Hot, Hot, HOT at Cleethorpes...

Hi guys. Today myself and Maisie went to visit the Cleethorpes Coast Light Railway: the 15" gauge steam railway that operates along the seaside there. We certainly picked a good week to come away...its been hot & sunny throughout so far! The CCLR's base at Lakeside station is about an hours drive from Skegness and parking is adjacent to the building. Having parked up we bought a ticket at a modest £4 each for a 'full line return' (good value I thought) and awaited the arrival of the train. There is a small museum at Lakeside which is well worth a look, as well as the 'Smallest Pub In The World': the Signalbox Inn. I always think 15" gauge is a nice gauge for a miniature railway as its big enough to carry a lot of passengers but small enough to be appreciated by the youngsters...and of course it fits locations easier than standard gauge! The next train soon arrived, bound for North Sea Lane: the southern terminus of the CCLR. Lakeside station is roughly in the middle of the 2-mile line and so trains operate out of either side, from Platform 3. Myself & Maisie boarded a covered but open-sided coach and the loco set off...

The North Sea Lane section of the line offers better sea views, heading out to a blustery little station where the engine runs round...

The engine on service today was the CCLR's own 0-4-0 tender locomotive "Mountaineer". This engine was built in 1972 and worked on the now-closed Bush Mill Railway in Tasmania, operating there until the line closed in 2004. The engine has been equipped with a new, larger boiler whilst at Cleethorpes and is a regular on steam services. According to the driver there is no other serviceable steam loco at the CCLR as I write...

For an 0-4-0, "Mountaineer" certainly seemed powerful, with her adhesion no doubt aided by the large boiler sitting atop the frames. Having run round at North Sea Lane the loco; wearing the BMR's maroon livery; made a spirited (if slippery) departure. Having coasted downhill at a fair pace back to Lakeside, the engine seemed to make hard work of the uphill departure around the tight Platform 3 curve, bound for Kingsway. Once underway, the 0-4-0 dug in as it climbed passed the engine shed and old friend "DA1": an 0-4-0 diesel also once based at the BMR...

"Climbing Through The Flood Gates for Kingsway"

Once on the level again, "Mountaineer" assumed another good pace as the train rattled along behind her, passing gardens and beeches. At the northern terminus of Kingsway with its impressive roof, the engine took a well earned breather whilst the driver oiled round...

The Driver, as I have mentioned, was actually a chap I know called Mat. Coincidentally it was Mat who kindly gave me a ride on the Class 04 2-8-0 last time we were here, and it was pure chance that he was driving again today. Its always good to catch up with someone you know who is willing to enthuse about the locomotive...

"Oiling Up"

After a good discussion about "Mountaineer", Mat kindly invited me onto the footplate for the run-round. The ex-BMR loco certainly rode well, and the well-laid out cab left everything to hand. I quite like the addition of a screw reverser...

"Mat Runs The Engine Round at Kingsway"

"Mountaineer"s boiler is short but large in diameter, with a good size firebox at the back end...

Having thanked Mat for my kind ride around the loop at Kingsway, I re-boarded the train for the return run to Lakeside. The 0-4-0 again seemed to perform well, despite having run many miles on the CCLR in recent years. Not so long ago it hauled the Olympic Torch along the CCLR, representing the town...

"Mountaineer" Awaits Departure

I must thank Mat for letting me have a ride on the engine and for telling me more about it. It had been another very enjoyable visit to the CCLR and, as I say, I do like to support the little railways. Thanks for reading guys...off to Skegness again now. Cheers, Sam...

Baby Peckett In The Lincolnshire Wolds...

Hello everyone. This week myself & Maisie are on holiday in Skegness. Naturally, as I always do when we go away anywhere, I had checked in advance to see if any railways were in the locality. The obvious choice is the 15" Cleethorpes Coast Light Railway: which we will be visiting later in the week: and not much else. The only other railway name that crops up in Lincolnshire is the little known Lincolnshire Wolds Railway: the only standard gauge railway in the county. The LWR timetable showed that the line was running twice in July: in 2 weeks time, and today. "Surely we could spend an hour there?...Just to say we've been", was the excuse given to the good lady! Resting on the Wolds about 25 miles from Skegness is the LWR's base at Ludborough. You come off the main road and then all of a sudden on a pleasant country lane you reach a level crossing and signalbox, out in the middle of nowhere. There, alongside the crossing, stood a pretty little Peckett 0-4-0 with a train of three coaches and a box van. The word "aww" did cross my mind as I admired the quaint sight from the Saxo. Having parked up we wandered across to the station where the 0-4-0 was ready to depart. Ticket purchased, we boarded the train for a chuff across the Wolds...

