Pannier Perfection At Shackerstone...

Evening all. To make a great footplate turn you need three things: good weather, good mates and a good engine. For today's turn at The Battlefield Line, I'm glad to say we had all three! For many years now Shack has relied on visiting locomotives to haul its steam services. The mainstay of 2018 had been the 4575-Class Small Prairie No5542 from the South Devon Railway. Myself and JB did two turns back in June with her as well as a couple last year. Since October however the railway has been relying on Pannier power as 6400 Class No6412: also from the SDR: has been doing the honours. For the two-train operation of the 'Santa' season, 6412 was joined by sister 6400 Class No6430, visiting from its home on the Llangollen Railway. I was rostered today with my good friend David and we'd been booked to 6412. Having not been on this variant of Pannier before, I was vastly looking forward to it.

I arrived at Shack at around 07:00 and found the gates unlocked, meaning that David couldn't be far in front. Having signed in and read the notices, I trudged up to the engine shed and found David singing to himself in the real mess area. Once I'd changed into my prep overalls I clambered up onto the footplate to check the state of affairs: 20psi still on the clock and 4/5 of a glass of water...bang on. A quick inspection of the cab resulted in the discovery of a very effective rocking grate which saw the vast majority of the previous fire removed in seconds...

Interestingly, unlike the slightly larger 5700 Panniers that I'm more familiar with, the 6400 has a shallower continuously sloping grate. I made up my mind straight away to wedge the fire and see how she got on. Having finished clearing the bars of yesterdays ash, I laid a bed of coal before lighting some rags on the shovel...

To my amazement, there was a mound of chopped dry wood piled up alongside the engine ready to go in the firebox. I took a few planks up to the cab and threw them in on top of the rags. Soon enough the wood was crackling nicely and a good helping of coal was added from the well stocked bunker. It was a relief to see that the Pannier had been coaled yesterday but the open cast Welsh does result in masses of slack. Therefore, when lighting up, I'm always selective of the better 'lumps' as adding too much slack on a fresh fire will do you no favours at all. Thankfully however, with a warm chimney, the engine drafted well and my wedge at the back of the box started burning almost instantly. 6412 was soon singing away.

Whilst David started his oiling process, I made my way beneath the engine to ash the thing out. This is truly a romance of steam job: it's hot, it's dirty and it's thoroughly unpleasant. After a so far painless preparation, my first irritation came when I stepped in the pit into eight inches of water. I then realised that two large dams had been created by the ash from yesterdays photo charter, rendering the gasping pit pump unable to suck up the trapped water. In order to release the torrent I needed to make my way to the blockage and free it off with a fire iron. However, the only means I could see was to hop along the pit on a very tired looking set of stepladders. Naturally, as you can guess, the steps duly collapsed and myself, the iron and the steps fell into the water in the pit. Heavily irritated and standing on the now sunken stepladders, I cleared the dam and the pit gradually emptied, allowing me to clean out the ashpan. With the task complete, David instructed me to take 6412 outside as the steam pressure was now at a point where we could safely use the steam brake. My fire was certainly doing its job, with a sloping wedge that began at the firehole doors...

Having wound the screw reverser into full forward and warmed the steam brake thoroughly, I gave a pip on the whistle and took 6412 gently outside. Coming to rest just outside the roller shutter door, we screwed the engine down...

Now for some 6400 Class history. A variant of the Great Western's numerous Pannier tanks, the 6400s were a Collett design first introduced in 1932. Eventually, the class numbered forty examples of which three survive in preservation. All of the class were 'Auto-Fitted' and featured the necessary control linkages required to work Autotrains. The larger 5700 class Panniers feature a 200psi boiler, whereas the 6400s have a 165psi boiler plumbed up to slightly smaller 16.5" cylinders. Interestingly, they have no well in the floor or vicious coil springs in the cab like their bigger sisters and the usually cumbersome pole reverser is replaced by a much more pleasant screw reverser. The screw was no doubt fitted to aid changing the cut-off as, when 'Auto' working, the Fireman would have to adjust this without the ability to ease the regulator. (A pole reverser on a Pannier can be a real pig when under steam!). Below we see the very nice and open cab arrangement on 6412...

