Turn 72 - Cleaning the 7F

Having spent a lot of recent turns on the footplate, with one turn luckily converted from a cleaning turn thanks to fellow cleaner Nathan, I thought it was only right that I give one of my cleaning turns to new cleaner Jacob, who's not had many Third Man turns so far.

And so it was that Jacob and I turned in at 06:00 to ready S&DJR 7F '53809' for service one fine morning. Jacob took the smokebox, with a bit of help from me as the door insists on closing on you when you stand in front of it, and while he cleaned the paintwork I lit up and looked after the fireman's duties until fireman Henry arrived.

She's quite easy to light up, with her narrow box and drop grate and she steams very well.

With the crew on board, I continued the cleaning job stopping to wind up the Silvertown lubricators with about twenty turns. It's useful to prime the pipes to make sure there is oil in the cylinders from the beginning of the day and that the axle boxes are topped up. On this loco, only the pony truck is oiled by hand.

Fireman Henry asked us to shine up the running boards. We made sure to dry them off - we don't want to generate a slip hazard.

Fitter Alex was there to coal up:

And they're away - my job is done.

I spent the next few hours chopping rags, collecting rubbish from around the yard, clearing the pit, tidying up the coal heap and filling a barrow with lighting-up wood for the next day. A simple day, short and very relaxing.

I like cleaning turns once in a while.

Turn 71 - DOTS on the 9F

It feels like the firing test is a bit closer now, as today I had a full day on the shovel, the second stage in getting to 'Passed Cleaner' grade - a loco cleaner who is passed fit for firing, and who is able to roster as a fireman on his own. 

The next step is the two written papers, followed by the test itself.

Checking the Facebook posts, the NNR timetable web page and the Volunteers website on Tuesday night it soon became apparent that we were likely to have the 9F and not the 7F as I'd expected. This unsettled me a bit as I had recently had some good trips on the narrow-firebox 7F and one or two more difficult ones on the wide-box WD, which has a grate very similar to the 9F though the breathing arrangements are very different. However, a read through recent blog posts and driver's notes on my performance on the 9F gave me a bit of encouragement.

92203 Black Prince

I drove our little FIAT 500 along the Weybourne Road in the pitch dark of 05:30 Wednesday morning with rain bucketing down. Cleaner Jacob, Fitter Alan and I were all wet on arrival in the SOP and gave thanks that no-one had chosen the open-cab Y14 for the day.

Leaving Jacob to get changed I went down to the loco to look it over and get started. Later, Jacob came down to clear the smokebox, assisted by Driver Joe who had arrived very early.

These locos are easy to prepare, with rocking grates that almost clean themselves. Unfortunately, the tender was 4" deep in water and after carefully draining each shovelful for a bit I hit upon the idea of raking the coal onto the footplate so that the water could drain away first; I laid the fire, adding extra wood after it failed to light very well the first time. There's actually a drain in the coal space about 4' back from the coaling plate which Joe uncovered - he unblocked it with a bit of welding rod from my bag.

That did the trick and she was soon raising steam; we were on the pit around 07:45 to blowdown and ash out. We rolled back for coal and took on 2 scoops from the loader. Around 08:30, Driver Joe and I were on the footplate watching Jacob and Inspector Nick operating the ground frame to let us out of the yard.

Minutes later, I am ignoring the verbal taunts from the rest of the crew as I infringe the mobile phone policy by ordering breakfast from the footplate - actually, there was no infringement - we were not moving and I had the driver's approval.

I had 3/4 of a glass in at this point and a hot fire that I had let go thin in the middle; the boiler pressure was around 235 and I had actually blown off while getting changed, though no-one seemed to notice. We trundled off Light Engine down to Sheringham.

After breakfast, I fired the first trip up to arrive at Holt with around 160 in the boiler, having under-fired especially at the front. The engine was cold, but I would obviously need a bit more coal next trip.

