Evesham Vale Light Railway...

The Evesham Vale Light Railway is a 15" Gauge Steam Railway based at Evesham Country Park in Worcestershire. We've visited the railway no end of times now and it gets better every time, but our latest visit was on New Years Eve 2008. Operating 1.5 miles of railway including two stations, substantial gradients, a tunnel and 6 steam locomotives (4 of which are operational), the EVLR is slowly turning itself into a 15" Gauge treasure trove! Since its opening in 2003, the railway has developed from a single line of around 1/2 a mile between two stations up to a 1.5 mile line with a large baloon loop relieving the need to run round at Evesham Vale. The main station, Twyford, situated in the country park's car park, hosts a covered 3-road platform area, water column, engine sheds, turntable, booking office and varying sidings. The country park itself includes a large garden centre, a small shopping village and a large expanse of land for walks and picnics. The EVLR operates throughout the year at weekends and is owned by its builders, Jim & Helen Shackell.

An adult return ticket is only £2 (what a bargain) and the journey lasts approximately 20 minutes. After leaving Twyford, the trains pass through the apple orchards and pass the open green with views towards the garden centre. The trees then engulf the line for a meer moment before the train approaches the junction at Evesham Vale. Once passed the junction the train descends on a large right hand at the beginning of the baloon loop. (The image below shows a train traversing the baloon loop with the view over the Vale of Evesham). Following a run around the baloon loop the train passes through the tunnel before curving left into Evesham Vale Station. Here there is a 5-minute or so wait whilst the guard clips the tickets for the return trip and passengers can alight for a riverside walk or simply to admire the locomotive. The staff are always happy to explain the workings of the little engines, a trait which I believe the staff of all railways should hold. Leaving the station, the gradient is a sharp upward one (demonstrated above with Barnes Atlantic "John"). Trains climb hard up the bank before descending back into Twyford. The engine is then uncoupled and turned on the turntable before running round.

Well its New Years Eve 2008 and its the coldest morning I've seen in a long while! I telephoned the EVLR before we began the hour or so journey. The voice on the end of the telephone said that they had experienced problems in the morning with the severe frost but trains would be running from lunch time onwards. We arrived at 1:25pm and quickly bought our tickets before catching the 1:30pm train. 1921-built 4-4-2 Barnes Atlantic "John" was in charge of the day's trains and once the guard had blown his whistle we were away! "John" chugged merrily down the line and after around 7 minutes were at Evesham Vale. After a chat with the driver about the locomotive I reboarded the train with my family and "John" duly started on the climb. The 4-4-2 chugged hard, sounding flat out(!), up the gradient with her 3-coach train. The frosty weather allowed for very good steam effects, resulting in a very good trail of steam from "John" after the attack on the bank! "John" then coasted back around the sharp left hard curve through Twyford Yard before arriving in Platform 1 once again. She was soon turned and put back on the front of the train. The 2pm train left and I decided to play "Chase-The-Train". One of the beauties of the EVLR is that you can RUN(!) ahead of the train and get to many different vantage points all within one trip! This resulted in the lineside photos you see in this blog. I did get many more but I don't want to bore you all with too many!

Now for a discussion about the locomotive. "John" was built in 1921 by Barnes for the Rhyl Miniature Railway in North Wales. Being a 4-4-2, her wheel arrangement is of "Atlantic" specifications. The above photograph shows you everything you in the cab. The large gauge to the left of the cab is the pressure gauge with the "red line" set at 125psi. The smaller gauge underneath the pressure gauge is the "air brake gauge" with the large grey handle below that being the air brake lever. The two gauge glasses can be easily seen with the "push-in" regulator located in between the two. The pole reverser can be clearly seen to the right of the cab. The black lever under the "air brake lever" operates the cylinder drain cocks. "John" also features two steam injectors, one each side of the cab. The locomotive itself however has no brakes but the tender boasts a footbrake! Oh the safety aspects in place in 1921! The 4-4-2 also features a chime whistle and gravity fed sanding gear! In my opinion, this engine is very modern considering she is 87 years old! "John" was restored to her current condition by EVLR staff but still wears Rhyl livery and the letters "R M R" on the tender. Obviously the air brakes wouldn't have been fitted as-built and these were fitted by the EVLR. I was told that "John" was a good steamer and a good workhorse and this was to be proven to me sooner than I thought...

