Going Great Central: Back On My Regular Engine...

Afternoon all. Today saw another short but sweet footplate turn on the Great Central Railway, firing my seemingly regular engine these days: BR Standard Class 5 No73156 of 1956. Myself and driver Geoff were booked to work the 14:00 'one trip wonder' turn, signing in at 12:30 in readiness to take over the engine around an hour or so later. Having arrived at the railway, signed in and read the notices, I wandered into the shed to see the progress on No6990 "Witherslack Hall". The engine ran in public service for the first time since Easter 2022 last weekend, in a partially finished unlined green. Now she is back in the shed for the continuation of her full repaint. The red frames on the tender gave her a very 00 gauge look I thought...

Right on time, 73156 rolled in from Leicester North and we took over from the morning crew at the water column. Having filled the tender back to full, we ran the engine around onto the waiting stock in platform one. We still had just over 20 minutes until departure and so there was little point in putting too much coal on the fire at this time. Having coupled us up and changed my lamps, I quickly snapped 73156 from the shadow of the Great Central Road bridge. Not the best shot, but worth including...

As departure time neared I made up my fire and we set off for Leicester North bang on time at 14:00. As usual on this turn we were held briefly at Rothley on the up line to await the returning dining train. 73156 simmered quietly in the sunshine...

After a nice and easy, free steaming run to Leicester and back, we uncoupled and sidled back to the shed where we performed our disposal on No1 road...

As the engine was required for service tomorrow we were asked to run her back up to the north end of platform two prior to topping up the boiler. Therefore we checked the smokebox and did the ashpan before trundling the short distance up to the platforms where I could remove the deflector plate, check the firebox and fill the boiler before shutting everything down. 73156 was then left, ready to be picked up by the smaller 78018 when she returned on the final train of the day. Thanks to Geoff for a pleasant afternoon and thank you all for reading once again...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

The London Transport Museum...

Today saw our first visit to the London Transport Museum in bustling Covent Garden. We were in the capital for a concert later on in the evening and so decided to fill our time by visiting a couple of attractions during the day. After an hour or so at the amazing Freddie Mercury exhibition at Sotheby's, we made our way across the city to Covent Garden for our 3pm timed entry slot. In the past we've always missed the London Transport Museum, although I've always been determined to eventually find time to visit. This museum, located right in central Covent Garden, was opened in 1980 and includes a pleasant exhibition space spanning three floors. After making our way in via the entrance hall, we made our way up to the third level where this 1882 Stephenson horse tram caught my eye. It seems so obvious when we think of it now but back then it must have been a huge step forward to have a rail mounted tram instead of cart wheels. I'm certain the horses would have found it easier to pull than a carriage...

Making our way down to the second level we found what I consider to be the pièce de résistance of the museum: Metropolitan Railway A Class No23 of 1866. This remarkable sole survivor was one of a batch of 66 locomotives built by Beyer Peacock for the Metropolitan between 1864 and 1869. Amazingly, it survived in service until 1948, ending its career on engineering trains. Today, 4-4-0 No23 and 0-4-4 Met No1 (based at Quainton Road) are the only two surviving ex-Metropolitan steam locomotives. It was interesting to study the condensing gear fitted to the exhaust steam pipes on No23. The lever, driven from the cab, would alter the direction of the exhaust steam away from the blast pipe and reroute it to the water tanks where it would be condensed. This would aid both conditions and visibility when working underground...

Though the condensing gear was a good plan in principle, it had a few drawbacks. One was that the exhaust gases entering the water tanks would heat up the water to the point that live steam injectors would no longer pick up (these preferring a cold water feed). The solution was to fit two large water pumps between the frames, driven from the motion of the moving locomotive, allowing the boiler to be topped up...

