Modified Mince Pie Special: Wonderful "Wightwick Hall"...

Many people will be familiar with the Great Western Railways fondness for 4-6-0 locomotives and the various classes which made up the fleet. Their 4900 Class, named after Halls, was first introduced in 1928 and eventually numbered 258 examples. They proved themselves to be powerful and versatile machines, cutting their teeth on mixed traffic workings across the Great Western network. However, when Collett was succeeded by Hawksworth in 1941, the latter set about creating a supercharged version of this proven design, thus creating the 6959 Class, otherwise known as the Modified Halls. The Hawksworth engines had various new features, including plate frames and cylinders which were cast separately to the smokebox saddle, with the cylinders then bolted to the frames. Perhaps the biggest modification was the addition of three-row superheating and a larger regulator to the Swindon No1 boiler. The 6959 Class eventually numbered 71 engines and the last of them remained in BR service until 1965. Six of them survive in preservation, with the most recent restoration being No6989 "Wightwick Hall", which returned to steam in March this year, 42 years since she left Barry Scrapyard. A supreme effort.

Today I was booked to crew with good friend David at Shackerstone, to work one of the post-Christmas Mince Pie Special days. I was surprised to find out in the week that we had been rostered to this years Santa star, which was none other than No6989. I had worked alongside her the other week when we crewed 5542, but didn't expect to get a go on the special visitor. Having driven through the frosty fen lanes to meet David at the gloomy station gates at 06:30, it wasn't long before we were up at the engine shed. Thankfully, the buzzing shed lights: which appear to drain the National Grid: came on as hoped and revealed the Hall standing over the pit...

The heat emanating from 6989 and the reassuring feather of steam drifting from the snifting valves certainly gave us hope of good things up in the cab. Having dropped off our kit and changed into prep overalls in the real mess area, I clambered up onto the footplate to check the state of affairs. A fairly well-stocked tender was a relief to see, with 3/4 of a glass in the boiler and 20psi still on the clock. The grate was also pretty clear, although some persistent clinker did need paddling out so as to give us the best possible chance. The next quest was the search for wood. The day on 5542 the other week had started very well, with the discovery of a bone dry pallet. Today required much more skill and my years of experience in Shackerstone foraging came flooding back. Having got together the wildest assortment of small wood chunks you've ever come across from some pretty unorthodox locations, I managed to scrape together the basis of an embryo fire. Soon enough, rags were lit...

The current shipment of coal at Shackerstone is the Welsh open cast stuff, which I guess is from Ffos Y Fran. It's pretty good when you get it going: fairly smokeless, high temperature and relatively little ash. However, with only damp wood to hand and a limited supply of liquid accelerant, it provided a bit of a waiting game this morning. You know you're hoping for the best when you open the firehole door and the small flames seem to hide behind the black coals in an infuriating game of Peekaboo! In these situations, the worst thing you can do is panic...or at least show it! It's much more pleasant to calm yourself with the morning tones of David as he sings his way around the engine with his miners lamp and oil cans. I decided it was better to attempt to make a nice cuppa', in between foraging for more wood of course. The tea boiler seemed relieved not to have seen JB for a while, thus saving itself a savage beating for inadequate service! At the back of the shed, near a forlorn looking 1859, stood 5542. I believe there is a Winter Gala coming up and both Western machines will perform, plus a third visitor. At least we had some smoke coming out...

Whilst David carried on oiling, I decided to leave the engine and try to find a diesel shunter. The old saying "a watched pot never boils" is never more true than with steam engines so it's best to leave them to it once you know you've done all you can. I managed to awaken the Class 04 and, after making air, proceeded to the shed to drag 6989 outside into the damp morning air...

By now, thankfully, we had a lovely glowing back end and the fire could be raked forwards across the grate, slowly encouraging a full fire into life. We had plenty of time so there was nothing to worry about. We needed to be on the train at least 30 minutes prior to the first departure at 11:00 to allow the 5-coach train to be steam heated for the passengers. By 10:30, "Wightwick Hall" was simmering nicely at the head of the rake and it looked as though we were in for a pleasant day...

