Going Great Central: 68067 - "Robert" The Galloping Bucket...

"A box van bucket, north of Quorn" (M.Tattam)

This morning it took all of my strength to drag myself from my bed, fumble down the stairs and load up the car in readiness for an 0500 book on at Loughborough shed. Getting up at 0345 is never fun, but it's worth it in the end! The occasion was the Great Central's 2025 'Railways at Work' gala, starring four steam locomotives and a couple of diesels. This interesting event showcases the changing railway scene of the 1960s, operating passenger and freight trains supported by demonstrations and reenactments appropriate to the period. Blurry eyed, I trudged along the ash lined approach to the engine shed in order to sign in and read the notices. I had been pleasantly surprised (rightly or wrongly) during the week to find that our booked steed: Standard 2 No78018: had been removed from the roster and replaced with the recently returned Hunslet Austerity. Here I capture my first view of her this morning...

Signed in and ready for turn No39 since passing as a fireman, I made my way back out to the 0-6-0 saddle tank as she waited patiently in front of the other Standard 2, No78019. I was very pleased to see that some kind hearted cleaner had left a barrow full of pallet wood at the foot of the cab steps, as well as some freshly doused paraffin rags up on the footplate. Entering the cab after ascending the steps, I noticed cleaner Phil beavering away on the cab roof...it's nice to be keen! The heat emanating from the doorplate confirmed that we wouldn't have long to wait for steam this morning. Immediately, any concerns I may have had about meeting our booked 0745 off-shed time on today's R2 turn melted away. Headtorch on, let's go...

The first job, as always, was to check the water level in the boiler which showed a good, healthy (and solid) glass. The saddle tank had been out on test yesterday after returning to the railway following some repair works, which I believe included a full set of new tubes. She was obviously good and tight as she'd lost next to no water overnight (though it still felt like night anyway!). With the boiler confirmed as being full of water, I opened the firehole doors and had a peek around inside the firebox. All was well and I was pretty impressed to see what looked like a brand new set of firebars. Doors shut, it was back down the steps and along to the front of the engine to check the smokebox. Same again: nothing to report. Back down to the floor I went and back along to the waiting barrow of wood. With the wood soon flung up into the cab, I climbed back up to have a poke around with the fire iron. The ashy remainder of yesterday's fire was quickly dispersed and it was time to prepare the new fire...

"Ignition"

The second the flaming rag entered the firebox, the 0-6-0 started singing away to herself. A few more lit rags were tossed into the firebox atop the recently added coal bed, followed by the rest of the dry wood. Soon enough I had a good blaze going and it was time to close the doors and leave the engine to get on with it. All around, the other three engines in service were coming to life. It's a great atmosphere on the shed on mornings like this, with nothing but the crackling of fires, the occasional crew titter and the odd clang of shovels to be heard. It's about as near as you'll get...

So who is "Robert"? This engine of course! This 1943-built Hudswell Clarke is one of Hunslet's once 485-strong class of 18" 0-6-0 Austerity saddle tanks. Due to them becoming the standard British shunting locomotive during WWII, their production was spread across different manufacturers. Hudswell Clarke built 50 of the 485, including this one delivered to the Ministry of Defence. In 1950, with her military service over, the then 'WD 75091' was bought by the National Coal Board and moved around a few collieries. It gained the name "Robert" in 1978 whilst at Bold Colliery. It was during this time that an immaculate "Robert" took part in the Rocket 150 event at Rainhill, cementing its then identity with many enthusiasts. It was finally withdrawn from NCB service in 1982 and entered preservation. It returned to steam at Loughborough in 2017, wearing a BR black livery and posing as a scrapped sister (BR No68067). She portrays this livery to resemble a member of the ex-LNER J94 type, which were a fleet of 75 Austerity's purchased from the war department and operated on the eastern network. Though many have criticised the application of these liveries to many a none-J94 (there's only two actual J94s in preservation), it does make them fit in more in an ex-main line setting like this. I think it looks smart. Despite the number though, many still know it as "Robert" and to be fair it's nice for it to have a name.

