Also see Jim Irwin's Gloucestershire Railway Memories 'Gloucester Horton Road Fireman - 1964' 

DIARY OF A TEENAGE RAILWAYMAN 

1964

JANUARY 1964

Friday 3rd January I spent the day at the shed and whilst delivering paperwork I noted on the shed 0-6-2T 5607 of 88B Raydr (recently withdrawn from service), Auto Tank 1444 of 85B and whilst dropping off paperwork at Barnwood shed Black 5 44770 of 6J Holyhead.

In addition, seen passing the shed today were two South Wales bound freights with tank engines heading for the scrap yards as part of the train consist. A 'Western' class hydraulic was hauling Hawksworth Pannier Tank 8430 formerly of 81D Reading and Collett 2-8-0 3839 of 88J Aberdare hauled an unidentified ex GWR Pannier Tank.

Collett Auto Tanks now allocated to 85B are: 1444,1451,1453,1455,and 1472 and at Barnwood 85C :1445,and 1474. 

Fireman Training

0n Monday 6th January 1964, I started fireman training at Barnwood shed and my hours changed to 9am to 5pm.

I noted at Horton Road shed ex LMS Deeley Dock shunter 41535 formerly of Barnwood, en route to Neath and reallocated to 87D Swansea East Dock for further use. Also 4082 'Windsor Castle' of 81A Old Oak Common and 5056 'Earl of Powis' of 86C Hereford along with withdrawn engines: 6943 'Farnley Hall' and Mogul 6304 both ex 85B. In addition, I noted on Barnwood shed Austerity 90203 of 41F Mexborough.

Tuesday, I had to study the footplate and enginemen rules, the most important being Rule 55.

Wednesday, I had a question and answer session on the rulebook studied yesterday.

Thursday, I had a day of further studying of the rulebook and the principals of firing a steam locomotive.

Friday, I prepared for service Pannier Tank 3693 of 85B at Barnwood with part of the test observed by and with guidance from the firing instructor.

Monday 13th January I started the 2nd week of firing instruction and prepared for service two engines on Barnwood: 3693 of 85B again and BR Standard 2MT 2-6-0 78005 of 85C Barnwood.

Tuesday, I continued fireman training at Barnwood and prepared for service 'Jubilee' 45647 'Sturdee' of Saltley with guidance from the firing instructor, which included a ride on the engine in the shed yard.

Wednesday, I had classroom lectures on firing a steam locomotive and a theory test with everyone on the course passing the test.

Thursday, I spent undertaking further study of the engineman’s rulebook.

Friday, the end of the fireman’s course and I had now passed as an engine cleaner available for fireman’s duties as and when required and now being able to apply for a fireman’s job when a vacancy arose.

Cleaner/Fireman duties

Wednesday 22nd January I started engine cleaning using bundles of cotton wool waste with paraffin oil and joined a gang of engine cleaners at Horton Road to get more experience with steam engines. All the engines cleaned at the shed were 85B Gloucester Horton Road allocated engines with no visiting engines cleaned as a matter of policy.

Under supervision from the head cleaner, we cleaned Auto Tank 1444 and 7034 'Ince Castle'. My working hours were now 7.30am to 3.30pm.

Thursday, I cleaned 5979 'Cruckton Hall'.

Saturday, I cleaned 5518.

Monday, 27th January I cleaned Large Prairie Tank 5184 and 6940 'Didlington Hall'. Today the foreman gave me my first fireman’s job to prepare for service 8F 48468 of 6D Shrewsbury.

Tuesday, I cleaned Small Prairie Tank 4564.

Wednesday, I cleaned Large Prairie Tank 4104.

Friday, 31st January, I cleaned Pannier Tank 8471 and Prairie Tank 5518.

By the end of each week, it was quite difficult to get rid of the smell of paraffin!

FEBRUARY 1964

Thursday, 13th February the day after my 16th birthday, I had an interview with the shed master Mr S.R Knowles for a fireman vacancy, which included another theory test on fireman’s duties. I passed the test and was now a fireman.

