There is something rather splendid about early mornings at the railway. The sun rises over Sheringham and you leave the shed to be greeted by your local waiting patiently in the yard, still warm from the previous day and maybe bubbling just a little. Today, Fitter Rudy and Third Man Paul are here today, and since Third Man Paul will be with the loco all day I take the firebox when he has cleaned the smokebox. While he clears it, I busy myself collecting a hand brush and a bucket of paraffin soaked rags for lighting up. I check over the controls and find half a glass, and checking the gauges reveals that one of the drains is quite blocked - the glass won't clear. The loco has a 20 psi left in the boiler and I use this to blow the blockage clear.
Next, I climb in the firebox with my jemmy and torch, protected with a dust mask and a hat and pull up a few firebars to brush the remains of yesterdays fire into the ashpan. It's pretty warm in there and there are some glowing coals near the front.
A little while later I am on the shovel, laying the fire over the grate and making sure I have it well covered at the front. I have a look with my torch when my back feels that I am almost finished and find some holes near the back, so I take pains to fill those in. Next, I wrap a rag around a piece of long, thin timber - a bit of fence panel, set fire to it and throw it to the front left, followed by one to the front right and several more pieces of thin wood, before coming backward to the middle and rear corners. I leave it for a while, adding more burning rags to areas that have not lit well, more wood, and soon I have a blazing fire all over the grate:
I'm very pleased with this, though writing up these notes I realise I neglected to look at the position of the dampers!
Next, it's on to cleaning the boiler wrapper and frames with oil & paraffin. She comes up well like this:
Fireman Dan has arrived by now and takes over the fire, and Driver Mark has set about his oiling up duties. He brings his own lamps:
She's come around well and we are on the pit by 07:30, though Mark has driven down there on the handbrake.
Weybourne and Holt boxes are both closed today so the railway operates Single Train On Line. I head down to the SoP to sign out the Long Section Staff, and let them out of the yard using the ground frame.
Next, it's rag chopping time. It's hopeless cleaning with synthetic rags and most of these go in the lighting up bin - likewise, socks and other tiny items. I leave the rag bin full of chopped cotton sheets and towels and go and meet the 10:00 from Sheringham to collect my breakfast:
Next job, dispose the WD. Someone has rocked the grate but since I have time I climb in and brush all the ash around the edges clear.
Then, it's into the shop. The 9F needs it's brake blocks changed, so I assist Fitter Alex with the job. First task is to disconnect the rear brake cylinder (there are two on this locomotive and the front one is already disconnected) and use a chain puller to haul the hangers away from the wheels:
I attach the puller to one of the frame stretchers. The blocks are cast iron, huge and very heavy. Alex, who is outside does most of the lifting assisted with a trolley jack and it's my job to guide them into place an fit the pins, which go from the inside out:
I make sure the pins are coated in Copperslip as I push them in, aided by a hammer where persuasion is in order:
Done. There are ten of these, and that takes the rest of the shift:
Outside, the Gronk has been cleaned and it looks better than it has in years:
Training is progressing at pace this week, Today I am on the railway again taking a round trip with the guard, on a day with Holt signal box closed. This means I should be able to see both the Holt and the Sheringham ground frames in action.
We sign on at 09:00, and Guard Veronica shows me to the office:
There's actually two brake coaches on this train so in theory you can use a different one in each direction. The guards compartment has the guards desk and chair, a heater, the handbrake, the vacuum brake release and the vacuum gauge. This one, in the Suburban set, also has two periscopes for looking up and down the train, for overhead cables. Each of the compartments is equipped with a set of loose equipment: a first aid kit, point scotches, emergency coupling, fire beaters and track circuit clips.
The first job is to walk the length of the train on both sides and perform an external inspection. We look at all the springs, the brake blocks, the couplings and hoses and the PAS-COM flags which are operated by the emergency chains inside and which release the brake vacuum. The brake blocks have a neat little cast 'thumb print' which lets you see when they are worn enough to need replacement.
