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...