Events of Sunday 25th November 2018
The season started on Sunday, 25th November when just two 'Classic' services were operated at noon and 2.00 p.m. Visiting 'Pannier' 6412 was allocated. For both the lady fireman, Tracy, and the writer it was our first 'turn' on this engine. Whilst I'd worked on a number of Panniers (there's a post here with more information), I'd not not been on a '64XX' previously. The most obvious differences were the screw reverser, the absence of coil springs obstructing the cab (on the '64XX' the trailing coupled wheels have laminated springs) and the provision for working 'auto trains' (sadly, we wouldn't have an opportunity to use this facility but it had been used during the Battlefield Line Steam Gala 2018, described here).
Battlefield Line Santa Trains 2018: Boiler backhead on 6412. Note the screw reverser and vertical control shafts for 'auto' working.
Preparation
A 'warming fire' had been put in the previous evening, leaving a 'few pounds of steam on the clock' when Tracy and I arrived. We discovered that our engine was equipped with a steeply-sloped rocking grate so Tracy set-to cleaning the fire and raising steam. I settled down to working out the simplest way of getting to the various oiling points. Most of the expansion link, crosshead oil boxes for glands and miscellaneous oiling points I could reach by lying flat on the footframing, first on one side, then the other.
Battlefield Line Santa Trains 2018: 6412 motion looking towards cylinders from right side showing slide bars and valve rods.
To attend to the big ends and eccentrics I had to 'go underneath' into the inspection pit, squeezing into the space between the frame stretcher just in front of the firebox and the cranks.
Battlefield Line Santa Trains 2018: 6412 motion looking towards firebox from right side showing LH Crank and Eccentrics. The large green pipe is the balance pipe between the oannier tanks. Note the steep angle of the (green) reversing rod connecting the reversing screw to the weighshaft which makes the cut-off indication scale very non-linear.
Each axlebox had two oiling points, closed with brass plugs, one feeding the reservoir at the top of the axlebox casting, the other feeding the underkeep. These are normally accessible when standing alongside the locomotive.
Battlefield Line Santa Trains 2018: Left Leading Coupled Wheel, with oil filler tube on top of Axlebox and filler for Underkeep just visible below the horizontal wheel spoke on the right.
All these oiling points use 'motion oil' (often around SAE220) but a compound oil (often called 'Steam Oil' with a viscosity around SAE680) which retains its properties at higher temperatures in contact with steam is used for the Sight Feed Lubricator which feeds the regulator, valves and cylinders. The Sight Feed Lubricator on 6412 is similar to that used a number of Great Western Locomotives which I've described in various earlier posts, for instance here (use the back button to return to this Santa post). I also added Steam Oil to the small oil pot in the steam line from the Brake Application Valve to the Steam Brake Cylinder to discourage the Brake Piston from sticking.
In common with 'standard' Great Western designs, 6412 has a Vacuum Brake Pump driven from the crosshead. A conventional oil pot with tail trimming lubricates the piston rod of the pump but there is also a special oil pot feeding the valves inside the pump body. These valves must open and close reliably on each stroke of the pump (giving rise to the characteristic 'phut-phut' sound when the engine is moving). A mixture of steam oil and paraffin is used for this task to minimise the possibility of valves 'sticking'. A ratio of 1:1 oil/paraffin is generally suitable but some old drivers put their faith in other ratios, derived from their experiences.
Battlefield Line Santa Trains 2018: 6412 motion, view looking left from right side with Expansion Links in the foreground and Vacuum Pump Body bolted to inside of left frame behind.
6412 on the 'Classic' trains
This was the first day of the 2018 'Santa' season and only the 'Classic' service was being run. We only had two trains to operate in the day, so we were hardly over-taxed. Runs to and from Shenton are deliberately leisurely, to allow our visitors to be conducted from the train to Santa's Grotto, housed in a 'BG' luggage van marshalled at the north end of the train. There's usually one stop at some point on the way to Shenton to allow Santa to see all the children. Shenton Bank, just before the end of the line is often used for the stop, as the location affords attractive views over the Leicestershire countryside on both sides of the train. At Shenton, the locomotive runs round its train ready for the return journey. On busier services, a stop may be required on the journey back to Shackerstone to give Santa time to see all the children.
