"Tornado" Strikes Bedworth!...

Hello guys! Post No115 of 2011 and, a little unexpected at that. I was surfing the net the other night and came across timings for a main line excursion that was due to be hauled by the regal "King Edward I". However, the tour was diverted due to pathing issues and, due to this, the King was subsequently declared out of gauge. The new build A1 No60163 "Tornado" was quickly pencilled in to deputise for the Western 4-6-0 and so the tour was spared diesel haulage. The trip was named the "William Shakespeare" and ran between London Paddington and Stratford-upon-Avon. The outward run took the obvious route through Leamington and Hatton to reach Straford but, for some reason, the return trip went a little 'out of its way'. Leaving Stratford, the train ran into Birmingham and then along to Nuneaton. At this point, it got unusual. The train then turned onto the Coventry line, via my hometown of Bedworth. It then ran through Kenilworth and back to Leamington before continuing on to Banbury and, finally, Paddington. Naturally, we caught sight of the loco at Bedworth. In the persistant rain, a group of us waited and waited. The loco was due at around 15:27 but by 15:40, we were wondering where she was. I suppose we need not have worried as within minutes we heard the familar chime whistle and there was a huge cloud of steam on the horizon. With 12 coaches in tow, through she came. The smoke deflectors seemed to be doing a good job as 60163 sailed through with a near black exhaust...

The loco was booked for a stop at Hawkesbury Lane, just after Bedworth station. However, as she was already running later than the departure time for that stop we figured that she would just keep going. This seemed to be true as the loco was moving quite a bit quicker than we thought she would be. This was my 4th encounter with "Tornado" and, I must admit, though she is very, very new...I am warming to her. She is very attractive and looks like she could do a fair bit more than 75mph. I look forward to seeing her again and it was a pleasure to spot her so close to home. If I remember right, this is the first time that a steam hauled excursion has been down this route since December 2004 when Pannier No9600 came from Tyseley. A rare but much appreciated occasion. Evening all, Sam...

Poorly Peckett & A Right Shunt...

Hi everyone. Well, I'm 20 now. 'Yes', it was my 20th Birthday yesterday. Dear me, how the years have flown by. Even this blog is now 3.5 years old! Anyhow, today I was at Shackerstone again. The plan was to Steam Test the Peckett "Sir Gomer" following its visit to Cholsey. However, after checking her over it was clear that she was a failure. With regulator open, there was steam escaping from beneath the smokebox floor (bad news!). So, having failed the engine we dropped the pressure as much as possible and then a few of the guys dived in to the smokebox and began smashing up the concrete floor. This floor must be at least 6-7" thick - what a task. But, they did it! They then discovered that a gasket in the main steam pipe had failed, thus releasing all of the steam we saw. In fact, the gasket had blown out at least a 1/4 of its overall size and therefore was leaking badly - it was bound to cause trouble! Whilst the guys sorted this problem out, myself & Adrian were outside doing a massive shunt with both the Class 02 and Class 73 diesels. The main objective was to release 4 of the wagons from the packed north end sidings and then take them to Market Bosworth for temporary stabling. It took us all day, as well as taking 2 coaches off the main train rake too. I finally left Shackerstone at 5pm after a long & tiring day. But, we did some good work. As well as the gasket, "Sir Gomer" also has lubrication and eccentric problems. These will be rectified over the closed season so that the loco can take part in the 2012 Steam Gala. Evening all, Sam...

Merry Christmas from Sammy's World...

Hi everyone. I trust you are all well. Just a short note in order to wish a
MERRY CHRISTMAS & A HAPPY NEW YEAR
to all of my readers. Kindest regards, Sam

Stewarding for Santa at Shackerstone...

