Statfold: Return To The Pioneer Garratt...

"Late morning and K1 rests on the shed apron" (M.Waldron)

And just like that, there goes the first big Statfold event of the year: the spring Spectacle of Steam. This morning I was up early and out the door, on my way to Statfold's Tamworth base ready for a 06:30 book on. Of the eleven steam locomotives rostered to the 2ft railway for this event, I wasn't expecting my name to be once again penned to the pioneer Garratt K1, of 1909. This would be my second go on the big 0-4-4-0, having driven it a couple of years ago along with footplate chum Eddie the Late. Today I was joined by fireman Nigel (also an SBR driver) and third man/cleaner Isaac. Having signed in and double checked the increasing number of notices, I wandered out onto the apron where the Garratt was standing silent on the middle road. Hudswell Clarke "Fiji" was sitting quietly just behind us, under promising blue skies...

I clambered up into the cab of the big Garratt, remembering that the steps are not in line with the doorway (they'd foul the movement of the high pressure bogie if they were!). Opening the water gauges, I discovered 3/4 of a glass and the warmth emanating from the doorplate gave me some encouragement. All around us, the other ten engines out today were being prepared for lighting up. Nigel soon had a blaze on in the firebox, ably assisted by Isaac. A reassuring plume of grey smoke was soon lifting skyward towards the sunrise as I prepared to start with the oiling...

Oiling K1, compared to a Quarry or most other Statfold engines, is a bit like oiling up a Lizzie. There are four sets of individual Walschaerts valve gear, eight axleboxes and two mechanical lubricators. You know you've done it once you've gone around this thing...you might as well be on a big one! Nevertheless, with a multitude of oil cans and some old rag, I went around the two power bogies and put plenty of oil in plenty of places, starting with the driver's side of the high pressure engine...

Meanwhile, Nigel continued to build the fire whilst Isaac did some polishing of the paintwork. By now, with the other engines all turning onto coal, the atmosphere on shed was completed by the typical Statfold morning smog...

As I've already done a post on K1 that contained the engine's history, I thought I'd just do the old copy and paste for this part to save covering old ground. Here we go:

"As I said it was the pioneer Garratt locomotive, built by Beyer Peacock in 1909 (along with its sister K2) for the North East Dundas Tramway in Tasmania. Herbert William Garratt had patented his design in 1907, leading to the building of these engines. K1 and K2 hauled silver-lead ore trains in Tasmania until their withdrawal in 1929. The engines differed from later Garratts in that their cylinders faced inward towards the boiler rather than outward, as on later designs. K1 and K2 were also compound locomotives, with steam used first in the high pressure rear engine before being transferred via a long pipe beneath the boiler to be used in the low pressure front engine prior to exhaust. The success of this aspect of the design has been the subject of long running debate, though only one further compound Garratt was ever built after this first pair, perhaps suggesting the answer. Following retirement in Tasmania, Beyer Peacock purchased K1 back in 1947 and it became a museum exhibit before eventually being sold to the Ffestiniog Railway in 1966. Having spent time on display at the NRM in York, K1 was returned to steam in 2004. 

Although the engine is almost too big for Statfold operations, she was deemed underpowered for the Welsh Highland Railway for which she was restored. Therefore, when her boiler ticket expired in 2014, she was placed into storage at Dinas. Following a move to Statfold for display in November 2019, the engine was assessed for overhaul and returned to steam in around 70 days following a re-tube and light repair".

There we are then: that was easy! Once I'd finished my oiling, I gave the motion and the fly cranks a good wipe down with some paraffin-oil mix, complementing Isaac's polishing efforts on the paintwork above. Following the usual 08:30 safety briefing on the lawn (we've been doing that since day dot), we devoured our bacon cobs before returning to our respective engines. The final job this morning was to perform a full vacuum brake test, not only because K1 is vac braked but also because we'd be pulling some vac stock today, in the form of the model Darj coaches. Once washed up and changed, we awaited the call to arms aboard the footplate of K1. Eventually, with a wave from the yard master, we were called down to the signalbox ready to take over the little blue carriages in platform two at around 10:30...

