One of the enjoyable trips that can be encountered when participating in heritage railway galas can be the movements to get mainline registered locos on and off the railway concerned.
This creates a lot of interest and publicity for the steam movement usually on a weekday, witnessed by the unsuspecting public waiting on station platforms and vantage points, plus the enthusiasts who get to hear through the grapevine.
Such an event was the Monday 19th and Tuesday 20th October 2009 when 5 of our support crew alongside Nigel a representative for 4953 “Pitchford Hall” prepared both locos on the Monday for the Tuesday return working to Tyseley from Minehead after the West Somerset Railway gala.
Monday morning started with me being up at 04.00 to be picked up by our Responsible Officer for the trip Ian. We departed Shrewsbury by train at 05.21 for Taunton via a change at Birmingham New Street. With an uneventful trip we arrived at Taunton Station at 08.42 and after a short while we were picked up by Richard and Ben, another two of our crew and were driven onto Minehead. We arrived in Minehead shed yard by 09.30 and were greeted by Andy Forster the West Somerset Railway’s Chief Engineer.
We unloaded our bags into our support coach, whilst one of the WSR staff had been clearing the ash from the smokebox and grates on both locos. In steam alongside us was 6024 “King Edward V1” about to head onto the mainline to go to Kidderminster (SVR). After a quick cuppa, Ian and I went off into the High Street to Somerfields to stock up on food provisions for the next two days.
On our return 6024 had gone with its Support Coach. I changed into my overalls before setting about topping up the lubricator and then oiling up all around the outside oil points and axleboxes under Ians guidance. Minehead’s Class 03 Drewry diesel shunter propelled us down onto the pit so that hopper ashpans could be emptied and a fire was put in both locos.
Churchward 2-8-0 3850 was running up and down the platform with the WSR Driver Experience turns bedding the novice crews in prior to running down the line that afternoon.
Both fires were brought round to ensure we had enough steam for Richard to carry out the Fitness to Run Exams later in the afternoon on both locos and our POB (Private Owners Brake), this test basically ensuring everything is safe to go out onto Network Rail. Ben and I continued the oiling up process, then with some time spare after a break for lunch and a cuppa we started cleaning the wheels, frames and motion of our loco and tender.
With the Fitness to Run exams and paperwork completed Richard left us at teatime to head off north. We went onto the pit to complete the task of oiling up the inside motion, eccentrics, crosshead etc, places where there was not much room despite being in a pit! The position of the motion up in the frames makes some points difficult to access. Whilst all work on a static loco a “Not to be Moved Board” must be displayed on the outside of a loco and the handbrake on and wheels scotched to prevent any movement preventing any injuries.
A hose pipe had also been dropped in the tender to top up the water. Our other crew member Peter arrived late afternoon via the local bus from Taunton.
After a shunt with both locos in steam, we had everything ready and in position for the next day with 5029 piloting 4953 and support coach trailing. I had a welcome shower in the WSR messroom. Once we were all cleaned up by 6.30pm we were all strolling down the prom westbound to a local restaurant, where we enjoyed various steak and fish dishes and were able to relax for the evening.
Once back at base we banked the fires up for the night and received our briefing off Ian for the following day then settled into our sleeping bags on the cushions for the night at a reasonable hour.
I managed a little sleep until we were roused at 06.00 with the lights going on. After a quick cup of coffee Peter and I made some attempts to liven up the fire as we were due to go off shed at 8.00 and both locos had to be coaled by a JCB before we left. Ian then cooked us up a breakfast which we soon devoured, then I made sure our tail lamp was on the rear of our coach and both headlamps, one of which is the high powered electric one which had been on charge, were on the brackets on the front running plate. Electric cables were disconnected and put back into the coach workshop.
The tank in support coach had been topped up with water and the hosepipe was now taken out. Ian made a quick check around, some oiling points were topped up, all tools were ensured to be back into the coach.
The JCB filled up both loco tenders with coal, this took some time so we did leave Minehead with WSR crews about 5 minutes late with Ian riding on Nunney and our Ben joined Nigel Spur on 4953.
Peter and I tidied up in the coach, cleaned ourselves up then rested on the cushions on the trip down to Bishops Lydeard.
When we arrived there, the weather was cloudy and drizzly. We ran through the platform. Soon the West Coast crews had deposited there bags in the coach. John Williams was to drive the “Hall” and Jim Clarke drive the “Castle” with Ray Poole to firing. We reversed down onto the water column to fill both tenders in the time we had, said goodbye to Andy Forster and the WSR, who asked us to come back again.
We departed and after a few miles we were on the site of the new triangle and new halt, all being constructed taking in part of the ex Barnstaple Branch alignment. Receiving a yellow on the approach to the new connection at Norton Fitzwarren, we ran onto the main line at 09.43, dead on time.
