A Festive "Severn Valley Limited"...

Hi everyone. Once again, as per, today we were on our annual jaunt to the Severn Valley Railway for their 'Festive Season Lunch Train'. A frosty but clear morning allowed us a good run up the M42 out towards Kidderminster and we arrived at Midday, in good time for our 12:50 departure. At the head of the 'Limited' stock stood Ivatt Class 4 No43106, built at Darlington in 1951 and affectionately known as the "Flying Pig". We headed down into the festively decorated station area before having a cuppa' in the Valley Suite...

After our tea we walked along Platform 2 and boarded the 'Limited'. The festively decorated train was cosy and tables were set for the 4-course dinner...

The "Flying Pig" departed on time at 12:50 and took us on a leisurely run along the 16-miles of picturesque track. A hearty Tomato & Red Pepper soup, prior to passing 9F 92214 at Bewdley, was followed by Turkey and all the trimmings, by which point I was already stuffed. Desert and Tea was to be served on the return journey but an abrupt stop a mile or so from the terminus at Bridgnorth soon aroused suspicion. An hour later, the train still had not moved. The friendly restaurant car staff served the tasty deserts and tea whilst we awaited some news. 43106 had failed with what later transpired to be a broken snifting valve, probably meaning that any steam applied through the regulator was just leaking to atmosphere. A powerful but very slow diesel shunter of the Class 11 type had been deployed from Bridgnorth to assist, and dragged the train the rest of the way, eventually arriving around 75 minutes late. An impatient GWR 28xx No2857 had been waiting to depart for Kidderminster for some time...

Upon arrival at Bridgnorth the Diners were quickly removed from the 'Limited' stock and were asked to board the very late train behind 2857. This two trains into one operation provided the 28' with a very well loaded Mk1 train and seats were a virtue. I took this quick shot of the terminus station as we crossed the bridge...

With all passengers crammed on, 2857 duly left but little could be done to make up for lost time. Having passed 92214 at Hampton Loade with another no doubt late train, we crossed with a Class 20 running light at Bewdley. The 20 was no doubt on its way to collect the Limited stock. 2857 is captured here following arrival at Kidderminster's Platform 1 well over an hour late...

All this simply goes to show that even the best of railways have their problems occasionally. The failure of 43106 put the timetable over an hour out for the rest of the day and the crew aboard 2857 would have been no doubt put out by their late running. You can't blame the SVR for todays goings on as you can't account for loco failure and, particularly not as Diners, because we did get our very nice meal nonetheless. However, I will say that the communication between the operating staff wasn't good as even the restaurant car ladies didn't seem aware of the reason for delay until an hour had elapsed. Ahh well, can't be helped. Anyway, following our late return to Kidderminster it was back out onto the motorway for the frosty drive home. All the best guys, Sam... 

Boxing Day With An Eight Freight...

Hi there all. Here's hoping you all had a great Christmas: ate too much, drank too much, watched several repeats of old comedy shows and so on. Today a few of us who operate the steam locos at Shackerstone went on a local outing to the 'railway over the hill': the Great Central. The GCR was running its Christmas Holiday Trains, with two locomotives in steam. Operating the normal train service was the affectionately dubbed 'Duch-Eight': an 8F in Duchess' clothing: No48624. The last surviving Southern built 8F, completed in 1943 at Ashford Works, 48624 wears a form of BR crimson livery, much to the upset of some die hard enthusiasts. However, if you own a loco you should be able to have it whatever colour you want! One of 852 members of the Stanier 8F Class, 48624 carries the unique pedigree of LMS performance and power. Stanier developed the eight no doubt from the GWRs own 2-8-0s, as he was a Swindon man initially. The LMS 8F turned out to be a brilliant performer and was heralded as the engine that helped win the war. They worked both at home and overseas during the conflict, and at least 15 are known to have found a place in preservation, whether straight from service with BR or following repatriation from overseas. We caught 48624's train at Quorn at 11:22, and rode the steam-heated stock to Leicester North, where the 8F duly ran round...