Even though today was my first ever turn with this Austerity, "Robert" was in fact one of the first engines I pushed a rag around at Loughborough after joining the steam department there in 2021. Since then the 0-6-0 has mostly been out and about on other railways, earning money towards its next overhaul: Butterley, Embsay and Llangollen, to name but three. The Austerity's are an incredibly useful and versatile machine, much like Hunslet's elder Fitzwilliam type. They've done brilliantly in both industry and in preservation and therefore are very much in demand as preserved line performers, particularly for midsized lines. It's nice to see "Robert" back 'home' though for now, bringing some industrial flavour to the place. The last Austerity I went on was the Furness Trust's "Cumbria", over the hill somewhere quite a few years ago. Having grew up with that well meaning poorly Peckett, I was looking forward to being back on what many would consider as an 'ignorant industrial'. I love the outward simplicity of these things: a useful tool built to do a job day in, day out. Not for them were the luxuries of a quick sprint to the West Country, more a filthy slog from a colliery to the exchange. Nobody could ever give enough credit for what industrials did for Britain.

Anyway, waffling over. With the fire burning well, driver Pete was going around the engine with the oil cans whilst I prepared our lamps and then got set to empty the ashpan. This is the real romance of steam: no poetry or rose tinted specs, just a steaming wet mass of ash and grime accompanied by the odd flaming ember. It's a filthy job, but you're going nowhere if you don't do it! With steam rising nicely, we managed to back off the pit to allow No78019 access. It was then time to wash up and change, in readiness for the off. Our first move at 0825 was a light engine trip on the up to Quorn. It's always odd looking back and seeing no train!...

Having come to a stand in the up platform at Quorn, the road was reset to the north of us and a green aspect showed on the mechanical colour light signal. Having crossed over behind the ground discs, the road was given for us to set back bang road, through the down platform and into the lie-by. Here we collected the box van train but had around 30 minutes to wait until our northward departure. Pete elected to grab us a cuppa' from the NAAFI, which was most appreciated...

Whilst Pete was away grabbing the brews, I managed to grab this shot of the Austerity's typically industrial cab. I tend to wear gloves pretty much all the time these days (too many lessons learnt from burns gone bad in the past) but particularly on this, everything was stinking red hot. Note the added luxury of the fireman's seat...

"The footplate of Robert"

Right on time, we departed Quorn on the down with our rumbling train of box vans. Having passed Martyn near Quorn's down section (see his capture used as the title image), Pete shut off and allowed the engine to drift towards Loughborough on the steady downward grade. I was surprised how well it rode...

For an industrial there were some neat little additions on this engine: a slacking hose and pan spray to name two. However, I really liked the set up of the steam brake using an LMS combination brake valve. Just like a 3F or even the 8F, the combination brake controls both the vacuum brake for the train but also the steam brake on the locomotive. Most people who do up an industrial tend to just let the train do the braking, but this way is far better and prevents the snatching. In addition, the typical Austerity steam brake set up remains operational, with the usual linkage across the top of the boiler on the cab spectacle plate. With the box vans stabled in Loughborough's down loop, we were soon joined by "Witherslack Hall" for a light engine move, out to the totem. This odd little pairing is captured waiting for the road in platform two...

Once at the totem the two engines were uncoupled and the younger 4-6-0 moved away to take over our box vans for the next departure. We meanwhile awaited our shorter 'pick up goods' which would form our 0955 working. But it wasn't to be. Something had gone off up the line, causing a delay of around 40 minutes if memory serves. All we could do meanwhile was wait, with the free steaming Austerity keen to blow off despite a very quiet fire. It does come to a point where you need to add something just to keep the flames there! Here, "Robert" waits alongside the NRM Class 37...

Eventually we got the road to depart and left Loughborough in a cloud of smoke and steam. The engine pottered nicely towards Quorn, keeping to the GCR's goods train speed limit of 20mph. I was careful not to over fire as I knew we'd be sat in Quorn's up reception south (the turntable road) for quite some time. The layover was to allow one of the many demonstrations to take place. This interesting playlet, performed entirely by volunteers, portrayed the typical railway goods yard and featured not only the loading of wagons but also trespassing young enthusiasts, anti-Beaching protesters and the old bill. It was an interesting and quirky little watch which the onlookers definitely appeared to enjoy. "Robert" meanwhile simmered quietly behind the wagons, with the displayed lamp code reflecting our class 7 freight status...

Soon enough we were given our 10-minute warning prior to our departure. I made up a fair fire and decided to see how the Austerity would do. We were only going a couple of miles, just to Rothley (via Swithland of course, though we would be on the main) so I didn't want to overdo it. In the end the Austerity romped along with steam to spare and plenty of water in the boiler...I just wish we could have continued to Leicester! At the brook the engine was uncoupled as our train was being taken over by the waiting Hall. The Austerity then had around 40 minutes in the carriage sidings whilst we awaited our return working: the local passenger. Here, we prepare to depart Rothley on the down with that very train. We didn't have far to go just now...