Hello guys. A very short one today. Well, the post is short but the day was long! I arrived at Shackerstone at 9am, in SNOW! After clearing the foot crossing of the dreaded stuff I changed into my good shoes ready to undertake my days duty as a 'Train Steward' on the popular Santa Specials. As seats are allocated to particular coaches on these trains, at least 1 steward is allocated to each coach (in theory). The stewards seat the passengers, take questions, give information, provide the refreshments and of course keep the coach clean and tidy. We had 4 trains today; 10am, Midday, 2pm and 4pm. I was still a little tired from the day before's firing on the loco but things were soon in full swing. The strengthened train of 7 coaches (6 passenger + the grotto) was half full on the first run but rammed FULL(!) on the 2nd & 3rd! Even on the first run, after not stewarding for a year, I was a little rusty. However, come the latter 2 trips, we had no time to be slow. Between three of us we stewarded 5 coaches! This included drinks, mince pies, cartons, sweets as well as seating, cleaning, questions and god only knows what else. It was so hectic. The train was constantly being walked by countless people on their way to see Santa, which caused more delay in serving the drinks. But, it was a very good feeling once everybody had been catered for and we could declare; "Job Done"! On the returning 2nd run, we were snapped coming into Shack by my friend Dave. There I am in the mid-window of my coach, the Corridor (No1)...
It was a cold day but my coach; with the steam heat on; was very warm indeed. In fact, some passengers were turning the heat off due to it being too warm! Well I never! We were joined on today's Santa's by Mr Wilson (of CMES) and his family. I hope you had a good time my friend and please do come again. The 4th trip was planned to be only 40 people but after hectic booking in the day and thanks to more people turning up 'on the day', we 3/4 filled it! I did try and get away before the 4pm to get a home a little earlier but there was no chance! Ahh well, its only once a year...and its Christmas. All in all, a fantastic day at Shack though very, very busy. I must admit, stewarding that train is HARDER than a day on the loco...FACT! Well, at 6:30pm, I left Shack for home. Thats my last turn at Shack in 2011 done so Merry Christmas to everyone at the Battlefield Line. I shall be back there on Jan 2nd for another firing turn on the marvellous 3803. Evening all. Sam...

Santa & Steam with 3803...

Hi all. Early this morning, as a thick frost lay across Leicestershire, I pulled up at Shackerstone in my yellow Saxo. It was 5:45am and I was soon joined at the dark gates by the Passed Fireman for the day; Danny. Many of you will know that I now coming very close to the end of my firing training but still need a passed fireman on the footplate when not under assessment: this is for insurance purposes. After shutting the gates behind us, we drove in tandem up the drive to as near to the station as possible. It was very cold and earily quiet...even the Station Cat was nowhere to be seen! We both managed to survive the ice-clad obstacle course that allows access to the shed so, after opening up, we found 3803 slumbering inside. She was already warm but the lighting of a fire as quickly as possible still seemed a very good idea. So, we set to. Danny cleaned the grate and we then broke up some wood. The fire was soon lit, though a little sluggish at first. The booked Driver; Jan; duly arrived and we then enjoyed a nice hot cuppa'. I tell you what, never is a cuppa' more welcome than in the loco shed at this time of the morning! With the fire still a little sluggish in the box of the big 2884-class, we threw in some more, slightly dryer wood. With that, the fire took hold very quickly and it wasn't long before the all important needle moved off its stop.