The 2:30pm was about to depart Twyford when the driver said to me..."Would you like to come for a ride on the engine?".Well, when a driver says that, what else is there to say other than..."Yes please thank you!". I clambered into the small tender on the left-hand side. We departed on time and "John" was soon in her stride. The driver opened the regulator gradually wider as we climbed away from Twyford and over the first public crossing. The climb over the bank whilst Evesham Vale-bound is not as sharp as the climb in the opposite direction but this also means that the downward grade is sharper. Once the back was topped the driver immediately shut off and had his hand on the air brake ready to operate it. As he worked the lever the "air gauge" pressure was reduced before rising again with the release of the lever. With no brakes on the engine, a fall in the air pressure meant a jurk from behind as the brakes took effect on the coaches! Once through Evesham Vale junction the driver surprisingly had to open the regulator again to keep the train moving.When aboard the coaches, this particular section of line seems to head downgrade but actually it goes upgrade! How deceiving! Once half way around the baloon loop the line steepens to a very strong upward grade. This saw the driver push the regulator in ALL the way!! The bark was fantastic as "John" forged up the steepest bank on the railway.

On nearing the tunnel the driver shut off before blowing the chime whistle after passing an "SW" board. The brake was being worked "on" and "off" before the train drifted around a tight left hand curve. It was then time to open up again for the final short stretch of straight track into Evesham Vale Loop. Here the train halted as usual with the "air brake" being fully "destroyed". Myself and the driver then stepped off the engine so that the firehole door had the space to open within! With the fire built up and the boiler's water level replenished, "John" was simmering nicely with 120psi on the clock. A few minutes later the guard, Jim, gave the "right away" and, following a blast on the whistle, "John" restarted. Out of the station and up the first part of the bank she went before her driver opened "right up"! The 4-4-2's bark was amazing, especially for 15" gauge. Its a very inspiring and enjoyable feeling...listening to a locomotive in full cry! The engine topped the bank with steam to spare before the driver shut off. The train then drifted the last 1/4 of a mile into Twyford. The "air brake" was once again "destroyed" as the train halted in the platform once again. I gave my thanks to the driver and Jim before rejoining my family and leaving. Another enjoyable day at the EVLR, very very enjoyable...as usual! See you in Spring!

"The Severn Valley Limited" Dining Train...

Having turned 17 the day before,December 28th saw us head up to the 16-mile long Severn Valley Railway.Having arrived at Kidderminster at 11:20am after our 1 hour drive we had a look around the museum before catching the 11:45am stopping service to Bridgnorth.ex-GWR 4-6-0 Manor Class No7802 "Bradley Manor" was in charge.Sister 4-6-0 No7812 "Earlstoke Manor" was waiting at Kidderminster with the 12:15pm "Dining Train" to Bridgnorth.The SVR winds its way through one of England's most beautiful valley's and has 6 preserved stations to show off.7802 hauled the 7-coach rake to Bridgnorth on time,passing unique Stanier Mogul No42968 at Bewdley and Large Prairie No5164 at Hampton Loade.We alighted at Bridgnorth after a pleasant journey and saw some of the other locomotives in the yard.(Above you see "Bradley Manor" at Bridgnorth with the 1:35pm to Kidderminster). Above you see the yard at Bridgnorth.Ivatt Class 2MT 2-6-0 No46443 is far left with GWR Pannier No5764 in front of her.Behind 5764 is the replica of "Catch-Me-Who-Can" followed by out-of-ticket Black 5 No45110 (split from tender).Bridgnorth Shed can be seen in the background.7802 duly ran round and I went to the other side of the line via small cobbled road which runs under the trackbed via an underbridge.(Hence the pic at the top).At 1:31pm 7812 arrived from Kidderminster allowing 7802 to depart Platform 2.We then boarded the stock which would make up the 2:15pm "Severn Valley Limited" Dining Train to Kidderminster,hauled by 7812.It was freezing so we were glad of the warmth of the train!Our table for four was set neatly ready for the first of the 4 courses.If you've never dined on a steam train,I gladly advise it to you! Its very pleasant and enjoyable! 7812 ran round straight away and took up her place at the front of the train.The road to Platform 2 was then set again as we awaited the arrival of another service from Kidderminster, this time hauled by 42968.

