Going Great Central: A Shed Turn...

A short one from today folks. I went across to the GCR first thing this morning to take part in a shed turn. It's always good to show some willing outside of footplate turns so I headed along to help with ashing the pits etc, once the four big engines in steam for the 50th anniversary gala weekend had left the shed. Inside the shed was old favourite No6990 "Witherslack Hall", the boiler from which is being readied to return to the frames very shortly following a re-tube. I'm really looking forward to seeing 6990 back in action. I had a few hours pottering around the shed and yard, helping where I could, before heading for home. Short and sweet, not a lot else to it. Cheers, 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.

Statfold: Sweet Sugar "Saccharine"...

"Driving Fowler 'Saccharine' of 1912" (B.Fitzpatrick)

Having been volunteering as footplate crew on the Statfold Barn Railway since 2012, there aren't many of the fleet that I haven't been on at one stage or another. Today, at the Summer Spectacle of Steam event, I was to tick another engine off the list that has always evaded me: the mighty Fowler "Saccharine". Built by the well known traction engine manufacturer John Fowler & Co of Leeds in 1912, this chunky 0-4-2 side tank was destined for the Natal Estates sugar plantation in South Africa. Having returned to the UK for preservation in 1978, the engine later found its way to Statfold and it was brought back to steam there in early 2010. It's a big old engine this one, overhanging the 2ft gauge tracks quite considerably. As my tick list of the Statfold fleet is ever decreasing, I'd politely requested to Alex that we take "Saccharine" out for the day to get it out of my system. Being a cracking chap, Alex duly accepted and myself and well known dawn chorus denier Eddie the Late were penned to the engine with cleaner Stuart. I arrived a little before 06:30, discovering the 0-4-2 at the rear of No1 road on the shed frontage. It was then time to sign in and read the notices...

Having checked the engine over (confirming that I'd escaped those pesky chocolate firebars Batesy keeps threatening to fit!) I deemed it safe to light up. There was a strong water level in the two gauge frames, the smokebox and firebox were dry and the grate was clear. I managed to find some fairly good size planks of wood to throw into the considerable box on "Saccharine". This is no quarry Hunslet...

Soon enough there was a plume of smoke rising from the tall chimney as the mixture of paraffin soaked rags and wood began to take hold in the firebox...

Eddie the Late duly arrived after his arduous trek from his caravan in the next field over and we set about preparing the engine together. Eddie was the booked driver for today but, as usual, we shared it all as we hold the same competencies. Just in front of us was the lovely Bagnall "Isaac", driven today by old mate JB. Here, Eddie and JB put the world to rights from the footplate of "Isaac". Almost reminds me of Statler and Waldorf offering constructive criticism from the comfort of their balcony...

Cleaner Stuart went around cleaning the engine for her day out whilst myself and Eddie shared the firing and oiling duties. I had to remind Eddie to go easy with those big pieces of wood. He's only used to 15" gauge locomotives these days and I was worried that such big pieces of wood might overwhelm him. They must have felt like great 6 x 2s to him! Thankfully no Eddie's were harmed during lighting up...

As a team, we three enginemen went around the big Fowler and prepared her for the day. After the usual 08:30 safety briefing (and customary bacon roll) on the lawn, we got changed before rejoining the locomotive. To our surprise, it wasn't long before we were called upon to leave the shed. I drove the first two trips whilst Ed re-familiarised himself with the railway and got used to "Saccharine". My first task was to couple the engine to "Isaac" in front. Once coupled, the duo made their way to platform 2 via the signalbox, where our stock awaited us. We would now form the first train of the day to Cogan Halt, where "Isaac" would leave us and return light engine with the token. Alongside us in platform 1 was the visiting engine for the event: another Fowler. This one was No15513 of 1920 and she was one of a series of six 0-4-2s built by Fowler for the Sena Sugar Estates in Mozambique. She was fresh out of the box...