Past the site of Silk Mill Crossing, now an overbridge, and the large new engineer’s sidings on the down side. We ran into Taunton’s platform 2 to let our WSR pilotman get off and the passage of a Cross Country Voyager to go in front of us. After five minutes we were off on the up relief line and had an uninterrupted trip to Bristol. We were restricted to 50mph. We were held at Bristol West Junction as we were eight minutes early, then we were allowed into Platform 4 of Temple Meads under the overall roof. We were allowed 33 minutes to water both locos, so we soon had the hoses rolled out and standpipe out to the hydrant just outside the metal gate and we became a centre of attraction for dads and boys alike. The Hall took water first via its tender top filler then we had a chance of a cup of tea, water pressure was good, we had a slight problem turning the hydrant off before we could transfer our hoses into the low level filler on the Castle.
With 5 minutes to go Ray Poole was happy we had sufficient water to carry on, so water was turned off and hoses were quickly uncoupled, rolled away and put back in the coach.
I requested a run on the ‘Hall’ from Bristol, once we were away past Barton Hill Depot it was obvious the Castle was going to do most of the work. We climbed the long pull up from Dr Days Junction, through Lawrence Hill up to Filton Abbey Wood, then the right hand curve on through Bristol Parkway. I stood behind driver John Williams with Nigel Spur on the firemans side.
From here on we were frequently confronted by Double Yellows, so many trains in front so at Hullavington we got the feather into the loop for ten minutes where we were able to allow an HST and a Cross Country Voyager get by. Ray Poole and our Ben Jervis on 5029’s tender in front brought coal forward.
Once away we soon had the call of ‘tunnel’, the firehole doors closed, blower on as we approached Chipping Sodbury Tunnel, brick built in 1900, all 2 ½ miles (4kms) of it, running down at 1 in 300.
Going through a long tunnel with steam is an awesome feeling, the movement and sense of power and speed with the incredible noise of the exhaust of both engines echoing down a long tube you are in the middle of. I thought it was never going to end and we were going down into “Andantes Inferno” and the Devil himself. Then suddenly we broke out into the daylight and your body could relax as we ran down to Wooton Bassett Junction, where the line from Bristol via Bath came in.
Within ten minutes with both locos in their stride we were whistling for the approach to Swindon, that great birthplace that went into the sky. Whistling to make sure the Great Western’s legacy was not forgotten, we rattled over the series of points and crossovers passing the remains of Swindon’s once fine locomotive workshops and accelerated through the station. From here on we were galloping away nicely as the sun broke through the drizzle for a while until we were signalled into the loop at Challow, to let a Voyager go by. Away again we were held for a short while on the east to west curve off Foxhall Junction to Didcot North and the run up to Oxford.
We had to slow to 5 mph for the tight clearances at Culham and Radley platforms. Just south of Oxford we had to wait a short while for the movement over the up main line into the loop at Hinksey where we were booked to take water. Once in the loop and the marker post reached we again soon had the hoses out over the fence only to find a car parked over the hydrant. Fortunately the car owner was close at hand and the car was promptly moved.
We were allowed an hour here to fill both locos, as a procession of Container trains, Turbostars, Voyagers etc passed us by, it was a very busy time. I rode the Castle from here on, Ray Poole had contacted control to say we were ready to leave as we eased up to the red signal, only to be told there was a points failure at Aynho Junction and we would be held a little longer, so I had time to bring more coal forward.
A Ballast train eased past us and waited in Oxford’s down platform. Once we had a yellow signal we eased through Oxford station in the middle road where we were held again until we could proceed in front of this ballast train. Again we had a succession of Turbos coming and going, and we had a sudden downpour in which my back got soaked as we had no tender storm sheet on.
We left Oxford about twenty down and still got a succession of double yellows for some way.
Jim Walker was driving Nunney fully opening her up again, whilst Ray was frequently keeping the back end of the firebox constantly filled up, at times firing over the flap and at times having both injectors working, we were not short of steam. Occasionally now we did hear the Hall open up and try to push us, but not for long.
The rain had eased off as we approached Aynho and by Banbury we sailed through our booked stop, also Leamington we kept going to cut our time back. We were soon on Hatton Bank and made easy work up to the top. A fast run ensued through Lapworth, once the site of water troughs and by Dorridge, Ray started to get rid of some rubbish, dusty coal. Just past Acocks Green we were held at a Red until we got the feather which allowed us to run down into the confines of Tyseley Depot.
Ray also phoned ahead to ensure the road was set to get us back into Tyseley Steam Trust HQ. We arrived back into the depot around 20 minutes late at 17.05.
Once we parked up, handbrakes were put on, fires were cleaned, injectors put on to take the water well up the glass, lamps and tools were put away and locked up.
We said goodbye and thanks to the West Coast crews, got ourselves cleaned up and changed to set off home. Peter drove, Ian, Ben and I took the local bus to New Street and our trains home.
All we have to do now is make a start on the list of jobs noted for the winter maintenance period, any new keen willing volunteers to join us and help with running and maintaining 5029?