If we had been connected to a Western Region locomotive (as we might at a gala, for example) we would also need to release the vacuum in the braking system using the pull cords connected to valves on the brake cylinders:
The position of the cords is indicated by these stars on the running board:
Next, we walk through the train checking internally for any damaged seats, luggage racks, Christmas presents etc. left by the passengers. We stop in the guards compartment to have a look at the periscope:
At the Holt end of the train, the lamp is still in place from last night. This goes on the platform facing red to the locomotive until we have completed our inspection and are ready for the loco to hook on; then, we turn the red aspect away from the loco and call the driver onto the train using the 'come towards' hand signals. As he hooks on, we take the lamp to the rear of the train and put it on the iron nearest to the platform we will be arriving at.
When the fireman has hooked on, we go up for a chat and to check the coupling is correctly in place and that the vacuum hose is connected - we would check the steam heat hoses as well in season. We confirm to the driver what stock he is pulling and tell him the total weight of the train.
Soon, the platform staff are ready to despatch the train; I keep out of the way as Guard Veronica blows her whistle and gives the green flag, the 'right away' to the loco crew. We are off, and as the train pulls out we are looking for doors opening, vehicles detached, people trying to get on and then for the signals and hazards such as the golf club crossing or any orange vests standing near the line.
The train slows through Weybourne station and again we are looking out for passengers attempting to disembark, but all is quiet and eventually we arrive at Holt.
On the way in, you can't see very much since the curvature of the train blocks the platform from view and the first thing we see is the signal box with the token hanging on the catcher. We alight the train and walk back to the box to collect the token and operate the ground frame.
When the box is locked out the normal state of the ground frame is with the road set to all trains into platform 1 at the bottom of the diagram, and the inner home signal (5) cleared. Our first job is to set the platform 1 inner home (5) to danger to prevent any other trains coming in - this is part of the only track circuit at Holt. This lever also sets the platform 1 down starter (21) to danger. Next, we set the crossover (7) to reverse so that the loco can go onto the running line from the up loop at the top of the diagram. For this operation we use the lever and the manual release button.
The loco has used the run around permission box at the far end of the platform and we soon hear it coming down the loop, so we set the platform 2 down starter (22) to clear, and the loco passes the signal and the crossover to end up on the down side of the shunting signal (8).
We set the platform 2 down home (22) to danger and return the crossover (7) to normal. We clear the shunting signal (8) to let the loco back onto the train, and reset the shunting signal (8) to danger when it is passed. The last job is to operate the first lever, which gives the train the road by clearing the platform 1 down starter (21) and also clears the platform 2 up inner home (5).
We push the button to release the token, and I bag it up and give it to the crew. With another green flag, we are off down to Kelling. At this point, the passengers may have made the TTI or the guard aware of a desire to stop at the Kelling Halt request stop, and we would be showing the yellow flag to the crew as we went down the bank, in time for them to stop. In these COVID restricted times however we are not stopping at Kelling at all.
Arriving into Sheringham heralds the end of my trip with Guard Veronica and the opportunity to look at the Sheringham Ground Frame.
This is a pretty simple device, solely used for control of the run-around loop at Sheringham East - which is out of site of the signalman. When a train arrives at the station, the crew prepare to run around their train almost immediately. The platform staff clear the board crossing and close the gates onto the two platforms to prevent passengers using the crossing.
Next, they use the bell push in the ground frame to request control from the signalman at Sheringham West Box. He provides control from the #1 lever in the East box, which gives control of the yard to the ground frame and the five LEDs in the ground frame are illuminated. The person in charge of the crossing, called the PIC-SE, gives the 'come towards' signal to the crew who draw the loco into the headshunt, and operate the hand points. Observing the operation of the points, the PIC-SE operates the switch to clear the ground signal, and the loco pulls forward into the empty platform.
When the loco draws into the platform the PIC-SE switches the ground signal back to danger and uses the bell push to confirm to the signalman that the movement is complete. The signalman, who can see the presence of vehicle in the platform from the track circuit lamps in the signal box takes back control of the yard, the LEDs in the ground frame go out and the PIC-SE opens the crossing to passengers once again. The signalman is then free to clear the relevant platform up starter signal to allow the locomotive to complete the run around movement.
