A Frosty Greyhound Day - Shackerstone's Mince Pie Specials...

"T9 Departing Market Bosworth" (Pic - A.Weaver)

Hi all. Today I was rostered aboard the NRM's T9 4-4-0 once again, this time with former footplate companion David. It was a very pleasant day all told and in this word-heavy post you'll come to learn about most of the goings on. I awoke from my short slumber this morning at around 5am, dragging myself down the stairs with the knowledge of a thick frost outside. Once in the car there was the now traditional McDonalds stop before continuing through the wintry landscape towards Shackerstone. The temperature was in the minus' this morning and as I crept down the Fen Lane's there was an eerie layer of fog drifting lethargically across the tops of the frozen hedgerows. Through the fog came the sight of the Gibbet post, erected in 1801. That year, local man John Massey was convicted of murdering his wife and was hung before his body was displayed for 18 years at the site. To this day the name of the road keeps this story alive. Arriving at the foggy gates of Shackerstone Station, I waited in the car for a while due to the extremely cold weather outside. David soon arrived and we headed up the dark driveway in convoy. After unloading the cars, signing in and stumbling blurry-eyed down to the shed, the telling warmth emanating from our elderly steed was a welcome relief. 

Up in the cab, the T9 was showing 2/3 of a glass of water, 20psi on the clock and a clean grate; save for the last embers of last night's warming fire glowing around the back corners. After throwing a good covering of coal across the firebars and having carried out all of the necessary checks, satisfying myself that the boiler was safe to light, I broke up some pallet wood before lighting the fire. The warmth at the chimney immediately provided a good draw and the paraffin-soaked rags were soon blazing away...

After throwing the lit rags into the firebox at the back of the grate, more wood was added to provide a 'camp fire' effect. The old phrase "you've got to have something to bite on" is always a factor here. The wood is often stacked at angles, allowing the all important air flow to circulate around it and for the flames to take hold. Once you have a good heat coming from your wood fire, you can add the coal and then allow the engine to get on with it. During preparation, unless something has gone wrong, there is often time to bring the fire up slowly, spreading it at regular intervals until a full fire is achieved. The slower you can bring the engine round the better it is for her, though time is also at the back of the mind. Whilst I tended to the fire, David was busying himself around the old engine with his oil cans. The T9 carries the typical Stephenson's valve gear with pretty much everything on the inside. With the fire crackling away, the engine started to sing...

It was very cold this morning (the car had read -5 on the way up) and with this in mind I decided to light the rarest of fires - the water tower brazier. I've only seen this lit a handful of times but with the thick frost in mind I decided to light it up to save any issues later on. Jason soon arrived and we began a big shunting operation with the 04 class diesel shunter providing the motive power. I worked the signalbox whilst Jason scurried about the yard on the diesel, shifting frozen coaches and wagons. Even with the signalbox stove lit the windows were still frosted shut! The shunting was complete at just before 10am and so I returned to David and the T9. Luckily the signalbox is close enough to the shed to make regular checks. Whilst David stowed his oil cans, I backed the T9 out of the shed. Condensation from the drain cocks filled the air as the ageing 4-4-0 backed gracefully outside. Moving a 'cold' engine for the first time is often done on their terms. The regulator is opened carefully, until you feel the steam flowing through. Initially you may not see any sign of it or feel the engine move. This slow motion allows steam to gently fill the steam circuit, helping any condensed water on its way. She will soon start hissing away until the pressure being mounted forces out the majority of the water. She may need pushing a little more but being as gentle as possible to get her on the move often gets results. There is no sense in hurrying these initial moves. Once secured, we gave her a clean...

The 1899-built LSWR 4-4-0 looked a picture on this frosty Winter morning...

With the ground frame (No11) open and permission from the Signalman, I took the engine down through Platform 1 for coaling at the North End. Jason kindly did the honours with the JCB, once he had managed to persuade it to start. The machinery in the North End was happily hibernating and only the T9 looked ready for action...