Fireman Duties

Saturday, 15th February I prepared for service Auto Tank 1444 for the Gloucester Central station to Chalford auto train. Unfortunately, I heard later that this loco had failed at Stroud so not a great start!

Tuesday, I was on fireman’s duties moving engines from the coal stage with guidance from a driver and stabling them in the engine shed to await their next turn of duty.

Wednesday, I took change of call cards out to some footplatemen on my pushbike and cleaned Auto Tank 0-4-2T 1451.

Friday, I was on fireman’s duties moving engines from the coal stage to the engine shed. I drove my first engine 6930 'Aldersey Hall' of 2A Tyseley.

Saturday, 22nd February - my first main line fireman’s job and I booked on duty at 7.30am with driver S.Wilkins and walked to Gloucester South Junction by the New Yard to await the arrival from Worcester of a special dead engine movement bound for Swindon Works. We relieved Worcester men on 7013 'Bristol Castle' of 85A towing BR Standard 5MT 73003 of 82E Bristol Barrow Road and Hymek D7059 of 81A Old Oak Common plus a brake van. The driver did most of the firing today as I was only just starting to develop my knowledge of firing an engine on the move. 73003 had been noted at Worcester Works the previous week. 7013 had been in store since October 1962 but appears to have recently been reinstated to service.

Noted in the Swindon area were the following engines: - Prairie Tanks 5568, 4578 and 4567 waiting scrapping, Pannier Tank 3700 of 86E Severn Tunnel Junction and Gardner engined diesel shunter D2126 of 82C Swindon. With no back working, we caught the 1.20pm passenger train back to Gloucester Central and walked to the shed to book off duty. Little did I know at this time, that the last ex GWR steam engine I would work on would also be a 'Castle' - 7029 'Clun Castle' of 85B on 25th December 1965 Christmas Day, six days before Gloucester Horton Road shed’s allocation of steam engines were all withdrawn from service.

Monday, 24th February I booked on duty at 2.00pm with driver N.Millard on shed duties based at the small cabin next to the coaling stage in an area known as 'The Run' where engines waited their turn to have their fires dropped and cleaned; when completed the engine would be moved under the coal stage to be filled with coal manually. This was done by pushing a small metal truck filled with coal on rails at the top of the coal stage with the contents then tipped over the engine's coal bunker or tender and this would be done several times particularly with a large tender loco. Some very strong Jamaican men carried out this work and my job was to keep the waiting engines' boilers topped up with water using the loco's injectors. When this procedure was completed, we moved the engines from the coal stage onto the turntable if turning was required and then by changing the hand pull points, drive into the shed. Being a fireman, I could drive engines around the shed yard with my driver’s permission. We booked off duty at 10.00pm.

Tuesday, Wednesday and Thursday I booked on for the the same shed duty at 2.00pm with driver N.Millard on shed duties based at the small cabin, booking off at 10.00pm.

Friday, I booked on duty at 7.15 am with my driver and prepared for service Pannier Tank 1650 of 85B and ran off shed light engine to Gloucester New Yard. We coupled to a pick up freight from Gloucester New Yard to Bullo Junction sidings stopping at Grange Court station and did some shunting in the station sidings . On arrival at Bullo Junction sidings, we changed over footplates with Lydney men on another Pannier Tank 9620 of 85B, coupled to a Gloucester New Yard, bound freight which we worked to its destination. We were uncoupled and then ran light engine to Horton Road shed and booked off duty. Due to my lack of firing experience, the driver did all the firing of the engine on the outbound trip to Bullo Junction but on the return working, I did some of the firing on what was a slightly more powerful Pannier Tank!