For me, that was the end of very useful day. I was able to ask Platform Supervisor Michael to sign off Sheringham Ground Frame for me, and Guard Veronica kindly signed off Holt Ground Frame and my trip out with the guard.
Another day, another signal box experience this time at Holt. This is a sleepy little place with a bit of a bustle every hour when a noisy steam engine arrives to shatter the peace.
On the day I was here, signalman Brian was on duty and Weybourne box was open. In fact, the boxes open according to the method of working the line - Holt will never be open without Weybourne since the line would be working using Electric Token Block.
Holt box is the most simple of the three boxes on the railway, with only one track circuit, scarcely-used sidings and trains approaching from only one end. Here's the diagram:
I arrived just after 13:00, cleaned up after an early turn so that I could witness the whole process which starts with a bell code from the Weybourne signalman to say there is a train in section. The next thing you hear is a bell which sounds when a train passes over an annunciator treadle between Bridge Road Carriage Sidings and the Up Outer Home signal.
I had set the road for the train to arrive at platform 1, and when the annunciator bell sounded I cleared the Up Outer Home and the Up Inner Home for platform 1, to be greeted minutes later by curious faces from the footplate wondering why I was in the signal box!
The crew dropped the token on the catcher and signalman Brian went down to retrieve it. We put it in the token machine to indicate the train was out of section.
Next, we waited for the train to come to a halt and set the home signals back to danger; we then prepared the crossover for run around. We operated the lever to allow the crew to use the run-around ground frame and pass the south end stop board and waited until they were clear of the manual points at the far end before returning the lever to the normal position.
Driver Josh was giving the loco some beans along the up loop, and I hurried to clear the up platform starter to let him pass the crossover - we then set that back to danger and switched the crossover.
When the indicators were showing 'normal', we cleared the ground signal '8' to let him come onto the train.
When he was past the box and out of the track circuit, we set the platform down starter to clear and operated the machine to remove the token. This allowed me to clear the down section starter (20), and that done I strapped the token back in it's pouch and took it down to the driver.
With the green flag and the 'right away', the train moved off and we watched for open doors, loose couplings and the presence of the tail lamp. All good, we saw the train past the section starter and gave the bell signal to the Weybourne signalman to indicate 'train in section'
One last thing - I learned that the King lever, #12, was used to transfer control to Weybourne and lock out the signal box.
Wednesday arrives with a 05:15 alarm and a bright sky. I'm off to the railway for a cleaning turn on the WD. Today we have cleaner Nick, and Nathan who is taking the Third Man role today with Fireman Joshua and Driver Josh.
The WD was out yesterday, so is pretty clean. I climb in the smokebox after I've done the safety checks and shovel out half a barrow of ash - there's not much in there and there's no damage. I uncoil the filthy yard hose to top up the tender, and sort out a couple of discs from the lamp store.
Nick and Nathan sort out the firebox with a bit of assistance from me on the ash pan handle. They light up and I set about the boiler barrel with some rags and paraffin.
It's all quite routine, though fitter Bob has a bit of hassle getting the blow down valve moving. I clear the pit while they take coal, and clean the buffer beams while we wait to blow down.
Horace the mobile crane is in the yard at the moment being overhauled. It's parked on Road 5 and blocks access to the ash dump - except for wheelbarrows. This means we have to barrow the ash from the heap by the ash pit to the dump - and there must be 5m3 of it...
By the time we've finished that, the first train has brought us our breakfast.
Fitter Bob has a spanner job for me on the 9F. During steam test, the locomotive has shown what turns out to be two leaks in a single pipe. It comes from this tee:
The pipe goes down to a point just above the running board, where there is a union - the union leaks. The pipe then goes below the running board and forward through two pipe clamps to another tee under the smokebox - the pipe changes from 3/4" to 3/8", goes into a union, across under the smokebox and joins to a valve near the lubricator. It then goes into the lubricator and becomes the steam heat supply for the lubricator. Apparently there had been a further leak coming from beneath the smokebox.