The second trip was better, arriving at Weybourne with 180 psig on the pressure gauge. At inspector Nick's suggestion I put ten more shovels across the front and we arrived at Holt with 240 psig on the gauge. The boiler was making enough steam to match Driver Joe's needs all the way up the bank. for the first two trips, the rain was still pouring down and I shut the roof vent. On a dull day, this left the footplate so dark I had to get my head torch out to see the water levels.

The third trip was a bit lighter, arriving with 220 psig and the fourth was back at 240. All day, I had the water levels where I wanted them - or at least, never below half a glass. No-one commented on the water level and apart from the one remark, or hint, no-one had commented on the fire or the boiler pressure. We had watered three times and each time Inspector Nick had deliberately kept out of the action, leaving Joe and I to unhook, run around, water, tie on and depart again with no assistance. This is important, because the fireman has to manage the boiler such that the loco doesn't blow off while in the station yet is ready to depart on time - all while he is off the footplate coupling or filling the tender.

Running around on the fourth, we had a chat with RO Peter who briefed us on a shunt move. We were to take a coach from the suburban set up to Weybourne for the paint to be refreshed on what would have been our Light Engine movement. On arriving back after the fourth down trip with the train, we ran around and waited outside the box while the station pilot hauled the coach back into platform two. We followed it in to take on water and pick it up.

Then it was back up to Weybourne with suburban, where we propelled it into the headshunt following Inspector Nick, who was acting as shunter. Since he was on the fireman's side of the train, I relayed his hand signals to Driver Joe.

Disposal next, and I was mildly surprised to find that what I thought was a full boiler was only 3/4 full - the headshunt, where I had topped it up, is on the 1 in 80 slope down to Sheringham. No matter - I still had 160 psig in the boiler and that is plenty to put a bit more water in. On the pit, which is level, I filled it up when Joe was clear of the ash pan. When I had washed down we stabled the loco leaving Inspector Nick, claiming he hadn't done much all day, to empty the ash pit.

And that was that - one of my best days on the railway. Tests next!

Turn 70 - Third Man on the 7F

Last Saturday, I spent the morning at Weybourne running a Steam Induction Day for two new volunteers to the Steam Operations Department. In the coming weeks they will begin as loco cleaners, just like I did over two years ago. When I was there, I learned that Fowler 7F 53809 would be rostered for the week and so it was no surprise to find it waiting for me when I arrived with Fitter Bob on Wednesday.

So, in the dark and on my own I emptied the smokebox and cleaned the grate before laying the fire and lighting up. Because she was warm, she came around quite quickly and we were on the pit around 08:00.

On the pit, when Driver Dave had finished oiling up the pony truck, I went under with the hose and rake and cleaned out the ash pan, not forgetting to fit the spark guard. Since we were well ahead of time the signalman had not arrived - while Driver Dave and Fireman Josh moved the loco to let Fitter Bob coal the tender, I went down to the Signing On Point to collect the Long Section Staff to let the loco out of the yard using the ground frame:

Having set up the points and signalled the loco out of the yard using the ground frame levers, the light board shows the progress of the loco through the track circuits:

With the loco now in the platform, I wanted to clear the pit of the ash I had raked into it. I could do this later, but at the other end of the shift I don't want to have twice the work to do.

After some faffing about with dirty overalls and bags, getting changed and everything I didn't need into the car, I rejoined the loco. Fireman Josh was ready to fire down to Sheringham.

Since it is now October, we need to think about steam heat for the train and the fireman will need to prepare for that. I jumped off to hook up while Fireman Josh tended the boiler and climbing back aboard I turned the steam heat on. The steam takes a while to work along the train, flushing water out of the condensate traps at each end of the carriages. After a while, with plumes of steam escaping from both ends of the carriage behind the tender, I walked the train to look at the other carriages - there was no sign of steam and the CCT was not connected anyway.  There was obviously a leak, so as it was a reasonably warm day we decided to fill in the guard's fault report and switch the heat off.

