Seaside Steam: Return To The North Norfolk...

"53809 and 76084 rest in Weybourne yard"

Evening all. This one is the first of two posts documenting our short but sweet visit to the wilds of Norfolk, in search of well known alarm clock snoozer 'Eddie the Late'. This morning, early but certainly not bright, I was on my way to Rugby ready to pick up JB for our journey to the coast. A short while later, with 70 miles or so under our belt, it was only right that we made a stop off at Peterborough Services in order to grab some breakfast. After all, we were on our holidays and JB was desperate for some "kin' coffee". (Must be some kind of special brew). Anyway, the breakfast was just what the doctor ordered and was great fuel for our onward journey to Sheringham...

After a surprisingly pleasant run across the countryside, we made it to Eddie's place in Beeston Regis a touch after 11:00am. Having swapped our transport for the Ed-mobile and its enticing Sheringham car pass, we made our way down to our first railway of this expedition: the North Norfolk. By now we were ready for some more coffee and so trotted across to the refreshment room to await the next arrival from Holt. Shortly, a loudening rumble heralded the arrival of the rostered steam locomotive: GER Y14 No564 of 1912. Before long, the blue 0-6-0 was swiftly run round to the front of the five-coach train, ready to form the 11:55am departure...

Once coupled up, the crew readied the engine for a fairly imminent departure back up to Holt via Weybourne. We were interested to ask a few questions about the engine but the driver didn't seem to be the chattiest so we kind of gave up on that idea. We did learn that the chuffing air pump was used to brake the engine whilst running light, before the usual vacuum system was employed to work a train, but that's it. Due to the length of the set and the proximity to the end of platform barrier, it was difficult to catch a decent shot of the Y14 at this point, but I kind of managed it...

Leaving Sheringham on time with a well patronised train, the Y14 took us steadily along the seaside route, the total length of which is 5.25 miles. Despite seeming to work hard whilst climbing the steady gradient, 564 seemed to be the perfect midweek engine for a line like this. She had all the power required whilst still no doubt being fairly economical in comparison to something like the NNR-based 9F No92203. At Weybourne, we came to a stand and awaited the Sheringham-bound DMU...

With the single line tokens exchanged, the Guard gave the "right away" and 564 summoned her strength to climb the remaining hill to Holt...

The 1 in 80 climb towards Kelling Heath certainly saw the little 0-6-0 in good voice, with the regulator on the stop as she lumbered her way up there...

Soon enough, 564 slowed and came to a stand at the peaceful and tranquil terminus of Holt. Here, she enjoys a short breather following her efforts...

Once again the engine was swiftly run round to the other end of the train prior to a 20-minute or so break. We visited the informative little museum and the model railway before returning to the platform to inspect the engine further. Trainee fireman Bob was on the footplate today, shovelling in the rock. I believe he is also training at the Bure Valley (where Ed is a regular driver) and so it wasn't long before he and JB were chewing the fat on the footplate of 564 as departure time neared...

Leaving Holt, the engine took us steadily downgrade back to Weybourne where we alighted from the train for our pre-arranged tour of the sheds. ("It's not what you know" comes to mind!). We duly met up with our friendly guide Bryan who gave us an informative walk around the locomotive shed, carriage and wagon department and the boiler shop. For us as footplate people, this kind of experience is arguably much more enjoyable than riding on a train and we were most grateful for the hospitality of Bryan and the NNR as a whole. Here, the huge bulk of 9F No92203 "Black Prince" stands in the shed undergoing a spring change. JB was in his element...

The shed tour was particularly enjoyable for me as we got to see things that we wouldn't have had the opportunity to study up close. The highlight for me was the 1925-built 7F 2-8-0 No53809. This was the first time I'd seen a 7F in the metal...

Bryan kindly allowed me to take a snap on the footplate of the 7F and the heat emanating from the doorplate confirmed she was still warm, having been in service the day before. I do like these older engines and would relish a go on something like this. What a nice old thing that I'm glad to have finally seen...

Our tour of the boiler shop was also really interesting and it looks like they're doing some great work. (No pictures were taken in there out of respect for customers who the NNR carry out contract work for). Leaving the boiler shop, Riddles 2-10-0 No90775 presented herself whilst undergoing repairs. She was in steam last time I visited the North Norfolk back in 2018. Hopefully she'll be back in service soon...

Before we left, I snapped this final shot of the other Riddles 2-10-0: "Black Prince": as she continued to receive attention from the engineering staff...

