Festive Lunch On The Severn Valley...

Hello guys. This morning, through the damp mist, we were heading along the M6, M42 and later the M5 towards Kidderminster. Destination?: The Severn Valley Railway. As the final part of my birthday celebrations we had booked a table for four on the 'Severn Valley Limited'; the SVR's popular dining train. We have travelled on the 'Limited' many times in the past and have never been dissapointed. Therefore we thought we would come again today! Parking up in the spacious Kidderminster station car park, we stumbled across the gravel towards the station footpath. You can see the full extent of the operations around the station from here. 42968 - the Stanier Mogul - was just departing with a late running passenger, whilst Pannier 1501; recently returned from overhaul; stood steam-heating the Dining stock. Running alongside the footpath is the quirky 7.25" gauge Coalyard Miniature Railway: a line that I have driven for the public on before, aboard Dave's 14xx (see blog post here). These days the line has its own steam motive power and takes passengers on a mostly straight-line trip in push-pull mode. Today the little steamer in use was one of the butch-looking Station Road Steam 'Stafford's, with this example wearing yellow and named "Mae"...

"Mae" - A Chunky Engine for Only 10k!

The impressive Kidderminster Station was still festively decorated as the so-called 'Festive Season Trains' came and went behind four different steam locomotives. I really like stations like this that have that authentic feel. Our train departed at 12:55 and we were soon called to take our seats aboard the warm dining coaches.

Having boarded and been seated, we settled in for the 16-mile steam hauled journey to Bridgnorth. The Severn Valley is a beautiful line, cutting through attractive countryside and passing many features of interest. Spotting the Elephants of West Midlands Safari Park at Foley is always a treat, not to mention Daniels Mill and the fabulous views of the River Severn from Victoria Bridge. Enjoying a pint of a local ale over the tasty starter of Leek & Potato Soup, the run was very pleasant. Home-made soup is always the best in my book. The main course was a large cooked dinner with a hearty portion of Turkey Parcel at its centre. The parcel (a large helping of turkey filled with stuffing and wrapped in bacon) was very tasty and went with the good selection of vegetables very well. I can recommend the Severn Valley Limited - as I say, we've never been dissapointed. Over the sound of chomping mouths you could hear the healthy bark of 1501 as she pulled the train along the picturesque Severn Valley.

Maisie Enjoying The SVR Limited

The Dessert orders came as the train approached the terminus at Bridgnorth, where there was a short booked stop of only 8 minutes or so. I alighted at Bridgnorth to have a quick nosey around as, unlike the many paranoid folk who remained on board, I see no reason why a train should depart without us with no locomotive yet attached. In the yard at Bridgnorth was a recent visitor, hiding behind her support coach. Ian Riley's Black 5 No44871 was drafted in to help with Santa duties on the SVR and stood cold today, in the midst of GWR 2-8-0 No2857; who isn't a world different from 3803.

The quick turn around was aided by the addition of a different locomotive on the return run. The attractive Stanier Mogul No42968 was duly attached, having came up from Kidderminster just before us on that late running passenger I mentioned earlier. The Mogul was soon coupled up and I rejoined the train ready for dessert...surprisingly not getting left behind!

Departing from Bridgnorth past the Mogul's previous stock, we gained speed as we chugged towards Hampton Loade. The Dessert was fantastic: a mint cheesecake pleasantly presented...

A Spot On Dessert!

The run back did seem a little different in sound, from the locomotive at least. The strong exhaust beat of 1501; no doubt aided by its recent overhaul; was a stark contrast to 42968. The latter is coming to the end of her boiler ticket now and it sounds as if the valves need some adjustment. The beats were very one-TWO-Three-four, particularly when getting into her stride. Mind you, what do such things matter with an engine so close to her ticket's end - she's still going at least! Following on from the brilliant dessert, Tea and a Mince Pie was served. The Tea was nice and so was the first bite of the Mince Pie...the rest I could not eat for fear of bursting! We did eat very well on this train and the portions were certainly very good for the money. Mind you...thinking of it as I write this post...I could eat it all again!

Back at Kidderminster we detrained following another brilliant meal on the SVR Limited. Though it is of course extra money to travel it is always worth it and, in my mind, there is no better way to see a preserved railway...except maybe from the footplate! ;)

Pretty Stanier Mogul Back at Kidderminster

Thanks for reading guys. Now we have to jump back into the car and retrace our steps back to Bedworth along the M5, M42 and M6. Its the last day of 2012 tomorrow...Can you believe it?! Regards, Sam.