Once connected to the stock, we performed a continuity test with the two carriages, ensuring that they'd stop themselves should we split. With all well, we awaited the next 'up' train and, latterly, the road. After a steady run down to the balloon loop, during which the whistle chain came off in my hand (a good start), we awaited "Howard" with the next 'down' train as we attempted a temporary repair... 

Hissing easily back to Oak Tree, we came to a stand in the platform and gave K1's tank a top up. We ourselves enjoyed some tea and cake from the volunteers' mess on the platform as we awaited our next path with our short train...

We ended up pulling the Darj coaches for four of our five trips today, chiefly because there were only three vacuum braked engines out: us, "Fiji" and "Harrogate". Once back at Statfold, we were shunt released via the signalbox before being put on shed briefly. Once the Darj coaches had completed another trip, we were called down again to take them over. Below, K1 blows up the train whilst awaiting the road...

Max (who has kindly provided two of the images used in this post) joined us on the footplate for the second trip. Max is a regular at Statfold enthusiast's events and we always end up having a chat. (His Flickr account can be found here). For our third trip we managed to get a quick run out on the high level. Recent changes at Statfold have meant that the old high level platform (platform three) is now out of gauge for most traffic and so high level trains use the low level platforms via the crossover. A call to the signalbox (and a few kind words) saw us put on the next departing high level train and so we went for a quick spin down the locally known 'concrete road'. It was nice to get K1's big wheels spinning a bit faster for a change. As we were the only ones on the high line (and we had priority at the balloon loop), we whizzed around and were soon waiting at Statfold's S2 signal for a platform. I grabbed this rushed shot as I walked back to the engine, having just phoned in from S2's signal post telephone...

Once back in Statfold's platform two, we were shunt released again by the next departing locomotive. It was only a few minutes before we were called to takeover the adjacent train in platform one as Peckett "Harrogate" was struggling to maintain vacuum on the Darj coaches. Therefore, K1 (with a larger ejector too) was drafted in to takeover. Max caught us at Oak Tree with our fourth round trip...

"God only knows what I'm doing" (M.Waldron)

The fourth trip was followed by a short period on shed, during which we kind of hoped that we'd been retired for the day, with the clock having ticked past 16:00. However, following a final wave from the yard master, we were called out one last time to take the Darj coaches again, departing Statfold as the last passenger train at around 16:40. At Oak Tree, with the train having terminated and passengers having alighted, the Garratt was uncoupled from the stock and drawn forward to meet token carrier "Fiji". The two engines then ran back up to Statfold together, with K1 hissing along behind the Hudswell. Once back on shed on the middle road, we disposed of the K1 after a long but pleasant day out. We were just in time to miss the rain...

I must thank Nigel and Isaac for their help and company today aboard K1: cheers lads. Thanks also to Max for letting me use two of the pictures from your outing today. Well folks, that's two goes on K1 safely completed. I must admit, although last time was a novelty as it was the first time out for me with this locomotive, this time I felt more in control with it. The brake adjustments that were completed since my last go have also helped it massively, with the engine's own steam brake being far more effective than the last time I drove it. (It was likened to a handbrake on a canoe last time!). Overall, another pleasant outing with the pioneer Garratt. Thanks to all who made this weekend's event happen and thanks to whoever reads this muck. Ciao...

5M43: A Black Five Scurries Northward...

This one nearly caught me by surprise: Black Five No44871 working back from Southall to Carnforth. I only happened to see the info online a few hours before this one passed us. I did wonder if it was a mistake for a moment due to the last minute nature but, sure enough, the Black Five appeared with her support coach around 15 minutes early. Due to her early running she was stuck behind a Class 350 stopper and so was held at the peg before the climb to Northampton's Mill Lane. The slow speed of the engine as she slinked by helped me to get two pictures for a change, rather than just one...

Having watched the 4-6-0 feathering loudly on one valve at the peg for a few moments, I wandered back into the office just as the signal changed its aspect to yellow. 44871 then continued her lightly loaded journey northward, quietly slinking away into the distance. Cheers all and thanks for reading as always, Sam...

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

Going Great Central: Back Out With The Standard 5...