After breakfast, Fireman Josh fired first trip up to get the loco warm and managed to blow off cresting  Dead Man's Hill. I know that feeling! Back down in Sheringham again, I unhooked and took over the shovel for the run around; I fired for the rest of the day. The second trip, with Dave driving, was uneventful until Weybourne - I was wary of the trouble I had got myself into last time I fired the 7F - and we got up the bank alright but I was light on coal: thin at the front as it turned out and we arrived with the boiler pressure dropping near 150 psi. Front was too thin, and the front half of the sides wasn't too good either: have to put more on next time, I thought - and Dave voiced.

Regulator, water gauges and injector steam valves

We took on water and I built the fire for the trip back. It eats coal, this thing. 

For the third trip, I fired the front more heavily and kept the back and sides full, firing on the bank on the way up and again, filling in holes near the top of the cutting. Josh, who was driving, had it in second port and it was going well; we arrived at Holt at around 160 with the boiler half full. Driver Dave says "why couldn't you make that steam for me?"!

For the fourth trip, Dave was back in the driving seat - or the little wooden perch on top of the reverser that passes for a seat. This was the best yet, and she romped up the bank steady at 180 with Dave happily pointing at the gauge with a smile on his face

Slacker pipe, for washing the floor and slacking the coal

We headed down again, with me concentrating on keeping the boiler full for disposal and with sufficient fire to cover the light engine trip back to shed. There had been no blowing off, no water problems and no hints at excess pressure all day.

Back in Sheringham for the last time I unhooked and returned to the footplate to find Josh getting ready to fire the trip up which some firemen like to do as you can delay the disposal process (and going home time) if you mess up on the way back to shed. As we ran around, I climbed back on after changing the points to find Driver Dave out of his seat - I climbed in and when we got the platform starter cleared took the loco back up to Weybourne myself, getting into second port for a few seconds on the 1 in 80.

She can certainly bark, that old lady.

7F Controls

Reverser and driver's seat

Turn 69 - Third Man on the Y14

This Wednesday promised 60 mph winds and drizzle, just the day you want to be on an 1880's loco with an open cab. However, I was out with chums Driver Dave and Fireman Gary, which promised to be a fun day out - and added to that, Fireman Gary agreed to let me spend the full day on the shovel. He's great like that; he's been firing on the NNR for 16 years and says he enjoys teaching newbies as much as firing.

So, I prepped the loco from cold and fired the whole day - including all the watering, a lot of the hooking off & on and some of the tablet exchanges.

After clearing the ashpan, I was a bit wet and left the loco to get changed while fitter Alex ladled a bucket of coal in the tender. Earlier, I had used a rake to flatten the coal in the tender so that I could get to it and so we could get another load in.

The first couple of trips were pretty good, with Fireman Gary doing some coaching to make sure I didn't get into too much trouble but I was forgetting some basic stuff from time to time - some things which illuminate problems I cause myself. For example, I'll often find myself going up a hill and arriving at the top without enough steam, because I won't open the firehole door with the regulator open for fear of cooling the boiler. Whilst this is a good principle it needs clarification - don't open the firehole when regulator is open in full gear - wait until driver has notched up. This way, the draw on the fire is less and you will cool the boiler less. Essentially, if you are firing out of a station wait until the loco is at the section starter by which time the driver will have notched up, you will have seen the train out of the station and you will be sure the signals are not against you. Oh - and you will have seen the train safely across the AOCL at the Golf Club.

When you are on your own, you must prepare for leaving the loco. If you are taking on water for example, perform all the steps you need to ensure the loco does not blow off, or the fire die.

Make life easier - when you are approaching a station, I often have the injectors on. Don't turn them off before you get in only to turn them on again when you realise you do need them - leave them on until the loco has stopped and you are sure of the water level, and concentrate on what you should be doing which is seeing the train safely into the station. On the Y14, the injectors are different - the drivers side injector is bigger than the fireman's side injector, so you will not overfill your boiler if you leave the small one on for another 45 seconds while you approach the platform.