Right on time, the Guard gave us the "Right Away" and off we went. My fire was now burning brightly and the needle hugged the red line as we departed Shackerstone. Passing the signalbox, the bobby handed us the single line token and off we steamed towards Barton Lane bridge and beyond. The Hall was very loud at the chimney, more so in fact than I had expected. She steamed very well indeed and the trusty Swindon injectors were no problem at all. Soon enough, the engine was awaiting a tender first departure from Shenton at 11:35 under dreary skies...

Returning to Shackerstone, the engine performed equally well. Five coaches is hardly an effort for an engine of this size and she made light work of it. Upon arrival back at Shackerstones platform 2, we picked up fellow Tyseley man Phil, who would join us for the rest of the day. By now, as the engine awaited the next departure at 12:30, the clouds had parted to reveal patches of blue sky and even some sunshine...

I was annoyed after reviewing the above shot and seeing the coupling hanging down...it should be up on the rest hook...minus 1 point there! David kindly let me drive the 12:30 trip: the first time I'd driven a Modified Hall! I have had a brief go with 4900 "Rood Ashton Hall" so knew roughly what to expect. Right on time, off we went again. 6989 seemed incredibly keen to depart, almost as if she was in a rush. The regulator provided an almost instant surge of power, giving the engine a sharp willingness. Once on the move, the 6ft wheels moved us quickly out of Shackerstone and into the countryside. Well, what a lovely thing to drive. Batesy meanwhile, shovelling away, was half down the nick...much to my amusement at the time...but he'll get me back one day no doubt! All too soon, the brakes were on for Shenton and it was time to stop. Soon enough, the engine was ready to go back...

Straight away, I was quite taken with 6989. I've always liked the Halls and, despite being a bit overpowered for the train weights needed, it seems a good sized engine for Shackerstone. It's lovely to sit in the seat gradually winding the cut-off back on the screw reverser and listening to the chimney barking away. Western engines do have a bark to be admired I believe. I was back on the firemans side for the 14:00 outing and had another pleasant trip. By now the fire was well up the door and was easily controlled on the dampers. For the 15:30 trip David kindly let me drive again, a gesture for which I was very grateful to him as I'd loved my previous go...

6989 was built in March 1948 and is resident at Buckinghamshire Railway Centre. She came to Shackerstone to help with the Santa trains and Mince Pie workings and I believe will return home early in the new year...

Look at that hook again! Anyway, right on time, we departed from Shack in a cloud of steam. Once out in the open, I let the old girl go and she barked into the late afternoon sun as the rays glistened down along the boiler barrel. I remember remarking to the lads how pleasant it was as the engine strode onward towards Hedleys. The Battlefield Line works its way through some very pleasant countryside, particularly between Barton and Carlton. On a clear day like this at this time of the year, the views are very pleasant. Down at Shenton, 6989 is readied for running round: one lamp has already been moved to the tender. I wouldn't mind another go on this that's for sure...

Leaving Shenton tender first, 6989 barked into the last of the days sunshine. We had a cracking run back and I will admit I was sad to drop the last bit of vacuum as we pulled into Shack. We did have a humorous interlude during our last Bosworth stop as a team appeared and filled the tender with mounds of lovely dry wood for the remaining upcoming steamings...if only we'd had that earlier!...

After uncoupling at the North End, I drove 6989 cautiously through No11 frame and came to a stop on the shed frontage. David has become a master of the perfect 'putting away fire' and was already hard at work with the irons as we came to a stand. He may have forgotten now but he was once a very regular trainee with me and Norfolks own sunrise misser 'Eddie the Late', although roles have reversed for us these days since my demotion! Maybe he learnt something from us...who knows! Here, David rags the clinker about a bit as we prepare the engine for final disposal...

Once ready to go into the shed, I surprised myself as I managed to get 6989 on the move on the greasy rails without a slip. The sharp blast was liable to blow the shed roof off if I got into a slip so I was relieved that she moved gracefully forward. Coming to a final rest, we screwed her down and filled the boiler before isolating the necessaries. The engine was safely back in position, fairy lights and all...

