Firing An Eight Freight For The GCR's "Last Hurrah"...

"8F No48305 in full flight, piloting 9F No92214" (Clive Hanley)

"Smoke in my eyes, soot in my hair, cinders in my shoes. I'm watching the needle falling away and singing the Eight Freight Blues". Thankfully, unlike Dave Goulder, I didn't spend today running late in a sorry state on 8215. Instead we were running well aboard 48305 at the Great Central Railway for the first day of the 'Last Hurrah' weekend: an annual event which brings the curtain down on the main running season. Five steam locomotives, a diesel and two railcars were rostered to take part in the gala, with myself and driver Nigel booked for a 05:45 sign on with the 8F this morning. I arrived at a soaking wet Loughborough shed a little before 05:30, in good time to sign on and read the notices. Driver Nigel was already oiling the engine up and had checked both the firebox and smokebox before I arrived. Therefore, with coal piled high in the tender and wood and rags ready in the cab, I could quickly light up...

Though 48305 wasn't in steam yesterday, she did have the remnants of a good warming fire under the brick arch and the heat emanating from the doorplate assured me that she wouldn't take long to come around. Once the wood started to catch atop my freshly added bed of coal, the 2-8-0 began to sing. The rain was awful this morning: it was a complete washout by all accounts. There was little to do but take shelter in the cab whilst the torrent continued outside. Alongside us, 6990 "Witherslack Hall" was also brewing up whilst the three Standard engines were the other side of the bridge...

With the fire continuing to take, I scurried around the cab filling the steam brake oil pots whilst Nigel continued with the outside motion. Cleaner Alex soon appeared at the door with a most welcome, steaming hot cup of tea which was enjoyed whilst listening to the rain on the roof. What a lovely morning for ducks as they say...

As the light finally started to come up, the rain did ease back a touch into a light drizzle rather than a heavy downpour. Here, LMS and GWR stand side by side...

Cleaners Alex and Julian kindly helped us clean the engine in any way they could, despite the foul weather. Alex gave the cab brasses a buff up with some Peek, which really did make a difference. The polished fittings looked smart...

Our off shed time was booked for 09:00 but, thanks in part to the poor weather, we ended up being ready well before 08:00! This gave time for our wash and change, as well as another cuppa'. Usually we'd use this time to clean the engine but with the rain beating down our efforts appeared futile. Our first working was the 09:30 Loughborough to Rothley local, although on the tail rather than the front. Standard 2 No78019 took us neatly to Rothley whilst we hung on the back with drift steam applied...

At Rothley we sailed through the station before the class 2 brought us to a stand at the brook. The mogul was uncoupled and our lamps changed to reflect a stopping passenger service. By now the pressure on 48305 was sitting at around 200psi and I was ready to fire back to Loughborough with our short train: made up of two suburban coaches and a parcel van. Below, damp passengers join the train once we'd pulled into the platform. The persistent rain was still at it...

From Rothley we had a steady run back to Loughborough, calling at Quorn on the way. Once back at base we had to perform a brisk run round to reach the head of the impressive tanker train waiting in the down loop...

Unusually, our freight train was scheduled to run nonstop right through to Leicester. Most GCR freights tend to either reverse at Swithland or, more commonly, at Rothley Brook and so it was a bit of a novelty to take the tankers all the way through. Here, 48305 chuffs along the single track section, approaching Greengate Lane...

The rain seemed to have eased slightly on our southward journey, although by the time we had ran round at Leicester North it was chucking it down again! Below, the damp bulk of the 1943-built 8F stands ready for a northbound departure, with lamps set to reflect a class 7 working. What a wet day this was...

Thankfully, on our return run to Loughborough, we seemed to leave the rain behind after Rothley. Photographer Clive Hanley caught us approaching Quorn with 'one yellow' on the down home signal, meaning we'd be held at the down starter...

"Approaching Quorn with the northbound tankers" (Clive Hanley)

Once we made it back to Loughborough we were uncoupled by a shunter before steaming down to No1 shed road via the water column. Due to the timetable running behind, our next working (the observation saloon) had been cancelled and so we were told to "await instructions". 48305 therefore had little more to do than watch the world go by at a damp, autumnal Loughborough whilst we awaited our next move...

