The 27th On A Class 27: Aspinall's Beautiful A Class...

"Rounding Kinchley Lane with the 09:00 ex-Loughborough" (C.Hanley)

I'll forever say that I love older stuff: pre-amalgamation engines in particular are some of the most interesting to be on. Though I had my work cut out aboard the lovely Victorian 'A Class' today, what a pleasantly challenging turn it was. Rostered to work today's WG4 turn at the Great Central's 2024 Winter Steam Gala, myself and driver Charlie were booked for a 05:00 sign on at Loughborough shed. I never feel right the night before an early turn, mainly because I fear that I'll miss my alarm and won't get up on time. This morning therefore, early but certainly not bright, I arrived at the shed a little after 04:30, having made good time on the quieter roads. Signed in and notices read, I made my way out to find the Lancashire & Yorkshire 0-6-0 as she simmered at the south end of No1 shed road. Clambering up into the dark cab, I donned my headtorch to illuminate my surroundings. The engine still had 20psi on the clock from yesterday's efforts and, once opened and tested, the water gauge glasses showed a full pot...

The controls in the fairly stark cab shown above will no doubt be familiar to many. The gauge glasses and blower control are prominent in the centre of the doorplate, with the two lifting injectors standing either side. The steam valves for those are the prominent controls, with the water valves sitting in their horizontal closed position just beneath. The driver's controls sit to the left, with the large screw reverser and the vacuum brake apparatus making themselves visible. The regulator is quite high up, with a box provided for drivers to stand on. Perhaps the most interesting feature is the fairly cumbersome ratchet firehole door, with the door itself doubling up as the deflector plate whilst in the open position. (There's no protector ring either).

Having briefly acquainted myself with this 1895-built machine last weekend, I immediately set to work checking the firebox and preparing the engine for steam raising. With the ratchet firehole door, a man such as myself (who regularly indulges in a takeaway) can't fit through with ease and so the plethora of fire irons sitting atop the tender would be my salvation. Having checked that the remains of yesterday's fire was free across the bars, I got to work paddling the ash out with the dropping shovel. This really pulls on your back at 05:00 in the morning! Soon enough, with a brimmed wheelbarrow now sitting at the foot of the cab steps, the grate was in a fit position for lighting up. Next, it was southward to the smokebox, held closed with the nutted lugs as opposed to the usual dart and screw handles. Sure enough, the smokebox was fairly brimmed after yesterday's hard work, requiring two piled high wheelbarrows of ash to be removed. Job done and door secured, it was time to grab some wood and get a blaze on in the firebox, using some well soaked parrafin rags...

Still very hot from yesterday's efforts, the old engine started singing immediately as the fire began to take hold. It was at this point that our engine rep for this morning's shift (a lovely chap called Simon from the East Lancs) arrived to help us continue with preparation. I took a breather at this point to sit back and listen to the engine bubbling away after that rush of fairly strenuous early morning activity!...

Driver Charlie meanwhile was going around the engine oiling up, no doubt following the teachings of the very helpful guide that was sent with the 'A Class' from its home railway at Bury. I personally think that the whole idea of a manual is fantastic and should be adopted by anywhere loaning out engines. After all, they aren't all the same, despite the thoughts of some to the contrary. Things like this quirky old engine definitely need looking after when they're out on a jolly and this is made easier when you know more about them! Engine rep Simon kindly offered to ash out for me (an offer which was gratefully accepted I might add!) and soon enough, with prep complete, we were ready to get changed in readiness for our 08:00 off shed time...

"Topping up the fire on No52322" (G.Wignall)

One of the two visiting engines (and in my opinion the star of the show), the elderly 'A Class' was booked to work the first passenger train of the day: the 09:00 ex-Loughborough. Once changed and with prep complete, Charlie got permission from the signalman for us to leave shed and crossover to No2 road (via platform 1) for coaling. The tender was well down on coal after a busy gala Friday and so we'd need a good top up prior to attempting a service train. Below, No52322 stands ready to leave shed once the Standard 2s have cleared the way having taken water...

Once we'd nipped over to No2 shed road to take coal from the loader, we steamed back out via the shed release peg to reach platform 1 again. The L & Y 0-6-0 was then signalled back across to the water column for water. Below, engine rep Simon holds the bag in the tender whilst I trim the recently added coal down a touch...

"Early morning silhouette" (G.Wignall)

Coaled and watered, No52322 was taken around to the south end of platform 1 via the totem pole. Once at the head of the five-coach train, the engine began steam heating the stock, with 15 minutes to go until our booked 09:00 departure for Leicester North. The recently arrived Class 153 alongside did ruin the period scene a little but it has arrived with good cause. The railway has recently acquired two of these units as part of the line's testing and contract driver training division...