4ft 8.5" wheels, a 225psi boiler and 18.5" x 28" cylinders come together to provide an engine capable of churning out 32,440lbs of tractive effort, though that is interestingly 3000lbs less than the GWR 2884 class...

The locomotive is spotted here, having run round, drawing forward onto the waiting stock...

Another capture of 48624: the 'Duch Eight'...

Having recoupled to the stock, 48624 duly departed. These 8's do make all the right noises. As much as I like a Great Western beat, the Stanier's have a dull sound all of their own. They almost roar whereas the GWR type tends to bark. Riding back to Loughborough the 8F certainly got some chat on, a liberal 24.9mph me thinks. One thing you do notice quite characteristically with the 8's is that their snifting valves always rattle when shut-off. No doubt the engine would be in drift position on the screw reverser, but the snifters still chatter. You often tell an eight like that by sound. Having stuffed the face with a sausage, bacon and egg cob from the buffet car on the run, we left the train at Loughborough to have a wander around the yard. 48624 was just backing up having overshot the water column...

In the sidings at Loughborough there is always some interest. One engine that I always feel is unheralded in the preservation world is "Sir Lamiel": Southern Railway No777. Owned by the NRM and based at Loughborough, the 1925-built N15 4-6-0 always seems to live a quiet life, and today was spotted stood behind D123. Her huge 6ft 7" wheels must give her some real speed on the main, and I have footplated this engine in the past with the help of a GCR pass. Click here for that post...

Down outside the loco shed, cold and waiting for new tyres so we hear, was the impressive bulk of another NRM gem: 70013 "Oliver Cromwell". These Brit's are, to say the least, bloody big! Built at Crewe in 1951, 70013 would later gain fame hauling the last steam railtour for BR in 1968: the "Fifteen Guinea Special"...

Another shot of 70013 "Oliver Cromwell": an impressive beast...

Meandering your way around the various relics on the shed front is most enjoyable. As well as complete engines there are boilers galore, notably ones from West Country Pacific "Boscastle" and 8F 48305. After our wander we joined 48624 again with the 1pm departure from Loughborough, arriving at Quorn not long after, where I detrained...

It was a pleasant morning out on the GCR and now its off home for another Xmas party. Thanks to Pockets & Carl for the invite and thank you all for reading. All the best, Sam...

Christmas Cooking with Gomer...

Hi there guys. After an enjoyable day on the 38' yesterday, it was time for another day on "Sir Gomer". I arrived at Shackerstone at 6:30am to find Fireman Mick already there with the fire lit. After a cuppa' I began my usual tasks of oiling up. Oiling up the Peckett without a pit is hard work, scrambling around underneath the engine in the ash and the mud. Meanwhile Mick was polishing away, making "Sir Gomer" look pretty. After plenty of cleaning, oiling and tea drinking, we dropped the Peckett out of the shed at around 9am, before dropping down onto the stock for the 11:30 trip at 9:30. "Sir Gomer" was then used to steam heat the stock as per, whilst 3803 steamed over onto the front of the 10am Classic. Manning the 38' today was 2/3 of the Dudley Moore Trio, supplemented today by Jamie. Having got away slightly behind time, Team 38' had managed to claw back a few minutes by the time they'd done the 10-mile round trip, with "Sir Gomer" ready and waiting to take over the stock...

The 38' having been swiftly uncoupled, we ran the Peckett up onto the waiting stock and then drew it down into Platform 2. 3803 was meanwhile coupled up to the 11:30, vacuumed up and ready to go. Once the 38' had cleared, "Sir Gomer" remained on what was now the rear of the 1pm Classic, steam heating away...

Mick then got busy with the shovel and the breakfast. We'd already had mince pies and cups of tea galore but the breakfast was still top of the menu. First, the sausages go in...

With the sausages cooked and ready for the waiting cobs, it was time for the bacon to hit the shovel. Having spent a while over the fire cooking the sausages, the heat retained by the shovel would mean that the bacon would not take long...