After a very enjoyable tour of the site, Bryan returned us safely to the platform where we enjoyed a cuppa' from the cafe before awaiting the return of the Y14. The old Worsdell engine appeared on time with the Sheringham-bound train we wished to join...

After a little chuff out of Weybourne, 564 shut off steam again for the steady downgrade run into Sheringham. The assembled hoards of onlookers grabbed their snaps whilst the engine was uncoupled ready for another run round...

Here, an eager 564 blows off as she runs around her train...

With that, the Y14 headed back to the front of the next departure and we three headed off in search of the Ed-mobile. I suppose I should include a bit of Y14 history just to finish. Designed by T.W.Worsdell, this class of mixed traffic 0-6-0s eventually numbered 289 examples by the time the last was produced in 1913. With a 160psi boiler plumbed up to 17.5" cylinders, the class gave out a tractive effort of 16,940lbs. They were very successful machines and 127 of them (reclassified as J15 by the LNER) were in service when BR took over the big four in 1948. Today, only this one survives. I do like the GER blue livery, although personal taste doesn't permit me to like the yellow cab internals, despite it being prototypical. 

After a brilliant third visit to the North Norfolk Railway, we returned to Ed's for a workshop tour of his own whilst enjoying yet another cuppa'. At around 4:00pm myself and JB headed off to find our accommodation on the Sheringham seafront. Having parked up just a stone's throw away from the sea, we trotted a short distance up the road to our home for the night: The Two Lifeboats...

Once checked in, I headed downstairs for a pint in the pub garden whilst overlooking the sea. I certainly wouldn't mind having this view everyday...

Later on, the three of us met in the pub for a meal and a recap of the day's events. It had been a brilliant trip so far and we were grateful to Bryan and the rest of the NNR staff for a very pleasant visit today. The shed tour was particularly good! Well, that's all for now folks. Tomorrow we're off to the Bure Valley Railway...

Going Great Central: A Saint And A Standard...

Evening all. Today I was booked to work another 'one trip wonder' at the Great Central Railway. I arrived in good time for my 12:30 book on and discovered that once again I was rostered aboard BR Standard Class 5 No73156. Having familiarised myself with the notices and signed the book, I wandered out into the yard to have a look at the first visitor for the upcoming Autumn Steam Gala. The Great Western Society's new build Saint 4-6-0 No2999 "Lady of Legend" was standing cold on No2 road, freshly arrived from her previous loan at the Nene Valley Railway. No4942 "Maindy Hall" donated its boiler and frames to the project and No2999 was completed in 2019. Being a Great Western fan, I found it interesting looking around the vintage look Saint. I do wonder whether I'll get a go on it before it leaves: it would certainly be nice to! Not far behind No2999 on No2 road but inside the shed was an immaculate looking No6990 "Witherslack Hall" which is just coming to the end of a beautiful repaint...

Having admired the immaculate Modified Hall (which will appear in repainted condition at the gala alongside the Saint and Pannier Tank No7714), I headed outside to await the return of No73156. I'd brought myself a meal deal along to eat before we took over the engine. As is usual, station tabby cat 'Onslaught' awoke from her afternoon slumbers at the sound of my opening sandwich wrapper! Having two tabby cats at home ourselves, I'm very much used to having someone nearby drooling over my food but it's not so much fun when they appear anywhere you sit! A purring 'Onslaught' was treated to a few scraps of ham which she wolfed down without taking a breath...

The BR standard soon rolled in from Leicester North with a five coach set, coming to rest at the appropriate stop mark in Loughborough's platform one. Once uncoupled, driver Pete and fireman Aaron reversed the engine over to the water column for a drink. I was stood at the base of the column ready to help with watering up...

With tender topped up, I swapped with fireman Aaron whilst driver Pete stayed on to take the engine around to the front of the 14:00 departure. Driver Rob then arrived (having been caught in an overrunning meeting) to relieve Pete. With around 25 minutes to go before departure, I decided not to rush the fire around too much as the class five would no doubt be blowing off in the platform if I did...

The engine had a tender full of Welsh which would again offer a change from the smoky stuff I was burning on No78018 last weekend on the evening diner. As departure time neared I began spooning a few lumps of the Welsh around the front of the fire, filling in holes and generally making the bed ready. With around five minutes to go I then tend to make up the back end, although I don't go mad on No73156 in this regard as she doesn't tend to eat much away at the back, not like the others seem to anyway. She's one of those that will chew all day on a good back usually. When the "right away" from the Guard came on time at 14:00, 73156 eased the five coach set into motion and off we went in the direction of Quorn. At this point we had just over 200psi on the clock and 4/5 of a glass of water. Rob then got the engine well underway.