"73156 in the down loop alongside the 11:10 DMU departure"

Evening all. Today I was rostered to once again work the B2 turn at the Great Central Railway. I worked a B2 during February (my last go on retiring 9F No92214) and today would see the same format taking place but with a different engine. I had heard during the week that myself and driver Charlie were rostered aboard the ever popular Standard 5 No73156 of 1956, an engine that I haven't been out on since October. This morning's 08:00 book on was once again very gentlemanly, though I arrived a little early as usual. Dragging my mound of kit from the car, I wandered past the crew for the B1 turn and their steed: No6990 "Witherslack Hall". Old Batesy was shining up the cab as I sauntered by, heading for the signing in room...

Signed in and notices read, I headed out to the waiting Standard 5 on a damp No1 road. The rain had been pretty persistent overnight and it would do its best to continue this trend throughout our prep. Karl (a member of 73156's support team) was already busy polishing up the rods and wheels on the fireman's side...

Though the engine had had a fair warming fire the night before, it had been a very cold (and wet) night so it was best to get the fresh fire going as soon as possible. Overalls on, I quickly headed into the firebox to give the grate a brush down prior to throwing in some coal. Efforts made in the morning will always serve you well later on in the day, or at least you'd hope that they would! I always try to start with as clean a grate as possible, with this mantra in mind. Karl kindly collected me two barrows of wood to top my freshly added coal. It was then time to light up some rags and get a blaze going. The resulting smoke was soon blowing westward on the keen wind...

With the weather not brilliant outside and Karl doing a great job on the bottom end, I decided to give the cab roof a polish. The smoky coal we've been burning lately had taken its toll on 73156's usually very clean cab roof and so a spruce up wouldn't hurt. Driver Charlie meanwhile was going around the engine with the oil cans. Between the three of us, we prepared 73156 for our two booked round trips...

As our off shed time neared, we prepared to pull forward in order to empty the ash pan. There was only one fly in the ointment: a diesel had taken the Hall's place over No1 road pit and so we were stuck until a repair job on it was complete. Soon enough however, 73156 was ready to drop forwards to ash out...

Pan done, shed fitter Tom joined us to complete 73156's FTR (fitness to run) exam. With a clean bill of health, we were given permission from the signalman to leave shed and top up the tender on our way to the starting signals at Great Central Road bridge. Here, the 4-6-0 was held until the 11:10 DMU had cleared platform two. Our first train wasn't until 12:00 and so we had plenty of time to shoot the breeze...

With the DMU having departed and disappeared along the up line, the down loop starter moved to the 'off' position, allowing us to run out to the totem pole at Beeches Road bridge. There we waited for No6990 to return with the 10:15 departure, the stock from which would become our 12:00 train. A little behind time, the Hall rolled in from Leicester North before we were given the road to set back onto the waiting stock. Once in the platform and coupled up, we were joined on the footplate by one of our two footplate riders for the day (we had two booked footplate passes today). Amazingly, I knew the family in question, back from my days organising the old miniature do at Statfold...small world! Departing Loughborough on time, 73156 steamed easily on the run to Leicester North. Here there was the (now common) extra 15 minutes added for footplate visits, which Charlie facilitated whilst I took a breather...

The run back to Loughborough was equally as free steaming, as 9/10 runs with this engine are (unless you've got an issue!). Due to a points failure at Loughborough we had to run into platform two, briskly run round and then prepare to depart as ECS for the totem pole. The empty train would then be propelled back into platform one in order to clear platform two for the approaching DMU. Below, an impatient 73156 waits for the train to be declared empty before we complete the shunt move...

And as if by magic, we were soon stood waiting time in platform one! Both of today's trips were partly 'Fish and Chip' jobs, with the food served following arrival at Leicester North, hence the headboard adorning the smokebox...

Due to the gentlemanly nature of the B2 turn, we still had 25 minutes to ourselves after completing the shunt move. This gave me time to gradually rebuild my fire in preparation for our 14:15 departure. Below, 73156 barks southward along the Leicester section, on the approach to the A46 bridge near Thurcaston...

After a normal run round at Leicester (without the extra time) we returned to Loughborough and arrived bang on time. Once uncoupled, we topped up the tender at the column before dropping back down to our morning location on No1 road. With the smokebox checked and the fire cleaned, it was time to fill the boiler and leave 73156 for the evening, stood alongside the rather unsightly but very useful Class 153...