MARCH 1964

Monday to Friday, 2nd March to 6th March, I booked on duty at 2.00pm with driver H.Harvey on shed duties based at the small cabin next to the coaling stage where we kept engines boilers topped up with water whilst awaiting disposal of their fires. We then moved the engines into the shed having turned them if required on the turntable. I drove quite a few engines into the shed including the movement of some dead engines ready for their next turn of duty. We booked off duty at 10.00pm.

Steam engines I drove this week after coaling and fire cleaning, were Pannier Tanks 3737,3745,3775,4614,4624,4698 , Small Prairie Tank 5518, Large Prairie Tank 4100 and 6947 'Helmingham Hall' all allocated to 85B. This was something I enjoyed and aspired to becoming a driver in the future.

Saturday, I booked on duty at 1.00pm with driver T.Meadows on shed duties moving engines to the shed after fire disposal and coaling from the coal stage. My duties were changed and with driver K. Chadwick, we prepared for service 8F 48444 of 87F Llanelly. We then walked to Barnwood shed to prepare for service BR Standard 9F 2-10-0 ex Crosti boiler 92028 of 2E Saltley and then run light engine to Horton Road shed. This was my first introduction to a 9F with its sheer size and power. I gained some valuable experience of working on the footplate albeit for a short trip and booked off duty at 9.00pm.

This week I received my first weekly pay packet at the fireman’s rate of £9.1s.4d, a significant increase for me.

Monday, 9th March I booked on duty at 6.00am on shed duties the same as the week before. However, as a fireman did not turn up for work I took his place with another driver and we walked to Gloucester New Yard to relieve Swindon men on 2-8-0 2890 of 88A Cardiff East Dock working a Swindon to Cardiff semi fitted freight. The engine steamed well despite my inexperienced firing technique and with a little help from the driver. On arrival at Cardiff Tidal sidings we were relieved by Cardiff East Dock men and with no back working we walked to Cardiff General station now known as Cardiff Central following a name change in 1973. We caught the next passenger train back to Gloucester Central, walked back to the shed, and booked off duty.

Tuesday, I booked on duty at 6.00am with my driver to prepare for service 7319 of 85B and then ran off shed light engine to Barnwood yard. We coupled up to a loaded ballast train bound for Bishop's Cleeve on the Cheltenham to Honeybourne ex GWR main line. We worked this train to its destination with the wagons being emptied of ballast in the locations required by the permanent way gang. We then ran around the empty wagons and coupled up again to run tender first back to Barnwood yard. On arrival, we were uncoupled and ran light engine to Horton Road. The engine steamed okay but gave a rough footplate ride on the track when at speed. We booked off duty 5.00pm with three hours overtime pay!

Wednesday, I booked on duty at 6.00am with my driver on shed duties based at the small cabin next to the coaling stage.. I drove quite a few engines into the shed including the movement of some dead engines ready for their next turn of duty. I almost went to Cardiff East Dock shed today as a caretaker on a towed dead engine, Collett 2-8-0 3847, of 88A. However just before departure a Cardiff based crew became available and unfortunately replaced me on this duty. We booked off duty at 10.00pm.

Thursday, I booked on duty at 6.00am with my driver to work on shed duty. Once again I drove quite a few engines into the shed including the movement of some dead engines ready for their next turn of duty. We booked off duty at 10.00pm.

Friday, I booked on duty at 6.50am with my driver to prepare for service 4624 of 85B and then ran off shed light engine to New Yard before coupling up to a Gloucester New Yard to Cinderford local freight. The driver did most of the firing, particularly at Bullo Junction prior to making the climb up from the junction on the branch line and through the infamous single port tunnel. This was to make sure the fire was producing plenty of steam to complete the climb as in the tunnel choking sulphur and steam engulfed the cab. I could hardly see the driver on the other side of the engine footplate! We delivered and collected wagons at Cinderford yard, Northern United Colliery and Berry Wiggins sidings and made up our train for the return trip down the branch, which was much easier as it was mainly downhill! On arrival at Bullo Junction we changed over engines with Lydney men on a Lydney Yard to Gloucester New Yard local freight with 4698 of 85B and worked this train to its destination. I did all the firing of the engine successfully on this journey. On arrival, we were uncoupled. We then ran light engine to Horton Road and after stabling the engine ready for fire disposal booked off duty.