And here she is, waiting for 25 minutes in Swithland's down loop...

The GCR galas are about recreating the experience of the main line as much as possible and therefore, local trains being looped for express trains definitely fits the bill. We were soon overtaken by a spritely No78019 and, once she'd cleared the section, the road was set for us. It wasn't long before we were romping over Swithland on the down, at line speed. I was impressed with how well this old gal' went...

Martyn caught us again on the approach to Rabbit Bridge, going well...

"Approaching Rabbit Bridge" (M.Tattam)

I really enjoyed the run back and was a little disappointed that we didn't have a full Leicester working to do. However, I was still pleased that I'd succeeded in my first efforts aboard "Robert". God knows when I'll get it again (if ever), so glad I finally have. It was a pretty much faultless morning, apart from some minor issues with the displacement lubricator which was overfeeding so needed isolating and refilling a couple of times. However, with work having been completed on the front end, the more oil the better I'd say. Here, No68067 waits patiently on the shed whilst her lubricator is refilled following crew swap. I really like it...

"Job done"

I must thank Pete for a very pleasant (and unexpected) morning on the Austerity and of course the GCR roster clerks who continue to give me turns. Well done to all who put on 'Railways at Work' 2025. Thanks to the smattering of people who continue to read this blog also. I write it because I like to (when my extremely limited time window allows) but if even one person reads it and takes pleasure from it, that's great. If nobody reads it, who cares? That's all for now then. Ciao ciao.

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

Statfold: One Last Turn With 'Eddie The Late'...

"Driver Eddie Jones pilots 'Harrogate' on an up passenger train"

September. The beginning of Autumn. For many years the end of season event at Tamworth's Statfold Barn Railway was the September do: a steam everything enthusiast's day involving not just the extensive narrow gauge railway but also a field full of road steam. As Statfold has developed over the years, the operating season has extended right the way up until Christmas, with the popular 'Santa Express' product bringing the curtain down at year end. The September do has remained prominent in the calendar however, renamed 'Road, Rail and Ale' and featuring several items related to its namesake. I've done a lot of September do's up to now but today's would be different in that it would feature my final 'proper' turn alongside well known dawn chorus denier 'Eddie the Late': Norfolk's fabled late riser. 

I've known Eddie for years and, according to the blog records, we first crewed together on Leicestershire's withered arm in early 2010, with him as driver and me as a then much leaner cleaner. In the years since, we've crewed there, at Bala and of course at Statfold, having many a great day out in the process. Eddie was also a member at our local model engineering club: CMES. Today however, with Ed handing back his Statfold driving ticket, it was time for one last turn. This morning, at the usual 06:30 book on time, I arrived on site to sign in and read the notices before proceeding out to our booked engine: Peckett No2050 "Harrogate" of 1944. Of course, I was first, despite Ed actually camping on site! "And Gentlemen of England still a-bed" and all that...

As the less senior driver (in all regards), I was rostered as the fireman on today's turn and therefore got straight to work checking the boiler water level and cleaning out the remnants of yesterday's fire. All around, a myriad of other locomotives were awaiting their crews under blue morning skies. The weather wouldn't last...

Soon enough, with a nice clean grate and plenty of dry wood to hand, we were ready to get a blaze going. A yawning Ed duly arrived at the Peckett and lit the embryo fire. The typical Jones column was soon rising confidently skyward from the 0-6-0s chimney, as Hudswell Clarke "Fiji" looked on. "Harrogate" was soon singing nicely...

Between us we prepared the Peckett, mixing our roles up a bit. I did some oiling, then Ed did the rest. Here he is squeezing himself between the water tank and the running board as he attempts to access the eccentrics for the inside Stephenson's motion. The injector feed pipes and the large clacks do tend to hinder you...