Following the bacon, on went the eggs. The resulting sausage, bacon and egg cobs were wonderful. I must take my hat off to Mick as the chef: well done mate. I've never been much for the cooking on the shovel, but I love eating the food: I'd rather provide the food than cook it as something always goes wrong with my Frank Spencer routines. Once we'd had dinner we attained permission from the signalbox to steam through the stop boards until we were behind No7 signal. Road set and signal off, we steamed through Platform 1 and waited for the arrival of the 38'. When 3803 arrived and uncoupled, off we went again. "Gomer" dragged in the returning Deluxe, with many happy passengers aboard. The loco then once again remained on the tail end steam heating until the 38' had cleared with the 1pm Classic. The Peckett was then uncoupled and run round through No7 up to the water tower to replenish the 1000-gallon water tank. Here, Mick is sat atop the saddle tank doing the watering...

Following watering it was time to steam up to the signalbox and drop over onto the waiting 2:30pm Deluxe to continue steam heating. After another cuppa' and some good old chat, we were given the signal to return to Platform 2 road to await 3803 again. Here, Mick has captured me oiling the piston glands...

"Me Doing The Glands" (M.Jones - Fireman)

Having hauled in the returning 1pm Classic, the day went on much as it started. We had been asked to draw what was now the 4pm outward Classic down to the crossing once everyone was off; thus allowing the 38' to take water before the last train. So, once we'd drawn the stock down, we steamed through Platform 1 and onto the front of the 4pm to continue steam heating. After, yes, another cuppa' and a hot pasty (yes more food!) we steamed back over into Platform 1 to await 3803. Having hauled in the returning 2:30pm Deluxe, the 4pm got away only a few minutes down. "Sir Gomer" was then ran round onto the front ready for the shunt-release of 3803 when she returned. Meanwhile, we changed our beverage from tea to Coca Cola; just for a change! The 38' soon returned and a small chorus of whistles ensued before "Sir Gomer" pulled the empty Deluxe stock out & over the cross-over to clear No11 road for the 38'. The 38' then steamed in a care free manner up into the loco shed for disposal. Myself & Mick were then watched back with the stock by Brian & Richard, who had kindly hung around to help with the shunt, undertaken in complete darkness. Stock shunted back and secured, "Sir Gomer" was uncoupled and taken to the shed for final disposal. This had been a very pleasant day on the footplate: we'd run fairly to time, had a laugh and stuffed our faces silly with all kinds of food & drink...a grand day out! Thanks to Mick for a great day and fair play to the Dudley Moore Pair + 1 on 3803. Merry Christmas one & all. That's Shackerstone probably done for me for 2014. Another great year on the railway. All the best...

Christmas Cracker with 3803...

Hi there everyone. Well, Christmas is pretty much here now and the Santa Specials at the Battlefield Line have been in full swing for a few weekends. This morning I was rostered aboard GWR 3803; the large 2884 class 2-8-0. I arrived at 6:30am to find the "Gomer" crew of Carl & James already there. Carl then kindly made me a cuppa' whilst I went to look at the condition of the 38'. Three quarters of a glass of water, a still burning warming fire and a good pressure on the clock: perfect! The tender was full of coal & water, the loco fairly clean and the fire fit to be continued by adding more coal as & when; what could be better? Fellow crewman Pockets then turned up and decided that he would like to fire for the day so I began the oiling duties. Starting with the hydrostatic lubricator on the footplate, you can then start making your way around the rest of the engine. To put it into perspective, off the top of my head, there is the following to oil:

• 32 Axlebox Pots
• 8 Coupling Rod Pots
• 2 Big Ends, 2 Little Ends
• 4 Crosshead Oiling Points (2 Each)
• 4 Eccentrics
• 2 Brakeshaft Oiling Points
• 6 Trunnion Points
• 4 Valve Rod Points
• 2 Rocker Arm Points
• 2 Die Blocks
• Reachrod Pin
• 6 Points on the Expansion Links
• 2 Weighshaft Pin Holes
• 4 Coupling Rod Pin Holes
• 2 Piston Gland Pots
• 2 Pots for the Vac Pump
• Front Step = Large Pot (2 Points Within), Top Hat
• Front Bogie Pin (Grease)