Monday to Thurday, 16th to 19th March I booked on duty at 2.00pm with my driver on the usual shed duties. We booked off at 10.00pm. On shift on the Wednesday I noticed preserved steam engine ex LNER A3 4472 'Flying Scotsman' pass the shed on a special passenger train.

Friday, I booked on duty at 2.00pm with my driver on shed duties. Today, the engine turntable was out of use until repairs could take place early the following week. Engines that required turning used the triangle of lines that linked Gloucester to the avoiding lines. This required running over Tramway Junction and level crossing to Gloucester South Junction before running down the avoiding lines to Engine Shed Junction before running back in the Gloucester direction over Tramway Junction and level crossing back to the shed. We booked off duty at 10.00pm.

Monday, 23rd March I booked on at 5.00am with driver H.Harvey on shed duties. As the turntable was still out of action we turned locos as required using the triangle of lines. We booked off duty at 1.00pm.

Tuesday, I booked on duty at 5.00am with driver H.Harvey on shed duties. The turntable repairs had taken place today so we could now turn engines on the shed again if required.We booked off duty at 1.00pm.

Wednesday, I booked on duty at 5.00am with driver H.Harvey on shed duties. We booked off duty at 1.00pm.

Thursday, I booked on duty at 5.00am with driver H.Harvey on shed duties. We booked off duty at 1.00pm.

Friday, I booked on duty at 5.00am with driver H.Harvey on shed duties. We had an extra job today working on the shed pilot engine, Hawksworth Pannier Tank 9453 of 85B, which involved removing the empty coal wagons from the coal stage and replacing them with loaded ones. This involved a lot of skill from the driver by travelling up the coal stage incline at speed and when reaching the level part of the coal stage track closing the engine regulator rapidly to bring the engine to a stand so that the wagons did not hit the buffer stop at the top. We booked off duty at 1.00pm.

Tuesday, 31st March I booked on duty at 8.05am and walked to Central station to travel to Cheltenham St James station on the 8.25am passenger. On arrival, I walked across the tracks to the shunter’s cabin in the freight yard to act as second man with a Cheltenham driver on 350HP diesel shunter D3989 of 85B. The unions had an agreement with British Railways that all diesel/electric engines would have a second man on the locomotive when on the main line which in essence was the role of a steam engine fireman. After shunting St James yard a local freight train was made up to travel via Lansdown station on the ex Midland mainline to Cheltenham High Street yard and shunt the gas works sidings. On completion, we made up a local freight and returned to Cheltenham St James yard to do more shunting. I then caught a passenger train back to Gloucester Central station, walked back to the shed, and booked off duty at 5.00pm.

APRIL 1964

I was on the same duty with the same diesel on Wednesday, Thursday, Friday and Saturday. But on the Saturday, after getting back to St James yard we made up a local freight and,on completion, worked it to Gloucester New Yard. The journey was slow as the diesel shunter only had a top speed of 15 mph. On arrival, we were uncoupled and ran light engine to Horton Road for refuelling and servicing. I booked off duty at 6.00pm and received one hour's overtime pay.

Monday, 6th April I booked on at 12.25pm with my driver for our rostered duty a local passenger train to Cheltenham and back. Our engine 8471 was already prepared and we ran off shed light engine to Central station and coupled up to the coaches, forming a Gloucester Central to Cheltenham St James passenger, calling at Churchdown and Cheltenham Malvern Road. On arrival, we ran around the coaches and coupled up for our back working, a Cheltenham St James to Swindon passenger departing at 2.35pm with the same station stops. At Gloucester Central, a 'Hymek' coupled up to take the train onto Swindon. Once the train had departed, we travelled light to shed. I had done all the firing today which was pleasing and the engine had steamed well.