Mince Pie Specials With A Proper Peckett..."Sir Gomer"...

Hi there guys. After many days on the footplate over the years, sometimes things can get a little mundane, other times the days are more enjoyable than one can describe. The day on the Black Five for example was a particular highlight of my firing career, and I enjoyed it very much. However, today, for some reason, was absolutely brilliant and was just a normal day to boot. With 3803 having performed well on all of the Shackerstone Santa duties, it had been decided that we would use the railways own locomotive: the Peckett "Sir Gomer": on three of our five 'Mince Pie Special' days. Having learnt that "SG" would be on service I made it my mission to get a go on her as outings at Shackerstone for the old Peckett are few and far between. Myself & Eddie were rostered for today: the first of "Gomer"s three turns. I arrived at Shackerstone at 7am this morning: one of the luxuries of having an engine with a small boiler. Having carried out all of the usual checks I lit the fire and the 0-6-0 began singing right away. It was then time for a cuppa' whilst I waited for Eddie to appear through the gloomy morning rain. Eddie kindly brought me a Thomas-the-Tank card and a little Victoria sponge, in celebration of yesterdays birthday - Cheers Ed!

We prepared the engine together before taking her outside and dropping down onto the 11:15 departure. There was then time to cook breakfast on the shovel whilst we steam heated the train. We left Shackerstone on time and could not believe how well "Sir Gomer" steamed and pulled. The ex-Mountain Ash Peckett romped along with the 4-coach train and we made Shenton in good time. The old engine really likes the Welsh coal we currently use.

After a spirited run back to Shackerstone, with "Sir Gomer" again showing what she can do, we uncoupled before doing some shunting. There were 3 coaches standing idle in Platform 1, having been taken off the rake the day before. As we couldn't run round without moving them we had to shunt the coaches up the DMU siding. This stock included the Grotto coach, now in store for another year.

Job done, "Sir Gomer" ran across the cross-over to the signalbox before being given the road to drop back into Platform 2 to water up before coupling to the train again. "Sir Gomer" hadn't used alot of water considering we had rushed along and used the steam heat all the way. However, due to the size of the saddletank we did not pass the column without taking water. We worked out that you would probably get two trips out of it...just...but any hold ups may have spelled disaster.

"Sir Gomer" at Shackerstone's Water Column

"Sir Gomer" has a relatively simple cab. There are two injectors, a pole reverser with 3 notches in each direction, two gauge glasses, front & rear sanding, drain taps and a high-pitched (but lovely) original Peckett whistle. Preservation fitments have included vacuum braking and steam heat equipment. Thats one thing that always amazes me about industrial locomotives: they were never designed to haul passengers and the fact that they can still romp along holding good pressure with both vacuum and steam heat equipment on full chat is just brilliant. I doubt Mr Peckett ever imagined a then ten-a-penny engine like "Sir Gomer" performing mile after mile of passenger hauling 80 years after she was built in Bristol.

"Sir Gomer" pulled the 12:30 admirably, with the steam heat holding 20psi all the way. I fired her so as to keep the fire thick but flat, with an extra 3 shovel-fulls at the back: one in each corner and one under the door. The loco blows off at 160psi and trotted along happily with between 140psi and 155psi (feathering) on the clock. Each time Eddie shut off the pressure needle would tear back around towards 160psi, blowing off against the injector now and again. The injectors on the engine were not designed to put in a large amount of water at once and, often, you can end up injecting for half a mile or so to make any real difference to the water level. Nevertheless for an industrial she plodded along well, keeping 20mph or so and making good time. The shrill Peckett whistle echoed around the countryside each time it was sounded and is brilliant for having a play with on the run.

"Sir Gomer" at Home - Shackerstone - Enjoying Her Retirement

After another good run to Shenton we ran round and recoupled before the journey back. "Sir Gomer" was in good voice and, as she often has, chuffed better in reverse.

Myself & Eddie were having a good day, and were joined by Dave J on the first two runs. Dave J later swapped with Dave H, who joined us for the latter two journeys with "Sir Gomer".