"The Greyhound Simmers In The North End"

By the time coaling was complete we had 3/4 of a glass of water, 160psi on the clock and a light, bright fire. The sun was even starting to shine as the clouds cleared to reveal a beautiful blue sky. I then took the T9 over onto the water column, which was now a little warmer having had the fire lit under it. With the large water-cart tender now full, I backed the engine down onto the waiting 4-coach train. A liberal helping of steam heat was definitely required as the windows of the coaches were frosted up on the inside! With the engine safely on the train and heating, the first vacuum test of the day was performed. Using the ejector, the brakes are pulled up to the usual working value of 21 inches and the Guard will use the dropper in the van to prove continuity. We then awaited the "Right Away" with our now slightly late 11am departure...

"At The Drivers Window" (Pic - M.Tattam)

David asked if I would like to take the first trip - I was quite happy to. With the green flag and a whistle received, the T9 pulled gingerly forward. Caution is required with this old gal' to get her on the move. Four coaches is hardly an issue for her, but 6ft 7" wheels attached to 19" cylinders certainly gives you some power - and quickly! Once through the slack up to Barton Bridge, I gave the T9 a bit more as the wet at the chimney (common on a cold engine) began to clear. You can hear the change in the exhaust; it will sound less duff (for want of a better word) as the engine warms up. Heading out towards Congerstone I pulled the steam reverser up and pushed the regulator across. This old engine is a beautiful thing. The power is there, the noise is there, the steam is (a lot of the time!) there - its lovely. David had the old 4-4-0 singing to him as we strode out towards Hedley's. Driving the thing is brilliant - a joy. As I looked out forwards from the Drivers side I could feel the thing walking away and as I looked across the fields she threw her white exhaust into the crisp Winter sky. After a short pause at Market Bosworth, we carried on...

"Leaving Bosworth With The First Train" (Pic - A.Weaver)

Dropping down towards the site of Richard III's 1485 defeat by Henry Tudor, the T9 was simmering nicely. Having run round the train and coupled back on, we had a pleasant run northward. The T9 was doing exactly what we wanted. It was nice also to see the Collyer clan out and about photographing at Hedley's as we scurried steadily through the slack. We were late coming into Shack and so it was pretty much time for the 12:30 departure once we'd managed to get the engine round again...

David was on the handle for the 12:30 run and took us easily out of Shackerstone. I meanwhile was busy with the fire. I find that the T9 responds well to a strong back-end but doesn't tend to eat that away anywhere near as much as the front. The forward section of the grate, particularly near the front tubeplate, certainly likes its coal and as long as you keep that covered you've got steam to spare all day long. Naturally the Midland metals of the Battlefield Line can hardly be classed as steep and four coaches on this 19" Southern veteran could hardly be classed as heavy but steam is steam! After a nice run, it wasn't long before we were dropping down towards Shenton Lane bridge...

David is seen here applying the vacuum brake as we approach a speed restriction at Ambion Lane bridge. This Dreadnought ejector is beautiful to work - one of the best ejectors that steam engines carried in my opinion...

As we pulled into a sunlit Shenton we were photographed once again...

"30120 Arrives at Shenton" (Pic - M.Tattam)

Its amazing just how many people have come out for the T9. Her usual residence in Cornwall has made a lot of local folk pay her a visit during her foray to the Midlands. Once uncoupled, we ran the T9 round and back onto the rear of the train...

"Awaiting Departure With The 13:05 Ex-Shenton"

The returning second trip was very pleasant. We steamed through the wintry countryside, enjoying the sight and sound of our steed beneath our feet. Strolling through the Leicestershire fields on this Drummond beauty is very nice. The engine steamed well during our return to Shackerstone, where we arrived with a little time to spare before our 2pm departure southward. I finally managed to grab a cuppa' this trip (I was getting withdrawals!) before returning to the footplate to make up the fire. Soon enough we were sailing through the leafless trees towards Carlton once more...