An hour or so passed before we were given instructions to run round onto the front of the next late running passenger train, which was booked to 9F No92214. This superpowered doubleheader (of 17F classification!) would make light work of the five coach train. Here, 48305 waits under Great Central Road bridge...

With time to make up, I had no doubt that we were in for a spirited run and so duly made up the fire to suit. We'd only be staying on as far as Rothley, where we'd chop off and run into the down platform to await our booked northbound path on the van train. Our unplanned doubleheader left Loughborough with both engines in good voice, although the 8F seemed to do the lion's share of the work once the 2-10-0 eased down. As we'd sat at Loughborough for a good while with a quiet fire, the eight freight was a touch cold hearted on the run to Quorn, although she did go well. The pressure hovered between 180 and 200psi but once we'd got a few miles behind us she was beginning to get hot again. Ironically, she was back in fettle just as it was time for us to come off at Rothley! Below, 48305 sits in the down platform road at Rothley with lamps already set for class 7 so that we could leave as soon as the vans arrived...

With the 9F on its way to Leicester on the single line with the passenger train, the van train duly turned up with the class 37 diesel on the front. Once the train was at a stand at Rothley Brook, we were signalled out with the 8F to pick it up. With the road with us, we were given the tip from the Guard to pull away in the direction of Loughborough. We were booked to stand in the down loop at Swithland for 15 minutes but, to get us back quicker, we were given all green on the down main as we approached, running nonstop back to Loughborough. Once we'd arrived (around 45 minutes late against the timetable), we were relieved by the afternoon crew of driver Simon and fireman Alan. Clive Hanley caught us after relief, walking back to sign out...

"Driver Nigel, fireman Sam and cleaner Julian after relief" (Clive Hanley)

Whilst walking back to the shed, 48305 was snapped one last time...

I eventually signed out at 16:30, around an hour later than planned but hey, these things happen. It was a great day with 48305 and I certainly didn't have any 'Eight Freight Blues'. The GCR timetable at galas is tight at the best of times: that's what creates the main line spectacle people come for. However, despite the delays, the quick thinking operations team managed to keep everything moving and fair play to them (I know how much effort goes into it all). My thanks go to driver Nigel and cleaner Julian for another great turn on the footplate, as well as cleaner Alex for his help during morning prep. Photographer Clive Hanley (who has a brilliant photo site which can be found here) kindly allowed me to use three of his fine images in this post: thank you, Clive! Finally, thank you all for reading this absolute muck as usual. Cheers all, Sam...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

5Z52: "Sherwood Forester" moves south to Southall...

It's that time of year again, when main line steam engines pass our Northampton depot either whilst working a festive job or when performing a loco or stock move in order to do so. Today it was the turn of Saphos Trains' LMS Black Five No45231 "Sherwood Forester" to move south to Southall on head code 5Z52. The 1936-built 4-6-0 is one of Stanier's 842-strong class of mixed traffic class fives, first introduced by the LMS in 1934. 45231 was at the head of a 12-coach ECS working when she cautiously appeared around the curve from Mill Lane, tailed by a green class 47. At this point she was running about 15 minutes early and so was held on the approach to Northampton station at a red signal. As a few orange vest wearing onlookers peered at her from our lawn, the 5MT simmered in the sunshine with the occasional pop of one of the safety valves. It was definitely the perfect weather for it today...

45231 hung around for about 10 minutes before she was released on a caution signal to continue southward towards the station. The chuffing of the air pump (a Saphos fitment) is a noticeable difference to what we're used to with our vacuum braked engines. (I believe all of the Saphos main line workings are now on air). When the signal cleared to a caution aspect, the 5MT gave a blast on her hooter before hissing into life and casually strolling away in the direction of London...

The 47 was doing most of the work as they started away from us, rumbling away at the rear of the blood and custard stock. I appreciate loadings are key to economic success with these jobs but a 5MT on load 12 with a 47 too is an unrealistic prospect and will mean that the 47 will have to do its fair share of the work. For the uninitiated, the 47 will add at least another 2.5 coaches of load with its weight. Ahh well, what can you do? This is modern main line steam. As long as we can still see these fine engines in action on the main, that's all that matters. 45231 is working to York tomorrow on an early Christmas job before returning to the capital later on. It was nice to see her again. I think this is the fourth time I've seen her passing work. Cheers all, Sam...