By the time the 08:30 safety briefing came around, the Peckett was brewing up nicely and I'd had a wash and a change. We then enjoyed our morning bacon roll, whilst heckling Batesy as he gave us the lowdown. Quite a big change this year was the reduction in motive power from the usual dozen or so locomotives down to seven. Again, in recent years the development of the venue has changed the cliental at the September do so that the majority of passengers are now families requiring a train ride, with enthusiasts tending to favour the Spectacle of Steam events in March and June. Therefore, this weekend's reduction in motive power was a trial for economic purposes, saving coal and crews. With this in mind, we were only doing half a shift, with a relief crew planned to take over "Harrogate" from around 13:00. Briefing complete, we were signalled onto the waiting stock in platform two. I would be driving for the first two trips, with Ed wielding the shovel and refamiliarising himself. At 09:10, "Harrogate" awaits the road for our ECS run to Oak Tree via Cogan Halt...

Leaving Statfold with the ECS, it was unusual to be signalled down the high level line (the concrete road to us). I jokingly remarked to Batesy that it was lucky that I still signed it! Down the concrete road we went, passing through Oak Tree before circling the balloon loop. We were then clear (with a different token) to Oak Tree on the low level line. I must admit, this was a much quicker way of setting everything up! With the next down train having passed us, we returned to Statfold before spinning the engine on the table. With only seven locomotives out and two coupled up as a doubleheader, the trains were moving quickly and it wasn't long before we were needed again...

From my position at the driver's window we see the quarry duo of "Jack Lane" and "Sybil Mary" marching into Statfold Jnc with an up train, clearing our path...

We were joined on the footplate for our second trip by Ed's BVR colleague Alan Butcher, who I met during our trip up there with JB last September. (How time flies!). Upon our return to Statfold after a pleasant second trip, Alan kindly captured us for the record book (and this blog!). Thank you of course to Alan for this image...

"Driver Eddie and fireman Sam (ha) with Peckett 2050" (A.Butcher)

Vanity trip completed, we took "Harrogate" up onto the turntable for a spin...

Our third and fourth trips saw Eddie on the handle with myself doing the firing. As usual "Harrogate" was her usual free steaming, easy going self. With cylinders like dustbins, the big Peckett is master of any job at Statfold and I've had many a pleasant day on her. Below, she strides towards the foot of the bank up to Oak Tree...

During each layover at Oak Tree we topped up the tank and refilled the engine's bunkers from the coal pile. By the time we halted there for the fourth time the rain was already falling. Summer really had gone...

To my surprise, our return to Statfold left us with enough time for a fifth and final outing. We were worried we wouldn't even get three trips in, let alone five! I've had 12 hour shifts at Statfold before with only two round trips completed, so five in half a shift was certainly a novelty. The final trip was most enjoyable, with "Harrogate" nailed to our chosen pressure of 120psi (you don't need the full 160psi with this thing) and plenty of water in the boiler. After a final chuff up the bank into Statfold's platform one, we secured the engine and train before handing over to our relief crew Ben and Jerry (no relation to the ice cream conglomerate). We were happy to hand over an engine performing well and soon retired to the engine shed for a wash up...

"Crew swap"

And that was that, by 13:05 we'd departed the footplate and were off for a pie and a pint down the bottom. Having moved my car, I wandered down towards the event area in the persistent drizzle. At the newish crossing, my path was momentarily blocked by the passing 2024-built 2-6-2 "Carol Ann" on the 12.25" line...

After a pie and a pint in the Strawberry Park event building, we wandered across into the field where the traction engines were to see some old mates. It wasn't long before Colin and Joe kindly invited us for a spin around the damp field aboard 1914-built 8nhp Wallis "Pedler". I had a trip round on the regulator of this strong old bus before Ed had a go. I think it was the first time he'd driven a full size traction engine. He certainly had a bemused look as we rumbled along, no doubt wondering where his rails were...

"Eddie pilots Wallis general purpose engine Pedler"

After a pleasant couple of trips around the field, "Pedler" was screwed back down and we thanked Joe and Colin for the opportunity. I'm always the first to admit that traction engines aren't my thing (it needs to be on rails) however I'm always grateful for an experience like that all the same. Another one ticked off...

With the rain continuing to fall, we retreated back to the event building for a final half a pint before it was time to head for home. Thank you to Batesy and Stephen for rostering us and thank you to Ed for a great final day on the footplate. I'm making this sound like an obituary really, but it isn't supposed to! Thanks Ed for some great days on the footplate, almost all of which no doubt feature somewhere in this blog. Cheers all.

Ryton: A September Sunday...