The departure time of 2:15pm arrived and yet there was still no sign of 42968.At 2:26pm the Mogul arrived and shrewly coasted into the platform.The road was set straight away and 7812 barked gracefully out of Platform 1.Minestronie was served and was duly polished off! The waiters took away the bowls before other waiters brought around ready-heated plates.Yet more waiters then arrived with varying full dishes of delicious food! I finally ended up with sprouts, roast potatoes, new potatoes, peas, carrots, corn, pork, stuffing, sausages-in-bacon and of course, gorgeous gravy! This 2nd course was then followed by rubard crumble and hot custard for desert and coffee/tea and an after dinner mint made up the 4th course. Oh, plus a hot mince pie! By the time we'd received our mince pies we'd passed Bewdley and were almost back at Kidderminster.7802 was waiting in the coaling road as 7812 rolled into Platform 2.
After we'd gathered our belongings we stepped off the train and headed to the front to take a closer look at 7812. She still shone after a full day out on the SVR! I watched her fireman uncouple the Manor from the train, remembering doing that myself at Shackerstone many a time this year! 7812 then moved forward and this is shown in the above photo. The engine wears one-headlamp to denote "light engine".It was now around 3:35pm and we got in the car and headed home.It had been a very nice day and we were now very very full up from the meal! I'd recommend it to anyone! It was also very nice to see the two Manor's out together for the day. Another sucessful and enjoyable visit to the Severn Valley Railway!

Exhibiting My Lego Model Railway at Warley 2008!

Over the weekend of November 22nd/23rd the National Exhibition Centre's Hall 5 played host to the 2008 Warley National Model Railway Exhibition. Over 65 model railways and over 100 trade stands attended to make a once again fantastic show! Centrepiece locomotive was the South Tynedale Railway's 0-4-0 "Thomas Edmundson". We took along our 'O Gauge' 6ftX4ft Lego Model Railway for the exhibition with over 18000 people were said to attend over the two days. Our layout received much attention especially, as you would expect, from the younger visitors! I answered so many questions over the weekend that my voice hurt by the end!

The show was open from 9:30am on both days, closing at 6pm on Saturday and 5pm on Sunday. Locomotives of all scales and gauges from 'N' to 'Gauge 1' were on display. Railway societies and associations also attended including the Tallylyn & Severn Valley Railways. The detail on the layouts was amazing and it was hard to believe that they were all created by the human hand! VIP Guest Pete Waterman was showing a DVD of his model railway "Leamington Spa". I actually ended up buying his new book ("A Train Is For Life") which Pete signed for me. In fact, I've already read it! The weekend was a great sucess and I look forward to visiting Warley 2009 next November.For now though, the Lego is back in its boxes and back in the attic for another year until the Town & Country Festival 2009 when it will no doubt be on display again! Thanks for reading!

Sunday At Shackerstone

Hello everyone.After spending the previous day on the B1 "Mayflower" and sleeping over at the railway,I signed on at 7:30am once again.1306 was out again and as soon as she was outside I began cleaning the inside inspection pit.Afterwards I was asked to prime the mechanical lubricators (meaning 200 turns on each of them!).A little later on I headed down to the Tea Room for Breakfast before returning to the loco yard to collect some wood with which to light the booking hall's open fire.I returned before lighting the fire.1306 then came off shed."Mayflower" completed the days four trains as a little work was continued on Peckett "Sir Gomer"s tubes.I left at 4:15pm after a sucessful day.I'll be at Shack on December 6th/7th.

A Day To Remember....On The B1 "Mayflower"!