Please note that the above images were taken from land outside of the NR boundary fence.

A Great Western Sunday: Wonderful "Witherslack Hall"...

"Remember, remember the fifth of November, gunpowder, treason and plot". Today of course marks the 417th anniversary of Guy Fawkes night, celebrating the deliverance of King James I of England. The celebration commemorates the thwarting of the 1605 Gunpowder Plot following its discovery beneath London's parliament house. In a stark contrast to last Saturday night's turn aboard No73156 on the "Charnwood Forester" diner, this afternoon's outing on the footplate of the Modified Hall at the Great Central took place in fantastic Autumnal weather. I arrived in good time for my 12:30 book on, ready to work turn BL4 with driver John. I wasn't disappointed to learn that our charge for this 'one trip wonder' was none other than the 1948-built Great Western Modified Hall No6990 "Witherslack Hall", now returned to her own identity following a few weeks posing as scrapped sister No6988. Soon enough, the engine returned with her previous passenger working and we duly swapped crews at the water column...

It was a crisp November afternoon in sunny but chilly conditions. Due to a points failure at Loughborough, today's passenger service had to be shunt released by the Class 08 diesel shunter. Below, the Hall waits for the platform two up starter signal to be pulled off for us, once the diesel had propelled the stock into platform one. The chimney shows a tinge of smoke as some fresh coal starts to take...

With 15 minutes to go until our 14:00 'one trip wonder', I coupled the Hall up before grabbing this quick snap of her in the gloom of Great Central Road bridge...

The Guard confirmed the weight of our six-coach train before we blew up to create a brake. Driver John kindly offered me the regulator for this trip whilst he supervised a third man doing the firing. I was of course very grateful for this opportunity, particularly aboard a Great Western engine, which is my region of choice. Right on time, the "right away" from the Guard came and we departed Loughborough's platform one in a cloud of condensate from the cylinder drains. Once underway I wound the engine back and we set into the 1 in 176 steady pull towards Quorn in full pilot valve. It was a pleasure to sit in the seat and listen to the ticking vacuum pump as we chugged along through Woodthorpe and on towards Quorn. I think the last big GWR engine I drove was actually sister Modified Hall No6989 at a place that shall not be named. That was a good engine as well, just like No6990. The six-coach train was no issue to "Witherslack" as we made our way towards a leafy Leicester North.

At the terminus, we ran the engine around and then awaited departure back towards Loughborough, calling at all stations. After a brisk couple up we still had a good 10 minutes before departure, leaving time to snap the 4-6-0...

Now for a bit of Modified Hall history, although a lot of this will have been repeated several times before on this blog (sorry!). The Modified Hall is a Hawksworth enhancement over the 258-strong 4900 Class Halls, which began being produced at Swindon under Collett in 1924. (The Halls were of course developed from Churchward's earlier Saints). Hawksworth's 6959 Modified Hall class would eventually number 71 engines, with the biggest difference being the use of plate frames and also cylinders which were cast independently of the smokebox saddle. Hawksworth also modified the Swindon No1 boiler to include three row superheating and a larger regulator, in an effort to counteract the declining quality of coal. Though they provided a very similar outward appearance to the 4900 and the same tractive effort, the change in the superheater provided better performance when burning poorer coal and the Modified Halls were reported as being very free steaming machines.

Fourteen of the class survived until the end of Western region steam on BR and six have been preserved, with three currently operational at the time of writing. The cab layout (shown below) is typical GWR and most of you will be able to pick out the crucial controls. In the firebox can be seen a substantial 'Western wedge', which was later raked forward as we crossed Swithland on our final return trip...