It was easy to disconnect the first vertical length of pipe and the cause of the first leak was very apparent - the nipple in the first union appeared to have been cross threaded at some point and was very poor.
Removing the horizontal pipe, running forward, was a lot more difficult as it snaked around the large exhaust stem pipe to the fireman's side injector. With a bit of help from fitter Alan, and the removal of another pipe clamp we got it out.
The cross pipe was a different matter. Though I could get to both ends and undo both unions, and despite waiting while fitter Bob removed the rear cylinder cover from the fireman's side it was very difficult to remove the pipe:
The pipe in question was retained on both sides with two brackets attached to a frame stretcher, none of which were accessible with the boiler in place. We considered replacing the pipe and leaving the old one in situ but we really wanted to find the leak.
In the end, I took a tube cutter and removed the middle section of the tube at both ends - we could see where the leak was, by lifting the tube and observing trapped water dripping out. Once I had cut it out the hole was obvious:
I think Bob, Alan and CME Keith were happy to find such a conclusive answer to the steam emanating from under the smokebox. By the time I had this out, it was time to call it a day as I had to be in Holt for signal box training. Maybe I will get to replace this pipe next week.
My Cleaner-Passed Cleaner training involves visits to the signal boxes and a trip out with the guard and since the railway is now running again, I can schedule some of these activities in.
This week, I am with signalman Robert who is showing me around Sheringham West box. I arrived at 09:00, intending to see the Light Engine arrive from Weybourne and then see the first train out - in the end, I saw the first train back in again and was a bit more involved than I dared hope.
The track layout at Sheringham is almost wholly protected by track circuits, as shown in the signal box diagram by the coloured tracks and black ovals, which light up in the real box when there is a vehicle in the circuit. This means you can operate the box to permit a train into and out of the various circuits without being able to see it, and that the presence of vehicles in the circuits force you to operate the box to protect those vehicles.
To begin with, Robert showed me the log book, the lever frame, the indicators and the various signalling buttons & bells. Today, the line was working on the long section staff since the boxes t Weybourne and Holt were both closed - this meant that there would be no bell communication with the other signalmen. This was a bit awkward, though I didn't know it at the time since to get this part of the training signed off I needed Weybourne to be open.
No matter, I'd be able to see several movements and operate the box myself.
Since the initial movement was Light Engine, and that engine was coming to collect a train already in platform 2, we were prevented from clearing the home signal when the engine arrived in track circuit A - the train would be permitted into the station under the warning arrangement, using the subsidiary signal. this also meant that all the shunting signals on the way in to the platforms could only be cleared when the train was in circuit.
In order to pull off the subsidiary, I needed to simultaneously operate the button to show the driver which platform he would be coming into.
I rang the platform bell twice to alert the platform staff to the fact that a train would be arriving into platform 2, and set the road using the crossover 9 and it's facing point lock 10. I set point 18 to prevent any vehicle on the loop from venturing into platform 2. As the engine passed the various signals I'd cleared, I reset the signals to danger pausing to go onto the balcony to collect the section staff from the driver. Robert showed me how to put this into the machine for use later.
Some time later, we could see the platform staff despatching the train and eventually heard the driver respond the guard with a whistle. I'd already 'given them the road' setting the platform 2 starter signal to clear, used the staff to clear the section starter and put the staff back in it's pouch. I went out onto the balcony to pass the staff to the driver and watch the train out, checking the doors couplings and the tail lamp. I set all the signals back to danger.
An hour later, the train appeared back in circuit A and since there was no train in the station we could clear the home signal and all the ground shunting signals to clear to allow him to draw unhindered into the station, collecting the token as he drew past.
Since the loco would be running around the train, we would have to set the crossover to the normal positoon.
After a few minutes during which the crew would have been unhooking, we heard the bell from the PIC-SE (Person in charge - Sheringham East) to request permission to operate the ground frame. We gave permission using lever 1 in the signal box, and heard the driver toot as he pulled forward for the run around. As he passed the ground frame, the PIC-SE gave us the bell signal to confirm the movement was complete and as the loco pulled into the platform 1 track circuit we cleared the platform 1 starter signal and he pulled alongside the box.