The first thing I will say is thank you to the owner of the beautiful B1 "Mayflower" for my day on her footplate which came completely unexpected! The day is Saturday November 1st and I arrived at Shackerstone at around 7:20am knowing that 1306 ("Mayflower") would be in steam. The weekend would be the railway's last weekend before it closed until Santa Special season. The B1 had just been lit-up as I walked down to the shed.George & Marie would be crewing the engine for the first two trips.They would then swap with Neil & Steve.At Shackerstone, there is normally no need for a crew change but today was a little different. The day would see the railway's normal "Timetable B" in action.However, at 6:30pm that evening that would be a "Special" leaving Shackerstone.This was to be hauled by the 4-6-0 as well as the other 4 trips so an extra crew was needed to relieve George & Marie.Her owner informed me that if I helped clean and had nothing else to do that day, I could spend it on the footplate! I couldn't believe my luck! I never really thought I'd get a turn on the immaculate B1 but there it was! Thanks again!...

Immaculate is probably still not good enough a word to describe 1306! She is always clean. I don't think, in my 2 years at the railway, that I've ever seen her dirty! The above picture shows her backhead layout. The lever in the bottom left of the picture is for the vacuum brakes. The two gauge glasses and burnished regulator can be seen clearly in the foreground. To the right of the picture can be seen two "cocks". The left is the steam valve for the fireman's side injector and the right is the steam heat valve. The small brass handle just to the right of the vacuum brake is the blower. The silver handle just visible to the left of the regulator is the "pull out" steam valve for the drivers side injector. The small brass contraption just underneath the blower handle is the steam brake control.The three gauges at the top of the backhead are (left to right):-Vacuum Gauge, Steam Chest Pressure & Boiler Pressure. The small gauge in the bottom right of the picture is the Steam Heat Pressure. Unfortunately I don't the names of all the small cocks just under the pressure gauge. However I know that the tiny one directly under the Pressure Gauge is the shut-off for the steam generator...
The driver's seat can be seen above. Everything seems to be under the drivers hand. The reverser can be seen in this shot. The small brass lever to the right of the reverser is the control for the Steam Sanding gear. The Vacuum Brake gears and ejector handle can be seen again. "Mayflower" is of course fitted with the Steam Generator equipment which allows her to use electric lighting. Therefore there is an electric light in the cab and varying headlamps on both the front-end and the tender. The first train wasn't until 11:45am but we were ready by 11:15am. I had cleaned the nameplates and the drain cock pipes with the Brasso and had now also cleaned the cab roof with a special cleaner and some warm water. Once the Class 33 ("Griffon") had moved the 6-coach rake clear of the ground frame points (No11) then "Mayflower" was free. We came out of the 'dock' and I then went "in between" to "Shackle-Up". I had a new experience in coupling up too...connecting steam heat bags! They seemed heavier and more 'clumbsy' (for want of a better word) than the vacuum bags but I got them fastened in the end. 1306 was now ready to go! With George "on the handle", we pulled out of Shackerstone 5 minutes down (due to the shunting of stock) and with the Steam Sanders working to prevent slippage. After receiving the 'Single Line Token' we were away. 1306 soon got into her stride as we set course for Shenton...

We soon reached the 5mph slack at Hedley's and the pace eased. However we soon accelerated once clear of the restriction. It wasn't long before the 10mph slack loomed however and the pace was eased yet again! 1306 was like a "dog out of the traps" however and was soon back up to speed. We slowed for Market Bosworth and passed through the slumbering station. We then chugged happily on the remaining part of the journey to Shenton where the B1 was uncoupled, ran round and oiled up again ready for the return run. The pic above shows the Great Eastern type firehole door. The rocking grate & damper controls can also be seen as well as the "wash pipe" equipment. We left Shenton on time and were soon back at Shackerstone again. There we had a 40-minute (for lunch as it was now 12:40pm) and the 3 of us enjoyed a cup of coffee and a slice of the cafe's homemade cake. (Throughly enjoyable I might add!). It was then time to go back onto the stock for another trip which was completed in good time. On our arrival back at Shackerstone, relieving driver Neil was standing attentively on the platform. Once 1306 had ran round ready for the 3rd trip, Neil & Steve took over. I was allowed to remain on the footplate for the day's last 2 runs & the special! What a treat! By this time I was very much enjoying myself! What a way to spend a Saturday afternoon! The 3rd trip went without hitch and it wasn't before we were off again on the 4th trip. The sky was already darkening as the B1 made her way to Shenton for the 4th time that day. There were a few passengers on the platform waiting for their return train to Shackerstone and the cosy steam heated train offered a welcome retreat from the cold wind and light rain!...