As we steamed towards the A6 bridge I began to suspect something wasn't 100%. The chimney wasn't as grey as I would have expected with a fairly fresh fire and the pressure needle was nailed to the spot, if not falling. As we neared Quorn we were back to around 170psi, although as usual I kept the water well up as we never sacrifice water for steam. Another look around at Quorn saw me fill in the holes again but all seemed well. You can end up with too much coal if you're not careful so it's best not to over fire if you can. Leaving Quorn, it was clear that things were still not right as the engine dipped further towards 160psi and even 150psi. Nevertheless, cruising along at line speed and with the water well up the glass, we could keep going very much safely despite being "down the nick"! At this point I noticed that the back end wasn't doing what it was meant to do and I could see that it was very much caked around the back corners. This high slack content in the soft Welsh coal can cause you these issues sometimes as the slack knits together and doesn't allow air through the bed of the fire.

Sure enough, rolling into Rothley with (still) a strong water level and 160psi on the clock, I grabbed the bent dart from the tender tunnel and began working the back of the fire. Straight away the effect on combustion and the pressure was noticeable and the chimney turned a reassuring tinge of dark grey. By the time we had cleared the Rothley up section signal: working towards Leicester North: the engine was back on the mark and all was well again. Although it isn't much fun being down the nick, I always feel a sense of accomplishment when you can find the root cause of the problem and solve it without intervention from above. It's like steam engine problem solving! Here, a lightly feathering 73156 awaits right time at Leicester North...

On the way back, a rejuvenated 73156 steamed beautifully and I managed to run the fire down for our imminent disposal on No1 road back at the shed. Here, 73156 simmers quietly in Platform No2 at Loughborough (having just arrived) whilst we await 78019 to clear the way. She was currently watering up...

Once back at the shed we checked the smokebox, did the ashpan, checked the firebox and then filled the boiler before leaving 73156 for the night. Here she is lined up alongside the visiting GWR Saint replica at Loughborough shed...

I must thank Rob for another very pleasant 'one trip wonder' turn and I look forward to hopefully getting some trips out at the upcoming Autumn Steam Gala. We look forward to receiving the roster very shortly. Thanks all, Sam...

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: 78018 On "The Charnwood Forester"...

Evening all. Today saw me once again firing on the Great Central Railway at Loughborough, working turn A23 aboard 1953-built BR Standard 2 No78018. My book on time today was 15:00 and I arrived in good time to sign in, read the notices and get changed into my overalls. The loco roster stated that myself and driver Dave would be taking 78018 today which, for me at least, meant a change of locomotive as most of my recent turns have been aboard the larger class 5 No73156. Running on time, 78018 soon appeared back in platform two with the returning "South Yorkshireman" lunchtime diner. She then ran back to the shed for her crew swap. Duty fitter Tom kindly offered to refill the tender with the JCB ready for our three return trips...

The morning crew had already brimmed the tender with water and so, with 180psi on the clock and a quiet fire, myself and Dave left the shed and proceeded to the head of the passenger stock for our 16:00 train in platform one. With 20 minutes to go until departure I started to make up my fire, sparingly however to save any unnecessary blowing off. Unfortunately for me, the very good but smoky current coal we're using (from somewhere near Russia by the looks of it) had other ideas. Even with a smallish fire I had to try to thin the smoke using some top air and the blower. The resulting rise in boiler pressure however caused one of the safety valves to start lifting. With steam however being less of a complaint than smoke, I just had to live with it...

Leaving Loughborough on time with the 16:00 passenger departure, the engine soon quietened down as we set into the run towards Quorn. From then on she wasn't a problem and we managed to keep strong steam and water levels with the smoky coal. Apart from the smoke, I find that everything else about it is very good. The 16:00 departure also saw us performing a memorial service for a passenger, where the ashes of a loved one are passed through the firebox of the locomotive before being scattered via the chimney exhaust. These are very poignant events and I've been part of a couple of them over the years at different places. Returning to Loughborough, the engine is spotted waiting at the five-coach stop marker...