Jan then began oiling whilst myself & Dan oversaw the fire and some other little jobs that needed doing. At 9:20am, the locomotive was ready and we steamed out of the shed, shoving the 'dead' Class 02 as we did so. With the little diesel shifted, we crossed over onto the train and began steam heating. At 10am, we pulled away from Shackerstone. The train of 6 coaches followed easily as Jan drove and I fired. Down at Market Bosworth, there were a number of waits throughout the day. Each of the 4 trains waited here for a different duration of time so that Santa could see everybody. On the 2nd run, myself and Danny waited on the engine whilst Jan went for a tour of the currently under-restoration Market Bosworth Signalbox. She took this picture from the ROOF(!) of the building. 3803 waits in the station with myself and Dan on the footplate (Photo by Jan Ford)...
The day went very well. 3803 steamed well, apart from the odd bit of clinker at the back end. This continuous clinker problem is no doubt being caused by the lack of air being allowed in through the broken rear damper door. But, if you keep cleaning the fire regularly you can sort of keep control of it. I must admit though, I don't think you could find an easier loco to fire than 3803. She is a very forgiving locomotive, due to her large firebox and huge boiler. There is just so much in reserve with a bigger engine. This is probably one of the reasons why trainees tend to enjoy it on the loco. Its just so easy. Mind you, I'm not saying that if you had never fired a loco before then you would find it easy, but, admittedly, after a bit of practise you can soon pick it up. But, should you get into trouble, 9 times out of 10 she will save your skin by holding pressure at a reasonable level. However, never underestimate an engine's power to bring you to your knees. She could, and she would! After a late departure from Shackerstone on the 2pm 'Santa', there was another 30-minute wait at MB. So, we took the opportunity to have a well-earned cuppa, a rest and a chat. Driver Jan Ford was 'on the handle' today, though Danny did take us for 1/2 a trip. Jan is probably one of our more experienced drivers. She has driven countless engines from the historic 0-4-2 "LION" right up to the world famous A3 Pacific "Flying Scotsman". At Shackerstone, she is known as a lover of Westerns after spending many years volunteering for the Tyseley Collection; then the Birmingham Railway Museum. There she drove the Castle's and the Panniers amongst other things. I believe thats where she got her well known saying..."You Can Do Anything With A Pannier". Below, Driver Jan Ford takes a break on a simmering 3803...
Jan has her own, very interesting blog, that can be found HERE. Earlier in the day, just before the 2pm trip, Jan caught 4 of us 'railwaymen' deep in conversation behind the 38' at Shackerstone. From left to right, we have Reas; the king of vegetation clearance at Shackerstone; first. Then, Andy; often referred to on this blog by his well known nickname of 'Pockets'. Pockets is a driver & fireman on the line and does alot of work in the steam department. Third, we have young Dan, who passed as a Fireman in August this year. Finally, you have me on the end. What do I look like?! (Photo by Jan Ford)...
At Shenton on the 2pm trip, we lit the loco lamps and the gauge glass lamp. The sun was fast dissapearing and a chilly evening was moving in. On the return to Shack, we took water before pulling away on the late running 4pm train. This time, we were joined by Reas on the footplate. Down the line, darkness had fallen and we couldn't see a thing. It was also very cold. However, running with the firehole doors open and the GWR flap up seemed to give a little bit of heat, as well as a little light too. I was however very mindful about producing glare as Jan was trying hard to see the road ahead. At MB, there was a 5-minute wait before we headed off for a very dark Shenton. After a brisk run-round we recoupled and the steam heat was duly back on again. With a green light and a blow on his whistle, the Guard gave us the 'Right Away' and we set off for home. 3803 was still steaming well and we made good time, running straight through the illuminated Market Bosworth platform and then accelerating through the woods towards Airport Bridge. Dropping into Shackerstone, there was very little fire left and 1/2 a glass of water in the boiler. The gauge read 170psi and this was more than enough for us to uncouple, run up into the shed and to dispose. The fire was declinkered (again!) and then raked throughly. There was very little left when I had finished. We then filled the boiler using both injectors. With the boiler brimmed, and 80psi on the gauge, we called it a day. We had had a very enjoyable time and I must thank Driver Jan for letting me use 4 of her photos in this blog. Also thanks to Dan for letting me fire all day and for doing most of the coupling/uncoupling. Cheers guys; loved it. Tomorrow, I'm back at Shackerstone again...stewarding! Thanks for reading folks. Sam...

Santa at the GEC...