The points above add up to 89 alone, and that's just off the top of my head. When you are actually oiling up the engine you make your way around in an orderly manner, oiling everything as you go. There are probably more points that I can't recall at this exact moment but the engine isn't in front of me as I write. As well as all this you also oil other non oil point parts like buffer shanks, shackle screws, buffer faces, wheel back face, slide bars and so on and so on. There is a lot more to oiling a loco than most people believe. Many parts will last the day on one oiling but I tend to oil slide bars every trip or so, and oil the wheel backs every other trip and the die-blocks: just a habit. Anyway, back to us, Pockets had built a good fire by the time I'd finished oiling and the loco was ready to leave the shed at 9am. "Sir Gomer" was all ready, cleaned and polished and left the shed to steam up onto the back road to allow us out...

Having checked the engine over thoroughly, I warmed her through and did the usual brake tests before we left shed. 3803 was then put onto the head of the 10am Classic train, whilst "Sir Gomer" was already heating the 11:30 Deluxe. The pair are pictured here before we do our vac test prior to departure...

All of todays trains were fairly well loaded and the 38' performed well with its various tasks. We even ran generally to time which is a god send in itself. We were joined on the footplate today by the new SRS President, Mr Johnson. As a trainee I spent many enjoyable days on the footplate with 'Jono', particularly when paired up with Mr Britt as their continued mocking of one another made the day fly by! With the combined efforts today of Jono and Pockets, the stick I got was constant and thorough! Following two successful first trips: one with the Classic and one with the Deluxe: Pockets used the shovel for its other purpose...cooking. Whilst the 38' simmered away ready for the 1pm departure, he was busy cooking our sausage cobs...

Stomachs replenished, the loco is later spotted waiting at Market Bosworth for the 5-minute interval with the Classic train. The forlorn wooden bodied wagon to the right is also wooden framed with only the casual holding hands of the wood-worm keeping it together!...

Following the 1pm trip it was time for another Deluxe at 2:30pm before, finally, a last Classic trip at 4pm. By now we had only lost 7 minutes of time which is a far cry from last weeks 85 minutes, though the extenuating circumstances of last Sunday must be considered. 3803 performed well throughout the day, steaming & pulling easily. She returned to the shed at about right time and was disposed of appropriately. It had been a very pleasant day with Pockets and Jono and it now really feels like Christmas. Have a good one, one & all. Merry Christmas...

"Sir Gomer" Does The Blues...

Hi everyone. Today I was rostered to drive the Station Pilot: "Sir Gomer": during the Battlefield Line's on-going 'Santa Special's. "Sir Gomer" was on only her second day of service, having returned to work following axle repairs. Regular readers will remember that the engine ran a hot box on Christmas Eve last year, and was stripped during January and February as part of the repair work. Due to a very busy summer season for the railway, the engine saw out the last few months in the shed but was taken to Burton in autumn for repair. There she had very heavy and useful equipment at her disposal and was lifted almost immediately. The damaged lead axle went away to Tyseley for journal repairs and both of the front brasses have had white metal pockets fitted. All six of the axleboxes have had new pads fitted and underkeeps with fillers, which she didn't have before. She used to run on steam oil for her axleboxes, now she is on typical bearing oil with the correct pads. The team have also repainted the engine into a new livery (which is close to Coal Board Blue) and fitted her new nameplates. The engine returned to Shackerstone on Wednesday following successful testing. "Sir Gomer"s work on the Santa's is the Shackerstone pilot, with duties including carriage warming, shunting and dragging trains in from the box to speed up departures behind 3803. I arrived at Shackerstone in the chilly dark of the morn at around 6:30am. Fireman Danny arrived at around 7am and after the usual checks had lit a good, strong fire...