As others have said, you should fire to the needs of the boiler and ultimately the needs of the driver. On other locos I often make use of the dampers to control primary air and the heat from the fire - fireman Gary's approach is slightly different. He leaves the damper open one notch all the time, to be used as a last resort to bring the temperature down if you need it. He doesn't shut dampers on the run, so this 'insurance policy' can get you out of trouble.

I need to make sure I keep my eye on the chimney. Usually, I fire and then leave the door ajar knowing that I will need secondary air eventually - another way is to fire, shut the door, and open it when you have black smoke. That approach, useful on a small engine I guess, avoids cold air going in when you don't need it - you open the door when the new coal is hot enough to need the extra air.

On my third up trip, I over fired out of Sheringham and blew off over Dead Man's. I recovered quickly with second feed, but it's a good idea to count your shovelfuls - on the fourth trip, I had it sitting at 155 whilst going up the bank in second valve, and it was perfect though I had actually put on about four shovelfuls too much according to Driver Dave, who has been working this loco for 16 years...

So that was a good end to the day. We worked it gently back down and arrived at Sheringham, with the boiler full and a level fire, which I built up a bit more for the run around and the Light Engine trip back so it was sitting at 150 psi or so as we prepared to leave the head shunt. Driver Dave left his seat, motioning me into it to drive the trip back. I'd not driven the Y14 before, and was delighted to use the steam I had made with a spirited run up the hill. We were signalled wrong road into platform 2 at Holt and I managed to stop by the box, where we dropped the token, before reversing back to the headshunt and onto the pit. 

I managed to make the loco safe to leave but forgot one thing:

Cylinder Cock Lever

A grand day out with some good mates. I love this railway.

Turn 68 - Third Man on the WD

October is approaching, the mornings are getting colder and the B12 is nearing the end of it's boiler certificate. I wasn't too sure what we might find on shed this week, so I wandered up to the station on Tuesday afternoon with the dogs to have a look and found the WD coming onto it's train. 

The WD, a picture from several turns ago

Therefore, it was no surprise to find it rostered on Wednesday morning when I turned up at 05:45, to find New Driver Paul already there. He had been there since 04:30 in fact, attempting to fix a problem with the 9F and while he did so he instructed me to get on with preparing the WD for service.

With a big pile of wood and a thin layer of coal I had the WD lit up with no problems. I tended the fire and brought it round until we were ready to go on the pit. By this time, Fireman Gary had arrived and I continued raising steam.

On the pit, I topped up the axle boxes under Driver Paul's instruction and by the time I had finished the boiler pressure was close to blowing off. Fireman Gary checked the injectors and used them to top up the boiler.

There was no blow down needed but the ashpan was clogged up as it often is on this loco. We dropped it and used the the ashpan sprinkler, the hose and a rake to clear it properly.

Fireman Gary is a very obliging chap who knows I am in the closing stages of my training, and he suggested that I fire three trips, starting with the first trip down. Thinking that the loco would be quite cold, I fired fairly heavily on the first trip up and managed to get it blowing off Dead Man's Hill - not too badly, I caught it with the injectors but it was not the best start. The second up trip up was no problem.

Gary fired the third up and I fired the fourth, again with no problems but I was not firing particularly accurately and the shovel clanged against the backhead a few times; Driver Paul draw my attention to a rising gauge more often than he should have done which was an indication that I was not on the ball but looking back at my notes on my last turn on the WD, at least I hadn't had to resort to using the fire irons to clear a misplaced mountain of coal. 

I fired to dispose, and managed to bring the loco back with an even fire and a full boiler which was fine, but as we prepared to clean the fire while Driver Paul was inspecting underneath, I switched on the fireman's side injector to top up the boiler. This is not usually a problem, but you should always ask the driver or the person underneath the loco before you start the injector, because he may be near the overflow.

Today, the ashpan sprinkler was on - unbeknown to me. This meant that Driver Paul could have got showered with scalding water and he was pretty angry and had a good go at me, as he had every right to.

So there is an easy lesson - check the sprinklers are off if someone is underneath or in the tender, and ask if you want to put an injector on.

Not my best day.