6412 herself was built in November 1934 and was retired 30 years later. Whilst based on the West Somerset Railway in the 1970s, she gained fame as 'The Flockton Flyer' in the 1970s TV series. We have met 6412 once before: on the South Devon Railway in 2016. Back then we had a very pleasant ride behind her...

"6412 Runs Round At Her Buckfastleigh Home" (2016)

Today's timetable was a very pleasant one: four departures from Shackerstone at 90-minute intervals. Following a photo charter last night, the five-coach train was stabled in Platform 1 road just north of No11 ground frame, which allows access to the shed. When the time came, I slowly took 6412 down onto the waiting stock. With just under an hour to go before departure, we connected up the steam heat and let the Pannier simmer away. Time for a cuppa' I think...

Away from the warmth of the cosy footplate it was actually quite a chilly day. As I wandered along Platform 1 towards the tea room I noticed JB stumbling towards me in the distance. John would be joining us for the first two departures, providing a no doubt comical trio aboard the engine. JB then instructed me to fetch the "kin' coffee" (I think that's a special brand of some kind) and so I queued up in the Victorian Tea Rooms alongside their crackling open fire...

Returning to the engine with my two coffees (David is of a rare breed that doesn't partake in hot drinks on the footplate) JB had already made himself at home. As right time gradually neared, David said he'd fire the first one whilst I drove. I was quite happy with this although anyone will tell you that John never shies away from offering constructive criticism! Right on time, with load five, 6412 summoned her strength and chuffed gently out of Shackerstone across the cross-over. As we got the weight moving up the cutting, the sound at the chimney was absolutely lovely: the taller chimney gives a very crisp, sharp exhaust note. Even then, only yards from the station, I remarked to David that this was "a lovely old thing". I had a thoroughly enjoyable run driving 6412. It's just lovely. At Shenton we uncoupled the Pannier before running round...

You may notice that 6412 has the remnants of white front buffers in most of these pictures. The photo charter last night featured both visiting Panniers, recreating the last train over the Wye Valley lines: an SLS special which ran in 1959. 6412 herself actually hauled this train, top and tailing with scrapped sister 6439. Both engines had white buffers for the occasion and the only reason we didn't remove it was because the engines will resume this role during their next steaming on New Years Day so they'll be painted white again. Here, 6412 prepares for the 11:35 ex-Shenton...

Having ordered ahead by phone, our trio of hearty breakfast cobs was delivered to the footplate in time for our northward departure. As I was on the regulator, I left my cob on the tea tray ready to devour upon our return to Shackerstone...

For the 12:30 train JB did the driving whilst I fired and David surveyed the scenery. 6412 was steaming effortlessly on my wedge, much to David's surprise! Armed with my new camera, I attempted to grab a quick shot as we left Market Bosworth on the return journey, stomping towards Airport Bridge...

With his "kin' knees" playing up, JB reluctantly left us after the second train. David took the regulator for the 14:00 working. I couldn't believe how well the Pannier was behaving with so little firing effort. A good friend always says "you've gotta' get um' hot" and then "once you've got um' hot, keep um' hot!". Due to the much deeper box on the 5700, you'd never get away with wedging it (unless you were going up the Lickey or something!) so it was nice to try a different technique. Here, at Market Bosworth, 6412 awaits the "Right Away" for the departure southward towards Shenton...

Leaving Market Bosworth bound for Shenton...

After another easy run to Shenton we uncoupled the engine before backing her into the headshunt. Before I changed the points, I grabbed this quick shot of our plucky little steed. I really like this engine: very, very nice indeed...

With a good head of steam, 6412 marches northward towards Far Coton through the bleak Leicestershire countryside. David had her linked up and sounding a treat...

Through the Fireman's window, looking towards Far Coton...

6412 waits at Market Bosworth with the 14:43 departure...

I must say, for a Shackerstone day this was pretty stress-free and pleasant. Four trains provides a very leisurely outing and with 35-minutes layover at Shackerstone you find yourself with a good 20-minutes to yourself after watering: we've never known such luxury! All too soon however, our last departure at 15:30 came around. David said we'd split it: he'd drive down, I'd drive back...

6412 awaits departure with the 15:30 from Shackerstone...

Down at Shenton, we ran the Pannier round once more before assuming our place at the head of the train. I always love the atmosphere when the lamps are lit...