The gas look-a-like lamps were lit at Shenton as we readied ourselves for departure. 1306 already had her generator working powering her own lamps too. We arrived back at Shackerstone on time and then moved into Platform 1 to await the passngers for the evening special. It was now dark, very windy, cold & very rainy. Myself & Steve sheltered in the cab whilst Neil went off to carry out another task. It was only 5pm, and as we weren't due out until 6:30pm we sat for a while, chatting about this and that. All of the signals were illuminated and the only thing that could be seen in the Shenton direction were the lights of the Signalbox! At around 6:05pm "Mayflower" was taken through the south junction and onto the front of the 'Special'. The Steam Heat was turned back on and all was ready. Many ghostly figures were wandering around on the platforms (in the form of the dressed up staff!) as well as the final bulk of the passengers. The Signal was shining green before long, and at 6:30pm we looked out for the guards signal to depart. "Right Away!", and off we went. I'd never travelled on the footplate in complete darkness so was in for another experience!! 1306 chugged out of a very wet Shackerstone and up past the Signal Box. Once past the box, there was no light at all(!)-Only that of the moon shining on the railheads which curved left towards Hedleys and beyond.

1306 was in her stride and it was clear that the driver wasn't listening very carefully to the engine as there was no way of seeing the road ahead! This was somewhat un-nerving but also quite fun. The dynamo's under the coaches kept the compartments lit as we made our way to Shenton. Along the way, we saw many firework displays from villages around the area but nothing else! A walker on Market Bosworth bridge seemed surprised as we coasted under the station bridge and through the platform. The man who we could see in his armchair in the station house didn't seem to bat an eyelid as we rumbled through though!! 1306 then accelerated for the 1 & 3/4 miles to Shenton. On arrival I took the staff to the guard whilst a Dracula sort of character followed my footsteps! We then ran round before receiving "Line-Clear" into Platform 1 at Shackerstone. We left on time but there was one more surprise in store!! At the distant signal, around 1 mile from Shackerstone, we halted, following instructions to do so of course!! Then, in turn, all of the lights in the coaches went out. This must of been scary for some of the passengers! Meanwhile, the cab was still illuminated by the steam driven lights! Following instruction from the guard, we set off again and the lights came back on in the train! Phew! We arrived back at a very wet & windy Shackerstone before I uncoupled 1306 and we ran up to the Signal Box. We then meandered through the points and back to No11 (the Dock Road). 1306 was then driven backwards up the yard and into the shed. With the shed doors shut behind her and all safety precautions for disposal having been carried out, we left 1306 to rest ready for her work the next day.

I thanked my crew and headed to the Bonfire & BBQ which was in full swing! Many passengers commented to us on the fantastic experience they had had that evening. Its always pleasing to hear such comments! My day, I believe, had been my best yet. 5 trips of the line on "Mayflower", 1 of which was in complete darkness! What could be better! With the time now 8pm I was ready for a sit down in the Bar Coach "Jessie" and I managed this shortly afterwards! What a day...I'm very looking forward to the next time. Thank you to 1306s Owner, Support Crew & the engine herself for a fantastic and memorable day!

More Trains In The Garden...

On Sunday October 19th I ran a few more trains in the garden.2-6-2 45XX No4560 & 0-6-0 57XX No5775 ran together up and down the garden hauling both passenger and freight trains. It was cold but I did have the heater on in the shed.A pleasant way to spend a Sunday afternoon! The video from the day can be seen below...