"Day's end for 73156"

And that, as they say, was that! I must thank Charlie and Karl for a pleasant day out with 73156: good company on a good engine is always worth having. 73156 herself never disappoints...we just need a few more coaches behind her! Cheers...

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.

"Sir Nigel Gresley": The Blue Streak Runs Again...

Though when anyone talks about a famous steam engine they always land on either Thomas the Tank or "Flying Scotsman", really the household name should be "Mallard". "Mallard" of course was one of Sir Nigel Gresley's A4 pacifics, built between 1935 & 1938, eventually numbering 35 examples. "Mallard" herself of course still holds the world speed record for steam traction, having achieved 126mph on July 3rd 1938. However, though "Mallard" holds the overall record, it's interesting to note that sister "Sir Nigel Gresley" (of course named after her builder) is the post war record holder for steam, having achieved 112mph on May 23rd 1959, ironically working a passenger special rather than a dyno train! Where am I going with this? Well, today we were graced with the brief presence of 1937-built No4498 "Sir Nigel Gresley" (BR number 60007) as she passed by our depot with a Southall-bound ECS working.

Running on time, the A4 looked a picture as she coasted through Northampton's north junction with a shining rake of freshly painted blood & custard coaches. On the tail of the long train was the trusty Class 47, no doubt providing some insurance. I last saw this A4 in 2022, when she worked through the same location as train engine for Black Five No45231. Back then she was wearing wartime black but has since been repainted into the more familiar BR express blue. Apart from the irritating lineside bush that seems to find its way into all of my pictures, it was pleasant to briefly snap the A4 as she sauntered by us, bound for London. She'll be working a York job tomorrow before returning to her base at Crewe on Sunday. A very colourful and historic old engine. Cheers all and thanks for reading as always, Sam...

Please note that the above image was taken from land outside of the NR boundary fence.

5V42, 5Z46 and 5Z61: Three Days Of Steam...

What's that saying? You wait ages for a bus then three come along at once? Well, this post really does give meaning to that phrase as I feature three consecutive steam moves in three days! Working alongside the Northampton loop line really does have its benefits when it comes to spotting main line steam, chiefly because a lot of charter work these days seems to emanate from London. The first working came on Tuesday, with 5V42 worked by Ian Riley's Black Five No44871. She was heading south to Southall ready to work some jobs for West Coast. This Black Five is one of four engines which worked the famous 'Fifteen Guinea Special': the last BR steam working: on August 11th 1968. Nos44781 and 44871 worked the first part of the return leg of this train from Carlisle to Manchester Victoria. Today I was originally going to miss her pass by as I'd have been on my way home. However, thanks to her running about 40 minutes early when she approached Northampton, I caught her trundling by the office.

Wednesday saw a bigger engine: West Country class pacific "Braunton": working northbound from Southall on behalf of her owner Saphos trains. The pacific looked a picture as she worked through Northampton's north junction with her blood & custard liveried support coach in tow. The engine has spent the winter at Southall and is now returning home. In fact, I think I did catch her when she went down to the smoke late last summer. No doubt we'll see her again soon...

With "Braunton" having returned home to Crewe, Thursday saw two of her shed mates steam southward to replace her at Southall. Old friend B1 No61306 "Mayflower" and larger class 6P rebuilt Scot No46100 "Royal Scot" made for an usual pairing as they sauntered by. It's only when put against a slightly smaller engine that the dimensions of the muscular rebuilt Scot become quite apparent. The Scot is big...

The B1 and Scot combo brought the curtain down on a busy week for steam this week on the Northampton loop line. It's good to see so much steam out and about on the main line, attempting to pay its way in the modern world. Next Friday will hopefully see the A4 Pacific "Sir Nigel Gresley" pass us by, also working to Southall on behalf of Saphos. Many thanks for reading folks! Cheers, Sam...

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

Last Chance Saloon On No92214...