"Maisie Enjoys The LWR Scenary"

Leaving Ludborough the 1928-built Peckett, wearing a lovely black livery lined in red & white, gave a shrill whistle as it crossed the crossing and got the weight underway. The engine is named "Fulstow" after the local village of the same name, where it was kept following a working life at Cawdor Quarry in Matlock, being withdrawn in 1970. Restored in Fulstow itself on a private garden railway site, the Peckett now resides at the LWR and completed its most recent 10-yearly overhaul in late 2010. Three coaches seemed no effort for the engine as it departed Ludborough, though once we crested 5mph the regulator was shut for most of the way, with steam seemingly only admitted to keep the cylinders warm. The 1.5-mile journey to the pretty station at North Thoresby is taken slowly, though the countryside is very pleasant, especially on a sunny day like today. Upon arrival at the terminus there is a 10-minute or so break so that passengers can get their photographs of the train and station before departing back to Ludborough, propelling the train. The slow journey up showed that "Fulstow", like our "Sir Gomer", had the typical Peckett waddle, with Chuck Berry Duck-Walks seeming the obvious choice for many as they attempted to walk through the train with the regulator open! I alighted at North Thoresby to have a look at the pretty engine...

"Pretty Peckett"

Though a short journey, I do like quaint places like this as they seem to have 'time for people'. Indeed passengers were chatting away to the crew and finding out more about the LWR and "Fulstow" herself, which at some larger railways you don't get the time for nor the patience. The 0-4-0 sat simmering at North Thoresby until departure...

"House Coal?"

The return journey seemed a lot smoother and "Fulstow" pushed like an express engine. Propelling a train isn't allowed without the correct equipment. In this case the rear coach has the vacuum hose fed up into the coach itself and is connected to a destroyer. This way, if the Guard sees anything that the driver doesn't see then he/she can drop the brake, thus stopping the train. At Shackerstone for example, we are not allowed to propel. Back at Ludborough, the shining Peckett stood quietly ready for the next departure at 12:45...

The LWR runs on what was the old Grimsby to Boston line and has plans of further expansion in the pipeline. Another big job on the LWR's to-do-list is this huge 4-6-0, built in Sweden in 1917. It is hoped to achieve a full restoration at Ludborough and be seen on LWR trains in the future. Looking at it, all you can think is..."that's a big engine, and a BIG job!"...

A BIG Engine!

The Swedish engine is a big hope, though the current operations of the LWR fit the capabilities of "Fulstow" perfectly. There is another engine in service: a Barclay 0-4-0T: which shares duties with the Peckett and between them they are just what the doctor ordered. The saying "little engines can do big things" fits well here. Below, with the sun shining, we see the lovely countryside around the LWR engine shed...

The LWR is quaint and we should support the smaller railways, especially when they are the only one in their county...aka 'rare'! Though the journey is short, the staff are friendly and the stations are well kept. I was also quite taken with the cleanliness of the locomotive which is always a nice thing for the budding visitor to see. Before our departure, we watched pretty "Fulstow" depart on the 12:45 with her train making her look puny at the front!...

A very nicely kept Peckett!...

As little "Fulstow" heads away towards North Thoresby, the driving position in the rear coach for the homebound propulsion can be seen...

"Bye Bye Fulstow"

I was glad that we visited the LWR as we have now seen Lincolnshire's only public standard gauge railway, and ridden on it! We wish them well and hope that they can continue to operate well turned-out industrials across the Wolds. A pleasant little visit in the sunshine...now its back to the seaside! Cheers, Sam...

Reviving A Railway...

Hi guys. July? Already? "Wow"! I have now, finally, after months of messing around, began my slow revival of the 00 gauge garden railway. On Sunday we carried out a mass shed clearance and there is now access to the operating side of the railway: the indoor part. Having tidied the inside section up it was time to have a look at where the railway went. Though the line is pretty much weather-proof and maintenance free, the last year or so of almost no use has resulted in alot of damage to points, wiring and the condition of the rails. The decision has been taken to rip out all of the wiring, rather than chasing endless loose connections and shorts. For me it is much easier to rewire the track from the source rather than spending hours diagnosing conduction problems. Also on Sunday, we ripped out one of the garden's main bushes which used to decorate most of the railways 2006 extension. The bush had become overgrown and tatty, so much so that when you pruned it back to allow a train to pass, it ended up just being branches and nothing more that remained! With the bush removed and the wiring looking a mess, the track is seen on Sunday afternoon...