Once everything was ready, we received the road and the "Right Away" from the Guard before steaming off towards Cogan Halt via Oak Tree. JB led the way with "Isaac" whilst "Saccharine" was the train engine. At the balloon loop we were quickly separated and JB took the Bagnall back up to the top with the token. We meanwhile had to wait for the next down train, hauled by the beautifully restored smaller Fowler...

Here, "Saccharine" waits for the line ahead to become clear...

Leaving the balloon loop, we plodded steadily back up to Statfold where permission was given (once uncoupled) to turn on the turntable. We managed to keep "Saccharine" facing the right way throughout the day, which was good for us as well as the photographers. It's always nicer going forwards I must admit. So, the all important question: What did I think of "Saccharine"? You know what, I liked it. I love things that are strong. This old 0-4-2 is certainly that and as well as pulling well, it stops well, which is another important thing. The injectors were a bit finicky on it and would rarely run clean, although they did put water in at their own steady pace. The large boiler on the engine did however mean that water could just be topped up every now and then and we had no trouble with either steam or water throughout the day. The engine also rode well and with the bigger wheels it seemed to rattle along quite nicely. I liked it and would have no aversion to going on it again. As with all engines, opinions differ across the crews but "Saccharine" is alright with me. She's certainly more pleasant to drive than the K1 Garrett which I found to be a bit cumbersome in its handling...

"Second Outward Trip" (B.Fitzpatrick)

Here we are pulling away from Oak Tree Halt, returning to Statfold...

"Side Profile" (B.Fitzpatrick)

By the third trip it was time that we swapped duties. Eddie took over the regulator of "Saccharine" whilst I supervised Stuart doing the firing. He was doing well and needed little if any tuition today so I was mainly standing in the middle of the cab surveying the scenery. For our third trip we were joined by the pretty little red Fowler. The Fowler duo certainly got the photographers excited as we made our way around...

Third trip complete, "Saccharine" waits on platform 1 approach after turning...

After being brought down under caution through platform 1 we were asked to pop up onto the shed for a short break whilst the Plymouth diesel did some shunting in the headshunt. I sat in the shade in a chair watching the Fowler simmering across the way in the sunshine. The shade was certainly welcome as it was very muggy today with very little breeze unless you were moving. It was a tad sticky...

Eddie drove our fourth trip (this time without the little Fowler as a headboard) before I took over again for our fifth and final trip. The day went by very fast...

Sunshine and blue skies was the order of the afternoon at a peaceful Statfold...

After our fifth trip we were kept off shed for a while longer and ended up shunt releasing three trains with the chunky Fowler. "Saccharine", as with everything it seems, found the movements no stress and was very controllable. It's a useful and versatile tool indeed. By the time we'd finished shunting, the fire had been run down nicely and only needed a quick turn over with the iron to make sure it was free of clinker. Eddie must have felt like he was flinging some great jousting lance about in comparison to the salad tongs he normally uses to clear his fires out these days...

Once the engine was disposed and rubbed down, I caught this final shot of her as she simmered quietly on No1 road after a great day out...

Thank you to all involved in today for another great time. Thank you to Eddie the Late and Stuart for their company aboard "Saccharine" and thank you to Alex for rostering us. Also, thank you to Barry Fitzpatrick for sending in three of the images used in this post. It was a great day all round and I'm glad that I've finally ticked the big Fowler off my list of engines to drive at Statfold. It was even better that Eddie managed to get through the day without succumbing to altitude sickness, having conquered his fear of heights rejoining the crews of bigger engines. He didn't even need his stepladders or his harness! Thanks for being such a good sport, Ed...

Mail Rail: The Post Office Railway...