Once back at the shed we were given our next job which was to prepare for service two engines, 4100 for the 5.30pm local passenger to Stroud and 7034 'Ince Castle'. The 'Castle' was booked to work the 8.00pm Gloucester New Yard to Hackney Yard, London express freight and the crew for this working were top link Old Oak Common men. This crew had worked in the previous day and stayed at the railway hostel overnight, a rare double home working! My driver told me to pay particular attention to footplate cleanliness, as the crew had complained in the past and made this an issue with the shed foreman. We booked off duty at 8.25pm.

Tuesday started with the same turn to Cheltenham and back, again with 8471 with me doing all the firing and the engine once more steamed well. Back on the shed we prepared for service 4109 for the 5.30pm local passenger to Stroud and 6940 'Didlington Hall' for the 8.00pm Gloucester New Yard to Hackney Yard fast freight and we made sure the Old Oak Common men had a clean footplate before booking off duty at 8.25pm.

Wednesday, I booked on duty at 12.05pm with driver F.Smart for our rostered job on various transfer freights around Gloucester freight yards. We prepared for service D3993 and ran off shed light engine to New Yard. We made up the wagons for a trip to Over Yard Docks Branch Sidings and returned with local transfer freight to New Yard. We then made up the wagons for a transfer freight from New Yard to Barnwood yard and returned with another transfer freight. I was acting as second man as normal on a diesel but the driver did let me take the controls on a few occasions, which made a change from mundane second man duties.

Thursday was a repeat of Monday and Tuesday, again with 8471. Today's engiine for the 5.30pm was 5184, while the 8pm freight was 5979 'Cruckton Hall', both Horton Road locos.

Saturday started off the same as Monday, Tuesday and Thursday, with 8471 still the motive power. On our return to shed, the shed foreman gave me another job, to walk to Docks Branch Sidings at Over to act as second man on Gardner engined diesel shunter D2196. This was a long walk of about two miles down the South Wales main line to Over Junction and yard. The engine needed to be refuelled and serviced, so I joined the driver in the cab for the journey running light engine to Horton Road shed. In addition, I prepared for service two engines, Black 5 45447 of 2E and 9620 of 85B and then booked off duty.

Monday 13th April on duty at 4.35am with driver L.Hawkins. Our rostered job was to prepare 4100 and then run off shed light engine to New Yard. We coupled up to the Gloucester New Yard to Stroud local freight and on arrival at Stroud shunted the wagons into the yard including moving some into the goods shed (the building still survives today although under a different industrial use). We were also to provide banking assistance for any freight trains that may require help to climb up the Sapperton incline. We were relieved on the footplate at Stroud station by Horton Road men. We then travelled back to Gloucester Central on an Auto train from Chalford with a 14xx Auto Tank propelling a single coach. We then walked back to the shed to book off duty.

Tuesday, I booked on duty at 4.35am with driver D.Williams. Same loco and jobs as on Monday. The engine steamed well and I had done all the firing today.

Wednesday and Thursday were the same but with driver L.Young on Wednesday, while on Thursday it was L Hawkins.

Friday, I was on the same turns with driver L.Hawkins. There was a change of loco though, we had 4104. The engine had not steamed well and I needed assistance from the driver to sort out the fire.

Saturday, I had the same duty with driver L.Young. The engine, 4104, steamed better today and I had done all the firing before, as usual, we were relieved on the footplate at Stroud station by Horton Road men.

Monday, 20th April on duty at 3.55pm with driver E. Cambridge and we walked to Central station to travel as passengers to Lydney on a Cheltenham to Cardiff stopping passenger formed by a three car Diesel Multiple Unit.. We then relieved Lydney men in the yard on 4624, which had been working local freight duties on the Coleford branch. We started shunting in the yard and the goods shed including making up a train for Gloucester New Yard. Once the shunting duties were complete, we coupled up to the freight and made our way up the South Wales mainline. We stopped at Over Yard Docks Branch Sidings to deliver and collect wagons before continuing onto New Yard. 0n arrival we were uncoupled before running light engine to shed and booking off duty.