For our final homeward trip we were joined on the footplate by our old mate MJ. MJ was a Shackerstone Fireman for quite a few years and I had a few trainee turns with him. Later, I had him booked as my Fireman a couple of times so it all kind of came full circle! The last run back was very enjoyable, with David having 6412 on the mark all the way. What a lovely thing to drive. You can set your regulator, link up on the screw reverser and she'll march away happily and sounds a treat. It can't get much better! Once back at Shackerstone we uncoupled the engine and I drove her back up onto the shed via No11 ground frame. We stopped outside the shed to clear the majority of the fire before backing her inside for disposal and stabling...

The engine was then capped, boiler filled and cab swept ready for the next crew. We then retired to the real mess area to sign the loco report and prepare for home. For me this is the worst time of the day: it's dusty, sweaty and you just don't feel clean until you're home and in the shower! What a great day though. Thanks to David, JB and MJ for their company and the opportunity. I don't think today could have gone much better: good mates, good weather and a fabulous engine. 6412, I hope our paths cross again as you're quite beautiful. Cheers old gal'. Happy New Year everyone... 

Evesham: A Mince Pie with "Monty"...

Evening all. Today I was rostered for my final driving turn of 2018 at the 15" gauge Evesham Vale Light Railway in Worcestershire. I was sad to have missed my usual go on the very enjoyable 'Santa Special' trains but, having checked my calendar when the roster came out a few months back, I just couldn't fit one in! I quickly snapped up todays turn and was looking forward to it as I drove through the gloomy darkness along the A46. Having grabbed my traditional McDonalds breakfast on route, I arrived at the Twyford base of the EVLR at just before 08:30. Owners Adrian & Sandra were already on site and had pushed the days locomotive: "Monty": outside in readiness for lighting up. Adrian was feeling a little under the weather and so Sandra drove him home whilst I began preparing the engine for the 12 round trips ahead...

With a pile of rags blazing away on the grate, I added a good pile of dry wood before a helping of coal. The remaining coal in the bunker featured a strong helping of slack and so I had to spread it around a bit to prevent the flames from choking. Naturally, if the air can't get through the fire bed then combustion will rapidly reduce. With the coal now settled on the burning wood, I closed the firebox doors and left the fire to its own devices. With the airline to the chimney just cracked open, the encouraging plume of smoke rising steadily skyward showed that all was well...

It was then time to start cleaning the engine: Peek for the brasses, Pledge for the paintwork. Out of the moody morning skies the sun did eventually break through as "Monty" simmered on the shed frontage, but it wasn't to last long...

Once the engine was clean I completed the usual oiling and greasing before charging the air reservoir. The final task is to add the padded seat before mounting up and setting off. Following a pip on the whistle, "Monty" hissed into life. The sleepers before her were quickly dampened by the condensate jets that were expelled forth from her cylinder drains. Once she's on the move the engine will drift easily through the groaning point work to reach the mouth of the yard where we stop and blow the boiler down. "Monty" is pictured ready to set back towards the station...

Once coupled up to the three coach train of closed coaches, we prepared for a potential first departure at 10:30, subject to having passengers that is. By now the fire was burning well and steam pressure was rising gently towards the red line...

The ex-"Markeaton Lady" was on the train a good 20 minutes before departure. As the clock struck 10:30 we still had empty coaches and so we prepared for a half hour break. However, just seconds later, a family did arrive and joined us for a slightly late first departure. The sun did shine briefly before we set off...

The 0-4-2 steamed easily out of Twyford and into the single line section towards Evesham Vale. To be honest, Evesham offers a very relaxing day, particularly with a well behaved engine like "Monty". The hardest part of it for the driver is maintaining that balancing act between too much steam and not enough. With a full working pressure of 160psi, "Monty" will easily do the job with anything from 120+. Therefore, as long as the fire bed is maintained and kept free of holes, she'll pull the train without fuss and maintain the steam. The open cast Welsh coal is good for providing constant heat but can easily lull you into a false sense of security as it tends to leave ashy clusters which look more substantial than they actually are. Therefore, when you put the iron in you can find you have a lot less fire than you first thought! "Monty" simmers quietly with the 11:00 train at a wintry Evesham Vale... 