"SG" At Bosworth Battlefield

Having returned on the 13:05 from Shenton we ran round again and watered up. As I said "Sir Gomer" pretty much needs water every trip; a far cry from 3803 which could do four trips if you fired it right. On the 13:45 departure I was driving with Eddie firing. With 21 inches of vac on the gauge, 160psi on the clock and a green flag from the Guard...away we went. Setting off in full forward gear with a few revolutions of steam through the drain cocks, you can shut the taps and let her get the weight underway. "Sir Gomer" pulls away easily and will rush out of Shack loudly and strongly if you want her too. She is currently experiencing a very stiff regulator which, from a driving perspective, can be a bit of a pain. As you pull it open, it reaches about 1/3 open before you hit what feels like a blockage in the linkage. You need to wrench it pretty hard to pass that lip, before the valve opens and "Sir G" tears away like a bull at a red rag. You then have to tap her down on the regulator until you find what is an appropriate point. Being a slide valve engine, you have to shut-off to change gear position as she has the power to throw the lever where she wants when under steam. Once you are up to speed she waddles along quite nicely and steams well. When you come to shut off she requries the lever in the full-position for coasting, either forward or reverse, as per a slide valve engine.

The driving positions aren't too bad and visibility is OK. The one thing that is very different as opposed to 3803 is the braking. "Sir Gomer" needed to come down to about 10 inches of vac to provide any kind of useful braking when approaching stations, particuarly with only 4 coaches. However, 3803 would have probably stopped dead if brought down to 10 inches!

Having driven that round trip, I was firing again for the last one. "Sir Gomer" again performed beautifully and we even managed to give my old form tutor a run round on the footplate at Shenton: small world.

All in all a brilliant day on the footplate of "Sir Gomer". I don't know why so many people are opposed to these industrial engines. Yes they are a little ignorant of passenger comfort but they are strong, free-steaming and, in "Sir Gomer"s case, large in the cab. "SG"s cab in particular can easily hold 4 persons with plenty of space still to work in. If you bare in mind that "Sir Gomer" is now 80 years old and is actually an engine built for shunting heavy coal wagons a few hundred yards around a colliery, I don't think she's doing too bad to be hauling and keeping passengers warm in 2012.

And we cannot miss the traditional "Eddie larking about" shot...

Cheers guys. A brilliant day on a brilliant engine. I wonder how long it will be until "Sir Gomer" is out again... :D

"Arrowvale Belle": My Birthday At The GCR...

Hi everyone. Today was a pretty special day: My Birthday! In a style reflecting the way I like to spend my free time we had booked a special carriage on the Great Central Railway, based in Loughborough. We had hired the 'Arrowvale Belle' Directors Saloon, a beautiful maroon coach built in 1959 and kitted out with its own dining facilities. At one end there is a sitting room/lounge with sofa's and wooden chairs, offering unspoilt views of the Leicestershire countryside whilst in comfort. There is then a small kitchen, a guards compartment and a w/c which all take off a corridor on the right-hand side of the coach. The opposite end of the coach is home to the Dining Room where up to 10 people can sit comfortably around the grand table, still enjoying unspoilt views! The coach is completely self contained with no corridor connections and offers complete comfort and privacy. Though the price for hiring such vehicles on preserved railways seems to be ever growing for one reason or another, the quality of them is worth paying for in my eyes. Why put up with being pressed up against windows in corridors in a Third Class Mk1 when you can travel like this? Mind you, saying that makes me sound like a complete snob!

 

Though we had hired the Arrowvale for the day, the train it was coupled to would perform three round trips of the line. We opted to travel on two of them: the 1:30 and 3:30 departures from Loughborough. Our locomotive was the small but plucky BR Standard 2 Mogul No78019: a Loughborough resident, and regular GCR performer. We joined the coach in our 13-strong party and the '2' departed on time. The Buffet was already aboard the train and it was served whilst the on-board steward served the Tea/Coffee. Meanwhile, 78019 was making good progress along the Great Central metals, passing N2 No1744 on the way. With steam heating on and the food & drink served, the Arrowvale offered a cosy haven on this chilly winters day.