Tuesday, I booked on duty at 3.55pm with with driver D.Panting, before repeating yesterday's journey to Lydney. We then relieved Lydney men in the yard on 3737, off the Coleford branch working. After shunting and making up a freight for Gloucester New Yard we coupled up with 4624, the Cinderford branch engine worked by Lydney men who had also now been relieved by Horton Road men. We made our way up the mainline double headed on the freight and stopped at Over Yard Docks Branch Sidings to deliver and collect wagons before continuing to New Yard. 0n arrival we were uncoupled and then ran light engines still coupled to shed and booked off duty.

Wednesday, I was with driver W.Fowler for the journey to Lydney on the DMU. We relieved Lydney men on 3745, the Coleford branch engine. This day we doubleheaded back to DBS and Gloucester with 3737, the Cinderford branch engine. Our engine was not in the best of condition with leaking boiler tubes, as a result it did not steam well and we needed the assistance of 3737 as we made our way up the mainline on the freight.

Thursday, myself and Driver L Hawkins had 4698 off the Coleford working and returned from Lydney to DBS and Gloucester with 4624 off the Cinderford branch trains.

Friday I had the same turn, but things turned out differently. After taking over 4698 off rhe Coleford branch at Lydney, my driver decided that we didn’t have enough coal in the bunker to work the freight and advised Area Traffic Control that we would run to Gloucester light engine leaving Cinderford branch loco 4624 on which the Lydney men had been relieved by Horton Road men to work the freight to Gloucester New Yard. We made our way up the mainline and my driver instructed me to shovel out the cab door onto the trackside any excess coal on the journey back to Gloucester to ensure we arrived on shed with the engine's coal bunker almost empty to avoid any possible awkward questions! Sounds like the driver was keen to finish early that day!

Each payday all shed staff used their small brass disk with the words GWR and an individual number embossed, mine was now 342. This would be exchanged for your pay packet and my pay this week was £10.12s.8d - in cash of course.

Monday, 27th April on duty at 5.00am with driver H. Craddock. Our rostered job was to prepare 9453 and then run off shed light engine up the ex Midland main line to Bromsgrove situated at the foot of the Lickey Incline. 9453 was to be a direct replacement for 'Jinty' 47308 of 85D Bromsgrove now reallocated to 82F Bath Green Park. 0n arrival at the Bromsgrove banker sidings we changed footplates with Bromsgrove men, taking over the 'Jinty' for its light engine trip to Bath. The loco was in poor condition with several blocked boiler tubes, I had problems making it steam even with no load, and my driver helped me with the fire to keep us on the move. We worked this engine as far as Gloucester South Junction where we were relieved on the footplate by Bath Green Park men to complete the journey and its reallocation to Bath shed. We walked back to Horton Road shed and booked off duty.

Tuesday, I booked on duty at 5.00am with driver P.Wiggel on shed duties based at the small cabin next to the coaling stage where we kept engine boilers topped up with water whilst awaiting disposal of their fires. We then moved the engines into the shed and turned them as required on the turntable. I drove quite a few engines into the shed ready for their next turn of duty. We booked off duty at 1.00pm.

Thursday, 30th April was a repeat of the Tuesday turn.

MAY 1964

Friday, 1st May I booked on duty at 5.00am with driver P.Rudge. Our rostered job was to prepare 4698 and then run off shed light engine to New Yard and couple up to a Gloucester New Yard to Lydney local freight. I did all the firing and the engine steamed well on this duty. On arrival at our destination, we were relieved by Lydney men and, with no back working, travelled to Gloucester Central station as passengers before walking to the shed to book off duty at 1.00pm.