Driving 5" Gauge at Midlands Model Engineering 2008

Every year,in mid October time,the Warwickshire Exhibition Centre on the 'Fosseway' between Coventry & Leamington hosts the Midlands Model Engineering Exhibiton.The event includes all types of engineering from railway locomotives to traction engines/steam rollers to tanks,trucks,cars,planes & fairground organs! Many engine owners,societies & traders exhibit at the exhibition each year and the five-day show was just as popular this year.My society,Coventry Model Engineering,was its 3rd year of exhibiting there in 2008 and each year we take along a "Portable Track" of 5" gauge.However,we do not have to provide our own locomotives! Polly Model Engineering produces kits of & ready-to-run 5" gauge steam locomotives. Therefore, they provide a locomotive which we drive on our track giving FREE(!) rides to public during the show. This then gives them advertisement of their products and relieves us of the burden of taking one of our "Sweet Pea"s.They normally provide their stalwart "Polly V" which is a 2-6-0 Side Tank model very much resembling a GWR Small Prairie except without the trailing pony.However,this year things were a little different when the company provided their brand new prototype model,"Caroline"!This engine was an 0-4-0 'Well Tank' designed on the narrow gauge O & K engines that were built in Belgium.
The new engine was named "Caroline" and wore a beautiful yellow-lined green livery.I was rostered on the "Saturday PM" shift driving on the portable track.This shift would last from 1:30pm until 5pm.(Or that was the plan!).I arrived at 10:15am and after half an hour or so quickly taking in the sights of the exhibition (very briefly I might add!) I made my way to the track to familiarise myself with the new engine and the man I was going to spend the afternoon with,her builder! He was very pleasant and seemed eager to answer any questions I had about the engine.She was much smaller than the "Polly V" but very smart.The "Well Tank"s were 'fake' and water was carried in the two tanks which surrounded the cab.But there was enough capacity in them to last a good few runs up the track.Features included a mechanical lubricator,injector, crosshead pump, manual drain cocks and more.However, the most unusual thing about the engine was that, when you put the pole reverser to the forward position the engine went backwards.And when you did the opposite, she went forwards.This took a little getting used to and did catch me out a few times during the day but I got the hang of it in the end!
"Caroline" was nice to drive.This was mainly because it was a new engine I believe.The cab layout can be seen below and there is also a view of the "Polly V" which relieved "Caroline" at around 2pm (above).The trouble with the portable track is that the rail quality isn't great.Therefore you are far more likely to slip.Me being the "careful" driver I decided to use the Drain Cocks for one of the runs and this ruined the clean shine on the railheads! After that,"Caroline" slipped up the hill terribly.But it was a fearsome gradient and she was after all, only a small engine.There was no doubt in the power of the engine it was just a lack of weight on the wheels which slightly let her down.We had one car on the back and this would allow for a driver plus 2 children+1 adult OR a driver plus 2 Adults. The start of the station was hard. You needed to get a good turn of speed up as quickly as possible before even thinking about reaching the top! But the engine did pack a punch! There was no doubting that! The "Polly V" replaced her at around 2pm so that "Caroline" could be put on the Polly Models Stand.The "V" is much bigger but still slipped on that sort of a gradient with wet rails.Sometimes even with only the driver on.If the track was flat then we'd have 3 times the load behind it!

The layout of the cab of "Caroline" can be seen above.The far left "Cock" controls the "Bypass" for the Crosshead Pump and the "Screw" on the left is the Handbrake.The Pressure Gauge,Regulator,Gauge Glass & Gauge Glass Blow-Down can be seen quite clearly and so can the pole reverser (painted black).On the Manifold can be seen two controls.The "Bar" on the left is a push-valve for the whistle whilst the "Cock" on the right is the Steam Feed for the injector.The bottom right-hand side "Cock" is the Water Feed for the injector.The Firehole Door is pretty self-explanatory whilst the "Cock" just to the right of the regulator is the Blower.The small silver "Allan-Key" looking device which pokes up from the floor is the "Drain Cock" lever.All in all this cab was very simple and easy to drive from and I had an enjoyable day driving both engines up and down the track.The "Caroline" model is available now I believe and I wouldn't mind one myself. Dear Santa...

Another Day On "Thomas The Tank Engine"...

