DRIVING THE ‘K1’ UP ‘RICKY’ BANK
The ‘K1’s’ first run on the Underground was an empty stock move between Ruislip and Neasden on May 20 1999 – and I was the lucky driver.
Approaching Harrow-on-the-Hill via a dive under the Amersham route, there was an approach-controlled signal. With the signal on the opposite side to the driver, on a curve, and with the tender in the way, I was wholly reliant on the LU conductor advising me on the signal aspect. Judging the approach was therefore a tricky and nerve-wracking experience, but all was well.
The following day, we ran to Amersham and back as a loaded test run, which doubled as a charity run for local children, but was an essential means of obtaining route knowledge and getting used to handling the air brake.
I recall on the return to Ruislip after the event was over, the conductor stood right behind me and would say, “There’s an overbridge coming up and beyond that a platform. Approach with caution, and the signal will clear, if judged right, without the need to brake”. His judgement was spot-on.
Leaving Neasden depot in the morning was an interesting experience, too. It involved negotiating a fly-under beneath the four Metropolitan and Jubilee lines. It was extremely steeply graded down and then up in a very short distance, and with an approach-controlled signal at its exit. While it might have been routine for an Underground unit, for a steam locomotive ‘starting from cold’ it was a different matter altogether, especially as we were forbidden from using the ‘K1’s’ rail sanding equipment! As we didn’t want to stall, it was another example of judging the speed just right before we got a proceed aspect.
While it was quite an honour to be invited to crew No. 62005, it soon dawned on us what an immense responsibility it was. After all, the line from Neasden to Amersham was a relatively high-speed, multiple track main line, with a very intense passenger service of LU and Chiltern trains. These trains could run faster and slow down and accelerate more quickly than steam, so it was quite an ask to let steam intersperse with the regular timetabled trains.
It was no mean task. On getting the ‘right away’ after the stop at Rickmansworth, it was hell for leather up the 6½ miles of uncompromising 1-in-106 gradient all the way to Amersham, in order not to delay any following Chiltern or LU trains.
The Peppercorn 2-6-0 was, however, equal to the task, its small wheels and high tractive effort well suited to the demands of the route and the schedule, and it acquitted itself well. With the regulator in the big valve and the engine worked on the reverser, usually set at around 45%, it flew up the bank. It was no small ask for the fireman to meet the high and consistent demand for steam, and both Martin Lloyd and Ian Pearson did well, but knew they had put in a good shift!
With the stock being air-braked, the air being supplied by either Sarah Siddons or a Class 20 on the rear of the train, the steam driver had to control the train via a temporary brake handle on a pedestal installed in the cab, and this took some getting used to. Taking too much air could result in an embarrassing premature stop. Too little and there was the risk of over-running the platform or signals. It had to be judged just right – and it usually was!
It was quite remarkable, in hindsight, that LU had the foresight and confidence to not only invite heritage steam locomotives to work these services, but to have them manned by volunteers, most of whom, though most competent, had little or no experience of sustained high-speed running on a very busy railway. It was a fabulous experience, initially an unexpected one, but carried out professionally and safely, to give immense satisfaction to thousands of delighted passengers and to us, the engine crew and support staff.