Hi everyone. Today was an easy one, but a very wet one! After arranging with my friend James yesterday, today I was over at the GEC Miniature Railway helping him with his engine; the 7.25" Romulus No5 "James". I arrived at 12:45pm, as did James with his loco on the trailer. We duly unloaded the loco and pushed him to the steaming bays. Once there, we prepared the engine together and were ready in time for the 2pm start. Today was the GEC's annual "Santa Special" running day and so trains were running 2pm - 5pm. Both tracks were in operation and all tickets had to be booked in advance. Fair to say, it was a sell-out. Children received a present from Santa whilst adults received a drink and a cake. Other refreshments were also available. Though it was very wet, spirits seemed high and the tea; as usual; was flowing. "James", with a cup of tea on the tender...
The 7.25" track was the home of the Grotto. From a driving perspective, there were only a few simple differences. The trains left the station as normal and traversed the track via the triangle at the bottom of the field. On the return run, trains were given the clear as far as the passing loop where they would be given either a green or a red light - depending on whether there was another train coming out of the station at that time or not. If there wasn't, then a green would be given. If there was, then a red would be given until the train passed. However, at the facing point which normally takes trains back into the station, the blades would be switched and take you onto the old branch which then climbs up into the normally disused station near the entrance road. Dropping the vacuum brake gradually to come to a controlled stop, the brakes were then fully applied whilst Santa chatted to passengers and gave children their gift. It was quite pleasant actually running up that short stretch of track; made a nice change. It also felt very festive to pull up and see Santa. I'm a bit old now for the 'Christmas Mood' but, admittedly, it was nice! Once Santa had finished his duties, he waved the train off as "James" propelled it back away from the station in a cloud of steam: under signals from the guard. There is then a signal which protects the main line. If this was at clear, we would drop back down onto the main and stop behind the automated point. After a whistle to signal to the Signalman in the box at the station, the point would soon switch and the right-hand 'feather signal' would illuminate. Trains could then run back into the station. The average journey time was 8-10 minutes; very pleasant indeed!...
Due to the damp December weather, we had lost most of the light by 3:30pm and the loco lamps were lit, as were various illuminations. "James" was sporting a newly made BR-style tail-lamp, to match his BR headlamp! On the footplate; as is usual practise for a 'night run'; we carried a magnetic torch for the water gauge. "James" steamed beautifully throughout the afternoon with a crisp bark from the chimney and giving a good 'pull' as usual. I did however have one occasion when I had to be pushed by the Guard as "James" wouldn't restart. It was raining and we were stopped by a red signal at the car park loop with a well-loaded train. Under the tree's there, you sometimes can't start on a dry summers day let alone in winter rain! So, I opened the drains and gave her some steam whilst the Guard pushed. Within a few panels, "James" was holding his own again and we roared up the bank and onto the branch. I must admit, I was a little annoyed as no train appeared and as soon as I stopped we got a green! Ahh well, the joys of driving steam engines ^_^ . For the rest of the day, "James" proved very sure-footed indeed; much to my surprise; though we did use a little sand here and there. At 5pm, with all the passengers gone, we disposed of "James". It had been another enjoyable time at GEC; I always enjoy it here though! Thanks to James, the Tea Room Ladies and everyone else for a swell & festive experience. Merry Christmas. Sam...

Christmas in Cholsey: "Sir Gomer" on Holiday...