"9F No92214 works northward on the down line at Swithland"

This morning I was rostered for an 08:00 book on at the Great Central Railway's Loughborough shed, ready to work the B2 turn. I arrived a touch after 07:30, in good time to sign in and read the notices. Third man Alex was already there, fresh from completing the three day practical element of the 2023-2024 Firing School last weekend. Once signed in, I wasn't disappointed to see that we were allocated to the mighty 9F No92214, the last steaming of which will be February 26th (a week tomorrow). Today would be my fourth run out with the 9er in recent months but, allas, this one most definitely would be the last. It's always sad when engines reach the end of their ten year ticket but the big 2-10-0 has certainly had a good run, proving herself to be a reliable and popular performer throughout. This morning, still hot from yesterday's efforts, she awaited us in the drizzle on No2 shed road...

Clambering up onto the footplate with my mound of kit, I started by checking the pressure gauge which was still reading a healthy 40psi. Opening the two gauge frames revealed 1/2 a glass of water and a quick look in the firebox showed a fairly thin bed of ash spread across the bars. With everything looking good, I climbed into the firebox and had a good sweep around before we rocked the two sides of the rocking grate. Cleaned, rocked and locked, the grate inside the 9F's 40ft square firebox is seen in a state fit for throwing in some coal prior to lighting up...

For an engine ten years into its ticket and working through an extension to boot, this old gal' is in remarkably good condition. The firebox in particular looks to be in great shape, with some engines you come across being in a worse state only a couple of years in! With the firebox sorted and ready for lighting, we proceeded to the front of the engine where Alex opened and checked the smokebox. With all well, I returned to the footplate whilst Alex went off to find some wood. Having thrown a good bed of the Kazakhstan coal around the firebox, I lit up some paraffin-soaked rags to get things started. For a few seconds I thought: I wonder if I'll ever light this old thing up again?...

"My last fire in the 9F?...Definitely for now!"

With the rags now burning well atop the coal, I threw in two barrows full of wood and let the engine get on with it. The encouraging crackle and the smoke climbing from the double chimney assured me that all was well and so it was time for a quick breather. Driver Neil meanwhile was going around the engine with the oil cans as the persistent drizzle refused to give in. Alex then went off to make us a much appreciated cup of tea which was accompanied by an even more appreciated homemade brownie: delicious. Myself and Neil both agreed...he can come again! Tea supped, it was time to turn our attention to the ashpan. This task is much easier than on something like the Hall or the 8F. The 9F (much like the Brits and other wide box BR Standards) has the four side pockets which allow the ashpan to serve the area outside of the frames. These pockets: two per side: are emptied first and the accumulated ash is raked or washed downward to meet the larger accumulation atop the hopper doors...

"Driver Neil oils up whilst Alex washes out the pan's side pockets"

Once the ash from the pockets had been washed down, we dropped the main bulk of the ash via the hopper doors. With the doors closed again, we then washed the area around the two damper doors to ensure that they weren't blocked, before rocking the hopper again for a final time. All of this preparation, much like with the grate this morning, would help us later on. It's always the same, the more effort you make to get a clean grate and a clean pan, you will be rewarded by better steaming later on...or you'd like to think so anyway! By now the pressure gauge needle was climbing nicely and the fire was burning well, no doubt helped by the sudden inrush of primary air when we did the pan. Soon enough, it was time to drop the engine back to receive a bucket of coal from the loader before setting back to the southern side of Empress Road bridge so that the ash pit could be emptied with the engine clear...

As it was still drizzling at this point, the pit was emptied rather than cleaning the engine as this would be futile in these conditions. Whilst Neil and Alex emptied the pit, I went around with a barrow collecting the dropped coal which fell from the tender during coaling. In these times where coal is a small fortune per ton, you can't afford to have it crushed into the floor of the yard! No92214 meanwhile simmered quietly with 180psi on the clock and a boiler 4/5 of a glass full. One of the nine preserved examples of Robert Riddles' formerly 251-strong class of heavy freight engines, at the time of writing three of them are operational: this one, 92134 and 92203: soon to be one less!...

Today's turn should be described as gentlemanly. We had an 08:00 book on, two trips to do and then dispose, with a sizeable layover between them compared to normal. The other engine in steam: Standard 5 No73156: would work the first passenger train of the day before we took over passenger duties for two trips. The 4-6-0 meanwhile would work the Sunday lunchtime diner before working the final passenger train of the day whilst we disposed of the 9F. Below, No92214 prepares to depart Loughborough's platform two with the 12:00 passenger train for Leicester North...