In quite a dramatic reduction in pace from yesterday's turn on the A1 pacific "Tornado", today I was crewing the Sunday afternoon public running at CMES' Ryton Pools Miniature Railway. We ran for the usual 1pm - 4pm slot and carried just under 300 passengers (I'm sure we'd have been well over 300 with the Under 3s carried). A pleasant, stress-free afternoon spent guarding, selling tickets and piloting the train with the feed rate controller. The 31 and 37 lookalikes did an admirable job as usual. That's now me done for Ryton in 2024. Cheers all.

Going Great Central: Firing The A1 "Tornado"...

"The A1 'Tornado' drifts towards Loughborough" (C.Hanley)

Well, this one was certainly a bit of a coup! Today I unexpectedly found myself completing a last minute firing turn aboard the new build A1 Pacific No60163 "Tornado", at the Great Central Railway. As mentioned in last week's post, the A1 has now reached the end of its thorough overhaul to main line standards. Following some loaded test runs during the week, it was announced that "Tornado" would haul services at the GCR this weekend, as part of her mileage accumulation. It wasn't long after this announcement that the railway's rostering team sent out an email (late on Thursday evening) asking for volunteers to fill in last minute to crew the A1. To my surprise, the operations team had added the 4-6-2 as a third steamer, rather than replacing one of the railway's home engines. (I guess this is because most of our normal turns cover various workings across a given day, such as DATEX and diners). Realising that a go on an Eastern pacific isn't exactly an everyday opportunity, I threw my hat in, not expecting to be selected. When the updated roster came out yesterday, I was pleased (and surprised) to see my name penned to this morning's turn A5, alongside driver Craig. "So", I thought, "here goes nothing!".

This morning I arrived at Loughborough shed in good time for my 06:15 book on. Unloading my kit from the car, I noticed driver Craig opening things up. Having signed in and read the notices, I proceeded out to the waiting pacific on No2 shed road, alongside "Witherslack Hall". The A1 was simmering quietly, patiently awaiting us...

Having checked with Craig that we were okay to start preparations (sometimes owning groups like to be present with their engine), I was given the all clear to start. I climbed up onto the footplate and was immediately struck by the size of this thing. It's been a while since I crewed a main line pacific, in fact I think it was a go on the demo line at Tyseley with Deano on the Bulleid "Sir Keith Park" in 2019. Apart from that occasion, I can't think of another time I've crewed a big pacific, largely because they're not typically preserved line dwelling machines. Looking around the myriad of controls on the sizeable doorplate, I slowly began to familiarise myself with the A1. What was clear was that there was 2/3 of a glass of water in the boiler and a healthy 125psi showing on the pressure gauge. Opening the larger door on the firebox (the usual door being the typical Eastern letterbox type flap) revealed a fair fire bed, with plenty of glowing embers remaining. Someone had clearly banked her up the night before to keep her hot. I think Craig in fact did mention that the engine had been in steam for well over a week now, so it was unlikely we'd struggle for steam this morning. 

With all well in the cab, I proceeded to the front end to give the smokebox (including double Kylchap exhaust) a once-over. There was barely a spec of dust in the smokebox so it was then back to the cab to throw some coal around the 50ft square grate. (To put this grate size into perspective, it's the same as a Princess Coronation). Opening the main door again, I put the iron through the fire bed to check that everything was free. Giving it all a quick turnover confirmed that we'd be okay to add some fresh coal, once I'd had a look around with my torch. With all confirmed to be safe to rejuvenate the fire, I threw some more coal around the box and then shut the door, leaving the engine to get on with it. With 125psi already on the clock and a booked off-shed time of 09:15, we definitely wouldn't be in any rush. The trouble is the nagging voice in the back of your mind always wills you to get things started as soon as you can, particularly with a celebrity engine such as "Tornado", as many eyes would be on me if (god forbid) we weren't ready in time for our first train...

"Fresh coal on the go"

With the fresh coal now taking hold on the grate (confirmed by the steady plume of smoke drifting skyward from the double chimney), I could continue to take in the amount of equipment in the cab. This thing is like the cockpit of a space shuttle! Everywhere you look there are electrics for various pieces of equipment, the most recent addition being the ETCS (European Train Control System). I believe that "Tornado" is the first steamer to carry this new in cab signalling equipment. Part of the reason for fitting this kit is that "Tornado" is usually a regular fixture on the ECML from Kings Cross and I believe that from 2026, any train (or locomotive) operating on the route south of Peterborough will require this equipment. It's amazing really to consider the amount of time, effort and capital required to commission this level of equipment. As well as the ETCS, there is AWS and TPWS for main line running as well as various switches for auxiliary equipment, such as lighting for the instruments...