At the terminus station of Leicester North, I jumped out and walked along the platform to capture the little '2' running round. With the Ivatt style tender the Standard shows just how small she actually is. It is worth bearing in mind that a Pannier Tank of the 57XX type is a Class 4, whilst these BR tender engines were only a Class 2. It would be misleading to assume that a tender means a big, powerful loco! Don't get me wrong, the 2's were a popular engine as they were easy to work on and everything was in the right place: particularly for locomen. This one: 78019: was built in 1954 at Darlington Works and spent some of her working life at Nuneaton's 2B shed. Only 12 years old when withdrawn from service in 1966, she was sent to Barry Scrapyard. From Barry, the engine came to the GCR via the Severn Valley, to finish her restoration at Loughborough. In service since 2004 or there abouts, the Standard seems to do mile after mile at the GCR, proving her worth and paying for her no doubt expensive ex-Barry restoration.

 

With 78019 running round, I reboarded the Arrowvale for another cuppa'.

With Dessert being gobbled up, 78019 hauled us smartly back to Loughborough, passing 1744 again at Quorn. Pulling into Loughborough at 2:45pm, we alighted to have a look in the Souvenir shop and enjoy a quick leg-stretch. Loughborough station is something straight out of the 1950s, echoing GCR charm and elegance. "Brief Encounter" wouldn't have looked out of place if filmed here: not in my mind anyway! 78019 was soon back on the front of the train and steam heating again. We departed on time at 3:30pm, this time enjoying Sparkling Wine and Birthday Cake on the Saloon.

78019 At The Head of The Train

As the daylight faded, candles were lit aboard the Saloon as: not forgetting that we are dealing with heritage equipment once again: the lights were not working!

Once again 78019 pulled us smartly along the line, passing the N2 one last time.

At Leicester North the GCR Rep had kindly said that two people could ride on the footplate of the little '2' as she ran round. I didn't really mind as I have been on 78019 at some point in the past. However, as nobody else seemed to want to get a little coal dust on the soles of their shoes I stepped up to the mark and went on myself, accompanied by my dad who, following the countless "its very hot on here" comments has never been on a footplate before! 

The little '2' took the points carefully as she ran round, with 160psi on the clock (full pressure 200) and what seemed to be a thin fire with a thicker back end. The driver reported that it "went alright" but "she doesn't like second valve when accelerating up to speed". I was surprised that the '2' was not so good when you 'gave her the big valve' - in my estimation it  would probably require that sort of treatment to get the right 'GO' out of it with a heavy train. It was very nice to travel on the footplate at the GCR again - if only briefly. After thanking the driver & fireman we rejoined the Arrowvale for the final 8-mile stint back to Loughborough. The ambience aboard the Saloon was spot on: warm, cosy and comfortable. On arrival back at Loughborough's Platform 2 we detrained after a very pleasant afternoon travelling in style on the Arrowvale Belle.

The 'Arrowvale Belle' At Loughborough This Evening

Thanks for reading folks, and certainly thanks to Mum for paying for this day out! Though I am now elderly, I'll be arising early tomorrow to light "Sir Gomer" for a day on the passenger services at Shackerstone so no heavy partying for me tonight! Cheers guys. Sam.

"Of All The Bars In All The World"...

Hi everyone. Today I was working the Bar Car "Jessie" at Shackerstone, with Craig & Mia. It was our 2nd to last day of 'Santa Specials', with trains departing Shack at 10am, Midday, 2pm and 4pm. The loco on service was again 3803, fresh from our day out with her yesterday. My dress-code today was strictly smart, with grey trousers, black shoes and shirt with a tie. There was certainly no room for bib & brace overalls today! Throughout the day we were kept busy, serving everything from hot & cold drinks to confectionary and mince pies. The bar area of the coach was particularly popular, with a wide variety of spirits and real ales being sold. Though it was a very busy day for us, it was very enjoyable and, once in a while, it is nice to work on "Jessie". One can often find themselves repeating the famous Cassablanca quote: "Of all the bars in all the world you had to walk into mine" in a tradional American accent - I don't know why! After a long day at Shackerstone I eventually left at just gone 6pm, for the last time before Christmas. Merry Christmas guys. Sam.

Last Day on 3803?...