As right time neared, I began making up my fire in readiness. The coal on the tender was a fairly useful type, likely from a seam somewhere near Russia. It smoked well but gave plenty of heat once it had had time to get going. Though the 'A Class' was new to me, driver Charlie is a veteran GCR driver and engine rep Simon clearly knew the engine inside out and so, with their advice at hand, I didn't feel too worried about the two round trips ahead of us. With a good fire on the grate and the chimney smoking away, we received the "right away" from the guard a touch after 09:00. Summoning her strength, the diminutive No52322 used her 18" cylinders to power the five-coach train away from Loughborough and onward towards Quorn.

As soon as we were on the road it was clear that No52322 was far different from anything else I've fired up to now at the GCR. She reminded me in many ways of the Midland Standard Shunts (Jinty to some) that I'd known in another life at a place better off not named. The smaller saturated engine certainly lapped up the water and engine rep Simon was proved right when he said that the feed (injector) would need to be on most of the way when using the steam heat at the pre-regulated 25psi. Another interesting quirk with the engine's lifting injectors was the lack of any sight of an overflow. You had to listen for the click of the clack and then touch the base of the casting with the back of your hand. After a few seconds this area would run cold and you knew you'd got the feed right. Driver Charlie meanwhile (stood atop his block of wood) was watching the chimney and helping me to keep ahead of the 'A Class'. It was a bit like that famous LMS training film 'Little and Often'..."When the smoke clears it is time to fire again". It certainly was! Watching the chimney helped me to keep ahead of No52322 and of course to keep ahead of the injector.

With a larger, superheated engine (say for instance the Standard Five) you rarely end up in trouble with the water. We didn't end up in trouble today, despite the steam heat, but you had to be on the ball. She'd do it, but you had to have your wits about you. That's what made it so much fun! This engine needed coaxing and working to get the best results and, if you kept on top of her, it did the job with ease. Driver Charlie advised "you don't rest on your laurels with this one"...he was right. Nevertheless, we made Leicester North on time and in good form, running around the train briskly before heading off back to Loughborough, calling at all stations...

"Dropping down to Rothley" (C.Melvyn Harris)

As we returned to Loughborough I was relieved that I'd seemingly got the hang of the injectors and the firing technique. Just as the engine's manual stated, you had to keep the front covered, mainly as she only has the one damper (at the front) so eats the coal away more around there. Once back at Loughborough we had around an hour before our next departure at 11:15. However, in typical gala style this hour ebbed away within the blink of an eye. I think the amount of people showing interest in the 1895 engine and chatting away to us just made the minutes pass by more quickly. I certainly think she was a good gala choice for the GCR as so many people showed an interest in her. In seemingly no time at all we were back at the head of a different set of coaches ready for our 11:15 southward departure, awaiting the next "right away"...

"Fireman Sam with driver Charlie" (T.Allen)

By now I'd made up another good fire in the box, with the chimney smoking and the boiler water well up. We'd learnt by now that if the water came into sight at the top nut with the regulator open, you'd lost her! Leaving Loughborough around five minutes down, the Joy valve geared 0-6-0 set into the section towards Quorn with vigor. We were going well as we passed Clive Hanley near Woodthorpe...

"No52322 roars towards Quorn" (C.Hanley)

The firing technique on the 11:15 had to be the same as the 09:00, firing to the chimney and keeping an eye on the smoke coming from the coal that came from near Russia. Mr Wignall caught us again as we barked into the single line section towards Thurcaston (coming away from Rothley). The engine was in good voice at this point as I took a breather to have a look out at the valve spindles powering back and forth within the Joy valve gear. Notice the chimney shows a strong dark grey tinge as the recently added coal takes hold. What a lovely old thing to spend time with...

"Climbing away from Rothley" (G.Wignall)

After another brisk run round at Leicester (in an effort to keep time), we departed back towards Loughborough reflecting on a pleasant morning with the lovely Aspinall Class 27. Our relief crew was waiting for us at Loughborough's platform 1 when we rolled in, ending a very enjoyable morning aboard this sole survivor of a once 484-strong class of goods engines. As for No52322, what a lovely old thing this is: challenging, but lovely. I must thank the railway for having me and of course the roster clerk for putting me on the visiting engine again (I was surprised I must admit after getting the Saint a few months back at the last gala). I must also thank driver Charlie and engine rep Simon for their company aboard the old engine and, last but not least, the photographers mentioned above who kindly allowed me to use their images in this post. It was a pleasure to finally tick off this ex-Nuneaton engine and of course to take part in another GCR gala. Thank you all for reading this absolute muck once again. Ciao 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.