 

"Driver's side and fireman's side overhead panels"

One feature I really liked was the addition of lighting for the injector overflows as well as the underframe lighting, positioned beneath the running boards. Both of these additions are a great idea and are no doubt invaluable on the main line at night. All of this equipment is powered by two steam generators, supported by batteries. The engine is predominantly air braked, with a vacuum system provided for working heritage stock. The air is provided by two sizeable air pumps. Clambering down from the cab having noticed the pressure gauge needle steadily rising, I set to work cleaning the huge 6ft 8" apple green wheels of the 4-6-2, ably supported by cleaner Jake. These wheels are quite striking to stand alongside with your cleaning cloths...

After a while cleaning, Craig soon called down from the cab to let me know that (amazingly) the pressure was nearing the red line...and it wasn't even 08:00! I was amazed. Some scraping back of the fire soon had the pressure needle nailed in position and the A1 sat quietly until nearer our off shed time. She certainly wasn't shy of steaming! See how easy it is to almost get caught out? The next job was to empty the ashpan. Much like the 9F, the A1 is equipped with some little doors to access the side pockets. These are washed out first, taking the ash down into the main hopper. Once thoroughly washed to safeguard against any flying dust, we opened the pan to drop the majority before rinsing out the remnants. With the engine steamed up and clean, it was time for us ourselves to get washed and changed.

Before we completed our brake test prior to leaving shed, I took the below shot of the cab. The driver's side of the two-handled regulator is seen on the left, below the speedometer, with the brass plate alongside being the readout for the reverser cut-off. The reverser itself sits bottom left. The two water gauge glasses stand prominent in the centre of the doorplate, with the two injector steam valves sitting either side of those. At the bottom of the image can be seen the traditional Eastern letterbox firehole door. As you can see, it's a busy cab with a lot going on...

"A view of 'Tornado's footplate"

Before I forget, here's some information about the A1 class. Built across 1948/49 and eventually numbering 49 examples, the A1s were designed by Arthur Peppercorn. Much like previous LNER pacifics, the A1s were three cylinder machines, although Peppercorn opted for Walschaerts valve gear throughout, with no Gresley conjugated valve gear for the centre cylinder. The A1s were workhorses of the Eastern region but none of them survived into preservation, with the last retiring in 1966. "Tornado" was built as the 50th member of the class: an improved replica if you will. Numbered as the next A1 along (60163), she was constructed between 1994 and 2008. Since her completion she has steamed many many miles, both on the main line and on preserved metals, becoming a celebrity in her own right amongst enthusiasts. Although I've never been much of a fan of new builds, there is no taking away from the superb achievement that this engine is. She represents 14 years of hard work and determination, as well as being the first main line steam locomotive constructed in Britain since BR outshopped "Evening Star" in 1960. Hats off to the A1 Steam Trust for their herculean efforts in building this locomotive from scratch.

Leaving shed on time on this sunny morning, it wasn't long before we were waiting for the shunt signal at the north of platform one in order to run round. Clive Hanley snapped us backing into the down loop on our way up to the totem pole...

"Myself aboard 'Tornado' the A1" (C.Hanley)

One thing that struck me immediately about "Tornado" was the ride quality. Pacifics do tend to ride like coaches but the roller bearings fitted no doubt add to the smooth ride. (I believe roller bearings were fitted to some of the original A1s, but not all of them). Soon enough, the engine was coupled to the head of the waiting stock in platform one in readiness for a tender first departure with the 10:00 train. I was reluctant to make up my fire too early, in case the big engine blew off in the station...

Firing the Eastern letterbox door brings its own challenges. It's a smaller opening than normal for a start. (Indeed, you wouldn't fancy firing it with a fully loaded Western Lucas). The wide box of the A1 meant that you had to stand nearer to the door to get the back corners, flicking the coal back until you heard it knock against the back corner you wanted. Having made a bit of a back up, supporting a covered fire bed across the remainder of the firebox, I waited to see how the engine would perform once we were underway with our six-coach train. In reality, six coaches would be no stress for this huge pacific, capable of providing 37,400lbs of tractive effort...