Despite the cold and fairly dreary conditions, passenger numbers seemed steady and the peak trains were loaded to near enough full. "Monty" continued to steam well throughout the day and as usual was no trouble at all. My standard gauge roots always see me exchanging the usual white headcode disc for the loco lamp though...

For the 13:00 train I was joined in the cab by my lunch and it was nice to have a warm on "Monty"s cosy footplate and grab a bite before departure...

The cloudy road ahead on the 13:00 Twyford departure...

Here, "Monty" takes water prior to working the 14:00 train...

With right time nearing, we awaited the flag & whistle from the Guard...

Following my sadness at missing out on a 'Santa' turn, I was happy to find that Sandra had left me a hot cuppa' and a warm mince pie out prior to the 15:30 trip. The Evesham mince pies are cracking and are definitely the best ones I've tasted on the many festive train workings I've been involved with over the years...

All too soon, after another pleasant day circling the fields of The Valley country park, our final train at 16:00 was ready to depart...

For the last trip I was careful not to over-fire the engine. I'd already been briefed to keep the coal bunker as empty as possible as "Monty" will be leaving service very shortly for bottom end work. This Winter maintenance will feature the fitting of new wheels as her current ones date back to her Markeaton Park days and are on their last turn. Below, "Monty" waits at a desolate Evesham Vale as the final passengers join the train for the short journey back to Twyford. By now the temperature had dropped off significantly as a typical January night prepared to draw in...

Slinking carefully into Twyford station, we came to rest at the end of the platform. Once turned, "Monty" steamed back to the shed in preparation for disposal...

By now the fire had settled to the point where a quick run through with the iron rendered it fit for leaving for the night. The ashpan was emptied, the boiler filled, trimmings removed and finally the engine dusted and cleaned. My final job was to set "Monty" slowly back into the shed, coming to rest just on top of "Dougal". The chimney was then capped and the engine left for the night after another very nice day on EVLR metals. Thanks to Mike for being my Guard and thanks to Adrian & Sandra for their continued hospitality. Happy New Year everyone...

Merry Christmas...

Hi all. Having just completed my third and final Santa turn at the Statfold Barn Railway, that's me done for Christmas! Therefore I must take this opportunity to wish you all a very Merry Christmas and a Happy New Year. Thank you so much for reading throughout 2018. Eat, drink and be merry! I plan to eat and drink til' I'm beached! Take care, all the best and have a great Christmas. Kindest Regards, Sam...

Statfold: A Sunny Santa For "Harrogate"...

"Rounding The Balloon Loop" (Pic - Mark H of SBR)

It seems to come around faster as each year passes but today heralded my final pre-Christmas footplate turn of 2018. My destination was the Statfold Barn Railway near Tamworth, where I was rostered for my third Santa turn on the lovely Peckett "Harrogate". My previous two turns were PM shifts and so it was actually quite refreshing this morning to sign on at 06:30 and prepare the engine ourselves. Joining me aboard No2050 this morning was Chris, with Paul and Ian taking control of the other engine in steam: "Fiji". There was a little damp in the air as we left the Mess Room to find our steeds in the darkness of the shed area. With just under 3 hours to go until our off shed time, we felt way ahead of the game as "Harrogate" had actually been in steam the day before to test a maintenance repair carried out during the week. The heat emanating from the unclad doorplate certainly showed she wasn't far away from making steam. Once he'd cleared the grate, Chris lit a good pile of rags on the shovel before throwing them into the firebox. A mound of wood was then added which quickly caught, no doubt aided by the Peckett's hot chimney...

Chris then went mining beneath the engine to empty the ashpan. I meanwhile added coal to the blazing wood fire and the exhaust quickly darkened. I decided not to even try to oil up until first light as it just wasn't worth it. The light would be coming up not long after 07:30 and so there was little need to rush. 2050 soon started to sing and, with the clouds parting to reveal a clearer sky, all was well. Once it was light enough, I began my oiling duties by filling the steam brake lubricator. The axleboxes and slide bars on "Harrogate" are oiled by the hefty Wakefield mechanical mounted on the fireman's side. With the mechanical primed, it doesn't take long to make your way around the inside Stephenson's motion or the outside rods and so oiling up is fairly leisurely...