Hello everyone. Something a little different again. Today, 80 miles later, I arrived at the headquarters of the Cholsey & Wallingford Railway. This 2.5-mile long preserved line, known as 'The Bunk Line', is an ex-GWR branch. It has always been at this length, running from the main line at Cholsey down to the small town of Wallingford. Passenger services ended in 1959 and goods traffic stopped in 1965. Severed from reaching its old terminus in the town in 1969, BR continued to operate services to the nearby Malt Plant. The line survived due to the Malt Plant with services ending in 1981 when road traffic became a 'better idea'. On 31/05/1981, BR ran a special over the route and a preservation society was formed that very same day. From then on, the line has been restored, slowly but surely. It now runs on most of its original route, but the old terminus location can't be reached. A new platform and headquarters has been built at Wallingford. Passenger trains operate on the railway throughout the year and today was a 'Santa Special' day. Trains were to be steam hauled and this was the reason for my visit. The line's 2011 steam mainstay had recently failed its boiler inspection and so "Sir Gomer" had been loaned at short notice from Shackerstone to stand in. Below, failed RSH 0-4-0ST "Birkenhead" sits cold and feeling sorry for itself in the platform at Wallingford...
When I arrived, "Sir Gomer" was steamed up in the platform and simmering away. She was connected to the 3-coach train and already steam heating. Trains would be departing hourly from 11.05 until 16.05, with the round trip taking around 45 minutes. After meeting everybody, I joined the footplate to check everything out. No problems. The shot below is a bit unusual I think. It sort of looks black & white with the sky providing the only real colour but honestly, its just a trick of the light!...
There would be two crews today (luxury, ay?) operating 3 trips each. I joined the crew of the 1st trip. This consisted of Driver Dave Goodenough, Fireman George and another passed fireman too. I stood on as 4th man and 'Loco Rep'. At 11.05, out we went. The loco pulled away on the 3 coaches with ease and we reached Cholsey in good time. It was a pretty line, weaving its way across the countryside and past a pretty church where Agatha Christie was apparently laid to rest. Cholsey station is very odd. The trains climb up from Wallingford on a tight left-hand curve before rubbing shoulders with the Relief Lines of the Network Rail route to Didcot and beyond. It was clear that the 4-track mainline was in very regular use as when we steamed into the platform two HST's passed on the fast lines at full speed, roaring away in their seperate directions. The C & WR trains pull into the old Platform 5 and are not connected to the national network in any way. There is a run round loop here though and "Sir Gomer" duly changed ends before we returned to Wallingford with a little more chuff. Back at base, there is no run-round loop at present. So, the loco was shunt-released using one of the line's Class 08 diesels...
As I mentioned earlier, there were 2 crews today. So, after our first run, we swapped with the 2nd crew who took the 12.05. This gave us chance to grab a cuppa', a bite to eat and to have a chat. I continued to make generalised checks about the engine such as prep and disposal methods. For example, due to the regulator currently 'passing' when shut, the loco must be disposed with both the drain cocks and steam chest taps (underneath) open. This prevents too much condensate 'sitting' in the system. The same settings must occur first thing in the morning and during the first few moves off shed. The steam chest taps can then be closed by going underneath the loco and shutting them off. The drain cocks are of course operated from the cab. All checks made, I was happy with how the loco was being kept and could therefore inform the Shackerstone officials, such as the ever-concerned 'Pockets' who has always been 'Gomers Keeper' in my eyes. After the chat, we rejoined the loco and took out the 13.05. She was performing very well. Mind you, 3 coaches on a relatively flat route is nothing compared to what we did at Pontypool, and I don't think anything will come close in the future just yet!...
At Cholsey, the passengers disembarked to watch the engine run round. I must admit, it was quite a proud feeling representing Shackerstone once again on a railway visit. "Sir Gomer" could be our ticket to many more railways in the future ;) . Ready to come off the train at Cholsey main line station, as Voyagers and HST's go thundering past nearby...
Driver Dave Goodenough, who served his time for BR on 9F's and Britannia's on the Western region, was my driver for today...
Below, "Sir Gomer" rubs shoulders with one of those new fangelled modern inventions as it cruises into Cholsey's platform 4...
Departing Cholsey, trains take it easy over a tight point before descending away from Network Rail land and down into the fields again. Just as we departed, a very fast-moving Class 66 on a container train passed by. My goodness, the draft off it nearly blew us back across the cab. It really was motoring along and at only a few feet from the footplate. I must admit, it was an unusual and new experience running into and out of a main line station with steam...
160psi and the valves begin to lift...
After the 13.05 trip, we had another tea break. The only problem reported with "Sir Gomer" was the bumping of the train. But, we soon talked up a way of disguising this problem slightly. I mean, you are never going to completely get rid of it but you can tone it down somewhat. Afterall, you can't expect miracles. "Sir Gomer" is a very powerful industrial saddle tank. Her outside cylinders give good power and mixed with her small wheels they provide good tractive effort statistics. But, those big cylinders can make her 'walk the track' a bit. Futhermore, she is not balanced for passenger work. Her design is not only cheap but also for a purpose. That purpose was the hauling of heavy supplies of coal over short distances at a steady speed, day after day, year after year. If she had ridden rough in Mountain Ash, I don't think anyone would have cared! Her balance weights on her wheels are equal, and not increased on the centre axle to take account of the eccentrics etc. So, you get a kind of 'wave riding' motion. But, this is a typical industrial engine. Admittedly, with a heavy-ish train (such as 6 coaches at Shackerstone) we could disguise the issue somewhat as the loco had to work a bit to pull the load. But, at 20mph+ she will probably bump around a bit as she wasn't designed for that! ^_^ . At 15.05, we were ready for our 3rd and final trip, into the sunset...
In the yard during a shunt release, basking in the sun...
In the platform at Wallingford with the Santa Special headboard...
Below is the 9-minutes or so of film I took to document the visit somewhat. Enjoy...