"One of the original Royal Mail trains that worked the line"

When you think of well known London attractions there will be many that spring to mind: Big Ben, Buckingham Palace, the London Eye and so on. One that perhaps you wouldn't automatically think of is the museum dedicated to London's historic underground post office railway: Mail Rail. Today, whilst on a jaunt to London for tea at the Langham, we called in to this lovely little set up for our first visit. This 2ft gauge railway originally began operating in 1927, using driverless trains which carried mail across a system which eventually encompassed 6.5 miles of track. The first mail was carried for the Christmas post of 1927, with the system continuing to operate right up until 2003. Electrified by 440V DC third rail, trains would operate up to a maximum speed of 40mph whilst out of station limits, transporting post between the sorting offices above without the need to traverse the traffic filled streets of the capital. Following closure in 2003, the line lay dormant for a period until a section was reopened as part of a special exhibition. New battery operated trains were supplied for the setup and these days you can ride on a 1km circular section of the original line...

We'd booked the train ride part of the exhibition for 11:30 and arrived in good time at the Mount Pleasant museum. The exhibition and platform area can be found beneath the gift shop, down a flight of stairs. The low clearance within the tunnels (no doubt due to the fact that the trains were driverless) has meant that the new tourist trains are also quite cramped. Much smaller and they would feel a bit claustrophobic...

An addition on the new trains is a driver who sits up front and controls the unit and the various displays along the route. Having descended into the tunnels, here we make our way to the right towards an area where old trains are stored. The tunnel to the left goes off in another direction and is no doubt part of the old more expansive system that once was. I have no reason to believe that the whole system isn't still there...

As the train rumbled its way around the route within the tunnels, various displays were put on and a commentary was played over the PA system, including interviews from those who used to work on the railway. There was also quite an interesting light show and presentation at one of the old stations, showing the path of a letter from sender to destination via the old post office railway system. After our informative ride through the tunnels, we alighted from the little green train and had a look around the museum section which included a lot of history on the original route...

Here, the green train departs again into the tunnels with tail lamp lit. The other train (a red identical twin to this one) will soon arrive on the right hand track...

After a very pleasant hour at Mail Rail we took a steady walk back to the nearest tube station before continuing our underground journey to Oxford Street ready to walk to the Langham. If you're ever in the capital and have an hour to spare, Mail Rail is well worth a look. It's always nice to support a little venture like this. You'd never know that those tunnels were there when you look at the building from outside. I wonder how few people knew that these little mail trains were rumbling around underneath London doing their job day in, day out for so many decades. At one point the railway carried 1 million items of mail everyday which is certainly an achievement! Thanks for reading all, Sam...

GCR Firing Course: Completed It Mate...

GCR Firing Course? Completed it mate! That's it then folks! Today I was officially passed out as a fireman on the Great Central Railway having completed both the practical and theoretical elements of the firing course. I am so grateful to everyone at the GCR that was involved in helping me reach the grade and I look forward to more turns out on the footplate as and when required. Today I arrived at the GCRs base of Loughborough station at 12:00, ready to take some theory tests: one on route knowledge and one on rules. As I wandered through the shed area, the bulk of 9F No92214 was standing cold on No1 road under blue skies...

Having signed in and read the notices, I noted that our crew were rostered to 8F No48305 which was currently out working the service train. I was booked on with a driver and a fireman for today's turn but was later told that, should I pass my firing practical, I would be out solo as the fireman on the night diner this evening. No pressure then! Theory tests passed (that was a relief), we changed into our overalls ready to take over the engine in readiness to haul the 16:00 passenger train. The weather was stunning and was, if anything, too warm! The up inner home signals at Swithland are seen below in the on position as we are held to allow the Mountsorrel service to clear the Rothley section before continuing on towards Leicester North...

Returning to Loughborough with the passenger train, we uncoupled the locomotive and ran round. The train was then shunted into the up through siding and the stock stabled as it wouldn't be required until tomorrow. The 8F was then returned to No1 road pit on the shed apron for a partial disposal. The partial part of the term denotes that we're trying to do jobs now that will otherwise need doing late at night when the engine returns after the diner job. I cleaned the fire before checking the smokebox and ashpan, both of which are emptied at this point when required. The big 2-8-0 was then left to simmer on the shed for a while until we were required...