The fireman's instruments in this Eastern nerve centre included the main steam pressure gauge, the steam heat gauge (redundant today), a handy clock and a steam chest temperature gauge. The clock I thought was a great idea, although perhaps the driver could have done with one on his side! The steam chest temperature gauge is something I've never seen on any other engine before. It was interesting to see the needle fluctuate as we steamed along later in the shift...

"Fireman's side clock showing right time"

One minute down, our guard gave the "right away" and we left Loughborough in a cloud of condensate, as "Tornado" cleared her three 19" x 26" cylinders. Steaming away from the station tender first, the exhaust of the A1 turned a nice tinge of grey as the recently added coal began to take hold. Having received a green on the up section signal, driver Craig opened the engine up a little and the steam pressure dropped back slightly as the 'cold' engine trundled up to line speed. I added a little more fuel as we steamed up the steady gradient, being mindful not to over fire. The main thing to remember is that, although the engine may be showing well over 200psi, she is still cold on this first run as the superheaters, valves and cylinders won't have warmed through fully yet. After a brief stop at a busy Quorn, the engine steamed easily for me to Leicester North. An interesting addition was the provision of Swindon type injectors (BR Standard versions), which have replaced the previously fitted Eastern types.

It was a pleasant change to hear the three cylinder beat of the engine as we chuffed along, echoing six beats for every revolution of the wheels. Following a brisk run round at Leicester, I recoupled the A1 to the stock and we enjoyed a spirited northward departure, passing a gallery of photographers. The train was very well patronised and looked to be standing room only. Photographer Mark Gaunt caught me looking back from the A1 as we departed Quorn's down platform, back towards base...

"Looking back from the A1" (M.Gaunt)

Once safely back at Loughborough, I uncoupled the A1 before we steamed across the road from platform one to reach our next set of stock. This had been drawn down onto shed road No1 by "Witherslack", ready for us to pick it up. We were then snapped drawing the new set back into a busy platform two as the admiring crowds look on. It was great to see the railway so busy in support of "Tornado"...

"Watching the platform" (C.Hanley)

Our next departure was the equally well patronised 11:45 working. The A1 performed beautifully and it felt unusual for it to be just me and driver Craig on the footplate. We were expecting engine reps today, but I believe they didn't come until the afternoon shift. Being out just the two of us on a big pacific was unusual, although very enjoyable. After a pleasant, free steaming run to Leicester, the A1 is snapped ready for our final homeward trip, as the pressure climbs towards the full 250psi...

The all welded steel boiler was certainly a good steamer and we had no trouble with the engine throughout our short shift. Of course, much like the 9F and other large locomotives, the main issue was keeping the grate covered whilst keeping her quiet, as the A1 just had so much in reserve thanks to that huge boiler...

"Romping out of Leicester North"

Our final run back to Loughborough allowed me to reflect on a brilliant, unexpected morning with the A1 pacific. Again, new builds aren't my thing but nobody can deny that the A1 Trust have created something spectacular here. It's a fantastic engine with all mod cons and bags of power and prowess...

"Crossing Swithland on an A1 pacific"

The celebrity status of this engine is also undeniable. So many people had come out to see her at late notice and, although she's not quite at "Flying Scotsman" level, she can't be far off. She really has won the hearts of so many, even none enthusiast folks. Rolling down towards Loughborough, we were brought to a stand at the outer home signal until 8F No48305 had cleared the station with the next departure...

Once safely stabled in Loughborough's platform two, I uncoupled the pacific a final time before we proceeded back down to No1 shed road for some coal and of course the crew swap over with Charlie and Alex. Thanks to the modified tender on "Tornado" carrying a huge 6000 gallons of water, we hadn't needed to take water yet. This would be completed during this slightly longer early afternoon layover. Having handed over to fireman Alex and removed all of my kit from No60163, I snapped her one final time having departed the cab. I'm so glad that I volunteered for this one...

"End of shift"

Following coaling and a blast on one of her two whistles (the chime is from an A4 pacific), "Tornado" departed shed back towards the station. I meanwhile thanked Craig for a brilliant morning before washing up and heading for home. I must thank the Great Central for the opportunity to crew the big A1: I'm very grateful for the chance. I must also thank the photographers Clive Hanley and Mark Gaunt for allowing me to use their images in this extended post. The extra images always help to tell the story of our day. As for myself, crewing an Eastern engine is rare indeed. I think the last time I fired a flap door like this was a chuck around on the B1 "Mayflower" many years ago. Any experience is good experience as they say. Thanks all: ciao for now...

Please note that 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.