Saturday, I booked on duty at 5.00am with driver J. Wilkinson on shed duties today. We used the shed pilot 8471 to position dead engines as required and also to remove empty coal wagons from the coal stage replacing them with fully loaded ones. Our next job was to prepare for service three engines - Prairie Tank 4564, Pannier Tank 4614 and BR Standard 2MT 2-6-0 78006 all allocated to 85B and booked off duty at 1.00pm.

I paid my ASLEF (Association Society of Locomotive Engineers and Firemen) union membership fees for the months of April and May, the sum of 12s.2d, to the union rep, shed driver W.Jenkins.

Gloucester Barnwood shed closed over this weekend with all its serviceable engines being transferred to Horton Road along with all staff and enginemen resulting in lots of extra engines on Horton Road and the shed yard was almost full. Merger of the two sheds meant a wider range of turns for footplate crews and some less familiar engine types to work on. It didn't seem to lead to widespread redundancies as might have been anticipated, no doubt due to some men retiring, quite a lot going off to other industries such as the shiny new ICI Fibres factory at Brockworth and the shortage of crews willing to work on steam.

Monday 4th May on duty at 2.45pm with driver D.Davis formerly of Barnwood for our rostered job to prepare BR Standard 9F 92214 of 86B Newport Ebbw Junction. As result of Barnwood shed closing at the weekend there were many extra engines on Horton Road with the yard almost full to capacity. This was to be my first experience of firing a 9F on the main line and we ran off shed light to Barnwood yard. We coupled up to a semi fitted freight bound for Washwood Heath yard, Birmingham and due to my lack of experience of this type of engine with its wide firebox the engine very quickly stopped for lack of steam on the main line by Elmbridge Signal Box, just beyond Barnwood. My driver was not happy with me at all, as he now had to sort out the fire by filling in the back corners in the firebox. I did very little firing as a result and we were relieved at Bromsgrove by Saltley men who would take the train up the Lickey Incline with assistance from banking engines. The back working was a Washwood Heath to Stoke Gifford freight. On arrival, we relieved Saltley men on 8F 48331 of 41E Staveley Barrow Hill. I did all the firing and the engine steamed well, I had some experience firing this type and it was mainly downhill going south! Bristol Barrow Road men at Gloucester South Junction relieved us before we walked back to Horton Road to book off duty.

Tuesday, I booked on duty at 2.00pm with driver C.Lee, walked to Gloucester Eastgate station carriage sidings, and relieved Horton Road men on station pilot duties on BR Standard 5MT 73093 of 85B. We undertook plenty of shunting of parcel vans and passenger coaches with the engine steaming well with the safety valves lifting regularly. A large tender engine was always rostered for Eastgate station pilot duties in case it was needed to replace a failed engine on a passenger train. On the engine footplate, Horton Road men relieved us before walking back to the shed. We booked off duty at 11.30pm.

Wednesday, I booked on duty at 2.45pm with driver D.Davis for our rostered job to prepare 6813 'Eastbury Grange' of 85A Worcester which was in ex works condition. I knew with this engine it was going to be a much better day than on Monday with the same driver and I was feeling very confident. We ran light engine to Barnwood yard to couple up to a freight train bound for Washwood Heath and worked this train as far as Bromsgrove where Saltley Birmingham men relieved us. As expected, the engine steamed and performed well with me doing all the firing. There was no back working so we caught a passenger train from Bromsgrove station back to Gloucester Eastgate and walked back to the shed to book off duty at 1.30pm.

Thursday was a repeat of Tuesday with the same driver and same loco.

Friday, I booked on duty at 2.45pm with driver D. Davis for our rostered job to prepare 6845 'Paviland Grange' of 2A Tyseley and run light engine to Barnwood yard. We coupled up to a freight train bound for Washwood Heath and worked this as far as Bromsgrove where Saltley men relieved us. Our back working was a Washwood Heath to Stoke Gifford freight with 8F 48186 of 16A Nottingham which was in ex works condition. All freight trains descending the Lickey Incline from Blackwell to Bromsgrove had guaranteed clearance on the track to Stoke Works Signal Box a distance of about 4 miles. This was mainly for loose-coupled coal trains with no fitted wagons so quite often engine men relieving southbound freights at Bromsgrove could have a long walk along the track to the engine. We relieved Saltley men on the footplate and the engine steamed well on the journey to Gloucester South Junction with me doing all the firing again. Bristol Barrow Road men relieved us and we walked back to the shed to book off duty at 2.45am, a long day!