Once the partial disposal work was completed, driver and assessor Ken shook my hand and said that I had completed the firing course and would be out solo this evening. What a great feeling. I'm very grateful to Ken and the other instructors for their time and effort in putting on the firing course. It was a valuable experience that I wish I'd had access to years ago. It's so much more relaxing being taught this stuff in a classroom setting rather than having to teach yourself. The system has its own curriculum which can take either a person who has some experience or a complete beginner from cleaner to fireman through its various classes and teachings. I'd heartily recommend this way of learning to any railway. I'm lucky to have had my previous experience from Tyseley which I've built on at the GCR. Tyseley gave me a real shot in the arm when I crewed with them and I thankfully moved away from the bad habits I'd learnt in a previous existence. Building on the experiences from Tyseley, with the support of the GCR instructors, has resulted in me achieving this grade and I'm so thankful to all involved. Here, 1943-built No48305 stands at the head of the 19:00 diner...

The diners at the GCR are very popular and provide a lucrative and welcome income to the railway. There are various different trains which operate throughout the month but this one: the Charnwood Forester: runs on Saturday evenings and performs two round trips of the line. Also out this evening was the Fish & Chip special which on this occasion was hauled by the Class 37 diesel. (The railway is trying to encourage diesel fans onto the catered trains by running the occasional service with this traction). Our train left Loughborough a few minutes down but we were soon cruising along on the old 8F. Our first stop was Swithland viaduct where we paused for ten minutes or so so that the diners could survey the views across the reservoir...

The clear blue skies tonight certainly provided some picturesque views from the cab. The reservoir was incredibly calm as 48305 simmered above...

The 8F steamed beautifully throughout the evening and was no trouble. Here she awaits departure from Loughborough with our second round trip...

On the final run back from Leicester the locomotive paused once again, this time on the down line at the beautiful Rothley station. These short breaks ensure that everyone has time to leisurely enjoy their four course meal without being rushed...

From Rothley we had a steady run back home none-stop to Loughborough. The engine was then swiftly uncoupled before slinking quietly back down to the shed where we began the disposal procedure. Ken first went under the engine to check her over before I began the fireman's disposal once he was clear. The fire was raked through and quietened, the boiler filled and any necessary fittings isolated. The 8F then sat simmering quietly over No1 road pit as we prepared for departure around 23:00. Being out this late was certainly a shock for me these days!...

And that, as they say, is that. The GCR firing course has been completed. Once again (I can't say it enough) thank you to everyone that helped me achieve the grade. I look forward to future outings on the footplate at the railway as and when they come along. I must thank Ken for his company this evening and Ashley for coming out with me as fireman on the first trip. What a pleasure to pass my firing ticket on board the mighty 8F as well. What a fine machine (even if it's not GWR!). Cheers 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.

Ryton: Battery Boxes And Sunshine...

Evening all. This afternoon saw me taking part in the first of my three rostered Sunday turns as crew on the Ryton Pools Miniature Railway for 2023. As a CMES member, we all have to take it in turns to run the railway for the public on Sunday afternoons during the season. It's a fairly laid back affair, with three hours of running taking place between 13:00 and 16:00. The roster has changed in the last five years or so to include extra staff which allows two trains to be comfortably operated throughout the session. Back when the railway was fairly new, one train was sufficient but loadings are greater these days. Traction for the day was provided by the powerful battery electric trio, consisting of three Compass House motored chassis' with bodies. I'm loathe to call them by the names of the full size locomotives that they're meant to represent because they just aren't in the same ball park. A few car batteries on a rolling chassis has never done it for me...I'll be a steam man until there's no more steam. However, I understand that the electrics are easy and they do their job admirably and reliably. Here, the Class 31 bodied electric waits at Ryton Halt for service to begin...