All in all, it was a very good day. Trains seemed good for passenger numbers and "Sir Gomer" performed well. It was also a very pleasant railway to visit. At 4pm, I departed for home and got back at just before 6pm. A nice gentle drive up the M40 but you knew when you had done it! Ahh well, all worth it to see "Gomer" doing us proud and earning us some money on another railway. The locomotive will return to Shackerstone after doing its last 2 steamings at Cholsey next weekend. She will be back, winterised and shedded in time to spend Christmas day with 3803 at home. Fantastic! A very pleasant day indeed. Thanks for reading folks. Sam.

Going It Alone on 3803...Firing Exam No1...

Hi everybody! Today, during the first of my December posts of 2011, I was rostered on GWR No3803 at Shackerstone for more festive 'Santa Specials'. Unusually, today I had no rostered 'Passed Fireman'. Regular readers will know that I have been a trainee fireman at the Battlefield Line since January 2008, and have worked on and fired many different locomotives during my training. However, following a recent 'Trial Exam' on the 38xx a few weeks ago, today was my first REAL exam. Therefore, it was all up to me. Naturally, my driver was the railway's driving/firing assessor: Mr Brittain. I will admit, I was a little nervous on the run up to today but, as they say, you just need to 'be yourself and get on with it'...so I did. Myself & John met at the railway gates at 6am sharp, already aware that 3803 had been in steam over the two previous days undergoing steam tests. (She had a mudlid repair job carried out by the Buckfastleigh team mid-week). With the gates locked behind us, we drove up the 1/4 mile drive to the railway station before leaving our cars and continuing (kit in hand) on foot. Soon enough, having not tripped or suffered injury on our pitch-black hike, we made it into the Loco Works where a very warm 3803 stood alone - "Sir Gomer" having left for Cholsey last Tuesday.