We spent the first few hours of the day, as normal, prepping the engine. It was very nice to have "Sir Gomer" back; now a beast in blue. Once I'd finished crawling all over and under the engine doing the oiling: as 3803 was over the pit steaming up in the hands of the Dudley Moore Trio: myself & Danny polished the engine up. The new paint was shining nicely when we left the shed at the booked time of 9:30am. First job: carriage warming for the 11:30 Deluxe train, in Platform 1...

Below is a portrait of the new livery and nameplates. Those nameplates have been waiting in the wings for some years now, but now that she has a new livery that will be kept, the plates have been fitted to add to her new look...

One thing Danny is especially good at is cooking on the shovel; a trait that he often proclaims that I am not good at! Anyone who has ever got in early to prep a steam locomotive will know what I'm saying when I say that a bacon cob is longed for on these winter mornings. Danny's special bacon, egg, sausage cobs were more than welcome...

Whilst myself & Danny stuffed our faces on the footplate, "Sir Gomer" was simmering away, heating the 11:30 stock. Just after us, 3803 had left shed too. The Dudley Moore Trio were in for a hard day at the head of all five of the Santa departures, but they were smiling before they left on the 10am trip...

The days engines: a festively decorated 3803 in GWR Green and 1859 in Coal Board Blue...

Once the 10am train had left, we heated the train until just gone 11am. The Peckett was then uncoupled and steamed up and over the cross-over to the signalbox. We then backed down into the Platform 2 road to await 3803 under the protection of the signals. When the 38' arrived she uncoupled before steaming into Platform 1 road to couple up to the waiting Deluxe stock. We then took "Sir Gomer" up onto the Classic stock, coupled up and pulled the train in...

"Sir Gomer Pulls In, by R.Mathieson"

"Passing 3803, by R.Mathieson"

Once 3803 had left with the 11:30am train, we moved the Classic stock down slightly before uncoupling and heading down for coal...

The reflection of a Peckett...

Following coaling the day went on much the same as it began: shunting & heating, heating & shunting. "Sir Gomer" is seen here heating the 1pm Classic departure, on the south end of the train...

The last move for "Sir Gomer" yesterday was to drag in the returning 2:30pm Deluxe after heating the 4pm Classic. The engine is seen here waiting in Platform 1 for the 38' to reach the signalbox...

After her last move, "Sir Gomer" ran round the Deluxe stock before pulling into the shed road via junction No11. The Peckett is seen here outside the loco shed whilst Danny cleans the fire. The engine was taken into the shed for final disposal soon after...

"A Final Picture"

With the engine secure she was then bedded down for the night. Handbrake on, boiler full, fire dead and pressure lowered, the Peckett was left for the night in a safe & stable condition. Myself & Danny had had a long and tiring day on "Sir Gomer" but it was a lot less stressful than life out on the line. The blue livery is growing on me: she looks handsome. Thanks to Danny for a great day. All the best guys, Sam...

Driver: An Ambition Fulfilled...

Hi everyone. Today was the day, the final day. I can now say that I am a qualified Steam Locomotive Driver for the Battlefield Line. Throughout today I have had my driving test aboard GWR 2-8-0 No3803, and am proud to say that I have passed. This is it; the final frontier. I have been involved with the Battlefield Line since January 2007 and have been working with our engines, and many visiting types, ever since. I have been on the footplate of our engines regularly since early 2008 and I can now finally say that I have realised a childhood ambition. How did it happen? Well...

The day began like most others: early. I had decided that as the engine had been out yesterday I would opt for the 'safe' time of 6am. You can get in at 7am with 3803 if you are feeling confident, but taking the side of caution never fails. I arrived at a chilly Shackerstone at around 6am before staggering up the driveway towards the platforms with all my kit. A new light switch that Richard pointed out to me last week came in very handy this morning, with the new M38 widening up to the engine shed becoming illuminated once it was pressed; relieving the regular neck breaking session. Inside the shed I found the warm bulk of 3803. Having checked around the engine thoroughly, I cleaned the grate, dampened the ash and lit the fire. The loco had around 3/4 of a glass of water and 20psi already on the clock. At just before 7am, with the loco lit and smoking away, Footplate Inspector John arrived. Fireman Phil would arrive slightly later today, having already notified us of this. The engine sat singing away to herself whilst the coal began to catch, and we then went into the mess area for a cuppa'...