Driver's often shut-off steam just after Airport Bridge and David is seen here adjusting the steam reverser having closed the regulator. Being a large slide valve engine, the drift position (for coasting) is full gear (75% cut-off if you will). When the steam supply is removed from the chest, the valves will often fall away from the faces slightly. Running in the full gear position with steam off lengthens the life of the valves and they won't rattle around so much - its good practise. Piston valve engines often drift at between 25% and 40% cut-off, depending on the machine and a lot of the time the owners instructions. The steam reverser on 30120 is lovely to use...

We soon arrived once again at a frosty Shenton Station. Passengers were creeping cautiously across the slippery boarded crossing, often clinging to each other for support. Its always humorous to see people so wrapped up on these cold days - myself & David were baking whilst caring for the needs of the Greyhound...

"A T9 At Shenton" (Pic - A.Williamson)

The third run round at Shenton seemed fairly quick and busy and so I didn't get chance to make the fire up until a few moments before departure. Normally I like to have the bed burning well by then, saving any unnecessary smoke gliding skyward from the chimney. However, as we pulled tender first out of the platform and up the bank I noticed a photographer over the way. I remember remarking to David that "he'll get a good shot with that exhaust"...I was right of course...

"A Thick Exhaust" (Pic - G.Nuttall)

I quite like that shot, captured as I look back at the exhaust bellowing from the chimney. The engine eased up the bank with the pressure needle around the 150psi mark as the old T9 got to grips with the fresh coal. However, nearing Bosworth we were back up on the red line and ready for the final section back to Shack...

Steaming through Hedley's the shadow of the Greyhound was captured...

David then whistled up for the second crossing where the farm track meets us...

There is currently a 10mph speed restriction here as some recently renewed track is being allowed to settle prior to tamping. The T9 would then accelerate away...

During the final layover at Shackerstone we were finally back ahead of time and the T9 enjoyed a quick break at the north end of Platform 1...

"The NRM's 1899-Built LSWR T9 4-4-0 No30120" (Pic - A.Williamson)

The last trip of the day prepared for departure in the last of the days sunlight. We could not have asked for a better day in terms of weather. The sun was shining, the air was crisp and the sky was blue - a far cry from the rain of the other week! As the light faded it was time to light the paraffin wicks in the lamps. Midland lamps aren't really at home on a Southern engine but they seem to fit the engines appearance quite well...

I was driving for the final train, whilst David did the firing. We left Shackerstone with the drains roaring away, expelling the condensate from the steam chests. I had been asked by a chap at Shackerstone to try to create some kind of exhaust on the downgrade section into Shenton. I did wonder how to do this as the T9 would simply race away on the downhill stretch but in the end, by rolling in slowly, a quick application of the large ejector provided the necessary steam trail. The resulting image is below. I think its a great shot. David can just be seen in the gap between engine and tender...

"Glow Of A Greyhound" (Pic - G.Nuttall)

After a final run round at Shenton we coupled the engine back onto the stock. I threw a few rounds in the box for David whilst the Guard made his final checks...

"The Fire Glows As The T9 Prepares For Departure"

Leaving Shenton on the last train of the day the T9 made her voice known as she chuffed into the evening dew. I've always believed the Battlefield Line to be a pretty route, particularly on the Shenton Bank and Hedley's sections. In the fading light of this winters day, the farm cottages and green fields were decorated with a glistening covering of frost, brought into colour by the last rays of sun. It was a very nice last trip. Arriving back at Shackerstone we swiftly uncoupled the engine before I drove her back up into the shed. Pulling up nicely over the pit, the engine was screwed down and scotched. The disposal procedure then began - deaden the fire, fill the boiler, isolate everything etc. With that another day on the footplate was complete and what a pleasant experience. I must thank David for a very nice day and thank you all for reading once again. Finally I must thank the various photographers who have sent in images for use in this post - thank you. The T9 is a beautiful thing, a masterpiece of Drummond engineering. Naturally it does have its quirks and it has done a fair amount of work but all in all its a sumptuous piece of equipment and a joy to drive and fire. Lovely. All the best, Sam...