Worn out but certainly satisfied, the three of us washed up before discussing what a good day it had been. Special thanks must go to David as he still lets his old mate Brandist have a go on the handle, not fearing my well known incompetence! Phil also provided great comedic company. Our annual Mince Pie special has become a very enjoyable tradition and all have so far provided the three main elements: good weather, a good crew and a good engine. The outing with 6412 last Christmas was much the same! Well, that's it folks. With the quieter Winter timetable there was even time for a swift pint in The Rising Sun (our old haunt!) on the way home. Happy New Year all, thanks for reading and all the best for 2020...

Merry Christmas Everyone...

"Twas the night before Christmas, when all through the house, not a creature was stirring, not even a mouse". I hope this short extract from the festive 1823 poem finds you all settled down for Christmas tomorrow. This evening, with a chill winter wind blowing a gale outside, I nipped into the workshop to have a quick look at my two forgotten engines! "Achilles" and the Maisie sit quietly in the current tip that is my workshop, patiently awaiting their next chance to steam. I have been enjoying the fabulous Purple Moose ale I bought after my visit to Shackerstone a few weeks ago. It's a very nice beer: a little taste of Wales. It was the pint of choice in The Eagles pub when we used to crew at Bala back in the day, so always brings back good memories. For now folks, thanks for reading again in 2019 and I wish you all a very Happy Christmas and a great day tomorrow. Eat, drink and be merry! And so, as the old poem says; "Happy Christmas to all, and to all a good night!"...

Yuletide In York With "Clun Castle"...

Every year we seem to reach our final excursion even quicker than the last, with this year being no exception. Today marked our final Vintage Trains outing of 2019 and included a fabulous run to York and back with the 'Christmas White Rose'. Heading up the well booked train was of course No7029 "Clun Castle". The engine went to York last Saturday too, but I was already committed to drive "Fiji" at Statfold so didn't tag along. This morning, well before dawn, I arrived at Tyseley and found No7029 simmering quietly as she steam heated the coaching stock. Unusually, the Castle would depart from Platform 2 road with the ECS as the usual platform was occupied by the Black Five and its coaches for todays 'Polar Express'...

Driver Ray Churchill would take us to York and I was privileged to travel with the crew from Tyseley to Coleshill via Dorridge. Most of our 2019 excursions have begun from Dorridge, despite ultimately heading in the opposite direction. The morning bark out of Tyseley, up and over the canal, was followed by some Class 47 action as it hauled us neatly to Dorridge. The Castle is allowed to travel at 45mph tender first which, on a frosty winters morning like this, was quite bracing shall we say! At Dorridge, fireman Tom made up the fire for an imminent departure. Behind us, hoards of passengers began boarding the toasty coaches, including a sizeable amount of Pullman Class diners. When right time came, off we went. "Clun" certainly makes her voice heard, with her double chimney bark echoing around the quiet morning streets.

The main line offers a fabulous experience for anyone who is a lover of steam. It's about as close as you're ever going to get to seeing "how they were", without actually having been there. A 10-coach load and a 47' on tick-over certainly made "Clun" (and Tom!) work a bit as we raced towards our first pick-up at Solihull. We would also be making pick-up stops at Tyseley, Coleshill Parkway and Ikleston before continuing our run to York. After an amazing morning run, I left the footplate at Coleshill and rejoined the lads in the Support Coach. The usual chat was enjoyed over the bark of the Castle, everything from loco performance to the current dirty washing of the preservation world. We had a servicing stop for water in a loop not too far from York, before the final sprint to the walled city. Upon arrival at platform 10, the assembled hoards of spectators and Christmas shoppers crowded around the engine...

With the coaching stock now empty of passengers, the 47' was summoned into action to haul the now uncoupled ECS into the sidings. "Clun" and the trusty GUV would make their way around the city to the NRM so that the loco and water carrier could be serviced. Leaving platform 10 behind, we steamed around the side of the NRM and then had to set back to reach the yard. With the GUV dropped off, 7029 was moved into the car park for coaling via a grab lorry...

Tender trimmed and refilled, the engine steamed cautiously back into the NRMs service yard and came to rest under the canopy. There is a sizeable inspection pit here, perfect for oiling the underneath: a rare luxury! Just the other side of the wall was 1898-built GNR No990 "Henry Oakley": the first Atlantic locomotive to be built in Britain. The pioneer was no doubt eyeing up "Clun" with envy from her resting place...