Another issue was that the locomotive would no longer have a positive vacuum in the smokebox, therefore the fire would no longer be drawn through the tubes, reducing efficiency and increasing the risk of a blowback. From what I've read about engines with condensing gear, the planned efficiency never came to fruition as what was saved by condensing the exhaust was lost by the lack of vacuum drawing more heat into the boiler tubes. Below can be seen the open cab of No23 which includes just a spectacle plate for crew protection. The engine's designers felt it wouldn't need a cab if it was working in a tunnel so didn't provide it with one!...

Despite the elderly nature of the engine, most of the cab fittings were reminiscent of much younger machines and it was easy to pick out the controls. What a lovely old thing and how very interesting. She definitely deserves pride of place in the museum and it was a pleasure to see her today. Alongside No23 was the slightly younger electric locomotive No5 "John Hampden", of 1922 vintage. These powerful 1200hp machines came along to help with the ever growing requirements of the Metropolitan and this one was built along with 19 others across 1922-23. Most of the class remained in service until loco haulage ended on the Metropolitan in 1961. Today, only No5 and No12 "Sarah Siddons" survive, with the latter being in operational condition...

Leaving the two Metropolitan locomotives on the second level, we wandered down to the ground floor where the rest of the exhibits awaited us. I couldn't help but grab this rushed shot of the impressive main exhibition area...

Though the Metropolitan Railway holds the title of the world's first underground railway, the honour of being the first electric underground railway goes to the City & South London Railway. This 1890-built little locomotive and it's 'padded cell' style coach are the only surviving vehicles from this pioneer electric railway. They were withdrawn from service in 1922. It's important to remember that they paved the way for the system that London depends so greatly upon today. What a great little survivor...

With all the recent talk of ULEZ it's amazing to think how far ahead of their time the electric trolleybuses were. Here is an example of one in the LTM...

Across the way from the trolleybus were these two fine conventional buses. It's always a pleasure to see vintage vehicles like this, particularly the AEC Routemaster which has cemented its place in London transport culture...

After a pleasant hour or two and a look in the gift shop, we left the museum in search of a Covent Garden restaurant. If you haven't been to the London Transport Museum before then I would recommend it. I'm glad to have finally ticked it off after many years planning to. Cheers all and thanks for reading, Sam...

"Leander": A Bulkington Jub...

A very quick one from this evening folks. I noticed on Real Time Trains that there was an engine move on headcode 5V42 this afternoon, working between Carnforth and Southall. Pathed at 60mph, this move was incredibly likely to be an engine and coach job and sure enough, after searching for some gen, it was confirmed as being 1936-built LMS Jubilee No5690 "Leander". The Jub was off to Southall for a short stay in readiness to work the Railway Touring Company's "Essex Avon Express" from Shoeburyness to Bristol tomorrow. The blog records show that I haven't seen 5690 since 2010 when I saw her at the Great Central. Back then she was on her previous boiler ticket and wearing an LMS Crimson Lake livery. These days she wears a very smart BR lined black and she looked lovely this evening as she approached the site of the former Bulkington station on the Trent Valley line. Bulkington station is long gone, having opened in 1847 and closed in 1931. The engine was only in sight for a few seconds as she cruised gently southward with her support coach. Nevertheless, it's always nice to see something pass by. Cheers all, Sam...

Going Great Central: Firing Turn No4 On 73156...

Evening all. Today I was rostered to fire once again at the Great Central Railway, working turn A22 with driver John Neal. This would be my fourth official turn since passing out in May. I arrived just before my book on time of 12:30 and immediately snapped Modified Hall No6990 "Witherslack Hall" as she peered out from the open locomotive shed. The Hall is nearing completion of a repair and retube and she is now enjoying a repaint. I believe that the 4-6-0 passed her steam exam with the boiler inspector this week and she is now rostered for service on the upcoming Railways at Work event next weekend. I'll be glad to see her back out...