On Sunday October 12th I was rostered as trainee on Thomas the Tank Engine. Jan and Adrian were the main rostered crew.I signed on at 6:30am my day began with chopping wood for the lighting up process.Once Adrian had lit the fire then it was time to start cleaning.The engine playing "Thomas" was 0-6-0 Hunslet Saddle Tank(!) "Jessie".The engine is normally based at the Llangollen Railway and has been converted from Saddle to Side tank to fill in for the railway's out of service Jinty Tank on Thomas duties.The engine seemed very powerful and was put through its paces many times during the day.The loco's "main valve" in the regulator had been blanked off to stop her being "thrashed".This,in my opinion,is a very good idea! At 9am the engine was just about ready and we sauntered down for coal in the North End Yard.The engine was then put on the front of the day's first train,the 10am for Shenton.On the journey,the engine performed admirably and we left Shenton on time for Shackerstone.B1 "Mayflower" then took over for the next 4 main trains.Meanwhile, "Thomas" was left to entertain the crowds at Shackerstone along with 2-2-0 Aveiling & Porter "Blue Circle" & 0-6-0 Class 04 (04 110). During the 4 layover's between the following main trains,"Thomas" took the 'Daisy Shuttle'.

This involved the engine being hauled to Hedley's Crossing by the 2-car DMU ("Daisy") before hauling it back.I had a go at firing some of the shuttles but couldn't seem to get the balance right. The main lesson I need to learn is that coal does not produce heat as soon as it is thrown through the firehole door.This is easy to forget in my opinion when you're worrying about the pressure gauge reading and the water level!But we managed to get back to Shackerstone each time without hitch and for the last shuttle we were on the front end."Thomas" pulled to Hedley's and "Daisy" pulled back.On arrival back at Shackerstone there was no time to waste as "Thomas" had 5 minutes or so to get onto the front of the final main train to Shenton of the day,the "Tea on Thomas" Special!We quickly ran round into Platform 2 and buffered up to the head of the 6-coach load.The sun was starting to set already so produced a lovely orange glow on the railheads towards Hedley's.We left Shackerstone and Jan fired down to Shenton whilst Adrian took over as driver.What better way is there of spending a Sunday afternoon than chugging through the countryside on a steam locomotive footplate??There is none in my opinion! We reached Shenton on time and I uncoupled the locomotive ready for the run round. Once run round I coupled us up again and all was ready for the run back to Shack.Jan then informed me that I would be firing back to Shackerstone,under her guidance of course!

We left Shenton on time and my eyes were firmly fixed on the pressure gauge.The engine's blow-off pressure was 160psi and the needle stuck to this position for the first part of the journey.Approaching the three bridges the engine was still accelerating upgrade and I was informed to put three shovels under the back.The white hot heat of the fire was unbelievable.I haven't done much actual firing "down the line" and so I am not yet used to these sort of temperature.When you're firing in station limits the fire isn't half as hot! Anyway,under the three bridges we went and Market Bosworth could be seen in the distance.Adrian "shut off" and I then had to put the "feed" (injector) on whilst the needle still read 160psi.I managed to get three shovels to the 'front' before we reached the platforms and I left the doors open just a crack to allow some 'top air' into the box to lighten the smoke a little.Once under the bridge it was time to accelerate again so I shut the doors and turned off the injector.We were off again.Whilst Jan worked the doors I was instructed to put "3 under the back" and "3 over the front"."Front right" was a bit thin so I added an extra one there.When the driver shut off it was time to open the doors again and get the feed on as the needle clung to 150psi.

Here there is a 10mph slack so there was a chance to build the fire a little more with a couple of shovel fulls thrown into the middle of the grate.Once out of the 10mph the driver accelerated again so the firedoors were shut along with the injector feeds.The 5mph slack was soon seen and at 145psi we coasted through with the doors shut.Once out of the "5" the driver accelerated once more but the pressure rose a little too.Climbing towards Shackerstone towards Hedley's crossing it was time for another "3 under the back" and "3 over the front".Even though it was hard work I was having a very good time! The driver shut off at the top of the bank but with 2/3 of a glass of water we left the feed off,as well as only having 140psi.Under Barton Bridge we went and No2 signal was clear.The pressure was again rising as Jan handed the 'single line token' over to the signalman at Shackerstone.On arrival in Platform 2 the injector was put on again and the doors opened a crack to calm the safety valves down.Meanwhile,I got down from the footplate to uncouple."Thomas" then,after moving through the North End points,passed Signal No7 and proceeded to the preparation yard for disposal. After disposing of the engine we all headed to the Mess Room to sign off.