Mamod SR1A - A Steam Toy Isn't Just For Christmas...

Hi all. This Autumn, as the darker nights drew in, I surprisingly found myself working on a Mamod SR1A - the company's first and arguably most recognisable mobile steam toy. My Auntie had asked me to source one for my Uncle as a Christmas present and so, after scouring the net for one, the little roller arrived some time late in September. The first task was to test steam it to see if it actually worked. Mamod engines are numerous and, being toys, a lot of them have had hard lives. This one wasn't too bad. Its paint was chipped, rust was forming and steam was leaking from most places it could leak from but that's normal for an engine of these years. A spirit-fired SR1A like this is pre-1976 as during that year the company introduced solid fuel burners. This one has no sight glass either as they didn't come along until 1978 and so it has the simple 'boiler plug' arrangement. The only 'unfortunate' damage was a broken rivet beneath the smokebox, causing the boiler and smokebox to look out of square. The broken rivet was actually the main support rivet, probably broken during a drop or some severe playing! Happily, the engine steamed up well and ticked over in high-speed Mamod fashion. I'm glad it worked - that was one hurdle overcome...

"Before The Roller's Little Makeover"

To make the engine look presentable as a gift, I felt it necessary to heavily degrease it and polish it. The boiler barrel was also scored and marked in places where the paintwork had been damaged and so a repaint of the engine bracket and boiler was on the cards too. To take a Mamod apart is fairly easy - they are fastened with either soft solder or pop rivets, depending on which part of it you're looking at. To remove the rivets, you can either drill them out or, if your paintwork is tired, just bash them off with a screwdriver. Pop rivets are brittle once in position, hence the broken one under the smokebox, so I can't see any harm coming to the engine by doing this. Once the head of the rivet has snapped off, the rest of the body will just push through and the engine will come apart. The boiler for the SR1A was painted into as near to the original Mamod green as we could mix, whilst the smokebox was removed and the firebox masked up. As soon as the painting was done I reattached the smokebox to protect the fragile copper exhaust pipes which are supported by the engine's chimney...

The firebox cowling on Mamods is usually a polished metal surface but after 40 years being fired it had discoloured heavily. Likewise the copper pipes for both the steam feed and the exhaust ports had tarnished badly. All of the bright-work took time to polish up but it did look really good in comparison to when it arrived. A liberal application of Peek shined up the brass and the cowling, making the engine look a lot newer...

With the boiler and firebox all polished up, the wheels were refitted following degreasing, as were the front rolls. The oscillating cylinder and crank were then refitted and the whistle refitted and sealed. The resulting engine looked much smarter when I test steamed it during the cold month of November...

Once the engine had been test steamed and had successfully rolled around the workshop for a while, it was cleaned down and allowed to cool. Fresh paint doesn't like being polished when hot - it will come off, believe me! The engine was then shined up ready for the box and as a final touch I added two very nice little brass boiler bands. I'm very pleased with the resulting attractive little engine. I do have parts lying around to make one up for my own little collection so watch this space. I quite fancy one sitting on the shelf with the other two toy steamers I have...

"Final Result - A Nice Christmas Gift"

So there you go folks - a pretty random post for this blog I'll admit but it was something that I did during the latter months of the year. I quite enjoyed doing this one to be honest - its a sweet little machine; very twee. The engine was then boxed up for Christmas and has since been presented to her new owner, who is very pleased with her. Its been around the kitchen a few times being put through its paces so it was a relief that it still worked! The final image in this post is of my own Mamod - an SW1 Steam Wagon. I did steam it a few months ago and it dragged itself breathlessly round the dining room a couple of times. The SW1 carries the same running gear and boiler as the elder SR1A but unfortunately carries a lot more weight and so isn't as agile as the little steam roller. I love this model though...