We returned the crossover to the reverse position and cleared the ground signal to let him back onto the train. This time, the driver stopped at the water crane which is forward of the platform starter.
And that was all I had time for! Back to the real world until Wednesday when I have a cleaning turn.
After a break of four months, we are back on the railway with most of the over-50's in the country vaccinated at least once and a brighter view of the future ahead of us. Other good news is that the railway has had almost £400,000 donated by the Heritage Lottery Fund to help us through these dark days.
We are still rostered in bubbles this month, but the word is that bubbles will not be used next month which means rostering will be much more flexible. We have a single train service with steam, departing for the one hour round trip four times each day with a 45 minute layover at Sheringham in between, which is a pretty relaxing day. Today we have the Y14 which means we have to take water at Holt which tightens up the time there somewhat.
I'm on-shed at 05:45, to find Cleaners Nick and Oliver; Fireman Steve arrives with Fitter Alan and we are off. I take the lead with the safety checks while Nick cleans the smokebox; Oliver starts the polishing and Steve gets his boiler suit on - he is an hour early since firemen do not sign on until 07:00.
I find a blocked drain valve on the driver's gauge glass which blows out with a bit of pressure; the fireman's side glass is covered in scale and needs scraping clean. When Nick is finished and closed up I put on my mask and dive into the firebox - it's not too bad in there. I lift four bars out and brush the ash away into the pan.
When I've hauled myself out, Steve builds his fire and lights up. I head down to the store to prepare the lamps. We'll use these two - I think they are GER pattern lamps but I should really find out. People worry about that kind of thing.
These are rather nicely made. The wick control operates through a little collet, so you can lock it in place with this nut:
With the lamps in place I return to the cab. Nick and Oliver are working on the boiler barrel, and I turn my attention to the fireman's duties. We have the hose in the tender so filling is under way and I busy myself checking the flags, spare gauge glasses, bucket, fire irons, burns kit and other bits and pieces. Then it's on to cleaning the cab of the grime from yesterday.
Then we are down to the pit to ash out - there's no blow down on this loco, but when Driver Dave has finished his checks Nick and I dive underneath to wash down the pan and rake out the ash that has accumulated overnight and this morning. I'm glad Nick was there - this was his second turn since we had started running again and he stopped me forgetting to put the spark guard in the ash pan.
Next it's time to get changed; Nick points out that there is no signalman at Weybourne today so we will need to collect the token to get us out of the yard using the ground frame
Steve and I haven't worked together before, and he takes the first two trips. I take over coupling & uncoupling and operating the points during run around; Driver Dave decides to 'splash and dash' - take on a small amount of water on every trip so I'm up on the tender holding the water bag in place. On the second trip, we add the required water treatment as well.
Other than that, it's a free ride for me and I can enjoy the scenery:
Steve hands over the shovel in Holt, on the second trip. This means that the fire on the next 'up' trip will be the fire I've prepared on the way down, which is great. Steve, who won't get another turn this month has given up half of one of his trips to me - I will be firing for the rest of the day.
Now, what you have to remember about this loco is that the firebox is quite small, low down and very accessible - it's easy to fire, but the boiler is small and the pressure will come around very quickly indeed. It's predominantly downhill all the way to Sheringham, and you might think you don't need much fire but I've been caught out like this before. The loco still uses steam, so still uses water and you still need fire to put the water in, so it will need coal. I put a round on to ensure I have enough heat to use the injectors on the way down, but I overcook it a bit and she is blowing off as we leave the station.
Not being one to learn very quickly, I fire too heavily again on the way down and I have it blowing off again into Weybourne - everybody in the shed will hear that and there will be no mercy.
Anyhow, we get down to Sheringham without too much grief and we run around, leaving the loco soaking up the sun. After my performance on the 9F in front of Inspector Mike I make very sure I don't run out of coal and pull a heap forward in the tender.
