to Leicester North with the diner was pretty successful and we were soon awaiting our northbound departure...

Rob had kindly suggested that we swapped half way through the shift, therefore splitting the turn in half. I of course gratefully accepted: these gestures are never expected but always appreciated. Leaving Leicester on time, I got No78019 underway, tender first for Loughborough. Rob was now on the shovel and once again the pressure needle hugged the red line as we proceeded back to base. Our 20:45 departure felt like it came around very quickly and Rob made up a good fire in preparation. He also noted that we were shovelling far more ovoids than we usually would coal. I drove us to Leicester North, stopping only at Rothley to collect the single line token. Once again, the 2-6-0 steamed very well and is seen here in the dim light at Leicester...

Having run round, No78019 was on the mark again for our final homeward departure. Leaving Leicester however, the engine became a little reluctant. The fire was certainly there in terms of mass, but wasn't producing the desired results. The run home included a final 10-minute break at Rothley's down platform and here Rob began trying to reawaken the fire. By now it was heavily clinkered and in fact a lot of it looked like a molten liquid. Each time he lifted a section with the iron, the remaining mass flooded in and replaced it. The pressure was a little more lively after a stir up and we left Rothley just shy of blowing off. However, by the time we were trundling through Swithland the engine was really starting to struggle and poor old Rob had his work cut out. The state of the fire didn't really allow us the opportunity to add too much more fuel either, as it would have probably just made things worse. Although we never struggled for water, we were right "down the nick" as we say.

Luckily, thanks to the steady downward gradient north of Swithland, we could pretty much maintain 25mph with only a breath of steam on to keep everything tight. The pressure needle stuck to an uninspiring 110psi most of the way, with blow off pressure on a Standard 2 being 200psi for context. As I say, we were by no means in trouble, but it wasn't ideal! Rob used his extensive experience to get us home and I'm pleased to say that we did arrive on time, so we didn't do too bad! Having uncoupled the engine and watered her at the column, we arrived on shed with the same 110psi on the clock. Now it was a case of sorting things out. The fire was a right mess. It seemed almost as if the useful elements of the fuel had all burnt away, leaving just the bonding agent and whatever else. Eventually, we managed to clear things up to an acceptable state and No78019 was left properly disposed for the night. There were cries of "Coal, coal, my kingdom for some coal!" as the engine simmered away...

"End of shift"

Despite our trials and tribulations, it was still a pleasant evening out on the railway. I must thank Rob for his company this evening on the footplate and for the go on the handle. These new fuels are going to become more prominent as the supply of proper coal continues to dry up, so you can't knock any railway for giving them a fair trial. However, on this occasion the ovoids seemed to come up short. I personally think that they don't like the start and stop arrangement, as this seems to introduce clinker. It's a shame because when they were going well, they did go well. The amount of stuff leaving the chimney and raining down on the coaches wasn't brilliant either unfortunately. As always, I offer no official view, just a personal opinion.

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.