Chris meanwhile was busy cleaning now that his fire was doing its work. The needle was steadily rising around the clock as the noisy Plymouth diesel shunter growled into life ready for the line inspection. 2050 was looking very smart...

When the steam pressure allowed I gently moved "Harrogate" back so that I could reach one of the eccentrics which was just out of arms reach in her original position. Once this had been successfully topped up with oil, it was clear that the stop cork was life-expired and so I opted to replace it. The threaded corks must be kept in good condition as, when fitted to components with as much rotary motion as the eccentrics or side rods, the chances are they'll depart and release the contents of the oil reservoir. If this happens whilst working a train and the oil is ejected, it won't take long to run a bearing hot so better safe than sorry. With oiling and cleaning complete, we awaited the call from the Signalman to leave shed: this came just after 09:00. The engine slowly dropped down to the headshunt with the coal truck before we steamed upgrade through Platform 1 road to drop it off. The engine was then turned prior to dropping down onto the rear of the waiting passenger stock...

Once coupled up, all we had to do was await departure time. "Harrogate" was simmering nicely with a quiet fire as little steam would be needed on the first train at 10:00; perhaps the odd bit of banking if required on the greasy morning rails. Slowly but surely, passengers began to arrive for our festively decorated service and "Fiji" was awaiting the off at the head of the train...

Right on time, the Guard gave us the "Right Away" and we left Statfold Junction behind. "Fiji" hauled us steadily down to the balloon loop where "Harrogate" held her weight through the tight curves. By now the sun was shining beautifully on this Winters day, although a stiff December breeze was whistling through our cab...

"Harrogate Helps Out" (Pic - Mark H of SBR)

Slight track repairs the other week have resulted in an even smoother ride aboard the long wheel-based Peckett and we were looking forward to going the 'right way'. Up at Oak Tree, "Fiji" took water whilst I had a walk around with the oil can to check everything over. "Harrogate" had had a re-machined little end bearing (the bearing which allows drive from the connecting rod to the gudgeon pin within the crosshead) fitted during the week to remove a knock that she'd developed over the recent months. This change meant that extra checks were carried out on that little end throughout the day but each time she was perfectly fine. With the knock now gone, her bottom end runs very well indeed. She's a lovely old thing...

Once back at Statfold we awaited the next departure at 10:30, with us now leading. Chris had gently brought the engine round to full pressure in readiness for the off and so all that remained was to await the road and the flag...

Once on the move, well, what a morning! "Harrogate" hissed out of Statfold with the drain cocks open: although I had warmed the cylinders on the first trip: and then coasted down towards Oak Tree. She steamed and ran beautifully and with the white exhaust firing up into the clear blue skies it was an absolute pleasure to drive her. You can just leave the engine to get on with it now. Once you've left the balloon loop she'll chug away happily, one notch back, through the S-Bend and along the straight before you open up for the bank. Fantastic! We watered at Oak Tree in the warm sunshine prior to returning to Statfold with our long train...

After a great run up into the platform we were kindly given a festive Mince Pie each which we duly warmed on the firebox cladding...

It was just such a great morning. The engine worked perfectly and the weather was lovely. I drove the 11:30 train and Chris had a go on the 12:30 working. After three cracking trips the Peckett is seen waiting at Statfold...

During the break at Oak Tree before returning to Statfold with "Fiji" in charge, I wandered into the yard to grab a quick shot of the little Showman's conversion that the SBR have hired for the Santa season. Quietly generating with her lights on, I think that "Repulse" had impressed so much at this years GMW that they wanted a similar engine for the Santa trains. This is "D.C.Ver": a 1924-built Fowler T3 Tar Spraying Roller. In her second life she has been converted to a Showman's tractor...

For the 13:30 working I was back on the handle on "Harrogate". It was a lovely run and to be honest I didn't want to hand the engine over to the PM shift as we were having such a great time. If it was raining as bad as it was last Sunday I may have felt quite different! Here, Chris waters "Harrogate" at Oak Tree...

After one last cracking ascent up to Statfold we came to a London Underground stop in Platform 2 as I got ready to hand over to the PM driver: Will. We'd had a great morning aboard 2050 and what a fine old thing she is. It's been a pleasure to be part of the SBR's first ever 'Santa Express' season and it's never a chore to drive 2050. Thanks very much all and, one last time, Merry Christmas...