The view above shows Chilvers Loop (left) and Ashford Junction (right). Through the magic of the internet I have also recently purchased some new track: straight sections and replacements for all four outside points. On Monday the track arrived and so, as part of a test fit, I decided to rip up the Ashford Jnc - Grantham section of the circuit. Below we see the section on Monday afternoon, showing what debry can get under the track over the course of 7 years!...

This afternoon we went out and bought some "multi-purpose compost", which to you & me is actually plain old dirt. We then made up the level of the flowerbed to the bottom edge of the Cotswold stone throughout the 'extension flowerbed', ready for planting some new bits...

After a bit of messing about we finished the initial replanting of the flowerbed. There are still a few more bits to come and of course the plants will begin to grow...

Slowly Starting A Garden Railway Revival!

My next job is to relay the track that I took up, as well as to replace all of the outdoor points. I then need to rewire the track power and then begin the fitment and wiring of point motors and a few colour-light signals. The building illuminations; which I started doing a few years ago; will finally be finished this time around, as a project. I hope to have the railway running again in a month or so. Cheers guys, Sam...

Cleaning Out "Sir Gomer"...

Hi guys. A short afternoon at Shackerstone today, helping Dave & Pockets get "Sir Gomer" ready to have her warming fire put in. The Peckett will of course be in service tomorrow, as its Sunday. I cleaned out the firebox before Dave lit a fire. Outside the shed, 73 114 was on service...

This was my last day at Shackerstone until about July 20th as we are away on holiday from next Saturday...mind you, I have been here most weekends this year! Cheers guys, Sam...

"Nunney Castle" Roars Out of Nuneaton...

Hello everyone. Tonight we had a little ride out to see GWR 4-6-0 No5029 "Nunney Castle" coming along the Nuneaton to Leicester line. I chose an old favourite main line location of mine: the over-bridge at Horsten Grange. From the road bridge on the road towards Hinckley, you can climb over a fence and then walk across a public footpath to reach a second bridge. This bridge is part of a farm access and offers much better views of Leicester trains as they accelerate upgrade out of Nuneaton. "Nunney Castle" was hauling a 'loaded trial' test train, organised by Vintage Trains Ltd of Tyseley. The train left Tyseley at around 6pm and took a cruise around the East Midlands via Nuneaton, Leicester, Burton and Coleshill Parkway before returning to base. We certainly heard 5029 before we saw her, with her four cylinders working hard as she accelerated her short train. The engine was immaculate and all credit goes to the support crew of 5029, and of course Tyseley Loco Works. It was a nice experience indeed to see a thoroughbred Great Western Castle Class 4-6-0 passing us by sounding fantastic. Cheers guys, Sam...

A Cracking Day with "Sir Gomer"...

Hello guys. Today we had a three man crew on "Sir Gomer": myself, Eddie & David. The three of us haven't been on together since myself & Dave passed our firing exams and so it was nice to be back with a crew that was quite a regular thing a couple of years ago. Naturally the loco in service today was "Sir Gomer": Shackerstone's stalwart 0-6-0 Peckett. Myself & Dave met at the gates at 6:45am, and proceeded up the drive to the station and onward to the loco shed. The Peckett stood warm inside as the wind and rain pelted the shed walls. The forecast was varied but the morning weather certainly didn't offer much hope of a hot summers day. I checked over & lit the Peckett whilst Dave made other preparations. The loco began singing almost instantly, though we opted to keep the fire in the traditional 'heap' (required with this Welsh coal to get it burning before spreading it across the grate) for a little longer than normal. This process not only got the coal fire burning strongly, but also stopped the engine from coming around too quickly. It has been discovered that the Welsh coal is a bugger to keep calm once you have a good bed down, and so keeping the heat lower first thing in the morning is paramount in preventing indoor blowing-off! Eddie arrived at about 8am and he & Dave oiled the loco up whilst I continued to watch the fire. At about 10:15am we went down for coal before taking "Sir Gomer" across the cross-over to the signalbox. The loco was then backed down onto the train...

