The Great Western (well
Western Region actually) interloper has surprised many people by becoming
one of the most popular locomotives on the K&ESR. No 1638 is the
sole survivor of the 16XX class.
The pannier
is capable of handling the heaviest five car trains with ease and has
proved to be far more economical than the Austerities and USA tanks
that it shares the roster with. On an average day 1638 burns between
1/3 to 1/2 a ton less coal to perform the same task.
Not only does it burn less
coal but it is also extremely easy to fire. 1638 is fitted with a sloping
grate and only requires a fire with decent back end and a very thin
front section of the grate to perform admirably. The usual mistake made
by some firemen is to over fire to the front of the fire which can tend
to cause endless blowing off at the safety valves. It is also possible
for the fireman to fill the firebox and sit down for considerable amounts
of time on the seat provided.
Most of the steam valves
on the footplate are fitted with wooden handles which adds to crew comfort.
The injectors are easy to use although slightly unusual (to Southern
crews) in that the water valves are located close to floor level and
can be worked with the fireman's feet. The drivers side injector water
valve is also located on the fireman's side of the loco which can make
life a little awkward when starting that injector.
1638 seen here in
BR Black while on loan to the Chinnor & Princes Risborough Railway.
The footplate on the 16XX
is improved over the more common 57XX class with a nice level floor
and because the leaf sprung rear axle does away with the coil springs
in the cab. Unlike the other GWR locos that I have experienced it is
quite possible to drive the loco all day from a seated position. Some
GWR locos require drivers to have the neck of a giraffe and arms of
a baboon!
Like most GWR locos there
is plenty of oiling to do when preparing the loco, however most of it
is fairly accessible to most drivers. Drivers who spend too much
time eating at McDonalds can find squeezing between the tank and the
running plate difficult!
The braking on the loco
is by steam brake, with vacuum for the train. All this is controlled
by a complicated brake valve which is actually quite easy to use with
a little practice. As is usual with GWR locos the vacuum is maintained
with a crosshead driven pump once the loco is in motion. This
makes for a nice quiet cab once the large brake ejector is shut off.
Care needs to be taken
when opening the regulator as the loco is particularly prone to priming,
although if the regulator is treated gently 1638 can storm Tenterden
bank as well as any loco, albeit without so much bark at the chimney
as some engines.
The pannier has proved
to be an ideal locomotive for the K&ESR and is many peoples favourite.
Many of the footplate crews will point out that despite it's obvious
parentage, No 1638 is not a GWR engine but is actually a British Railway's
locomotive, which somehow makes liking it a bit more acceptable!