Thanks for reading and I hope this little insight into the ever popular world of toy steam has been interesting. You can get your own Mamod from the internet for not too much money, particularly if its a second hand example. They're simple, fun and quirky and it isn't too hard to turn one around into a nice looking model again. Its mainly cleaning, painting and polishing - Mamod has already done the groundwork and produced a hard wearing, long lasting engine. (PS - I'm 25 today - I'm old!). Cheers all, Sam...

Merry Christmas...

Well folks, it doesn't seem like two minutes since the last one but here we are again - the Christmas post. Thank you for continuing to read this dribble for another year and I wish you all a very Merry Christmas. Eat, drink and be merry. No doubt we'll be knee deep in sweets, ale and mince pies and then of course its turkey sandwiches for a fortnight! On a serious note, thank you very much for your continued interest in the blog and I wish you all the best for the festive break. Many thanks, Sam...

"Santa Special"s at Shackerstone - The Beautiful Greyhound...

"A Greyhound at Shenton" (Pic - J.Evans)

Hi all. Today I was rostered aboard the NRM's spectacular T9 Class 4-4-0 No30120 at Shackerstone. The 1899-built LSWR veteran is currently on loan to the Battlefield Line from her Cornish home on the Bodmin & Wenford Railway. Having arisen well before dawn, I arrived at Shackerstone at around 5:45am. I've never liked walking down the drive with all my kit in the pitch darkness. The silence is almost haunting, though there were a couple of talkative Owl's hooting loudly to each other a few fields away! Having signed in, I stumbled down the oh so familiar route to the engine shed before practically falling blurry-eyed through the door. Placing my bits in the real Mess Area it was time to start preparations on and about the engine. The T9 had been spruced up during the week and looked a real picture standing there gleaming away...

Up in the cab I opened the gauge glasses to reveal a healthy 3/4 of a glass of water - good, good. The firehole on the T9 opens inwards on a ratchet, meaning that the firehole door then plays the part of the deflector plate during firing. The door casting is removable via four nuts on studs protruding from the backhead. Looking in the box, it required some paddling. The paddle was used to remove heavy amounts of ash (probably a wheelbarrow full) from the grate. The firebars on the 4-4-0 are in good nick but they are very close together, meaning that larger ashes do not drop through and so paddling them out saves time. It took around 40 minutes to clean the grate, wrestling with both long & short irons to achieve the result. By now I was sweating away under the cap, such is the beauty of standard gauge steam! The firebox was then checked all around and all seemed to be well. The engine still had 10psi remaining on the clock when I lit the fire...

The LSWR T9 Class was introduced in 1899 by Drummond and between then and 1901 there were 66 examples built. With their 6ft 7" wheels and 19" cylinders they were very fast and their lean but muscular appearance earned them the nickname Greyhounds. The 4-4-0s found themselves on express passenger work on the LSWR and 20 of them remained on BR's books in 1959. Urie modified the class upon the death of Drummond to include superheating which further improved their performances. Even under BR, T9's were still being recorded at 80mph or more! All of the class were withdrawn in 1963, with the last example remaining in service being this one - 30120. Saved for the National Collection, 120 now works happily on the steep grades of the Bodmin & Wenford Railway. She is a unique survivor and beautiful in her antique lines.

With a pile of rags blazing away on the grate, I added a variety of wood that I'd managed to acquire during several laps of the shed. The most popular addition is often rotten wood which burns like there is no tomorrow! The grate had had a 1-lump thick covering of coal from front to back but I built the fire up around the back of the box, gradually adding more and more coal to create a burning wedge. This could then be pushed forward at regular intervals until a full fire was achieved. John meanwhile went around the engine oiling her up, though he left the belly of the Greyhound (the big ends etc) to a "youth" like me. I'll have John know I'm 25 next week! Driver Jan had arrived to a lack of a Fireman (and a shovel!) and was duly prepping the industrial "Cumbria" on her own. Myself and John dragged the Austerity over the pit with 30120 before taking her outside into the cool morning air. The time now was around 09:15am...

