Mid Hants Railway Operational Matters

The drivers commented yesterday that it was one of the easiest of all heritage lines to access and unload at, the only issue being if someone parks on the double yellow lines on the corner of Station Road.

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If my memory serves me correctly, the current steam fleet were:
Facing Town - 3
Facing Country - 2
So it makes sense for 53808 to face Country from a balance perspective.

 

Doesn't matter to me what way the engine faces, as long as she goes and can maintain steam on the 1 in 60

 

she's left hand drive, same as most Southern and LMS engines, So most firemen who are used to the S15, Schools etc should cope ok, As like all new engines it will take a couple of trips to get used to it, wish I was still on the footplate, at Ropley, looks to be an interesting engine to fire,

 

Yes a good summary, a Manor/Hall is more forgiving firing wise, 88 does have a reputation as being a ‘tough’ engine to fire but I was taught by experts on the WSR and never struggled with it or 89 (which is more original and a bit tougher to fire than 88 because of the MD modifications).

1. Don’t turn your back on it and look out over the side watching the scenery go by, if the pressure gauge is rising slowly and you are controlling pressure with injector and flap for some top air you are in a good place, if its holding steady get ready to fire/fire it some more, if the gauge is dropping and you have the injector on you need to act now, if the gauge is dropping and you haven’t got the injector on you are in trouble.

2. Keep the brick arch red hot always, never let it cool down standing waiting to go it takes a long time to get heat into it and if you need steam and its cold it will bite you. Fire down the sides with a thin centre and some blower on to keep the arch hot when it’s not working.

3. Fire down the front on the go as well as the rest of the box, especially if you need it to steam quickly, it’s a long way to the front so there is a knack, look for black smoke from the chimney to know you filled a hole and then fire into the same place again.

4. The fireman’s side injector is smaller than standard, MD fitted this years ago as it allows you to keep the injector on when climbing the hills without knocking the pressure back. The driver’s side one is original and puts water in fast but pressure will suffer.

5. It can prime when it’s near wash out, watch the water level.

6. I’ve had some good drivers on it with me firing, as all will know it was designed to slog up hills all day long, if the driver gets the cut off /regulator right on a climb you can feel it ‘getting into a grove’ and you can easily fire and keep it on the mark with no problems. My experience is it doesn’t like short cut offs and responds to some ‘chuff’ but others may disagree.

7. The driver can if sat on the seat open the doors from seated between shovels when its working hard, that makes the fireman’s job a lot easier.

8. I’ve seen other fireman struggle with it but it still pulls down at 120psi. However on the WSR many have done many turns with 7/8 coaches and it’s not dropped below 180 at any stage (blows off at 190), and I’ve had 89 blow off halfway up Crowcombe bank as the Driver eased the regulator from fully open and a long cut off (8 Coaches) to stop at Stogumber, I wasn’t quick enough to open the doors and put the injector on fully which was trimmed back during the climb, if I had of done I could have just kept it from lifting its safety valves.

9. It’s also pulled 10 coach + class 47 excursions over the WSR without coming to grief, just more firing and more injectors, get it right and it will do most things.

It’s a great engine and very rewarding, a bit of practice and its fine. I’m sure some WSR Firemen with much more experience than me will give you loads of tips and advice, it’s a lovely thing to work on, enjoy.

 

Hmm, slow injector, keep it hot, keep an eagle eye on the pressure - where have I heard that before? Point 1 sounds pretty well identical to our Chatham locos, which some people seem to struggle with - the key as you say is to be very alert to what the pressure gauge is telling you.

I think it will be interesting on the MHR to see how 53808 compares with the Urie S15, being locos of somewhat similar vintage and size but different design conceptions.

Tom

 

One last shot, of 53808 being winched off the low loader?
Okay, if you insist...

S&DJR 7F 53808 by Tim White, on Flickr

 

One advantage of working in the office Tim!

 

At least the low loader didn't give up the ghost half way round the corner, as happened a few years go!

 

Different operator

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Thank goodness. The guys who load and unload those loaders are real professionals. I watched with awe a few years back when they turned 92212 in the car park- on, turn, off -in about 60 mins if I recall

 

So is 53808 making its debut at the Mid Hants this weekend or do we have to wait a while longer?

 

Can they come back and turn the 7F to face the "right" way please?

 

A while longer.

 

Thanks for posting that picture. Also shows a couple of contrasting features of this class - very narrow cab and very wide cylinders.

 

There is no immediate hurry. The loco will be on display this weekend at Ropley though.

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I would imagine the loco will have to have an exam and steam test before it enters service, and a couple of runs down the line, for clearances etc, first light engine then with a rake of coaches to ensure it is ok, only then can crew training start .

 

I can't comment on 53808 but I do have a good deal of experience with 53809. If the two are anything like similar, crews brought up on a diet of S15's and Bulleids will have a rude awakening. The S&D 2-8-0's were never the best of steamers, like most Midland boilers, and you had to have the fire just right to keep the pressure at a reasonable level. They certainly don't like big back ends and thick fires. With 53809 on the NYMR, you knew that you would get there but it was a case of starting with a full pot and full pressure and watching both slowly decrease the further up the hill you went.

 

The Urie S15 is arguably more sensitive than the Maunsel version especially with the lower pressure boiler. 850 was an acquired knack too. The 7Fs have performed well here in the past, but I am sure you're right that as with any new type there will be some learning required.

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