With the engine and GUV now watered and "Clun" lubricated ready for the homeward run, our next stop was the York turntable. We've been here before with "Edgcumbe", but not since the Christmas before last. The turntable is a fairly modern electric example, with hand cranks as a back up. By now the light was fading fast and "Clun" is pictured on the table after turning, ready to run round the GUV...

From here it was a short stroll back to Holgate sidings, passing the NRM on route. A little tank engine (I think it was a P Class) was shuttling up and down the yard on its final runs of the day. Soon enough we were back at Yorks bustling station under the impressive roof, with our consist in the opposite formation and the 47' just behind the Support Coach. As I stood in the doorway with a cuppa', I couldn't help but think how busy the place was: it was rammed. Leaving York behind, myself and Ted got to work in the kitchen, preparing crew and volunteer evening meals: an important job on these long days! Support Crew lead a varied existence, performing every task from pulling coal down, rolling up hoses, working hydrants, cooking, cleaning - you name it...it comes with the turf! All of it does however usually lead to a trip or two with the engine, experiencing the rarest of steam treats. Roll on the next one...

Shackerstone: A Small Prairie Santa Special...

"Good King Wenceslas looked out, on the Feast of Stephen, when the snow lay round about, deep and crisp and even" and so on and so forth! One thing I've never become tired of over the years are winter steam turns, particularly the festive ones like the Christmas market specials and of course the traditional Santa trains. There's just something about steam-heating season that is so much more atmospheric: the lingering clouds of steam, the paraffin lamps and the interesting complexities of night working for example. Even though I'm by no means a Shackerstone regular anymore (I was there every weekend at one time), I still like to do the odd turn with good friend David, who still drives down there on a pretty regular basis.

Long term readers will know that I passed as a driver at Shackerstone during Christmas 2014 but later decided to spend some time away from the railway from October 2015. Eventually (and rather unexpectedly), I returned for the Christmas of 2016. You can't just walk out of somewhere for a year and expect to retain your rank: we all know this - it's a safety critical role after all: so I returned as a fireman and have since only gone out with either JB or David, splitting the day as we used to. Obviously if I stuck at it again I could eventually regain the ticket but I think, in light of time constraints and reduced enthusiasm, I'll probably stick as I am. It's always nice to join David for a run out; that's good enough for me! Today we were rostered for Santa duties aboard GWR 4575-Class No5542 who, despite being resident on the South Devon Railway, seems to spend the majority of her time at Shackerstone. This morning, just before 06:00, we fell into the shed with our mounds of kit and discovered a simmering 5542...

The flicking of the light switches was met with a variety of pops and flashes, before some of the soot covered bulbs in the rafters began to illuminate. Unfortunately for us, most of the lights didn't show any life and so the rear of the engine remained enveloped in darkness. Not to worry, these things happen! After dropping our kit off in the real mess area, I changed into some prep overalls before clambering up into the cab. The gauge frame showed a healthy 1/2 a glass, with the pressure needle just about showing the strength to hold itself slightly north of the stop. Having checked the firebox and smokebox, all seemed well. There were some rather large sections of clinker which refused to break up and drop through the bars, prompting the use of the long paddle and a wheelbarrow of seemingly Victorian roots. Navigating the fairly confined cab of the 4575 with the long paddle was quite awkward, but the bed of the new fire would have suffered if I hadn't have sorted the grate out. Job done, I headed off to find some wood. Thankfully there was a small pallet just behind the engine, next to others which looked to have been recently fished from the Ashby. Dry wood broken up, I laid a bed of coal on the grate and lit some rags on the shovel...

I've always found that the open cast Welsh coal should never be watched as it seems to suffer from stage fright and refuse to burn. My motto has always been to get a good wood fire going so that you have plenty to bite on, then add a good mound of coal and build it into a wedge at the rear of the firebox. After that, I tend to close the doors and let the engine get on with it...or "sit and hope for the best", which is also partially true! As I climbed down from the cab to grab the lamps ready to fill up the vessels, the reassuring crackle from the firebox soon assured me that all was well. Dave meanwhile: headtorch affixed: was making his way around the engine with the oil cans. Just up from us, the crew of visiting Modified Hall Class "Wightwick Hall": led by Driver Jan Ford: had recently arrived and were beginning their own preparations. The Hall would be operating the Santa Deluxe service, which performs two round trips in the intervals between the three Classic Santa workings which were booked to 5542. Our first train was planned to depart at 10:00, with the engine required at least 30 minutes prior for steam heating duties. Soon enough, we were ready to go...