Noel, Noel! I arose on this typically British winter morning to find persistant rain falling down. Looking out of the window at 4:30am everything looked quite hideous, and I didn't really fancy going out in it for the day! However, dutie calls, and at 5:20am I was stood in the pouring rain under the illumination of the Saxo's headlights, unlocking the Shackerstone gates. Driving along the old trackbed through the dense darkness I could see the one floodlight on the station approach shining away. I parked up on Platform 1, attempting to get as close as I could to the shed. I left the Saxo in the gloom under the footbridge and hurried to the signing on room to pen the book. From there it was a soaking wet dash through the dark to the engine shed, almost throwing my keys into the lock to get in as quickly as possible. There was a sigh of relief as I stumbled into the works, with 3803 stood directly in front of me. After changing into my overalls I clambered up onto the footplate and checked the water level: 3/4 of a glass. The steam pressure stood at a healthy 40psi and the firebox was tight with only glowing embers left from yesterdays warming fire. Next came a very important job: warming my soup. Slightly cracking a tin of Heinz soup and placing it on top of the manifold works wonders and, within 90 minutes or so, your soup is piping hot and cooked right through. 90 minutes?!, I hear you say. Well, when you are prepping a loco that time flies by!

With all well, I raked out what was left of the warming fire and then put the usual bed of coal down, 1-lump thick. We are now on Welsh coal, rather than the Russian stuff we have used for the last year or two. The new coal is larger and has even more slack, though it smokes alot less. With the bed down, a good pallet's worth of wood was thrown in as well as a couple of lit parrafin-soaked rags. The inferno was soon under way and 3803 began singing.

Having been cleaned yesterday the locomotive was already more than presentable and so we were alright on that front. I drained and filled the hydrostatic lubricator and also began going around the locomotive with the oil feeder. Driver Eddie arrived at 7:15am.
Having been lit early, the engine was making steam very well. With no blower on and only the dampers open the loco had reached full pressure by just gone 8:30am, showing the importance of a good warming fire. There she sat, feathering at the valves outside the shed with a quiet fire and a well filled boiler. By 9:15am we were over on the train and steam heating, cooking the breakfast on the shovel in the meantime...Yum!

Today the railway was again running its 'Santa Special' trains, with departures from Shackerstone at 10am, Midday, 2pm and 4pm. The trains were relatively well filled, with the two middle trains being the busiest. Due to the increase in bookings on certain trains, a 7th coach had been added to the set, making the train 'just' short enough to fit our current infrastructure. For example, at Shenton the train could only just fit in the loop in order to leave room for the loco to run round. As far as the extra 30 tons or so of weight was concerned, 3803 took it all in her stride and pulled the trains admirably. The braking was certainly easier with the extra coach, though something was definately dragging somewhere, perhaps a brake cylinder not releasing properly.

3803 Outside The Shed

The weather today was just awful; the worst we've had on a footplate turn in a while. However, with the weather sheet protecting the back of the cab and with our overalls and winter jumpers on we got through OK. The main problem was the rain getting the back of your jacket because you never seem to be able to dry out on a footplate...believe it or not.

A Roaring Fire & Tea On The Tray

The more observant of you will have noticed the 'Last Day on 3803' title. Well, though we aren't sure yet, myself & Eddie predicted that this would probably be our last go on this locomotive whilst she is at Shackerstone. Yes, sadly, having arrived in March 2011, 3803 is due to leave us again in March 2013, just after the closed season. She will take part in the remaining Santa's as well as being in steam on New Years Day for the Mince Pie Trains. Following this we have our usual 2-month closed season. The loco's very last weekend with us will be the 2013 Steam Gala over the weekend of March 16th/17th. The Sunday will of course be her very last day on the railway. With only a couple of steaming days left before she goes, we guessed we should make the most of today with the old gal'. All joking aside, though she is a Western, she has been a reliable, powerful and attractive performer whilst on the Battlefield Line and has completed a few thousand miles here during her 2-year stay. We will miss her I'm sure.

During the day we were kept well watered by both the rain and the staff on the Buffet Car 'Jessie', with tea arriving on the footplate at regular intervals...just what you want on a day like today ;) . I fired the first two round trips before getting a chance to drive on the 3rd one: the 2pm. The old girl moves away gracefully and is quite responsive on her heavy regulator. Despite the poor weather conditions she was remarkably sure footed and moved away easily with the 7 coaches on each start off. It has honestly been a pleasure to have the chance to fire and especially, to drive this locomotive during her stay. I never thought I'd get the chance to drive anything quite this BIG(!), let alone on a regular basis ;)

We did have a minor problem during the day...one of the drain cocks kept getting stuck open. It turned out that the plunger was simply getting stuck inside the main body, and a quick wiggle with the spanner soon cured the problem.