Going Great Central: A Shed Turn...

"1895-built L & Y 0-6-0 No52322 sits in the dry of Loughborough shed"

I've never been much of a fan of January, or February for that matter. Once the festive Christmas lights are boxed up and back in the loft, everything just feels so miserable until the spring comes around. Dark mornings, dark nights and a tempestuous mixture of frost and rain: yuck! Anyway, enough about the weather! Today I decided to head over to the GCR's base at Loughborough to complete a shed turn. I arrived in chilly conditions at around 09:00, discovering the huge 9F raising steam on No1 shed road in readiness to work the day's passenger services...

I soon spotted the familiar orange overalls of well known TV documentary presenter Batesy, who is perhaps best remembered for his much loved series 'Coal Stages Through The Ages'. Phil was already buffing furiously away on the railway's only Western machine: No6990 "Witherslack Hall". Having signed in and checked for any notices, I made my way across to Phil & Caroline for a natter alongside the Hall. There was a happy coincidence for my shed turn today in that the gala engine I'm booked to for next weekend's Winter Gala event had already arrived, allowing me some time to familiarise. Inside the shed on No1 road, I found next Saturday's rostered machine: 1895-built L & Y Class 27 0-6-0 No52322, known better as the 'A Class'...

The first thing I noticed was the 2B plate adorning the smokebox door, with 2B of course denoting Nuneaton shed. I knew that this engine was based there between 1948 and 1952 and so was pleasantly surprised to see the 2B plate fitted to match the locality of this event in relation to the former 2B. Usually based at the East Lancs but visiting the GCR between an extended stay at the Embsay & Bolton Abbey, 52322 will perform at Loughborough for two weekends, as most gala guests tend to. Having already read the East Lancs instruction book for the engine (a great idea that should be adopted everywhere in my opinion), I began looking around this Victorian machine to familiarise myself with her. Doing this in a quiet engine shed is quite different from having to do it in the pitch dark at 05:00 on a gala day when time isn't on your side!...

"Footplate view of a cold 52322"

You could say it's quirky: pretty, but quirky. Obviously at a mere 128 years old, there aren't many mod cons with it but, with 484 built and 253 still in service when the railways were nationalised in 1948, they must have been good! Certainly in Lancashire & Yorkshire railway days the Class 27 was the chosen standard freight locomotive. I love old stuff and I'm really looking forward to seeing how we get on with her next Saturday. The backhead-mounted lifting injectors and the ratchet firehole door are quite different to anything else at the GCR and so a bit of practise on the first run out will be required. Overall, what a lovely old thing. The chance to get on this L & Y engine is much appreciated, particularly as old mates Batesy, Britt and Eddie have all been on it in the late 1990s when it visited somewhere else nearby. Back outside, I caught up with Phil and the increasingly gleaming Hall for a couple of hours cleaning...

In the early afternoon it was time to head for home after a worthwhile trip out to the shed. The Hall was cleaner and I'd managed to spend some time getting to know the Class 27 ready for next weekend. As I walked back up the yard towards my car, I noticed the other gala visitor: Valley-based Standard 4MT No75069: standing in No3 road behind the slightly larger GCR-based Standard 5. Notice that No75069 is a double chimney variant. These improved their performance... 

Thanks for reading everyone. Next weekend sees me booked to work a 05:00 book on at the GCR's 2024 Winter Steam Gala aboard (as mentioned) No52322. I'm looking forward to it. Fingers crossed for good weather!...

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.

Going Great Central: New Year Nine Freight...

"92214 (as 92000) simmers on shed after disposal"

Once again, Happy New Year to everyone and let's get on with the first post of 2024! I was rostered to work today's BL3 turn at the Great Central Railway, requiring a 14:00 book on in readiness to take over the locomotive at around 14:45 when it returned on the Saturday lunchtime diner. With the prospect of fair weather on this crisp winter's Saturday, I decided to meet up with old mate and GCR cleaner Batesy for a few hours cleaning on the shed prior to my firing turn. When I signed in at midday, I spotted Phil already beavering away on the cold brasswork of 1948-built Modified Hall No6990 "Witherslack Hall" on No2 shed road, under chilly blue skies...

For the next couple of hours we busied ourselves around the cold bulk of the lovely Hall, buffing the brass and, of course, chewing the fat. Batesy had done a lovely job with the nameplate of No6990, utilising his new love: Autoglym Metal Polish. For years we've tried lots of different products at different places: Autosol, Brasso, Peek...you name it. Autosol has been a long standing favourite but Batesy was very complimentary about the Autogylm stuff. The results do speak for themselves...