The Classic Santa train for this year was made up of 5 coaches: three TSOs, "Jessie" the Griddle Car and the converted BG which forms the Grotto. When right time came, 5542 had no trouble lifting the 5 coaches from their resting place and cautiously steaming out of Shackerstone towards Barton. The outward journey on any Santa trip is a sedate one, giving time for as many passengers as possible to make their way through the train to the Grotto and back. The reduced pace also allows a smoother journey for drinks and other refreshments to be served. Slowly but surely, we covered the 3 miles to Market Bosworth where there was a 10-minute break...

Green flag received, we continued towards Far Coton. The engine was steaming fairly well, despite a considerable steam heat leak at the rear of the train and the reduced draft on the fire. Light and bright was the order of the day, with the Welsh coal clinkering easily if over-fired in these circumstances. Near Shenton we came to rest in the attractive if bracing setting of the embankment near Ambion Lane, affording passengers a lovely view of the Leicestershire countryside. My tea can has had several outings of late and has proved very useful on these festive turns...

As this was quite an unusual place to come to a stand, I hopped out to grab a couple of snaps of the engine as she simmered away to herself...

The Small Prairie and its branch line-style look certainly feel at home on the metals of the former Ashby & Nuneaton Joint Railway, despite Western engines not being native to this territory in the lines working days...

When instructed, we began to move off towards Shenton...

With most passengers having now seen Santa himself, the Prairie was swiftly ran round onto the rear of the train in readiness for a swift departure. The irony of all this is that you can do the job as quickly as you like but if the Guard needs his breakfast you're staying put! The engine was feathering loudly in frosty conditions as we awaited the off from the very wintry setting of Bosworth Battlefield...

Returning to Shackerstone none-stop, the engine steamed a whole lot better, with the coal receiving plenty of air through the bed to increase combustion. Rolling into Shackerstone, the much larger Hall class was ready at the head of the soon-to-depart Deluxe train. When we came to a stand, Simon unhooked the engine to speed up our departure into the North End yard for stabling. After the staff changeover, the Hall made a steady departure on the greasy rails, leaving Shackerstone behind. 5542 meanwhile was low on coal, with the majority of our bunker being made up of just slack. Having come to rest on the slope, I managed to bring life to the JCB in preparation for coaling whilst Dave moved the fences clear of my path...

The public always seem interested in the coaling procedure which adds extra pressure to the driver! Thankfully, I managed to brim the bunker and only dropped the odd lump so I was pleased with my efforts. It took 3 buckets to fill the bunker up so was well worth coaling to give us some better lumps to work with. The Welsh coal is quite brittle, meaning that the combination of mechanical mining methods and then loading and unloading for transportation causes it to break up even further, thus increasing the slack content. If you have good lumps though, it burns very well and is fairly smokeless. Coaled, watered and attached to the 13:00 Classic service for steam heating, 5542 simmered quietly to herself whilst we enjoyed some lunch...

By now time was slipping, with the Hall taking longer to return than we thought. I think our 13:00 service actually departed around 30 minutes down...

Dave kindly suggested that we swapped roles for our second run and he would "show me how it's done" on the fireman's side. As well as my tea can, I'd also brought along my BR (W) gauge frame lamp that does little for most of the year except gather dust on the shelf. It's nice to get it out each Christmas for a worthwhile task...

Eventually the tender of the Hall sidled into view and our departure became imminent. Better late than never, we departed. The Prairie took the train easily to Market Bosworth where, unusually, we were asked to stop alongside the partly-installed passing loop so that the rear of the train would meet the foot crossing. I think this was for loading of supplies for later trips. It seemed to be a day for stopping in unusual spots!...

When instructed, off we went again towards Shenton bank. The engine cautiously rolled down to a stand on the bank, admittedly under much more pleasant skies than earlier in the day! The clouds had now parted to reveal a pretty but chilly December afternoon and even the sun made a welcome appearance...