David Giddins, 5029 Support Crew Member.

Nunney Castle participated over a four day Gala with a GWR theme, Prelude to GW175 next year, sharing duties with visiting locos 6024 “King Edward V1”, 4953 “Pitchford Hall”, 7802 “Bradley Manor”, 9466 and 5224 alongside resident locos 3850,4160, 5542, 5553 ,6695 and 9351.
I arrived at Minehead on the Saturday morning, with another fellow Dave in our support crew.
The rest of the gang were already cleaning 5029, which was due to double head with my other favourite loco 7802 “Bradley Manor” the 11.15 out of Minehead.
I knew 7802’s support crew well, and we had a lot of banter about which loco was going to push or pull the other. It was a wet drizzly morning but we had a good trip to Bishops Lydeard and back, I requested if I could go down as loco rep on this trip, the WSR crews handled both locos well.
Second trip of the day had problems with a clinkering fire on 5029, but so did the “King”, so the planned last train of the day to be double headed never materialised. 6024 was late with the last train so 5029 worked back light engine very late.
Nunney had a quick disposal and a small fire remade. We had to get our late meal walking through a MacDonalds drive in up the road as everywhere had stopped serving food.
So we retired to bed around midnight and were up again at 06.00, oiling up whilst the WSR crew actually put another new clean fire in our loco, when pressure was up it was turned on the new turntable.
I rode on the cushions on the first train behind Nunney down to Bishops Lydeard , our loco having a WSR Inspector on board, and beyond to the WSR current extent at the new triangle under construction, before Norton Fitzwarren.
Here 6024 was on the rear of our train to haul us back non stop to Minehead, now that the sun had come out. Nunney would return all the way non stop.
I again rode our engine on the afternoon trip with two different friendly crews with no problems arriving back on the last train of the Gala at Minehead at 19.00. The loco was uncoupled and parked alongside the shed, where we raked through the fire, put the injectors on and filled her right up, put her to bed, lamps and tools being put away and support coach locked up, we were on our way home at 20.00 hrs.
We would like to thank everyone involved at the West Somerset Railway over the 4 day Gala for there friendliness, help and cooperation.

Dave Giddins,
5029 Support Crew.

October 3rd & 4th 2009.

Three of the support group seen
here relaxing during the preparing of 5029 for the days service on the Railway.

From left: Ben C, Steve T, and Dave