Departing on time in a cloud of condensate, the 9F's 20" cylinders soon had the train up to line speed as we romped towards Quorn on the up line. At Leicester there was an extra 15 minutes built into the timetable to allow passengers to visit the footplate before running round in readiness for the return journey. By now the rain had stopped and there was even the odd glimpse of the sun as we passed through Swithland...

"Passing 73156 and the diner at Rabbit Bridge"

The 9F returned the train easily to Loughborough where we had to swiftly run round and shunt the ECS across to platform one. (This was due to a points issue with the crossover which usually takes you from the down line to platform one). Even now, with the shunt completed, we still had well over 35 minutes before our 14:15 departure: very civilised! Whilst we waited time, the 9F simmered quietly whilst heating the six-coach stock, the first coach of which was an afternoon tea service...

On this trip I elected to swap with third man Alex and he did the firing throughout as part of building his practical experience. Below, No92214 gets the train away from Rothley Brook with a lovely bit of wintry sun shining down on the exhaust...

This time at Leicester it was just the normal run round and so we were soon back on the northern end of the train and getting ready for departure. Below, the 9F stands ready to depart, with the sun from behind causing a significant shadow...

There were a few folks about purely to see the 9F, with a big farewell weekend planned for next weekend to see the old gal' out properly. Here, with the sun still trying to stay out, we await time at Leicester whilst Alex prepares the fire...

Driver Neil kindly allowed me to drive the 9F back to Loughborough which, as always, was an opportunity that I was most grateful for. The significance of this being my very last go on the 9er was in the back of my mind as I awaited the Guard's "right away" in the driver's seat. What a big old thing this is...

"Last time in the driver's seat of No92214"

Leaving Leicester North on time, the engine easily got the six-coach train underway and we had a bit of an energetic jog out towards Greengate Lane. Alex had the fire well under control, being mindful to run the engine down ready for disposal once we'd pulled into Loughborough. Booked driver Neil meanwhile kept an eye on the both of us as we worked the train northward, calling at all stations. We were held on the approach to Loughborough at the outer home whilst No73156 moved the now empty diner stock out of platform two and over into one. With the road pulled, I took the 9F and her train into platform two, running parallel with the class five. Once uncoupled from the stock, we ran cautiously back down to the shed via the water column...

All that was left to do was to run the rake across the firebars, empty the ashpan, check the smokebox and then fill the boiler, before leaving the 9F to simmer away to herself for the night. What a great little turn this was and a fitting goodbye for me to No92214. It's always sad when an engine reaches the end of its ten year ticket but it is perhaps more so these days as, with the ever uncertain economics behind running these vintage locomotives, you can never quite guarantee that something will ever return. I hope we'll see No92214 steam again but, as with everything, you never quite know until you see it these days. The ever increasing cost of coal (plus the arguable scarcity of it nowadays) is a major factor in my mindset. It's hard not to be negative but, looking at it another way, we should be thankful that we've had them this long!

Thank you Neil & Alex for a great day on the B2 turn and thank you all for reading this muck once again. We had a great last day on the mighty 9F which, as of next Monday, will now take a few years well earnt rest whilst she awaits her turn in Loughborough's overhaul queue. Ciao for now folks!

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 27th On A Class 27: Aspinall's Beautiful A Class...

"Rounding Kinchley Lane with the 09:00 ex-Loughborough" (C.Hanley)

I'll forever say that I love older stuff: pre-amalgamation engines in particular are some of the most interesting to be on. Though I had my work cut out aboard the lovely Victorian 'A Class' today, what a pleasantly challenging turn it was. Rostered to work today's WG4 turn at the Great Central's 2024 Winter Steam Gala, myself and driver Charlie were booked for a 05:00 sign on at Loughborough shed. I never feel right the night before an early turn, mainly because I fear that I'll miss my alarm and won't get up on time. This morning therefore, early but certainly not bright, I arrived at the shed a little after 04:30, having made good time on the quieter roads. Signed in and notices read, I made my way out to find the Lancashire & Yorkshire 0-6-0 as she simmered at the south end of No1 shed road. Clambering up into the dark cab, I donned my headtorch to illuminate my surroundings. The engine still had 20psi on the clock from yesterday's efforts and, once opened and tested, the water gauge glasses showed a full pot...