The run back to Shackerstone was far more enjoyable than the outward, being able to run at line speed and none-stop through Bosworth. The pull up towards Hedleys crossing from Carlton is always enjoyable, particularly now that you can run through at the full 25mph. Rolling easily back into Shack, 5542 came to rest alongside the Halls second outing, now around an hour behind schedule. After another swift uncoupling, the engine simmers in the yard with the lamps now lit...

With the Hall gone again, we steamed through the station to rejoin the head of our train. With the 1300-gallon water tanks refilled, the engine was piped up to the train again and steam heating began. Our 16:00 departure was by now over an hour late but, to be honest, there isn't really anything you can do about it: these things happen. 1928-built 5542 was looking quite festive at the head of the train, with lamps shining and fairy lights lit. We even managed to receive a mince pie...

Hall driver Jan keeps her own very interesting blog and wrote an enjoyable post about today, which you can find here. In the section about today, Jan wrote: "By the time we arrived back at Shackerstone, it was dark. I didn't envy the crew on 5542 as they set off on their third and final trip to Shenton". I was enthused to read this as, we DID envy the crew on the Hall who were now clocking off as we steamed away into the darkness! The engine performed well on the final run: I fired to Shenton, David fired back. As I drove 5542 through the darkness on the run home, I felt quite at peace. Shackerstone, one way or another, has been a part of so much of mine and many of my friends lives over the years and it's funny how the memories flood back. Arriving into Shackerstone one last time, we ran the engine up to the shed via No11 ground frame, coming to rest just behind the Hall. I must thank David for a cracking day once again aboard 5542. Now it's time for a bath and a rest! Take care all, Sam...

Statfold: Another Fijian Santa Express...

"Festively Decorated Statfold Engines In The Roundhouse Today"

"We wish you a Merry Christmas, we wish you a Merry Christmas, we wish you a Merry Christmas and a Happy New Year". Evening all! This morning, early but certainly not bright, I was in the car and trundling along the wintry A444. The destination was once again the Statfold Barn Railway where I was booked to take the regulator of "Fiji" for another morning shift on the Santa Express trains. Last week with Steve & James was great fun and so I was looking forward to it, despite this mornings weather not being quite as pleasant. Arriving at a chilly SBR base a little before 07:00, I made my way to the lamp hut to sign in. Fireman Jon and trainee Jake duly arrived, as did the crew for "Harrogate". Whilst Jon made preparations for starting the embryo fire, I grabbed a cuppa' and had a chat with James, who would be driving the Peckett. As with last week, there was little need to rush as time was on our side. Oiling up could easily be completed at first light with plenty of time to spare...

Jon soon had a blaze on in the firebox of the 1912-built Hudswell Clarke. She must feel a world away from her former home in Fiji, where she worked at the Colonial Sugar Refining's Lautoka Mill. These days she enjoys a very different retirement, if you can call it that with hundreds of passengers to pull today...

Whilst Jon tended to the fire, I began oiling up and Jake made his way around the engine with some rags and polish. The Peckett would again be the first to leave shed, taking the coal wagon with it for the morning shunting procedure. To get to the final few oiling points, I had to draw the 0-6-0 forward a little, eventually coming to a stop on the ballasted area of the yard. This also allowed the area where we'd ashed out to be cleaned and brushed down. "Fiji" was now ready for her morning shift...

The engine was soon ready at the head of the 5-coach train, with Peckett "Harrogate" on the rear. Our departures from Statfold Junction would follow the same timetable as last week, performing runs at 30-minute intervals from 10:00 onwards. All of todays trains were pretty much sold out so we expected good loadings throughout the morning. By now pressure was nearing the red line and we were all set...

"Fiji" looks onward in the direction of travel, awaiting departure...

Right on time, away we went. The Santa operation at Statfold has to be pretty slick, otherwise time will slip and efficiency reduces. The Oak Tree departures should occur 15 minutes after the Statfold ones, meaning that you should aim for 10-11 minutes to traverse the railway, allowing time to drop off your passengers before the departure time from Oak Tree is reached. In honesty, with nothing to pass at Oak Tree or the balloon loop at Cogan Halt, time is easily kept without rushing. "Fiji" finds the job pretty effortless, doing most things quite easily in pilot valve and driven on the reverser. The only time we need to really pull well is the main bank but even then you can go up in second notch and full pilot without stress. The rear engine should always hold its own weight, testing the relationship between the two drivers. After a good first run, "Fiji" simmers with the ECS ready for the 10:30 trip, hauled by the Peckett...