"Sir Gomer" Poses

With three of us on the footplate the day is a lot easier as the duties are shared. One thing that we don't share though is the cooking...Eddie does that! Eddie cooked us the usual tasty breakfast cobs on the shovel (in the traditional manner) prior to our first departure at 11:15. Eddie drove the first train, whilst I fired, and we had a good run to Shenton before running round. As usual the Welsh coal was proving hard to match heat-wise, and the loco blew-off most of the time...

"Once More Into The Breach Dear Friends" - About to Leave A Wet Shenton

The return run from Shenton at 11:50 saw the loco perform equally well, blowing off most of the way back. You can tell when you've got "Gomer" right as she'll make steam against the regulator when its open, and against the injector when its shut. You can't really expect anymore for an industrial with cylinders of this size on a 10-mile round trip. She does go very well. For the next two trips David drove whilst I fired. Again, "Sir Gomer" steamed very well apart from the last mile or so of the 3rd trip (the 1:45) where she began to get a little choked up. The high heat and large ash created by the Welsh coal has the tendency to cause thin but hazardous patches of clinker, which Eddie was quick to rake through before he fired the 15:00 with me driving...

Driver Dave & Eddie Wait For The 'Right Away' at MB

One thing I do really enjoy about days on the footplate is that often I get to drive a trip or two now - it certainly breaks up the day. Owing to the 'fore' & 'aft' motion created by the waddling industrial engines, I always try to drive the engine as carefully as possible. If you accelerate quickly, though she can cope, she'll bang the train a bit due to the unbalanced nature of her design (nobody bothered if the Mountain Ash coal wagons got a shaking!). My trip driving was very pleasant and I enjoyed it very much. On the final run Eddie drove whilst David fired and I enjoyed a cuppa' whilst surveying the scenery on this damp afternoon...

With the loco uncoupled at Shenton before running around the 4:50pm departure, I decided to grab a quick pic whilst the sun cautiously came out a bit...

Pretty Peckett

After a good run back from Shenton with the 4:50, the loco took the train into Platform 1 at Shackerstone before running around via the signalbox and returning to the dock-road ground frame (No11). From here its just a short chuff up the hill into the engine shed...

"Sir Gomer" Awaits The Road to the Shed

"Sir Gomer"s fire was raked through thoroughly before she was put into the shed with the pressure gradually coming down. The boiler was then filled in the usual manner and the loco was left simmering with about 70psi on the clock and a dead but still very warm fire. As can be expected, it is not advisable to cool engines off too much or allow them to cool too quickly and so you always leave 'something' on the bars. All in all a very enjoyable day on the footplate of the Peckett saddle tank at the Battlefield Line. Thanks to Eddie & David for great company during the day. Also thanks to C.Simmons for sending in the pic of us in front of "SG". Best regards, Sam...

In Love With "Josephine"...

Hello everyone. Today was another of those very nice occasions when I get invited somewhere to do what I love doing. I had kindly been invited to fire at the Statfold Barn Railway: the fantastic multi-gauge facility near Tamworth. The SBR has been mentioned a few times on this blog and if you read back you can see some posts about it. The last time I fired/drove here was in March on the lovely Quarry Hunslet "Sybil Mary" - arguably the coldest day I've ever spent on a footplate! Today the weather was much better and the event was a private function organised for a party of guests. Two of the SBR's large collection of narrow gauge steam locomotives had been rostered for the days work. These were ex-Penrhyn Avonside 0-4-0 "Marchlyn" and the much larger 0-4-2 Hunslet "Josephine", which myself & Jason were to crew. Built in 1936 and originally 3ft gauge, the green locomotive was re-gauged to 2ft in preservation and came to Statfold from the now defunct Durley Light Railway in late summer last year. The event was due to start at 4pm and run into the evening, therefore meaning that we were required on site to light up at just after midday. Here, "Josephine" is being pushed up the steep incline towards the engine shed by 2ft 6" gauge diesel "Badger"...

Once on the shed, "Josephine" was checked over by myself whilst Jason prepped "Marchlyn". I lit "Josephine" up using a few paraffin-soaked rags and a small mound of dry wood. Coal was then added around the edges and of course on top. Being Daw Mill coal, the engine soon had a roaring fire and thick smoke erupted from her chimney. Though the colliery has very recently closed, it had a reputation for good coal and it is certainly easier to get lit than the Welsh stuff...