Returning to the engine, it was time to start the oiling. There are over a hundred oiling points on a Great Western 38xx and all are done in turn: that way you don't forget any. The first thing I always do is the typical GWR Hydrostatic Lubricator. It looks more complicated than it is. The act of displacing oil with condensed steam causing it to overflow into regulated delivery pipes is a method that is common practise with the Swindon engines. With the lubricator filled with cylinder oil, it was time to change to oil feeders to do the outside points with lubrication/bearing oil. Connecting rods, coupling rods, slippers, axleboxes, trunnions, pins, shafts, expansion links, die-blocks and so on and so on, all have to be done; inside and out. It takes probably about an hour to oil the locomotive up if you don't rush. In between the oiling process, fireman Phil had arrived and we had ashed the locomotive out using the intermittently reliable hopper ashpan. With a bit of a clean as well, the locomotive was soon fit for service with 180psi on the clock and a flat, thin fire. It was soon time to move the engine off shed, with permission from the signalbox. Todays timetable would be the final four-train 'Classic Santa' timetable, with departures at 2-hourly intervals from 10am (next week we start two set working).

Before I moved the engine off shed, we have to check around and then do the required brake tests, as well as warming the engine through. 3803 is fully vacuum fitted and therefore we check the reservoir drop, brake pipe continuity, the fail-safe of taking a bag off (does it drop the train pipe and thus apply the brake?) and of course check the general operation and stopping distance by doing a rolling brake test. All tests passed, the locomotive left shed and we steamed over the cross-over with the drain cocks open, expelling any water from the steam circuit. 3803 was then dropped onto the train and John took the first trip...

The 'Classic Santa' trips always take a leisurely trip out through the Leicestershire countryside and here is a short video clip of us trundling up the cutting with John on the regulator. The outward trip is always quite sedate...
A sample of this mornings views over the Leicestershire countryside, near Hedleys...

Driver John smiling in charge of 3803...

At Market Bosworth we had a 10-minute interval before continuing on for Shenton. 3803 looks well at the head of the 5-coach train...

Soon enough we were back at Shackerstone and I took over the regulator for the rest of the day. After a 30-minute layover at Shack we departed on time with the Midday train: another fully booked train. The locomotive is spotted here on the return working during a 5-minute layover at Market Bosworth...

Though we did manage almost a half hour layover each time at Shack, thanks to the timetable going to plan, the day did fly by. Soon enough we were at Market Bosworth again with the outward and fully booked 2pm trip...

The locomotive was steaming well and pulling well, with all of us having a good day aboard the engine. There were no problems to report at all really, apart from a chilly cross-wind! Each time we stopped we would secure the locomotive appropriately and then I would walk back to speak to the Guard to assess the time of departure. And here she is waiting again, with the returning 2pm train at Market Bosworth...

The 4pm trip was undertaken mostly in darkness, particularly on its return working. The lamps were lit both inside and outside the cab and the firehole door flap was used in order to let in some light. You couldn't see much in front of 3803s tender but we've all been up & down the line so many times over the years that you can tell where you are by the treeline, the curve of the track and we know the distance between the bridges and slacks. Its all much the same as driving in the day, just without the scenery! Following a successful final run we secured the train in Platform 2 at Shackerstone before returning 3803 to the shed. The loco was then secured and disposed of prior to us leaving. Throughout the day the loco had performed well and all sensory and visual checks had assured me that she was in good health. A very enjoyable day and I must thank everyone and anyone once again who has ever helped or advised me with my firing & driving. Its been a long road and I don't know how many times I've been up and down this line now but its still fun, particularly on the footplate! Cheers all: a new era! Merry Christmas...