"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.
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