"Fire in the Hole"

The observant amongst you may well be able to notice some strange things about the 0-4-2s appearance. She was originally a Hunslet saddle tank, just like Statfold's other big 0-4-2 "Trangkil No4". However, the owner at Durley found the driving position difficult and I believe it was adapted to become a side tank, with the original saddle tank becoming part of Durley's water tower. The footplate was also lowered, as can be seen at the rear of the loco in the photograph below, about 6" or so. The cab was also changed and given oval window openings which allow for better visibility for drivers of various heights. The boiler I believe is of Kerr Stuart design and the valve gear is also from a similar stable. Though the appearance is unusual, I really think that this engine has something about it. It looks strong and well built, whilst also showing clearly that it should be a saddle tank. As the engine is nearing the end of its current 10-year ticket, I believe that the plan is for her to re-emerge from the magnificent Statfold Works as her former self, with a saddle tank...

Whilst "Josephine" & "Marchlyn" steamed up, myself & Jason were oiling the pair. "Josephine" has the usual Stephensons valve gear, whilst "Marchlyn" employs the popular and easy to maintain Walschaerts variant. I find it fairly therapeutic oiling up a locomotive, particularly on a well kept shed road and on a sunny afternoon such as today. On a narrow gauge engine like this you can do everything from the outside and no pit is required, just a bit of bending under the tanks here and there! All the time, the loco is getting hotter and making steam. Ian ("Marchlyn"s fireman) had arrived and soon both locomotives were ready, having been watered from the attractive column. The carriage shed is down the line from Statfold and so both locomotives duly departed from the engine shed for the short journey to Oak Tree. "Josephine" rolled along happily, with her big wheels making her feel like she could go very quickly, and the pony truck made her ride very well too. The added addition of a brilliant steam brake was also a great advantage...

"Josephine" Simmers Near The Carriage Shed

The cab on "Josephine" is also very large, with everything required in easy reach. The regulator is very free and the locomotive is sensitive and performs well...

The locomotive, as stated, carries Stephensons valve gear and is easy to oil up on the outside. This variant of the valve gear employs only one slide bar with the crosshead surrounding it and the gudgeon pin hanging below. The power from the connecting rod and coupling rod is then transferred to the axles via cranks...

Inside the frames are the leaf springs and, as per, each cylinder has two eccentrics (fore & reverse) which key onto the rear driving axle...

Anyway, back to us...at the carriage shed we used the small but very impressive "Marchlyn" to shunt the coach rake together...

Ex-Penrhyn Avonside 0-4-0 "Marchlyn"

With "Marchlyn" having pulled the train out, "Josephine" backed up onto the rake before hauling it forward to clear the yard point. The Avonside then continued to shunt the wagons back in to clear the running line. The big 0-4-2 was sitting at the head of the train in the warm afternoon sunshine, with the fire burning well and 145psi on the clock (full pressure 160psi)...

"Josephine" And Her Train of Beautiful Coaches

From Oak Tree we set off with me driving "Josephine". In first notch on the reverser she pulled away with little regulator and the drain cocks hissing. With the drain cocks shut she quickly got the weight moving and her beats were very loud. Three large coaches and "Marchlyn" proved very little resistance for "Josephine", even when going uphill. She steamed very well, and leaning from the drivers side as she walked along the track chuffing well was a very pleasant experience indeed. In fact, its probably my favourite experience of footplate work. Having arrived at Statfold station with the train we then hand-coaled the two steamers as start time neared. The plan for the evening was to top & tail all trains with the two loco's, out of the station & down the line, around the balloon loop and back. "Marchlyn" required assistance from "Josephine" on the steeper hills, but the 0-4-2 required no such help!!...

At the balloon loop, the fireman on the rear loco jumps down to change the points for the train once it has come back around. Below, "Marchlyn" and "Josephine" push-pull around the loop with the Avonside leading...this is a BIG chuff...

Throughout the evening we gave various rides to around 180-odd guests and the two locomotives performed very well. From a firemans point of view, "Josephine" steamed brilliantly with a fairly thin fire, as long as you kept the holes filled. The injectors were very responsive and, particularly the firemans side one, filled the boiler fairly quickly. We had a lovely time...

Here, my favourite 'quick pic' of the evening..."Josephine" simmers in the balloon loop with "Marchlyn" leading...