We started the afternoon with the 31 and 37 lookalikes in action but the latter later developed a fault (a little win for steam there) so the 47 lookalike was called upon to replace it. Passenger numbers were strong all afternoon, with little let up between the queues. I did a bit of everything: driving, guarding, loading and of course selling tickets. These days I think I find the latter the most interesting duty when battery stuff is pulling the trains. It was a pleasant and worthwhile afternoon however, with over 300 passengers (and that doesn't include the Under 3s who travel free) taking a ride. It's certainly worthwhile income for the club. Thanks to everyone on the roster today for a leisurely afternoon trundling around Ryton Pools. Cheers, Sam...

Statfold: Driving The "Coronation Express"...

"Driver Sam and Fireman Ben with Peckett 2050"

You couldn't move in the UK this weekend without coming across a union jack flag or three as the nation celebrated the coronation of King Charles III. Coincidentally, Statfold were holding the annual miniature do which was lengthened to three days this year in order to take account of the additional bank holiday. I was rostered to drive on the Sunday of the event and was pleased to see my name penned to the powerful Peckett "Harrogate" (No2050 of 1944). Suitably decorated for the occasion, wearing bunting and a specially made headboard, the engine was one of five in steam on the 2ft railway for the weekend. Our book on time this morning was the usual 06:30 and I arrived in good time in order to sign in and read the notices. "Harrogate" was on No3 road at the shed. Alongside her was the Hudswell Clarke "Fiji", of 1912...

My fireman Ben duly arrived and together we set about preparing the Peckett for service. She was still nice and hot from yesterdays efforts and wouldn't take long to come into steam. Ben soon had a blaze going on the fire grate and smoke rose steadily from the chimney up into the hazy morning skies...

Oiling up "Harrogate" is just like oiling most other Pecketts to be honest, just on a different scale. It's no different to Tyseley's W7 No2004 or poor old former friend "Sir Gomer" which rusts away not far from here. Most of the Pecketts have a similar valve gear arrangement with the inside Stephenson's motion so it's fairly simple to find your way around them. "Harrogate" has an additional large Wakefield lubricator mounted on the fireman's side which feeds a variety of points including the axleboxes, cylinders and slide bars. Whilst I fumbled around the engine with the oil cans, Ben was busy giving her a polish between tending to the fire. The headboard for today was specially made by Matt Acton and was a pretty addition to the engine...

Our first move of the day included the usual token working, with three engines being marshalled in Platform 2 at Statfold Junction station with a rake of ECS. Bagnall "Isaac" would be unhooked at the balloon loop before proceeding across onto the high level line ready for a day of driver for a fiver. The Brazil class "Howard" meanwhile would stay with us back to Oak Tree where she would be uncoupled and return light engine with the train staff whilst we took water and had a cuppa'...

By the time we'd reached Oak Tree and had said goodbye to "Howard", the sun had broken through the clouds to reveal some lovely blue skies. I grabbed this sunlit shot of the Peckett as Ben woke the fire up ready for our imminent departure to Statfold. A good day of weather was certainly in promise as we awaited the next down train...

At this point we decided to grab the crew shot which has formed the title image for this post. It's not often that you get to drive on a Coronation weekend so it was nice to record it for the memory box! "Fiji" duly passed us by with a down train, allowing us permission to travel back up to Statfold. Once there, "Harrogate" was turned on the table before coming to rest in Platform 1 whilst "Howard" prepared to haul the next down departure. What a nice morning to be on an engine...

From then on we went into the usual cycle of one engine in, one engine out. Visitor numbers weren't brilliant to be honest so we only needed the two coaching sets, passing at Oak Tree and swapping engines at the top. It's always a gamble doing events on weekends like this as people have so many other things that they could possibly do, from organising a street party to heading off to the seaside! We had a good day though, as did our passengers who joined us...

"Harrogate" was her usual free steaming and powerful self and offered us no trouble throughout the day. It's a lovely thing this and just shows how nice a well restored Peckett can be, much like No2004 that I mentioned earlier on in this post...

I drove a few round trips before swapping with fireman Ben who then did a couple on the regulator whilst I did the firing. With a full working pressure of 160psi, "Harrogate" can be mortgaged easily at around 120-130psi and will do everything you want with ease without the fear of blowing off. She's a great engine...