Once back at the shed, 78018 was partially disposed. This involves emptying the smokebox, cleaning the fire and doing the ashpan. This is done so that there is less to do when we return to shed later on in the evening, reducing the noise for our neighbours as best we can. Partial disposal completed, we ran round via the totem pole to reach the waiting diner stock in platform two. Once coupled on, the lamps were mounted on the front and I was given "The Charnwood Forester" headboard to fit in readiness for this evening's two round trips of the line. The last time I did a Charnwood diner was the night I passed for firing a few months ago aboard 48305...

Below is a hazy shot of the tidy footplate on 78018. The heat emanating from the boiler and firebox is causing the camera to go out of focus, as per...

The engine now sat quietly simmering away to herself, with around an hour before our planned 19:00 departure for Leicester North. During this layover, many of our passengers visited the footplate before they boarded for their on train meal. It's always nice to see people taking an interest in the locomotive, many of whom have never stepped aboard a footplate before. As departure time neared, the light was already starting to fade and so I decided to light the BR (M) lamps...

We left Loughborough on time with our five-coach train and had a nice trundle to Swithland reservoir. Here there is a 15-minute wait, offering a picturesque view across the water. 78018 once again simmered quietly during the break...

Leaving Swithland on time at 19:30, we steamed to Rothley and had a very brief pause whilst I left the footplate to collect the single line token from the exchange box. Having raised the token to show the signalman that I'd received it, I returned to the footplate and confirmed with Dave that the token was correct. The Guard then gave us the "right away" to proceed to a quiet Leicester North. After a brisk run round and recouple, 78018 waited for her northbound departure none-stop to Loughborough...

The run back is none-stop as the Rothley signalman can leave the box to collect the token from us as we proceed through the down platform. From Rothley we were line speed back to Loughborough and another brisk run round was rewarded with this shot of 78018 standing under the already 'off' platform two up starter signal...

The second run of the evening was quite exhilarating, with 78018 steaming beautifully as we marched on through the night. On the up line we have to drop down to 10mph for the Quorn foot crossing before accelerating back to line speed to Rothley. Token collected once again, we barked southward to Leicester North for another brisk run round before a line speed none-stop run back to Loughborough. I can't think of any other preserved lines where you can run through platforms at 25mph like you can on Quorn's down platform. It's quite an experience. Once back at Loughborough, we uncoupled before topping up the tender at the water column. 78018 was then returned to the shed and disposed. After a quick rake through the fire to release any clinker, I removed the baffle plate before checking the firebox over. With all considered okay, I closed the doors and filled up the boiler to the required level. Dave completed his driver's paperwork and we left 78018 for the night at around 22:30...

I must thank my driver Dave and our guard Michael for a pleasant evening out on the railway. It had been a very nice 48 miles out aboard 78018 and a good workout for me. I'm sure that the well fed passengers aboard the Charnwood diner had had a good time and the few that we saw later in the evening were certainly in good spirits. If anyone reading ever fancies a night out with a difference aboard the diner, click here to visit their part of the website. Thanks all for reading once again...

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

"Braunton" On 5Z35: A Pleasant Passing Surprise...

This morning I was sat at my desk typing away when a message came through from one of the chaps I know who works for LSL at Crewe. He said that they were less than an hour away from us, on their way southward with the Bulleid pacific "Braunton". I wasn't aware of this move and so it was a pleasant surprise when, a couple of minutes early, No34046 rolled gently around the curve from Mill Lane and came to a stand at a red signal at Northampton north junction. I expected it to be an engine and coach working, similar to the last time we saw "Braunton" working past us earlier this year, but to my surprise she had a full rake of smart looking ECS and a Class 47 on the drawbar. It's only a guess but I'd imagine that 34046 is heading to the capital to work some Saphos jobs since the recent failure of fellow 7P "Britannia". "Mayflower" was covering for the Brit down there but she headed northwards earlier this week with this same ECS before steaming across to take part in the Valley gala this weekend. Whilst we watched from our lawn in the hazy sunlight of this blue sky afternoon, "Braunton" blew off as the boiler pressure reached its maximum of 250psi...

After a couple of minutes listening to the engine's air pump chugging away (I'm not a fan of that sound but it is of course needed to work air braked stock), the signal changed and the 1946-built 4-6-2 slowly steamed away towards the south. I must thank Rob for letting me know about this move as I think it caught a lot of people by surprise. It's always nice to break up the afternoon with a sighting of passing steam!

Please note that the above images were taken from land outside of the NR boundary fence.

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

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

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

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

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

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

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

The London Transport Museum...

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

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

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

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

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

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

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

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

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

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

"Leander": A Bulkington Jub...

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

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

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

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

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

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

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

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

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