The Culprit Drain Cock

After a successful day including a spirited, spark ejecting last run we retired 3803 to the shed for one last time. Finally we had a rather vain and self obsessed crew photograph with the loco to signify our potential last day...

All in all guys, a very successful day indeed and very enjoyable. Thanks to Eddie and everyone at Shackerstone for another good time. The Britannia wannabe with her huge substitute whistle had performed well and we had kept pretty much to time...all good stuff. Well, thanks for reading guys...Merry Christmas. Sam.

Getting 3803 Ready...

Hi everyone. Today, after finishing work for Christmas (YES!) it was off over to Shackerstone in the damp afternoon air to help prep our engine: 3803: for tomorrow's turn. When a locomotive is due to work both days of a weekend, the majority of the preparation work is carried out on the Friday. The most important part of this prepartion is the warming fire which, not only warms the engine through slowly so as to prevent potentially harmful speedy expansion of the boiler and firebox, but also allows the crew (us) to come in at a relatively reasonable (5:30am) time, rather than 8 hours prior to the time at which the loco is required to work. Eight hours is probably about right with an engine as big as 3803, from cold to working. Jason was on hand to light his first warming fire today, so myself, Eddie and Dave could get on with the job of cleaning 3803 and breaking up tomorrow's lighting-up wood. Normally the engine gets cleaned on the morning of service but, as we thought it would potentially be our last turn on 3803 tomorrow, we felt we would make a big effort with her - despite the awful weather forecast!

Cleaning an engine can take many forms. The bottom end is cleaned with a parrafin & oil mixture so as to remove grease and provide a shine to the black and bare metal livery. The sides of the smokebox are blackened and shined with steam oil, whilst the door is polished up using Auto Glym. The boiler barrel & cylinder covers are also polished and the red bufferbeams are parrafin washed. The running boards are cleaned with white spirit so as to be clean & shiney but not slippery, and of course all of the brass and copper is shined up with the traditional Brasso, as are the whistles. All in all, after a few hours work by a good few hands you can end up with a very clean locomotive. However, 3803 is very, VERY big!

Where Do They Get These Drivers?! - Eddie Cleaning 3803

One of the jobs which I tend to enjoy is Brasso-ing up the whistles. The 38 carries two Great Western whistles as per design: a regular use whistle and a deeper-pitch Brake Whistle. However, just lately the 38 has been carrying a multitude of different whistles, as has "Sir Gomer". I personally like an engine to carry its original whistle but this replacement is particularly nice. It is a Britannia chime; the same as those carried on 'Oliver Cromwell' and 'Britannia' herself. Though the 38 is about as much an express engine as 'Sir Gomer' is an A4, the whistle does sound brilliant and with 225psi roaring through it can create some brilliant tones. When you are driving 3803 at 25mph through the countryside you feel like Casey Jones blasting that thing!

3803 Is Now A Britannia Wannabe!

 

Cheers guys. Sam.

Merry Christmas 2012, from Sam...

"Hi everyone. This is just a small note to wish all of the readers of this blog a very MERRY CHRISTMAS 2012, and of course a HAPPY NEW YEAR for 2013. As I write the sceptics of this world are stocking up on tinned food & Farleys rusks ready for tomorrow's rather inconvenient apocolypse. My plan is to head up to Shackerstone tomorrow to help prep our engine: 3803: for Saturday's turn with Eddie...end of the world permitting of course. Fingers crossed all will be well and we can get the old gal' sorted for our Santa trains this weekend. Following that, as stated, I'll be firing the engine on Saturday and I will also be at the railway on Sunday, probably doing more tree cutting. Then, ladies and gents, its the all important big day...a time where we receive countless pairs of socks, eat too many mince pies and stuff ourselves silly with turkey and real ale...can't wait! ;) . Anyway, as I say, I wish everyone who reads this blog a very Merry Christmas 2012. Thanks guys - All the Best, Sam".

Stewarding the Santa's & A Gift...