Myself and driver John were rostered aboard the lovely Standard 5 (No73156 of 1956) to work our 14:00 'one trip wonder'. The engine arrived on time at 13:20 and we duly took over from the morning crew at the water column. Tender topped up, we ran round via Platform 1 to reach our waiting stock in Platform 2. Once coupled on with lamps changed, the engine simmered quietly whilst we awaited departure time. John meanwhile entertained visitors to the footplate...

As departure time neared I began making up my fire. The tender was piled high with coal and there were some good sized lumps in there. It was a different kettle of fish from the Welsh I'd fired 73156 on only a fortnight before. This stuff was larger and was definitely from a Russian seam of some description. It was initially slow to start but throughout the run it proved to be a reliable fuel which burnt away to nothing and left no clinker. Leaving Loughborough on time, we called at Quorn before coming to a stand at Rothley to await the token for the single line section to Leicester. The northbound "South Yorkshireman" diner soon passed us by, hauled by the 9F 92214...

With the line clear, token received and starter signal pulled off, we departed following the "Right Away" from the Guard. The Standard 5 romped on towards Leicester where we came to a stand before I went between to uncouple us. With a few minutes to spare, more passengers visited the footplate whilst I took a break in the shade. It's always nice to see people taking a keen interest in the engine...

Despite us only having one trip to do today, John kindly let me run the engine around, resulting in my first drive of 73156: thanks John! John then made up my fire for the northbound departure whilst I buffered us onto the train. Returning to base via the calling stations, we were soon back on shed on No1 road at Loughborough. The evening crew would soon arrive to take the Standard 5 over ready to work two round trips this evening on the Chippy special. The engine was already wearing the headboard for the train as we prepared to leave her this evening...

This one was certainly a short and sweet turn...we didn't even have to fully dispose her! The fire was run down nicely and the smokebox and ashpan emptied before the evening crew came in. The engine was then left to simmer with 200psi on the clock and a good water level whilst she awaited her 18:00 off shed time for tonight's workings. The 9F would also be out tonight, hauling the "Charnwood Forester" diner. Thanks John for a very pleasant trip on 73156 once again. I wonder if it'll be 73156 again for my next turn on August 27th? We'll see! Cheers all for now...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Achilles Report No83: Sunset Steam Up At Ryton...

Evening all. Tonight "Achilles" made another visit to its home track at Ryton Pools as the club held its final summer evening steam up of 2023. Wednesday nights are usually a working night but during the summer the second Wednesday is designated a steam up, if the weather plays ball that is! I loaded "Achilles" up early this morning and took her to work with me in the back of the car as it was easier than heading home through the rush hour traffic. The engine had been put back together and given a good clean following the last steaming at home which proved the recent repairs to be a success...

After a warm drive home along the A45, I arrived at the base of CMES a little after 17:00 which is quite a while prior to the 18:30 start time! However, again, it was easier than battling through the rush hour traffic. It also gave me time to unload the engine and get everything set up, as well as sitting on the bench and enjoying my sandwiches in the peace and quiet of the country park setting on this fine evening...

By the time people started to arrive a little before 18:30 I'd already filled the engine with water, oiled around and set everything up ready to show the engine the lighter. Therefore, as soon as the power came on, I got a blaze going in the firebox...

I did think I'd be alone in my steaming tonight (which isn't unusual) but thankfully Jim also came along with his lovely 5" gauge Stirling Single. "Achilles", having had a head start, was ready first and we were soon on the run up rail with a CMES truck behind ready to run. The sun provided a lovely orange glow to proceedings...

Once on the track I made up the fire again before setting off. We had the usual first half lap where things were a bit muffled as the engine needs time to clear the superheater and warm itself up. Despite being at full pressure as it were, they're never truly hot until they've had a good gulp of steam through everything to get things truly warm. By the time we reached a quiet Ryton Halt we were flying along nicely and I did two full laps before coming to a stand at the water column to replenish the tanks. These days "Achilles" can go around and around quite easily but 2-3 laps is about the limit on the water tanks without running the risk of drawing any rubbish through the water pumps. Here, "Achilles" feathers at Ryton Halt ready to pull away...