Tracy and Jan on 6412
Events of Sunday 9th December 2018
I was rostered on 6412 again. Sister engine 6430 had been hired in to operate the 'First Deluxe' trains. On the 9th, 6412 was to work three 'Classic' services and 6430 two 'First Deluxe' trains. Whilst we had two drivers (Dave H. was on 6430), we discovered we only had one fireman, Ritchie M., who cheerfully tackled lighting-up two 'Panniers'.
With Ritchie and I on the footplate, 6412 came off-shed first, around 9.00 a.m., to start steam heating the train prior to the first 'Classic' departure. Dave then looked after 6430 whilst we were down the line and, on our return, Ritchie joined 6430 for the second service, a 'First Deluxe'.
Arriving back in platform 2 at Shackerstone with a 5-coach train, the locomotive stops on the foot crossing at the north end of the platform, with the leading coach just clear of the crossing. This means passengers leaving the train have to wait for the locomotive to be uncoupled and draw forward before they can use the foot crossing to return to platform 1. Ritchie uncoupled before joining Dave on 6430, waiting to leave with the 'First Deluxe' from platform 1. Once I'd moved 6412 clear, passengers streamed over the crossing and shortly after 6430 left with the First Deluxe' train. The hand points were set towards platform 1 and, once the ground signal was 'off' and the foot crossing was clear, I followed the departed train through platform 1. At this stage, the signal protecting the crossover to the running line would normally be 'off' but it remained 'on' because the 'First Deluxe' had come to a stand with the last coach not yet clear of the crossover. So, I stopped at the adverse signal and waited to see what happened next.
Battlefield Line Santa Trains 2018: Departing 'First De Luxe' train unexpectedly stopped near the signal box.
After a few minutes, Graham L. came walking up the line from the station, carrying a vital piece of kit that had been inadvertently left behind by the catering staff. After Graham had delivered the missing item, the train set off and my signal cleared, allowing me to complete the run-round and arrange watering.
Battlefield Line Santa Trains 2018: Running round the 'Classic' train in platform 2. The lower disc signal is 'off', allowing 6412 to shunt onto the train.
Once re-united with the train, my task was to manage the boiler until 6430 returned with the 'First Deluxe' service.
Battlefield Line Santa Trains 2018: A rather thoughtful-looking Jan 'minding the shop' whilst waiting for Ritchie to return.
Once the 'First Deluxe' arrived back in platform 1, Ritchie swopped engines again and joined me for the third service, which was a 'Classic'. The pattern was repeated for the fourth trip, a 'First Deluxe', leaving me once again looking after 6412, running-round, watering and hooking-on to the train (with a welcome bit of help).
Battlefield Line Santa Trains 2018: 6412 on the 5-coach 'Classic' train. Note the clinker shovel (or 'paddle') stowed on brackets on the rear of the coal bunker.
I then continued steam heating our coaches until 6430 returned after which, having completed his 'diagram' of two trips, Dave was able to put 6430 back on shed.
Finally, Ritchie and I made the final 'Classic' trip, rather late-running after the various problems during the day. Dusk came quite early so Ritchie lit our paraffin engine lamps and by the time we set off on our return trip, it was quite dark. I talk about operating on a railway after dark in the post The Railway at Night and there's a little about driving at night on the Battlefield Line here (use the back button to return to this Santa post).
Once we arrived back at Shackerstone, all our happy passengers left us and Ritchie and I were able to dispose of 6412, after a rather heavier day than anticipated for all the footplate crew, particularly Ritchie.
Events of Saturday 22nd December 2018
My last driving turn at Shackerstone in 2018 was on the final Saturday before Christmas. with Jamie firing. We were on 'Pannier' 6412, with 'Classic' departures at 09:45, 13:00 and 16:30. The other 'Pannier', 6430, crewed by Carl and Craig, operated two 'First Deluxe' departures at 11:30 and 14:30. Once again, it was dark by the time we'd finished our last trip (with the temperature dropping sharply) but we were better able to keep to time.
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