The format of the day sees the first 2-3 return runs from Oak Tree run empty, filling up at Statfold Junction for the next outing. After these initial trips, the returning passengers: having seen Santa and completed the various activities: start to board the returning trains at Oak Tree, providing a busy swap over at peak times. Here, "Fiji" waits for outgoing passengers to alight on our 11:00 trip...

Returning to Statfold, I couldn't help but think how pleasant "Fiji" is to drive. I quite like it, much more gentle and responsive than you'd imagine. The large boiler and frame give the impression of a potential brute but in reality her small cylinders and well set-up regulator give her a gentle persona. Having followed the Peckett around the fields again on the 11:30 trip, Jon took the handle for the 12:00 outing. Will joined us on the footplate for that run, providing his usual comical criticism, much to Jons annoyance! This job wouldn't be half as good without the banter! For the 13:00 run I was back on the handle and the lads had the firing job well in hand. The engine was performing very well and even the earlier clouds had parted to reveal pleasant blue skies...

As we barked up towards Statfold Junction on our final run, leaving a long trail of drifting steam behind us, I felt a little regretful that we'd now got to hand the engine over. It's always the way when you're having a good day: you just want to carry on! Nevertheless, having come to a stand in platform 2, we swapped over with driver Paul and fireman Joey who would complete the afternoon shift. Handover completed, myself and Jon headed down to the roundhouse to see the latest arrival: Tasmanian Garrett "K1"...

Built by Beyer Peacock in 1909 for the North East Dundas Tramway in Tasmania, it is widely known as the first Garrett. Now usually resident on the Welsh Highland Railway, a recent agreement between the WHR and Statfold has seen this huge engine move to Tamworth for museum display. I wouldn't be surprised if it ends up steaming again either! It's a very big engine on 2ft gauge tracks, even making Bagnall "Isibutu" look small. It'll be interesting to see this compound Garrett in action and investigate its performance. Anyway, after a spot of lunch, I said a grateful thanks to Jon for a great morning on the footplate and headed for home. That's my last SBR steam turn for 2019 completed and what an enjoyable one it was. Take care all, Sam... 

Statfold: A Hudswell Clarke On The Santa Express...

As the finale of the 2018 events calendar, Statfold Barn Railway introduced an intensive program of Christmas trains, providing their own spin on a Santa Special. The 'Santa Express' service proved very popular with the public and so it has been brought back for its second year this Christmas. The format was much the same as last year, just with a few additional activities for the visitors to enjoy. The timetable sees half-hourly departures from Statfold Junction station, top and tailed by two of the railways steam locomotives. The visitors leave the train at Oak Tree Halt for their Santa experience, returning on a later working. Shifts for the loco crews are split into AM and PM due to the length of the day, with the morning shift operating from 07:00 - 13:30. Today was the first of two turns for me this Christmas season, both penned to Hudswell Clarke "Fiji" of 1912. I arrived at the SBR base a little before 07:00, ready to sign in and check the notices. The two engines: "Fiji" and "Harrogate": were simmering on the shed frontage under a clear sky. What a lovely December morning...

Fireman Steve and Trainee James soon arrived too and we began preparations. I decided to remove the baffle plate so that I could give the firebox a good checking over. With all found to the OK, the refitting of the baffle proved quite troublesome as it is a very good fit on this engine, especially when she's stinking hot. For the uninitiated, the baffle plate is slotted in above the protector ring in the firebox doorway, guiding secondary air so as to provide adequate combustion as well as protecting the firebox and tubeplate from cold air flow. With the baffle finally refitted, Steve began making up the new fire. Statfold are still using the popular Scottish coal which, although it produces a fair amount of smoke, burns well and produces good results...