Hi all. A very short post from today: I stewarded 'Coach 3' (a BR Mk1 TSO) on Shackerstone's 'Santa Trains' for the day. All four of the days departures saw good loadings on Coach 3 and so I was kept busy. The usual jobs took place, including seating the passengers, serving drinks, giving out cartons, mince pies and sweets as well as clearing the tables and seeing everyone off the train after their 90-minute journey. Of course we then had to clean our coaches in a swift 10-minute slot before the next passengers boarded! Even though it was a hard day, I do really enjoy it, but only 2-3 times a year! As well as the stewarding I got a very nice gift from my friend Dave, who I helped with his training when he was a trainee fireman...he having passed out on the Black 5 No45379 at the September gala. Dave presented me with a large print of a photograph that has appeared many times on this blog; that of the poorly Prairie 5521 and the beautiful 5MT 45379 leaving Shackerstone on the 9am freight on Gala Saturday. The photo is significant in the respect of the effects displayed: the black smoke, the ejection of the steam from the '5', the sunlight coming through the trees, the leaking steam from the piston glands and the shine on the paintwork. If I remember, I recall that 5521's brake shoes were rubbing slightly, making her work harder, and 45379 was having terrible trouble getting her feet down on the greasy morning rails...still covered in dew. All of that exertion by both loco's was multiplied by the heavy freight train behind them and, courtesy of Mr Norman Bates who took the brilliant image, they have created a fabulous picture. Thank you Dave...

You may well ask, why me? Well, if you look closely, thats me leaning from the cab on 5521...watching the train out of the platform. And, yes, I can be blamed for all that black smoke coming from the Prairie but in my defence there was a very deep fire in there, most of which was taken up out of the chimney once we began shoving the Black 5 up the bank, and pulling the freight train! Once the old Prairie got hot she steamed relatively well, though the run was a very loud and smokey drag. You can read more about that day in my post from September 15th. Cheers guys. Sam.

Christmas on 3803...

Hi guys. Today at 5:30am I was staggering blurry-eyed into the loco shed at Shackerstone. I was down for another rostered turn on the GWR 2-8-0 No3803, which was simmering away with 80psi still on the clock after a late, evening train the night before. Today we would be performing four round trips to the tried & tested 'Santa Special' timetable, with departures at 10am, Midday, 2pm and 4pm. Naturally the 4pm would be performed under the cover of darkness with only our parrafin headlamps and cab handlamps as illumination.

The first thing to do was to check the water level as normal, which read a healthy 4/5 of a glass. It was then time to check the firebox: all tight and nothing to report. However, on a Sunday morning in particular, when there has been a full fire in the box the day before, the Fireman must often go into the box armed with a torch and a brush to clear the ash. The fire-irons can be handled from the cab in order to break up the worst of the clinker and pull back some of the ash but for large piles there is no option but to clamber inside; no matter how much you don't want to! Today there was a fair bit in the firebox, particularly on the lower section of the grate. There is of course the option just to 'rock the grate' from the cab and see what happens but, as the old saying goes..."the cleaner the grate the better". Having cleaned the grate entirely, I laid a full bed of coal and then added a pile of dry wood and parrafin rags. As soon as she was lit the big Western began to 'sing' again as she slowly began to bring up pressure for the days work.

Festive 38 At Shenton Before The Hat Blew Off On The Way Back!

My Driver for the day: Adrian: soon arrived and we prepped the loco together. On the train with the steam heat running by 9:45, we left on the first run fairly 'on time'. The format with the Santa's is pretty much the same year on year. We leave Shackerstone and make a very steady run to Market Bosworth where we stop and screw the loco down. Once Santa has seen everybody on the train we continue at a usual pace to Shenton where the locomotive runs round as normal. With the right away from the Guard at Shenton we make a bit of a dash for Shackerstone, non-stop, at line speed. Back at Shack the loco runs round again, taking water if necessary, before reconnecting to begin steam-heating again for the next trip.

3803 steamed well throughout the day, putting in some loud and impressive performances. The recently made Santa headboard looked well and was carried on the loco throughout the day.

3803 At Shenton Headshunt, Or Coming In From Nuneaton?

Passenger loadings on the train seemed to be about average for the 2nd weekend of Santa's, with two more left to go. It was much nicer to be back on the engine than serving the drinks on the train. That said, the Stewarding isn't a bad job...just not that good compared to firing the engine ;)

3803 Feathering & Ready For The Off With The 3:15 off Shenton

Well, after another good day on 3803 we put her to bed in the evening darkness, tucked up and simmering away in the shed. Thanks for reading folks. Sam.