After seven or eight round trips of the railway, I drove "Harrogate" back up onto the shed for disposal and we were there and parked up on No1 road well before 16:30...which is never a hardship for us! The fire had been run down nicely and the boiler only needed topping up before we left her for the evening after a good day...

With my loco report filled in and us both signed out, it was time to head to the bar for a quick pint before heading for home. I must thank Ben for his firing efforts today and of course Alex for rostering us on a fine engine once again. "Harrogate" is one of those engines that you're never disappointed to get rostered onto! A lovely old gal'. Thanks all for reading this drivel once again. It is appreciated...

Going Great Central: First Trip Out On '19...

Evening all. Today involved a pleasant morning turn at the Great Central Railway with Dave and Matt. The engine, from a crewing perspective at least, was new to me: it was 78019. Known as No19, this is of course the sister to No18 which I've been lucky enough to get out on a few times already. Years ago I had a footplate ride on 78019 but had never actually crewed it until today, so it was nice to finally tick this old gal' off the list. Now that summer is finally on the way it isn't pitch black when I go out in the morning for an early turn which makes things much more pleasant. Our book on time this morning was 06:00 and I arrived a little before in order to sign in and read the notices. Driver Dave was already there and booked Fireman Matt wasn't far behind us. As I've now completed the GCRs firing course I'm on my assessed turns and so Matt was happy to leave me to it. Having checked the water level, I checked the smokebox before making a start on the fire grate. One of the many beauties of the BR Standards is the rocking grate mechanism which, on 78019, works perfectly...

For the uninitiated, a rocking grate is a grate which allows sections to be rocked from the cab. In the case of the Standard 2, there is a front and back section that can be rocked via a linkage beneath the floorboards. This allows ashes and clinker to be worked through into the ashpan without the need to break it all up with the irons until it's small enough to fit through the bars. More modern engines like this tend to have this style of grate as by now the designers had realised that they could make life ever so slightly easier for their crews! Most older engines tend not to have this feature, such as the Loughborough-based 8F for example which has a fully fixed grate. With everything checked and the grate cleared, I lit the engine up. She wouldn't take long to come around this morning as she still had steam on from last night...

The coal in the tender was of Polish origin I believe. It was very hard and included some nice big lumps rather than the 50% slack ratio we tend to be used to with the softer Welsh coal from Ffos-y-Fran. The only downside to this European coal is the smoke and you do get a bit when there isn't much draw on the fire. Thankfully though the smoke doesn't last long and when you're on the run it clears beautifully...

78019 is still fairly fresh back into ticket, having been released into service after an overhaul in autumn 2022. The cab is still spick and span and is being kept on top of by the volunteers. It's a very nice working environment...

Our morning turn today involved two round trips at 10:00 and 12:00. Dave drove whilst Matt supervised me doing the firing. Thankfully all went well and it was a most enjoyable morning. The engine pulls eagerly and steams freely, riding very well. The main difference over 78018 is the installation of a Kylchap exhaust which creates a different exhaust note and more draw on the fire. I've never had a problem with steaming on 78018 but 78019 seems to steam even better, although pulls the fire bed more. 78019 is spotted here waiting to leave Loughborough with the 12:00 train. Note the Eastern lamp fitted as this was a Kirkby Stephen engine when delivered new in 1954...

Much like her 1953-built sister 78018, this engine also had a role in the British Transport Film 'Snowdrift at Bleath Gill'. No19 was actually one of the rescue engines that attended the scene to rescue her stranded sister No18 after it was lodged in a substantial drift. It's a great little film if you ever get a chance to catch it on Youtube. After another pleasant outing on the 12:00 train, we returned to Loughborough with the lovely little Standard 2 before handing over to the relief crew...

From here the three of us wandered back to the shed as the engine steamed off in the opposite direction in readiness to haul her next train. Having washed up and signed out, we all headed for home after a very nice little morning. Thanks to Dave and Matt for their company aboard 78019 today: I really enjoyed the turn!

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.