The controls in the fairly stark cab shown above will no doubt be familiar to many. The gauge glasses and blower control are prominent in the centre of the doorplate, with the two lifting injectors standing either side. The steam valves for those are the prominent controls, with the water valves sitting in their horizontal closed position just beneath. The driver's controls sit to the left, with the large screw reverser and the vacuum brake apparatus making themselves visible. The regulator is quite high up, with a box provided for drivers to stand on. Perhaps the most interesting feature is the fairly cumbersome ratchet firehole door, with the door itself doubling up as the deflector plate whilst in the open position. (There's no protector ring either).

Having briefly acquainted myself with this 1895-built machine last weekend, I immediately set to work checking the firebox and preparing the engine for steam raising. With the ratchet firehole door, a man such as myself (who regularly indulges in a takeaway) can't fit through with ease and so the plethora of fire irons sitting atop the tender would be my salvation. Having checked that the remains of yesterday's fire was free across the bars, I got to work paddling the ash out with the dropping shovel. This really pulls on your back at 05:00 in the morning! Soon enough, with a brimmed wheelbarrow now sitting at the foot of the cab steps, the grate was in a fit position for lighting up. Next, it was southward to the smokebox, held closed with the nutted lugs as opposed to the usual dart and screw handles. Sure enough, the smokebox was fairly brimmed after yesterday's hard work, requiring two piled high wheelbarrows of ash to be removed. Job done and door secured, it was time to grab some wood and get a blaze on in the firebox, using some well soaked parrafin rags...

Still very hot from yesterday's efforts, the old engine started singing immediately as the fire began to take hold. It was at this point that our engine rep for this morning's shift (a lovely chap called Simon from the East Lancs) arrived to help us continue with preparation. I took a breather at this point to sit back and listen to the engine bubbling away after that rush of fairly strenuous early morning activity!...

Driver Charlie meanwhile was going around the engine oiling up, no doubt following the teachings of the very helpful guide that was sent with the 'A Class' from its home railway at Bury. I personally think that the whole idea of a manual is fantastic and should be adopted by anywhere loaning out engines. After all, they aren't all the same, despite the thoughts of some to the contrary. Things like this quirky old engine definitely need looking after when they're out on a jolly and this is made easier when you know more about them! Engine rep Simon kindly offered to ash out for me (an offer which was gratefully accepted I might add!) and soon enough, with prep complete, we were ready to get changed in readiness for our 08:00 off shed time...

"Topping up the fire on No52322" (G.Wignall)

One of the two visiting engines (and in my opinion the star of the show), the elderly 'A Class' was booked to work the first passenger train of the day: the 09:00 ex-Loughborough. Once changed and with prep complete, Charlie got permission from the signalman for us to leave shed and crossover to No2 road (via platform 1) for coaling. The tender was well down on coal after a busy gala Friday and so we'd need a good top up prior to attempting a service train. Below, No52322 stands ready to leave shed once the Standard 2s have cleared the way having taken water...

Once we'd nipped over to No2 shed road to take coal from the loader, we steamed back out via the shed release peg to reach platform 1 again. The L & Y 0-6-0 was then signalled back across to the water column for water. Below, engine rep Simon holds the bag in the tender whilst I trim the recently added coal down a touch...

"Early morning silhouette" (G.Wignall)

Coaled and watered, No52322 was taken around to the south end of platform 1 via the totem pole. Once at the head of the five-coach train, the engine began steam heating the stock, with 15 minutes to go until our booked 09:00 departure for Leicester North. The recently arrived Class 153 alongside did ruin the period scene a little but it has arrived with good cause. The railway has recently acquired two of these units as part of the line's testing and contract driver training division...

As right time neared, I began making up my fire in readiness. The coal on the tender was a fairly useful type, likely from a seam somewhere near Russia. It smoked well but gave plenty of heat once it had had time to get going. Though the 'A Class' was new to me, driver Charlie is a veteran GCR driver and engine rep Simon clearly knew the engine inside out and so, with their advice at hand, I didn't feel too worried about the two round trips ahead of us. With a good fire on the grate and the chimney smoking away, we received the "right away" from the guard a touch after 09:00. Summoning her strength, the diminutive No52322 used her 18" cylinders to power the five-coach train away from Loughborough and onward towards Quorn.