Up onto the footplate I went, and looked in the firebox. What a sight! 3/4 of the grate back from the front was completely clear, whilst around the firehole door lay a strong mound of burning coal! The water gauge glass showed 3/4s full and the pressure gauge told of a healthy 80psi. What more could you want? I will admit, myself and John were gleeful as we cast the pile of wood back off the engine and onto the floor! All I had to do was make the necessary checks and then spread the crackling mound across the back half of the grate as much as possible. More coal was then added, as well as putting a bed 1-lump thick across the rest of the grate. It was then time for a cuppa' before oiling began. Later on, with 140psi on the clock, we moved noisily but gracefully out of the shed and began cleaning. Between the two of us, though we were rushing, we managed to get the 38' looking very presentable and even gave her some festive decorations...including a her own Santa Hat! At 10am, having washed up and changed, we steamed out of Shack on the first train. 3803 steamed beautifully with a thin fire and steam heat on at 40psi. The pressure gauge read between 225 & 200psi throughout the run with a strong water level being maintained. I was very pleased. Mind you, 3803 is a very economical machine. I have used a useful diagram from Steam Launch.Net to demonstrate...
So, the diagram demonstrates a simplistic overview of a Superheated boiler. The fire grate can be clearly seen, as can the various flues (large & small). The heat from the fire of course travels along the flues and heats the water in the barrel. The hot gases then escape up the chimney. Combustion in the fire can be controlled, not only by firing effectively but also by changing the levels of air that enter the fire, both from above and from below. Primary air enters through the Damper doors in the ashpan, whilst Secondary Air enters through the firehole door. Bad smoke is often a result of bad combustion or bad firing and this can be slightly improved when in the 'shut off' position by cracking the firehole doors slightly. The smoke will thin due to the added air and combustion will slightly improve. One may even notice a pressure increase. Eventually, you will find a happy medium. However, the main thing to remember is that the fire, particularly on this engine, needs to be kept relatively thin. She does appreciate a strong back end occasionally but the main thing to do is to keep the centre section of the grate where the slope begins covered. Any overfiring will often result in clinker and lowering of pressure, whilst underfiring will soon drastically reduce the steam in the boiler! For example, a whole in the fire does no good at all and must be filled asap. With superheating, the loco uses the steam once it has been reheated in the superheater. Saturated (wet/normal) steam leaves the boiler and is taken into the superheater elements, held within the larger boiler flues. This reheats/dries the steam making it more economical, especially when the driver notches up and uses the regulator correctly. With John at the helm, I needed very little coal. In fact, 'just enough' was often the key to success. Anyway, back to us. After a steady run to Market Bosworth, we were held for 8 minutes whilst Santa saw more children...
Leaving Bosworth, John gave her a good bit of pilot valve before shutting off for the 5mph at the Cattle Creep near Deer Park sidings. This gave me a good chance to check the fire again as I hadn't fired for about 10 minutes. One thing I did notice was the amount of water (& steam!) that was lost to the Steam Heating system. Fair enough, the passengers need to be warm but the leaks in the train don't help (neither does keeping the windows open)! Having not had steam heat on before with 3803, it was a little bit odd but I was used to it by the 2nd run. Barking away from Deer Park, the gauge read 200psi and 2/3 of water in the glass which can then be made up again when the driver shuts off to descend Shenton Bank and curve into the station loop at the bottom. We had made pretty good time when we came to a stand at Shenton and I duly uncoupled. We then ran round and reattached as normal. I made up the fire (thin but covering) and we set off again. Non-stop through Market Bosworth was the order of the day on the return trip, as per last week. Out on the line today was a friend of mine; Rick Eborall, who's fantastic railway photography site can be found HERE (well worth a look!). Rick was busy photographing down the line and has sent in 3 images for this post. Thanks mate! Below, 3803 chuffs merrily along at line-speed through Carlton on the return trip, with me looking out from the Fireman's window. Note the tinsel, Santa and hat on the front ;) (Photo by Rick)...
After a short break at Shack we were out again at Midday, with the trip being just as successful as the first. 3803 steamed well and we generally had a good time. The sun was also fabulous...brilliant for early December but a little blinding when travelling tender first! After the 2nd trip, we decided to take water. Whilst up on the tender, I caught this quick snap looking down into the tank. I fear that the bag on the column is in slight need of replacement!...
After watering, myself and John reboarded the footplate and steamed up to the Signalbox before crossing into Platform 1 to recouple to the train for the 2pm trip. The loco looked lovely as Rick snapped this very chilly looking image of us clanking backards past the Starter Signal...
After another coffee and a good chat with Rick AND a fan of this blog (thanks for coming and chatting to me, sir. Always nice to hear that somebody is reading!), we departed on the 2pm. This was another good run, though I did have a bit of a hole-plague on the way down to the Shenton...the pressure sticking at around the 180psi mark...my fault, not the loco's. However, all was well again when we left Shenton with 215psi on the clock and a full glass after a swift run-round. We had been told that Rick and a fellow enthusiast would be up on the recently cleared embankment near the Far Coton Cutting. They had asked for smoke if possible but here you really don't get any unless you've massively over-fired or you've shut off for some reason. However, we did ensure that they got a lovely trail of white exhaust against the glow of the already slightly setting sun! As we chugged up the bank (with 3803 happily making pressure) we spotted the two hi-viz jackets on the bend. After whistling, John gave her a bit of 2nd valve...not enough to go mad but more than enough to put on a good show (she sounded fab). The resulting photograph is spotted below...its a beautiful shot...
Roaring past, we received a thumbs up from the two photographers, after which John shut back down into pilot for the final run into Market Bosworth. Thanks for the shots Rick...lovely! Back at Shack, we had a 2.5 hour break before a night train in the evening so we took a good rest and indulged in some bacon on the shovel and countless cups of coffee. The night train later on was also fab. I'd never fired at night before though I have travelled on the footplate. The glare from the fire was blinding but what a fab experience. I hope to fire at night many more times in the future! You can't see a thing and you only have a parrafin lamp on the water gauge but who's bothered?! Its just so evocative. After the train, we duly disposed and left the railway. I must thank John for such a good day and for passing me on my first (of 3) firing exams. What an amazing day!...