All in all it had been a very good day with the highlight for me being able to fire the last run back to Shackerstone.Thanks for that Jan! Couldn't have done it without your guidance!

Saturday at Shackerstone

Hi Everyone

Today I was at Shackerstone again and it was day out with Thomas.0-6-0 Hunslet "Jessie" (of the Llangollen Railway) was playing Thomas.After signing on 6:45am myself and Joe prepared a fire to complete the nealing of tubes.Nigel & Mr Britt were preparing Thomas whilst we worked. The fire was lit and began to heat up. Once Thomas had gone off shed at around 9:30am, Dave & Joe brought the Class 02 shunter into the South Yard before dragging "Lamport No3","Sir Gomer" & the Lowmac wagon (full of tubes) out of the shed.

Throughout the day myself and Dave nealed the tubes whilst Joe had a go at cleaning up the front tube plate.B1 "Mayflower" passed us every now and again with the services to Shenton.Joe left around 1pm but myself and Dave continued with the tubes.By around 2:30pm we put the last completed tubes on the Lowmac.We then used the 02 again to push the cavalcade back into the shed.The fire was left to burn down for an hour or so before I got the hose on it! This would dampen down the ash of course so that there would be less dust. Dave then headed up to the station whilst I 'pumped' the outside inspection pit due to the fact that the day was wearing on and a few hours later Thomas would be over the pit.I then got treated to a footplate ride to Shenton and back on Thomas' footplate with the "Tea on Thomas" special.It was good run and "Jessie" proved herself to be very powerful and reliable.I would be on the engine all day the following day and the post about that will come very soon!

Back to Shack...

Well its Sunday October 5th and I'm back at Shackerstone again.The place was awash with heavy rain for most of the morning and it was quite cold.After signing on at 10am it was off down towards the south yard.The cosy covering of the loco shed was the only shelter available and I gladly took its offer of dryness!2-2-0 Aveliling & Porter "Blue Circle" was now with her loving owner and few willing volunteers getting her cleaned up.She will be steamed next weekend as the Thomas Character "Fergus" at the railways Thomas Weekend."BC" normally stands outside covered up but as we had some shed space then we thought we might as well have her in the dry, much to the delight of her cleaners!Behind "BC" was,as always,the lovable B1 "Mayflower". Once again "Yvonne" was behind "Mayflower",followed by a Lowmac wagon,out of service "Sir Gomer" & out of ticket "Lamport No3".

The day's main train motive power was the Class 20 (20 166 "River Fowey"). By just gone 12pm a big fire consisting of paper, pallets, coal, cardboard, oily rags & sleepers(!) had been lit in the preparation yard.Myself, Andy, Mr Britt, Dave, Joe & Graeme were going to have a go at nealing some more tubes.The fire was a bit bigger this time and by 1pm it was roaring and the first 12 tubes were in the fire.(This was of course after myself & Mr Britt had brought the Class 02 shunter around to the back of the shed to drag "Lamport", "Sir Gomer" & the Lowmac out!!).We had no gas equipment this time so it would take a little longer but as the hours went by more and more tubes were nealed.(We think we're very nearly 2/3 of the way there now.Another days worth of that and we'll be finished!). By 5pm we'd all had enough and the last nealed tube was put back on the Lowmac.

Mr Britt then restarted the 02 and myself & Andy "watched him back" into the shed.It had been another long day but more progress had been made.Myself, Mr Britt, Andy & Joe then retired to the washroom to 'sign off' (doing so at 5:30pm), after passing a very clean & shiny "Blue Circle"! I'll be back at Shack this coming Friday and staying over until Sunday night due to the Thomas Event.I am rostered on as 'trainee' on Thomas on Sunday so that should be fun!Meanwhile, on Saturday myself and Joe will be finishing the nealing of the tubes! Thanks for reading everyone and have a good evening!