"A Greyhound Ready To Be Let From The Trap!"

Our first departure of the day was scheduled for 10:00am and so we steamed gently over to Platform 2 road to assume our position at the head of the 5-coach 'Classic' train. The T9 was decked out with a nice headboard, some tinsel and some Southern discs (a little smaller than the original types). The engine then began steam heating the stock as admiring passengers gathered on the platform...

As per last weeks short trip, I made up the fire around the back end of the box. I like to create a wedge where possible, only feeding the front to fill the holes and keep a nice, thin bed on the grate. We left Shackerstone pretty much on time, with the wet rails beneath 30120 providing some slipping and sliding. Once the weight was moving however, the old engine was away. We steamed out under Barton bridge and on into the countryside towards Hedleys Crossing, with the needle nearing the red line...

John shut-off steam for the 10mph slack through Hedley's (I think some track was relayed last Winter) before opening up to get the momentum back towards Carlton. Its downhill here until the engine nears Airport Bridge so you can roll most of the way at a sedate pace. This gives Santa time to see plenty of children before the MB stop...

Down at MB, we got chatting to two GCR lads who'd turned out to photograph the T9. 30120 has yet to visit Britain's only double track railway and so has created interest during its second visit to Shackerstone. She certainly looked the business as she feathered at Bosworth. I'm quite taken with this old gal' now...

Having put a few more round the box prior to an upgrade departure, the steam was nearing the red line again with plenty of water in the boiler. The old T9 certainly gets through some water whilst steam heating at 30psi but its not too hard to maintain with her reliable injectors. Interestingly, the water valves for the injectors are located in the cab floor and you just nudge them with your boot to achieve the correct velocity to force open the clack. Leaving Market Bosworth, I'm captured looking out from the Fireman's side whilst John eases back the gear and opens the regulator further...

"Keeping A Lookout" (Pic - J.Evans)

Steaming out of Bosworth, the T9 continued to hold pressure beautifully and it wasn't long before we were drifting down into Shenton with the view of the Battlefield ahead of us. Our pace continued to be sedate to give Santa a chance and so the GCR lads beat us to the terminus! I uncoupled the Greyhound from the train before we began the run round procedure. There wasn't much time to spare...

"On The NRM Greyhound" (Pic - J.Evans)

The engine was soon on the rear of the train and was awaiting a swift departure. I had already put a few around the box again and covered any holes. The coal was good and hot to fire with but did seem to burn away quickly. Coal quality in recent years has diminished and I would find it most interesting to see how an engine would perform on the proper Welsh steam coal of old. For now however, this stuff will do!...

Myself & John had a lovely run back to Shackerstone. The beats of the T9 are music to the ears; quite square and audible. We arrived back at Shack with steam to spare, though time had been lost during the run. The Austerity "Cumbria" was smoking away in Platform 1, steam heating the late running 11:30am 'Deluxe' train. I had been advised that I would probably have to fire that one too as no Fireman had turned up for the industrial. As we rolled in, it was clear that I would be going out with it. With the T9 secured, I was relieved and duly headed off to the front of the train alongside. Boarding the footplate of "Cumbria" with Driver Jan, I duly made up the fire ready for a most imminent departure. With 120psi on the clock and 1/2 a glass, the Austerity steadily made her way out of Shack with her four coaches steadily following. My eyes were fixed on the pressure but thankfully, once my fresh coal started to take, the needle gently rose despite the steam heat. After a cup of tea during the break at Bosworth we continued southward to Shenton where the engine is captured having run round and coupled back up again...

I did my last turn at Shack on the 1953-built "Cumbria" in September last year and, apart from being a little more work worn, she performs just as well. I've never known an Austerity shout like this one does! She has earned herself the nickname 'Volcano' due to her impressive voice - it must be something in the steam passages. A 4-coach train out of Shenton sounds like an 8F with 40 wagons battling against the Lickey! The boiler was well up and the needle near the red line as we left Shenton on a 'line speed' run back to Shackerstone in order to cross with the elderly T9...