Whilst I made my way around the Walschaerts valve gear with the oil cans, I couldn't help but think how clean the engine was after yesterdays efforts. A good rub over with some clean rags brought her up lovely again for her Sunday on the Santa trains. "Fiji", who was built for the Lautoka Sugar Mill in the country of her namesake, has become quite an SBR flagship in recent years and is popular with visitors and crews alike. I haven't been on it as booked driver for three years or so: last Christmas I had three days on "Harrogate": and so it would be nice to take the handle of the big red engine again today. We were due to leave shed at just before 09:30 and "Fiji" was, by then, looking the part. In the image below, we can see the framing added around the smokebox and balloon stack for the festive lighting. It looks like a steam engine version of the famous Coca Cola lorry after darkness falls...

The Peckett left shed first, taking with it the coal wagon that would be required at the top of platform 1 later in the day. "Fiji" has a sizeable tender and coal space so wouldn't need this facility, but the cab bunkers of the tank engine would require a top up later on. Soon enough, the call from the signalbox came over the radio and I replied with "On the move!". Slowly but surely, with drain cocks hissing, "Fiji" moved off. The steam brake had already been warmed so was ready for service as we descended the hill to stop at the gantry near the signalbox. We were then given the road to set back up into platform 2 to couple up to the 5-coach train that awaited us...

With brakes and lighting attached, the engine was ready for the off as soon as the passengers had boarded. Todays trains were all fairly well sold, meaning that loadings would be considerably strong throughout our morning. Looking at the timings, I concluded that "Fiji" would pull four of the trains on the AM shift, tailing the other three which would be hauled by the Peckett. At 10:00, the Guard blew his whistle and waved his flag, giving us the "right away". Removing the air brakes saw us roll into action, descending from platform 2 and passing the signalbox. The signalbox is locked out on the Christmas trains, with the single line token (which I'd already been shown) travelling on the rearmost locomotive. The engine was a little cold on this first run and a little wet at the large chimney, which is of course to be expected. I did find however that she was responsive and easily in control of the job, requiring no more than pilot valve even on the steepest bank. Soon enough, we were unloading at Oak Tree...

By now the sun had made a welcome appearance and was beaming down on the footplate. A pleasant morning on the handle looked to be a certainty...

As there isn't much time for leaving the engine on this job, I'd brought along my trusty tea can (or mash can, if you will). This sat neatly behind the manifold on the firebox casing, keeping warm alongside a pot of cylinder oil...

Having dropped off our passengers, we departed Oak Tree with the ECS bound for Statfold. I like this big red engine: very responsive and quite gentle but with the power to do the job. As we pulled up again in Statfolds platform 2 ready for the 10:30 outing, I stepped off to grab a shot of the Hudswell Clarke...

I've told this story several times before but, following her working life, "Fiji" was actually bought for a tourist railway in 1985. A diesel engine was fitted in the tender and a section of the firebox cut away to make room for a gearbox. Lautoka No11 (as she was) was then effectively operated as a steam-outline diesel before finally being rescued in 2011 and brought back to the UK. The following year, it arrived at Statfold. I remember it turning up in a right state and looking very sorry for itself. Thankfully, the team at SBR performed a painstaking restoration and brought the engine back to life. Here she is awaiting the 11:00 working, back on the front of the train...

On the whole it was quite a steady and uneventful morning. The engine performed very well and we had no issues. The engine finds the job no trouble at all, particularly with the Peckett holding her own weight, as we would when we were on the rear. Here, "Fiji" relaxes in the sun on the tail of the 11:30 train hauled by "Harrogate"...

Being on the back of the train seems to keep you away from the public somewhat, allowing the important tasks such as oiling etc to be completed. Each time we came to a stand on the rear of the train, I could easily hop out and inspect the engine, topping up any points if required. "Fiji" carries two lubricators on the drivers side which provide oil to the cylinders and axleboxes respectively...

The engine is seen waiting for a tender first departure under blue skies...

Our other two trips at 12:00 and 13:00 were just as enjoyable. I did offer the handle to Steve but he said he was quite happy on the firemans side as he had plenty of driving turns coming up. To be honest, I was happy with that as I was enjoying myself immensely. It's nice to sit back in the seat and enjoy the sound of "Fiji" working away. It was actually a shame to have to hand the engine over to the afternoon crew at 13:30 but, I must admit, it's nice to have an early finish. Trundling back along the A444 at around 14:00, I couldn't believe I still had most of the day to myself! Thanks for reading all: I'm back next Saturday, driving "Fiji" again. Cheers, Sam...