The day was beset with delays - I don't think apart from the first train we ever got off on time. This is a nightmare for the fireman - you try to build the pressure up and fill the boiler ready for the destined departure time, and then contain it when there is a delay. If you're smart, you will have some space left in the boiler but this soon runs out if there is a much of a delay so you close the door and the dampers - I've seen firemen dig a hole in the firebed to let some cold air in. Anyway, we got off perfectly OK with no drama and no more blowing off.
It was all going pretty well up Dead Man's and down the other side, and through Weybourne until we attempted the section up through Kelling when I realised I was low on water and the pressure was dropping - I fired again a couple of times and kept up with it, but we arrived at the top of the bank with the water near the bottom of the glass - which of course disappeared when we were on the level. The rest of the trip was spent trying to catch up. An empty glass is a horrible sight.
Steve asked if I was OK, so I can only imagine the tale my expression was telling him. He also mentioned that I should be calling all the signals and hazards when you are firing - he was just there as an observer. I tend to assume there is some sort of unwritten role-sharing when you have a third man turn, and the fireman usually fills in the gaps if the third man is obviously struggling - but essentially, a third man should fulfil the whole fireman's role while he is on the shovel.
Heading back down was uneventful and using little steam I was able to refill the boiler and get the fire in some sort of useful state, without blowing off again - it had been a while since I had fired anything, let alone this tricky little engine. I've learned that the fireman's side injector on this loco is very slow - and the driver side injector steam valve is not too easy to get to.
A cold wind had blown up from somewhere, and while I was bent over adjusting the fireman's injector water valve, I felt my greasetop lift and before I could react I saw it rolling into the undergrowth below Kelling Heath Halt. Now I was getting a bit jarred off.
Arriving back in Sheringham it was all rather quiet - there weren't so many passengers waiting for the last train and I went for coffee once we had run around. We chilled out in the cab for a bit discussing where my hat might be until it was time to build up the fire again. I kept it going through the 45 minute wait with a few shovelfuls scattered around. It came around in about ten minutes when the time came, and we headed off up to Holt again.
I was pleased to be heading up through Weybourne at about 150 psi with plenty of fire - she was making steam, as the pressure was holding as Driver Dave climbed the bank, but again I had left the water too late and buy the time we were at the top it was way too low and would have been lower if Driver Dave had not prompted me to put an injector on. The crew blamed this on the fact that we were all looking for my hat - but I was watching the pressure gauge and hadn't given a thought to the injectors.
Too little, too late and horribly reminiscent of the previous turn on the 9F.
We topped up the tender again at Holt and the Guard laughingly tutted at me for the unscheduled stop we were to make on the way down - to pick up my hat. We stopped just below Kelling Heath Halt and there it was - without too many jeers from the passengers!
The journey down on the fourth trip is important because this is the trip where you prepare for disposal. You need to make sure you have enough fire to get down to Sheringham and back up to Weybourne in order to arrive with a full boiler and not much fire - in practice, I don't find this very difficult. I just feed the fire enough to keep it going as we roll down the hill, save a bit for the 1:100 up Dead Man's, but concentrate on getting the water in. If you get into the platform at Weybourne with a full boiler and the boiler has a usable pressure but is not making steam, you've done OK.
Fireman Steve climbed down at the Ground Frame hut and we pulled into the platform - but not far enough, as were still in the track circuit that prevented him from unlocking the ground frame. We moved the loco a bit more.
Once in the head shunt, I climbed off and switch the hand point to let us onto the pit. We stopped, and I agreed with Driver Dave that I would rake through the fire while he did his inspection. There were some fairly hefty chunks of clinker which I broke up with the dart.
You can lose a lot of heat raking through like this. Next job, Steve and I went underneath to ash out, Steve on the hose and me on the rake. The loco had stopped with the fireman's side big end in the bottom rear quadrant - as you can see in the picture. This made it pretty hard to get to the ash pan.
As usual, I stayed at the ash pit to empty it out while Steve and Dave stabled the loco and used the last of the steam to add more water. A very successful disposal.
564 will be taken out of service at the weekend for washout. After a few hours in Sheringham signal box on Monday, I have a cleaning turn so perhaps I will meet 564 with some spanners...