The return trip on the regulator of No6990 was most enjoyable and I must thank John once again for the opportunity. It was fantastic to be back in the saddle as it were, particularly on a fine GWR machine! Throughout my years in this hobby I've heard a lot of Western bashing and, I must confess, in my youth I was guilty of it as well, purely through lack of understanding I might add (and bad teaching). I've since found that most people who dislike Great Western have either read the wrong books or don't understand why they don't like them. No, they haven't got the same mod cons as a BR Standard, but neither have the earlier LMS or SR designs. Yes, they found a design and stuck with it but nobody could argue that it is a design that worked and Swindon's engineering standards and standardisation policy were second to none. 

My years at Tyseley around their absolutely beautiful Castles cemented the Great Western as my favourite region and I don't think anything will ever change that now. Everything is nice in its own way of course, but GWR is just fabulous in my book and it wouldn't bother me taking No6990 on every turn. Here, the engine simmers quietly on No2 shed road having been screwed down ready for disposal...

Following the above snap the fire was raked through, the smokebox emptied and the boiler topped up before the necessary fittings were isolated for the night. What a pleasure to be back out on the freshly overhauled Modified Hall again, particularly after a cracking morning out on it the other week with Rob and Batesy. Thanks again to John for a pleasant few hours this afternoon. Cheers all, Sam...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Going Great Central: A Soaking Wet Standard...

Today's weather could only be described as changeable to say the least! I drove over to the Great Central Railway for my afternoon/evening turn under cloudless blue skies with a warm autumnal sun shining down from above. By the evening it had turned into a complete downpour of a most persistent nature. To cut a long story short, we got soaked! Even the well protected cab of the immaculate Standard Class 5 No73156 did little to protect us from the elements this evening. But, after two lovely sunny turns at the recent gala, I guess I can't complain! I arrived at Loughborough shed in good time for my 15:00 book on. Having changed and extracted my ever growing mound of kit from the car, I stopped to grab a snap of the lovely Modified Hall No6990 "Witherslack Hall" resting in the afternoon sunshine on No3 shed road. 'Slack Alice' was still impersonating her scrapped sister No6988 "Swithland Hall"...

I duly met up with driver Chris and we signed in together and read the notices. Our charge this evening was confirmed to be the trusty Standard 5 No73156, with smaller Standard 2 No78019 working the other steam turn. We both remarked that we were in for a no doubt easy turn as we had the ever reliable class five which is beautifully kept and is a driver and fireman's dream if you want an easy run. Its free steaming nature and considerable strength make standard length trains seem effortless and you never have to force her to do anything. Our first train was booked as the 15:45 passenger off Loughborough, hauling the set we would take over from '19 when she returned. As we sat awaiting the arrival of the mogul at the down loop starter, the worrying sound of hurried footsteps on the ballast soon heralded the arrival of the DTM at the cab door. The recently departed DMU had encountered trouble during its run to Quorn and had been failed in the station's up platform. As the only rescue locomotive that was ready for action at that moment, we were sent to Quorn light engine on the up to retrieve the stricken diesel and return it to Loughborough to clear the line.

When all arrangements had been confirmed with the various parties, we were given the down loop starter to proceed across onto the up main towards Quorn. Here we were brought to a stand at the up section signal which was showing a red aspect. Chris brought the class five to a gentle stop before heading down to telephone the Loughborough signalman to ascertain our next instructions...

As per the rule book, assistance protection had been laid in the form of detonators on the approach to Quorn's up home signal. Therefore, we were given permission to pass the up section signal at danger (as the section was declared clear but the signal couldn't be pulled off for us as the detonators were inside the block) and proceed at caution to the assistance point. We were then brought to a stand at a red flag before being brought forward over the detonators to reach the broken down DMU in Quorn's up platform. The passengers had all been detrained and had caught the mogul's train back to base so it was merely a case of removing the blockage on the up main. I must admit, despite the inconvenience to the service, it was interesting to see some of the stuff we'd learnt on the firing course being put into practise.

Soon enough, we were on our way back to Loughborough, having crossed over onto the down main from Quorn via the crossover following permission from the mechanical colour light signal. As we approached Beeches Road bridge the late running 15:45 working (our train) came barking by us hauled by '19, whose crew had kindly stayed on to keep the railway moving. Here, 73156 has just finished propelling the broken DMU into the carriage sidings where it would await inspection from a fitter...