As soon as we were on the road it was clear that No52322 was far different from anything else I've fired up to now at the GCR. She reminded me in many ways of the Midland Standard Shunts (Jinty to some) that I'd known in another life at a place better off not named. The smaller saturated engine certainly lapped up the water and engine rep Simon was proved right when he said that the feed (injector) would need to be on most of the way when using the steam heat at the pre-regulated 25psi. Another interesting quirk with the engine's lifting injectors was the lack of any sight of an overflow. You had to listen for the click of the clack and then touch the base of the casting with the back of your hand. After a few seconds this area would run cold and you knew you'd got the feed right. Driver Charlie meanwhile (stood atop his block of wood) was watching the chimney and helping me to keep ahead of the 'A Class'. It was a bit like that famous LMS training film 'Little and Often'..."When the smoke clears it is time to fire again". It certainly was! Watching the chimney helped me to keep ahead of No52322 and of course to keep ahead of the injector.

With a larger, superheated engine (say for instance the Standard Five) you rarely end up in trouble with the water. We didn't end up in trouble today, despite the steam heat, but you had to be on the ball. She'd do it, but you had to have your wits about you. That's what made it so much fun! This engine needed coaxing and working to get the best results and, if you kept on top of her, it did the job with ease. Driver Charlie advised "you don't rest on your laurels with this one"...he was right. Nevertheless, we made Leicester North on time and in good form, running around the train briskly before heading off back to Loughborough, calling at all stations...

"Dropping down to Rothley" (C.Melvyn Harris)

As we returned to Loughborough I was relieved that I'd seemingly got the hang of the injectors and the firing technique. Just as the engine's manual stated, you had to keep the front covered, mainly as she only has the one damper (at the front) so eats the coal away more around there. Once back at Loughborough we had around an hour before our next departure at 11:15. However, in typical gala style this hour ebbed away within the blink of an eye. I think the amount of people showing interest in the 1895 engine and chatting away to us just made the minutes pass by more quickly. I certainly think she was a good gala choice for the GCR as so many people showed an interest in her. In seemingly no time at all we were back at the head of a different set of coaches ready for our 11:15 southward departure, awaiting the next "right away"...

"Fireman Sam with driver Charlie" (T.Allen)

By now I'd made up another good fire in the box, with the chimney smoking and the boiler water well up. We'd learnt by now that if the water came into sight at the top nut with the regulator open, you'd lost her! Leaving Loughborough around five minutes down, the Joy valve geared 0-6-0 set into the section towards Quorn with vigor. We were going well as we passed Clive Hanley near Woodthorpe...

"No52322 roars towards Quorn" (C.Hanley)

The firing technique on the 11:15 had to be the same as the 09:00, firing to the chimney and keeping an eye on the smoke coming from the coal that came from near Russia. Mr Wignall caught us again as we barked into the single line section towards Thurcaston (coming away from Rothley). The engine was in good voice at this point as I took a breather to have a look out at the valve spindles powering back and forth within the Joy valve gear. Notice the chimney shows a strong dark grey tinge as the recently added coal takes hold. What a lovely old thing to spend time with...

"Climbing away from Rothley" (G.Wignall)

After another brisk run round at Leicester (in an effort to keep time), we departed back towards Loughborough reflecting on a pleasant morning with the lovely Aspinall Class 27. Our relief crew was waiting for us at Loughborough's platform 1 when we rolled in, ending a very enjoyable morning aboard this sole survivor of a once 484-strong class of goods engines. As for No52322, what a lovely old thing this is: challenging, but lovely. I must thank the railway for having me and of course the roster clerk for putting me on the visiting engine again (I was surprised I must admit after getting the Saint a few months back at the last gala). I must also thank driver Charlie and engine rep Simon for their company aboard the old engine and, last but not least, the photographers mentioned above who kindly allowed me to use their images in this post. It was a pleasure to finally tick off this ex-Nuneaton engine and of course to take part in another GCR gala. Thank you all for reading this absolute muck once again. Ciao 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.