As changeover time neared, I washed up and got changed into my smarter overalls ready to wander down to the water column to await the locomotive. I wasn't disappointed when I saw the roster to see that we were penned to the mighty 1959-built 9F 2-10-0 No92214 once again. It's amazing really: I hadn't been on the 9F for 18 months and now I've had it three times in a row! No complaints here though: she's a fine old thing which, with only weeks left on her boiler ticket, should be enjoyed whilst she's still operational. Having returned with the diner, Driver Matt and fireman Martin soon arrived at the column with an uncoupled No92214, masquerading as class leader No92000 after two photo charters during the week...

My driver hadn't made it for the turn and so driver Matt (still well within hours) kindly offered to stay on for our 'one trip wonder' to keep things moving on time. Once watered up, Martin and the morning trainee left us to it and myself and Matt took over for the BL3 turn, with Batesy joining us as third man. Matt kindly elected to let me and Batesy do the trip whilst he supervised us. It was no issue for me to sit in the driver's seat of the 9F again: it's a fine thing to drive! Our train was scheduled for a 15:15 departure but we were held in Loughborough's platform two until 15:30 whilst passengers for the afternoon tea train were shown to their seats. No92214 meanwhile simmered quietly in the platform, steam heating the six-coach train...

Whilst we awaited the "right away", I snapped this rushed shot along the lengthy boiler of the big 9F, with the first coach visible in the distance...

Leaving Loughborough fifteen minutes down, we attempted to make up some time where we could by accelerating strongly, but that's about all we could do. The extended run round at Leicester North would be slightly shorter this time, hopefully providing us with an on-time return departure. It was a great pleasure to be back on the handle of the mighty 9F, whose 20" cylinders and 250psi boiler make light work of pretty much anything. Six coaches was certainly no issue for her and, indeed, I doubt that even twice as many would have remotely made her sweat. After a brisk cruise at line speed through the chilly countryside, with myself driving and Batesy throwing in the coal, we came to a brief stand at Rothley to collect the single line token. The engine then got the train moving again, bound for Leicester. Here, I'm caught halfway through turning back to look at the following coaches as I accelerate the 1959-built 9F southbound away from Rothley with the up train, in beautiful sunset conditions...

"Driving 9F No92214" (WM)

Throughout the up journey, old Batesy had been wrestling with a clinkered fire. The steam wasn't down by any means, just perhaps a little more sluggish than you'd expect for the big engine. By the time we reached Leicester North however, the freshly cleaned fire bed was producing the desired results and the 9F was back to her usual free-steaming self. Coupled up and lamp changed, we prepared for departure with an encouraging plume of smoke rising steadily skyward from the double chimney...

The return journey was completed pretty on time, with the 9F's pressure gauge needle hugging the red line now that Batesy had worked his magic on the fire. By this time of day it's no wonder that the fire is starting to get a little tired, especially with a heavy amount of slack in the BR1G tender. It's even more pleasant driving the 9F chimney first, sitting back in the seat and leaning out of the window, taking in the sights and sounds of this huge locomotive. As I said in my previous post, I think the 9F is the most comfortable Riddles standard type that I've driven, for me anyway. With the boiler set back further into the cab due to the wide firebox, everything just seems easier to reach without leaning over or stretching out. Below, I'm snapped applying a steady brake application on the approach to Rothley's outer home signal in the distance. We were about to stop at the peg before it was pulled to the 'off' position...

"In the driving seat of 9F No92214" (WM)

As we neared Loughborough, Batesy had run the fire down nicely and it wasn't long before we were stood at the water column giving the 9F a final drink prior to disposal. I then took the engine steadily down to the engine shed, coming to a stand over the No1 road pit where she was screwed down for the night...

It was then time to complete the disposal procedure: empty the ashpan, check the smokebox, check the firebox (and fusible plugs) and, of course, fill the boiler. With everything done and the necessary fittings isolated, No92214 was left to simmer away to herself for the night, as seen in the title image for this post. I must thank Matt and Phil for a cracking little afternoon out. It was one of those days where one trip just wasn't enough. It was lovely to drive the 9F again and of course to have old matey firing it alongside. Days like this are the best days, encompassing the three factors which contribute to any good footplate turn: good weather, a good engine and a good crew. As with anything, it's the people that make it. Cheers lads! I look forward to the next time I'm up at the GCR. Finally, once again, Happy New Year everyone!

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.