Despite the unfortunate inconvenience to passengers, obviously things like this can occasionally happen when you're dealing with heritage kit. Thankfully, with the quick thinking of the DTM, we'd reduced any delays by as much as possible and indeed the 15:45 only left 15 minutes down so it worked out alright in the end. Myself and Chris now had nearly three hours to kill whilst we awaited the departure of our next turn: the 19:00 "Charnwood Forester" diner. Soon enough we were in position at the head of the train and settled 73156 down for her extended break once the lamps and the headboard had been fitted. She made for a pretty picture under the (still) blue skies...

The fire was kept bright but quiet during the layover, with the holes in the bed being filled to keep the engine warm but the steam kept low enough to keep the safety valves down. The engine had little to do now but wait...

Slowly but surely the minutes ticked by and we enjoyed our sandwiches whilst we awaited the arrival of the evening's passengers. The diners continue to be popular at the railway and long may they continue to be. Below, dining car 'Jessie-Leigh' sits with table lamps lit ready to provide a four course meal for its guests...

Chris kindly let me drive the first round trip whilst he did the firing with a newly acquired shovel. I therefore waited time in the driver's seat...

By the time our departure time neared the weather had changed entirely with rain hammering down from the heavens. It was pretty grim to be honest. We departed Loughborough a couple of minutes down (having waited for some late passengers) and proceeded to a dark and dismal Swithland for a 15-minute wait on the reservoir. By the time we reached Rothley the rain seemed to have eased but we then encountered the heavy stuff again at a very damp Leicester North...

I drove us non-stop back to Loughborough where we swapped roles again (and I swapped my sopping wet jacket!) ready for our second round trip on the diner. Did I enjoy being at the helm of 73156? Of course, though the pouring rain certainly didn't allow me to truly savour the experience! The rain was still pelting down as we proceeded away from Loughborough station and back into the darkness. Below, 73156 is seen at the north end of the stock on our second round trip. Despite appearances, this shot was taken around 90 minutes after the one above as the rain was too bad to even bother with a quick snap in the interim...

Chris drove us back to a very damp Loughborough where the very damp Standard was uncoupled by a very damp me. We then proceeded back to shed via the water column, where we topped up the tender in readiness for tomorrow's services. We finally came to rest back on No1 shed road at around 22:15 and between us we began bedding 73156 down for the night. Whilst topping up the boiler, I grabbed the below snap of the cab of the very well kept Standard 5. Note my sopping wet hat and jacket hanging on the fittings to try and dry them a tad before home time...

With all checks made from both the driver and fireman's point of view, 73156 was left to simmer quietly to herself for the night, stabled partially under Empress Road bridge. Ironically, as is typical, the rain gave up just as we signed out...

I must thank Chris for a great (if very wet) evening out aboard the lovely Standard 5 and send a big well done to the hard working diner crew for their efforts in appalling weather. The passengers all looked merry as they left the train (some more than others!) and it should never be underestimated just how much good exposure and most importantly how much revenue the diners provide for the GCR. Long may their success continue! Weather wise I can't moan too much. Most of my turns have been fair weather ones and we do get days like this now and again. Thank you all for reading this muck: it is very much appreciated. I'm off to wring myself out...what a soaking wet mess this evening turned us into! Thanks all, until next time, over and out...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

"Lady of Legend": The Hall In Saint's Clothing...

"Firing a Great Western Saint" (A.Swan)

After a fantastic turn on 'Slack Alice' yesterday, today provided me with another Great Western engine to fire at the Great Central's Autumn Steam Gala. I was surprised when the gala roster came out a couple of weeks ago to see my name penned to one of the visiting engines for this Saturday morning turn with driver Pete. The loco was none other than Didcot's Saint recreation No2999 "Lady of Legend", completed in 2019. The original Saints were constructed at the GWR's famous Swindon works between 1902 and 1913, with a few variations between the different batches. Sadly, none of the 77 Saints survived into preservation, prompting the Great Western Society to recreate one in the form of No2999. The long legged Saints were very successful two cylinder machines which dominated Great Western passenger services until the introduction of the four cylinder Star class in 1906. Though the four cylinder engines were favoured for express work, the basic principles of the Saint design remained prominent right up until the end of steam on the Western region. Indeed, "Saint Martin" was modified by Collett to become the prototype of the highly successful Hall class.