"Photo of the Day"

Later in the evening, for the last two trips, we got to swap locomotives after many runs on the wonderful "Josephine". Driving "Marchlyn" was a cracking experience. For a small 0-4-0 it seems very powerful and yet unbelievably sure-footed too. From how it looked when it first arrived at the SBR, "Marchlyn" has come on leaps and bounds and has been a fabulous restoration job. I'm sure that "Josephine" will return in much the same condition after her 10-year overhaul...

One Last Look at "Josephine"

Having returned the coaches back to the shed after being well-fed by the kind guests and giving them a few more late evening rides, "Josephine" & "Marchlyn" headed off for disposal. It had been an absolutely fantastic day and I must thank Jason for his company (and for being my driver) as well as the kind owners of the SBR for allowing me to come and do what I love doing on their fabulous railway. Thank you all - it was brilliant. I am now a really big fan of "Josephine" - what a cracking machine, even after nearly 10 years of hard work! Thanks for reading guys - sorry for the length of this post! Cheers, Sam...

Achilles Report No35: Pulling More Than A Little!...

Hi guys. Today it was the turn of my loco "Achilles" to have another outing: it has been out quite regularly so far this year! I was rostered for one of my three-a-year crew days at Ryton Pools Miniature Railway and, as Emma (a fellow steam die-hard) was in charge we had decided to have a steam up all of our own on the 1pm - 4pm public running. "Achilles" was present, and Emma steamed the clubs Sweet Pea "John Owen". The third and final loco was Dave's 0-6-0 Polly IV tender engine which was making her public running debut I believe. Arriving at about 11am, the loco's were unloaded and prepped on their steaming bays, slowly but surely. Two train rakes had been made up especially for this unusual occasion. At about 12:20, "Achilles" & "John Owen" stood blowing off at the head of their double-headed 4-car train. Unfortunately, on the initial test lap (as always seems to happen during these events) "Achilles" failed. She had blown a gasket somewhere and had also lost an important coupling rod nut. I retired the loco with much annoyance to the steaming bays where the Polly IV, known as "IVY", was gradually raising steam.

"John Owen" coped admirably on its own, driven by Emma, before being joined at the head of its train by "Ivy". The pair then continued to double-head for the remaining 2.5 hours or so of the running...

Sunday Steam at RPMR (D.Strapps)

Whilst all this was going on I was doing my best to repair "Achilles". I hate being beaten in these trying situations and when I noticed that she had failed even before the official 1pm start time so I had bags of time left to fix her, I decided not to give in. I stripped the R/H running boards off and the cylinder cover as well as the drain cocks and reverser lifting link and discovered that the loud whistle of escaping steam was coming from the steam chest cover. I quickly removed all of the bolts and discovered that about 1/5 of the gasket had ruptured and blown out. Rattling around through the bottom of my toolbox like a thing possessed, I found that I had all of the tools to form a new gasket and so set to doing so asap. A gel gasket was laid down and allowed to dry for a few minutes before replacing the thoroughly cleaned top and tightening it down in stages; slowly and squarely. The engine still had water in and was very hot and so a small wood fire brought it back into steam quickly. A mid-gear regulator test confirmed that the gasket was still slightly leaking and so I tightened the nuts up a little more, completely sealing the steam chest. Thank goodness! With one problem gone I found that Geoff had luckily discovered my missing coupling rod nut which was duly loctited back on to within an inch of its life! The loco was then resteamed a 3rd time and returned to the track with high hopes. We were determined not to be beaten!

The 2nd train consisted of 3 cars which I was a little apprehensive about as we steamed around to the station, though I was very keen to uphold the "all steam" plan and not let the battery electrics come out to play. The first trip consisted of a load of 6 adults & 4 children, including myself & the Guard, which I thought would stop us dead on the bank. To my surprise, it didn't(!), and "Achilles" went up there at normal pace with good pressure and notched up to boot. I was very impressed. In fact, here we are returning on that same train to Ryton Halt, with myself still in complete disbelief!...

"Achilles" On Her Heaviest Ever Train at RPMR (D.Strapps)

The three engines continued to perform well for the rest of the afternoon and "Achilles" certainly received some pleasing comments from both club members and the public alike. I was very surprised at the loads she pulled, and how well she did so. At 4pm however I was glad to leave the track as "Achilles" had begun to choke up after 2 hours of heavy running and of course all that messing around first thing...

I must say what a fantastic but also tiring day this was! I was glad to get the loco fixed on site but, phew, what a stress. I was however very happy with her in the end and was pleased that her presence, and that of the other two steamers, was so well received by the public. Thanks guys, Sam...