"Leaving Shenton With An Austerity"

We rolled into Shackerstone after a good run with steam to spare and I was quickly relieved again before returning to the T9. JB had thankfully rustled through my bag to cook the breakfast on the shovel during his layover - bacon & sausage cobs...

JB kindly told me to 'take this trip'. The last time I drove the T9 was in 2013 but it all came flooding back as I operated the steam reverser and assumed the full-forward position. With a "Right Away" from the Guard and a pip on the whistle, off we went. To John's bewilderment the big in the wheel 4-4-0 strode away without a slip. "You jammy..." was how the phrase began - he was right! Leaving Shackerstone you could pull the T9 up on the steam reverse to about 40% and she'd walk away with perhaps half of pilot valve. Its a beautiful thing, really lovely. The engine rolled neatly down into Bosworth where there would be the usual pathing stop for a chat and a cuppa' whilst Santa went about his work. The T9 has a Gresham Dreadnought brake ejector which is wonderful in operation. They have a trigger fitted for small vacuum applications and of course both the small and large ejectors. Its a wonderful thing to work - I love them.

Leaving Bosworth, the T9 gave a slip on the crossing before continuing on towards Shenton. She gets the weight moving easily and is a very strong machine. You can feel the power under your hand. The regulator pushes away from you, swinging beneath the quadrant. We ran round at Shenton before buffering up for the return run. I took it steady to MB and then took the engine up to line speed for the final section towards Shackerstone, once I knew that Santa had completed his work. The thing is beautiful. I leaned from the drivers side and listened to the beat of the old engine working away, feeling the power under the handle and gradually easing back the steam reverser. Pulling into Shackerstone was lovely, operating the Dreadnought vacuum brake and stopping exactly where we wanted. What a beautiful old engine - lovely...

"The T9 After My Run Back To Shackerstone With It"

Though I had driven the 1pm train with the T9 rather than fired it, I was still relieved when I saw Martin on the Fireman's side of "Cumbria" ready to go out on the 2:30pm run. Martin had kindly stepped in to do it to give me a break! Having had the public admire the engine for a good while in Platform 1, we took her around onto the front of the waiting 4pm departure as the days light began to fade. JB was enjoying his latest cuppa'...

By the time "Cumbria" returned we were about 15 minutes late (once you lose it on the Santa's you won't get it back!) and so, having lit the lamps, it was time to go...

"Last Train of the Day"

The final run was just as enjoyable as the previous two. The engine steamed freely and was no trouble. By now the light had faded to nothing and the T9 steamed into Market Bosworth for our pathing stop under the cover of darkness. After running round at a very dark Shenton Station, we left with the final train homeward with a good fire in the box and 3/4 of a glass of water. We had a lovely run homeward; the T9 sounded a treat and it was pleasant to see the countryside as it descended into a peaceful Sunday evening slumber. We arrived back at Shackerstone at just gone 6pm and, having uncoupled the engine, had to perform a final shunting move with her before JB drove her neatly back into the shed after a very pleasant day. The old Southern engine soon enveloped herself in a cloud of steam as JB began to fill the boiler to begin the disposal process...

The T9 was finally back on shed after a long but enjoyable day out...

Myself and John then disposed this unique loco. I cleaned the fire through until it was a nice, covering glow and then removed any clinker with the paddle. The boiler was filled until we were satisfied with the level and then all fittings isolated in readiness for stabling. The idea upon disposal is to allow the engine to cool down as slowly and as gently as possible, thus relieving the risk of any overactive contraction or temperature shocks. I must thank JB for a most enjoyable and often humorous day and also thank Joey Evans for sending in three of the images used in this post. Apologies folks for the word-heavy content but there was a lot to say and describe. This engine is an example of physical locomotive beauty - its wonderful, it really is. My thanks to you all for reading - Merry Christmas and a Happy New Year. Evening all, Sam...