When it came to building No2999, the GWS did things the opposite way to Collett by taking a Hall class and using major components to recreate a Saint. The frames for the engine and the Swindon No1 boiler were donated by ex-Barry engine No4942 "Maindy Hall". It was felt that there were enough Halls in preservation and so No4942 could, with modification, become the 78th Saint. New, larger driving wheels were cast (6ft 8") as well as new cylinder blocks. ("Maindy" would have been the outside steam pipe type, whereas this Saint sports inside steam pipes). As with all new builds, this engine often receives mixed reviews from critics but I think it looks beautifully elegant and it's the only chance I'll ever get to go on a Saint! I arrived this morning in good time for another early start. This time it was a 06:30 book on but I decided to get in a little before 06:00 in case the grate was bad. No2999 was steaming away on No1 shed road having been out late on the diner last night. It still had 40 pounds on...

Having checked the water level in the boiler and emptied the smokebox, I started work on the fire grate. Unlike on the Hall yesterday, I couldn't go into the box to clear things out as the front of the fire against the tubeplate was still lit and smouldering away. (I'm keen but not stupid!). Therefore I started working away with the irons. Thankfully No2999 was provided with some useful irons and the low tender allowed you to swing them with relative ease. The fireman on last night's shift had told me that he'd had a battle with the engine and the clinker at the back of the grate soon showed me why! In the end I leant through the firehole door with the coal pick and broke up the clinker on the rear portion of the grate before fishing it out through the door. The bars at the back were fairly solid, no doubt caused by the slack-heavy Welsh stuff in the tender setting itself across the top of them. It took a good half an hour to clear the grate but by then we were in a strong position for lighting up. "Phew!"...

I was relieved that my coming in early had bore some fruit as that could have cost us time if we hadn't have been ahead when we started! As soon as the fire was lit the No1 boiler started singing away and I sat on the fireman's seat for a breather. The two engine reps from Didcot duly arrived and set to cleaning the engine whilst myself and Pete carried on with the prep. All around us, the seven other locomotives in service were gradually raising steam. There was a great atmosphere...

Once Pete had finished oiling the inside Stephenson's motion, I went underneath with the hose and an iron to empty the ashpan. I was surprised at the size of the front pan: it was huge! This is no doubt because the increased height of the driving axle means you need to slope most of the ashpan forward of it. (Behind it there is a much smaller rear pan). Once ashed, we dropped steadily forward to allow the immaculate Hall to come behind us onto the pit to do the same. I was absolutely filthy, covered in oil and soot but, thankfully, the prep was done! I love the pre-Nationalisation engines but dear me does a rocking grate and pan make life easier! At this point I grabbed a quick snap of a simmering No2999 on shed before I went to get washed and changed. She's interesting to look at with her right angled front end (lacking the later Holcroft curves) and the inside steam pipes. Also note the tall footplate against the tender...

Unlike yesterday's turn with the Hall which was to Rothley only, today's two trips on the Saint would see us working the full line to Leicester North and back with passenger stock. For the first train we would be solo whilst on the second train we would be piloting the Hall. Our two departures were 10:30 and 12:30, with relief provided after the second trip. Soon enough we were coupled onto the front of the five-coach train waiting in Loughborough's platform one and departed on time for Leicester North. I'd made up a typical Western back end in the firebox and was poised to see how the Saint would react. Here, we set sail from Loughborough with driver Pete having just pulled the engine up on the pole reverser to get her into her stride...

"Barking towards Loughborough's up section signal" (P.Leigh)

Once underway, I was impressed with the sound and the steaming capability of the Saint. The exhaust note at the chimney (which incidentally is apparently a Grange chimney) was quite sharp and the larger wheels gave the impression of pent up speed. We were trotting along nicely when we passed through Woodthorpe...