By the time we'd done half a dozen laps or so the Stirling Single joined us on the track. Just like its full size counterpart, this engine had an impressive turn of speed and romped around the sunlit track at quite a pace. Here, Jim and the Single climb the 1 in 70 section of the bank with the Ryton woods in the background...

The challenge for the rest of the evening for the smaller wheeled "Achilles" was to keep ahead of the flying Single! Throughout the run the tank engine proved no issue and everything that had been worked on over the past few weeks worked a treat. Even the coal (which I've had issues with in recent years) seemed to go well, at least for the first hour. The engine ran around the track beautifully with the needle on the mark and a full boiler. In fact the biggest issue was preventing priming as we were running the water a touch high to keep her quiet! But, again, no complaints on that score...

Here, "Achilles" waits at a quiet Ryton Halt before we set off again...

Leaving Ryton Halt, I took this video clip which covers the run from the station to the far end of the track where you perform a 180-degree loop around a wooded bund. As you can see "Achilles" gets a fair trot on and has no trouble with steam...

As you can tell, with just myself and Jim on the track, there was plenty of time to stop and grab a photograph or two. "Achilles" blows off near the bendy beam...

The only minor irritation from the evening was that the lubricator seemed to be sticking now and again. These days I run it on the lowest of its four settings and never really have trouble with it but I think it now needs a bit of attention as it seems to stop intermittently. Other than that, I couldn't fault the engine at all. All I can hope is that old Ken will be looking down and think we did alright on tonight's run. I still think of him when we run the engine, not only for his kindness but his generosity. For those that don't know, "Achilles" was given to me by Ken who was a very active club member at CMES from the Stoneleigh years. I was gifted the engine by Ken in 2011 and since then (along with many friends) I've attempted to lovingly bring it back to good condition after years of track running. Thanks to the records kept within this blog I can show the engine through its various workstreams. Here she is as acquired in July 2011...

After running her to get used to her for 12 months or so, the winter of 2012-2013 was used to do some mechanical renewals on the engine. The chassis was re-bushed with new bronze bearings and new crossheads were provided...

Following a successful 2013 season the engine was stripped for a full repaint during the approaching winter of 2013-2014. As part of this repaint it was discovered that the rear set of axleboxes were beyond life expired, so these were replaced before the rear axle was painted. Here she is in her stripped down state...

After a few ups and downs the engine was outshopped in May 2014...

I was happy with the results of the paint job but, as always, the fickle finger of fate wasn't far away and the engine suffered a failed superheater during her first run back at the track. The superheater was repaired and the engine brought back to running condition again later in 2014, running successfully and she was reunited with Ken during September. Safe to say, he was pleased with the engine...

During 2015 the boiler was popped out again so that the double acting water pumps could be replaced. These had become very worn during their 30 years of service and by now no amount of packing would stop them passing...

During the water pump works we also replaced the cladding which had been the engines dented original since I'd got her. The dented cladding was replaced with brand new stuff and the engine returned to a complete state again in December 2015. As I say, anything and everything about this engine can be found in this blog somewhere if anyone were to be interested in reading it. As you can probably tell, we've had quite a journey! However, I now believe that, thanks to our collective efforts, we've got this old engine in the best condition she's been in since she was new. She runs well, steams well and the water pumps all work properly again. I'm proud of what we've achieved and the run at Ryton tonight could only reinforce these beliefs. Here, "Achilles" blows down at Ryton this evening after a successful outing, ready for home...

And just like that we were back in the safety of the workshop (that currently looks like an explosion in a tool shop!) ready for a clean down and a rest...

Thank you all for reading report No83 on "Achilles". I hope it has been interesting and informative, showing what we've done over the past 12 years. I'm unsure at the moment when she'll be out again but lets hope it won't be too long. Cheers all, Sam...