"On our way to Quorn with 2999" (A.Edkins)

An undeniable issue was the injectors which did waste quite a lot of water, particularly the exhaust injector on the fireman's side. They both worked and they both put water in, but they did waste. The reps confirmed that the injectors were in need of a service. It wasn't a problem to us once we knew how to react to it, it just wasted water on the ballast. Other than that, I really enjoyed my time on the Saint. As I said further up this post, it's the only chance I'll ever get to have been on a Saint! After a pleasant run to Leicester North and back, a short break at Loughborough saw us coupled up to No6988 (6990!) before awaiting the stock for our double headed 12:30 working. Below is a rushed snap I grabbed of No2999 as she awaited the off under Great Central Road bridge with the Hall as train engine behind her...

The double headed run was very enjoyable, with the two Great Western engines barking away in typical fashion. It's just a shame that we didn't have more coaches! The Saint steamed very well once again and proved no hindrance throughout the journey. Here, the ensemble works past Kinchley Lane, approaching Swithland...

"Double headed Great Western 4-6-0s" (A.Edkins)

From Rothley, driver Chris on the Hall seemed to leave her shut-off and so the Saint took the now heavier train up to Leicester North. She had no issues doing this and romped up the hill to Greengate Lane where we shut-off steam to coast into the terminus. After a slightly extended run round in order to reorder the locomotives, we proceeded back onto the stock ready for a northbound departure...

The run back to Loughborough was equally audible and it was nice to see so many people out and about for the gala. There was a lot of interest in both the visiting engines and the freshly repainted Hall and I believe that passenger numbers were up on last year's event. Once safely back at Loughborough's platform one, I uncoupled us from the Hall before we ran over to No1 road via the shunt signal. Here we were relieved by the afternoon crew who had a few more round trips to do before disposal...

So, what's my review?: I liked it! I honestly really liked it. It was different. It was also very nice to tick it off and I'm glad to say that I've now been on a Saint, even one that was once a Hall! I've had a great two days firing at this year's Autumn Gala and I must thank the GCR team who organised this event for putting on such a great show. We must also thank Didcot for the opportunity to have and to crew "Lady of Legend". Thank you to the photographers who kindly gave permission for their images to be used in this post and thank you of course to anyone reading this rubbish. Over and out...

Please note any views or opinions expressed in this blog are merely personal and do not in any way represent the views or opinions of any other person, group or organisation.

Firing "Swithland Hall": 'Slack Alice' Returns...

"Old Batesy back in the Fireman's seat"

The highlight of the enthusiast's calendar at the Great Central Railway is arguably the end of season blowout: the Autumn Steam Gala. This weekend, eight steam locomotives, a diesel loco and a DMU came together to provide an intensive service of passenger and freight workings along the preserved double track main line. Usually the railway runs a reduced service on the Thursday and Friday of the event but, for this year, they had decided to perform the full show on the Friday as well, meaning that extra crews would be required. I therefore found myself booked to fire today aboard none other than 1948-built Modified Hall No6990 "Witherslack Hall", affectionately known in GC circles as 'Slack Alice'. This GCR stalwart is currently masquerading as scrapped sister No6988 "Swithland Hall", an identity it carried during its brief unlined outing at the Railways at Work event back in the summer. Following her short lived summer stint, the engine was returned to Loughborough shed for the completion of her repaint. The completed job is beautiful...

My book on time this morning was 05:45 and I arrived in good time to sign on and read the notices. After lugging my kit up onto the footplate, I began making preparations to bring the engine around. (She had been out yesterday and still had 30psi on the clock so it wouldn't be difficult). The Hall was stabled on No2 shed road, alongside the BR Standard 5 No73156. In front of the five was one of the visiting engines: Pannier Tank No7714. The shed had a distinctly Great Western feel this morning which, as you can guess, was no hardship for me. It's a shame that this one can't stay longer...

I was shortly joined by driver Rob and cleaner (official term only) Batesy. Between us we set about getting No6998 (or 6990!) ready for the booked two trips of our morning shift. My first job, after checking everything over, was to slide into the firebox and clear the grate. The Hall has a fixed grate and so, rather than bashing away for ages with the irons, it's sometimes easier just to admit defeat and get in there to do a good job. Naturally, it's filthy and stinking red hot but the result will be far better than anything you can achieve with irons alone on a fixed grate. Coughing, spluttering and covered head to foot in dust, I climbed back out onto the footplate a sweaty, powdery mess. However, the grate was lovely and more than fit for lighting up. After a chuck around of the Welsh coal, I got the fire lit with the wood passed up by Batesy. The reassuring plume of smoke from the chimney and the singing of boiling water in the boiler duly confirmed that all was well. At this point, Batesy kindly offered to do the four dampered ashpan for me, saving me that hardship. He then set to work cleaning...

Driver Rob was meanwhile flying around the engine with a variety of oil cans. Having topped up the hydrostatic lubricator, he cracked the regulator to warm the cylinders and get some oil into the valve chests. The paintwork was absolutely immaculate on the old girl, as you'd expect I suppose after a very recent repaint. It's a pleasure to see this engine back in steam and looking so well...

With the engine pretty much ready to go, we got washed and changed before rejoining her in readiness for coming off shed. We were in fact called upon 20 minutes before our booked time so it was good that we were ready! GCR galas rely heavily on time keeping (as does anywhere I guess) so we can't afford to lose minutes if we want to keep the show moving apace. Our first move was to leave No2 shed road and proceed via the shed release peg to Loughborough's platform No1. Here we were coupled to a brakevan which we then took over into the down loop to propel onto the back of the waiting 8F No48305. This unusual ensemble then proceeded to Swithland (on a positioning move) where fireman Dave from the 8F duly uncoupled us...

At this point the 8F took the brakevan into Swithland sidings in readiness to collect a freight train. We meanwhile were signalled light engine to Rothley before being shunted back into the carriage sidings to await the 8F with her freight...

Here, double headed sister Standard 2 Moguls Nos78018 and 78019 pass us by on their way to Leicester North with an up passenger train...

With the Moguls now in the block section, the 8F could be brought down inside the up section signal so that we could drop onto the back of her freight train and return it to Loughborough. After a brisk run round at the terminus, we rejoined the front of the freight train. I managed to find time to run to the pop up stall on the platform to grab us each a sausage and bacon roll. These are provided by a small farm business in the Woodthorpe area and are absolutely delicious! Leaving Loughborough on time with our up freight for Swithland, I decided to sit back and let Batesy have a go as he'd joined us for the day. He'd even brought along his 'big shovel' (a proper BR W Lucas) which he decrees as requiring 'big boy pants' to operate correctly...

"The 'big shovel' flings in some Welsh coal"

As long term blog readers will know, Batesy is a long time mate and, after a lifetime of working on countless steam engines, recently held the grade of main line fireman, passed out by Tyseley aboard their fine Castle class engines. So, in short, he knows what he's doing. When time permits he is working cleaning turns at the GCR and it was good to spend the shift with him this morning, particularly aboard a Great Western engine. Naturally this will provide him with another yarn for his well known "Tales of the Rails", so often inflicted upon Statfold crews! Soon enough, we pulled up at our destination: Swithland's up loop. Here, the engine basked in the October sunshine for a few moments whilst we awaited our next path...

After we'd changed the lamps, No6988 is seen awaiting departure from the up loop ready to run light engine to Rothley. At this point the signals for the up main line, both the starter and the distant, are pulled off so we won't be going anywhere soon...

"6988 'Swithland Hall' stands in the Swithland up loop" (A.Williamson)

Once the main line train had cleared we were given the signal to run gently down to Rothley for another short stint in the carriage sidings. We then worked a short local train back to Loughborough, stopping at all stations. Upon our arrival at Loughborough's platform one, the passengers detrained before we dragged the ECS down into No2 road for the Class 08 diesel to shunt release us by taking the coaches across to No3 road. The afternoon crew relieved us at this point and so we climbed down from the footplate ready to wash up and sign out following a great morning shift...

As I washed up I wondered, does that count as firing "Swithland Hall" or not? I guess not but it's nice to dream! I've now been on 6988, 6989 and 6990 if that is the case! Thanks to Rob and Batesy for a great morning and it was really nice to have the Hall again. This was my third time on it according to my records, but the first turn having been passed out. Tomorrow I'm back again on another morning shift, this time with the visiting Saint class No2999 "Lady of Legend". Looking forward to seeing how she behaves. Thanks all for reading this drivel as usual, Sam...

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