Saturday, I booked on duty at 2.00pm with my driver and we walked to Gloucester Eastgate yard to relieve Bristol Barrow Road men on BR Standard 73092 of 85B on a Stoke Gifford to Washwood Heath loaded loose-coupled coal train. This was a heavy load for the engine but it steamed well under my firing and we were relieved at Bromsgrove by Saltley men. Our back working was to relieve Saltley men on a mixed train of parcel vans and freight wagons from Birmingham to Stoke Gifford that arrived behind 9F 92135 of 2E. Following my bad experience earlier this week on a 9F, I now had the knowledge to be able to make a wide boiler engine steam by filling the back corners of the firebox. Using this technique the engine steamed well on this working and Bristol Barrow Road men relieved us on the footplate at Gloucester South Junction. We walked back to Horton Road shed to book off duty.

I noted this week in conversations with Saltley enginemen that they were surprised to receive so many ex GWR steam engines on freight trains from the Gloucester direction since Barnwood shed closed a week ago!

Monday, 11th May I booked on at 2.00am on shed duties preparing a number engines for service - Mogul 7307 of 87F Llanelly and two Black 5's 44663 and 44829 both of 2E. Also Fowler 4F 43887 of 85B for its rostered job to Hempsted Gas Works sidings and 6935 'Browsholme Hall' of 86B Newport Ebbw Junction for its rostered job - Gloucester to Cheltenham St James tender-first and from there a Cardiff passenger train. I booked off duty at 3.00pm, a long day with five hours overtime.

Tuesday, I booked on duty at 12.40 am after not much rest with driver T.Rue. Our rostered job was to prepare Auto Tank 1453 of 85B and run off shed light engine to Central station. We coupled up to the Auto coach in the bay platform to form the first train of the day up the Stroud Valley to Chalford. We worked this train as far as Stroud with the driver doing most of the firing as with such a small firebox every shovel full needed to go in the right place. On arrival at Stroud, we quickly changed footplates with Brimscombe men on 4100, with the Brimscombe crew now taking over the auto train workings. We did some shunting at Stroud yard and then ran light to Brimscombe engine shed to stand by to bank any freight trains on the climb up Sapperton incline through the tunnels if required. Horton Road men who had arrived at Brimscombe on the auto train from Gloucester relieved us. We caught the same train when it stopped at Brimscombe station on its return journey back to Gloucester Central and walked back to the shed to book off duty.

Wednesday and Friday, I booked on duty at 12.40 am with driver W.Green and we had the same jobs and locos as on Tuesday.

Tuesday 19th May on duty at 7.35am with driver E. Ford and walked to Central station enginemen’s waiting room located close to the over footbridge connecting Central and Eastgate stations to await the arrival of our rostered job, a Pengam yard, Cardiff to Washwood Heath yard express freight. On arrival, we relieved Cardiff East Dock men on 6993 'Arthog Hall' of 85B on a short train of twelve vacuum connected goods vans. We worked the train to Washwood Heath without banking assistance on the Lickey Incline due to the light load and being a fully fitted train. On arrival, we were uncoupled and ran light engine to nearby Saltley shed. There was no back working so we walked up the hill to Vauxhall and Duddeston station, caught a local train to New Street station then a second train to Gloucester Eastgate, and walked back to Horton Road shed to book off duty.

Thursday, I booked on duty with my regular driver J.Hastings and walked to Gloucester South Junction enginemen’s cabin to await the arrival of our rostered job a Stoke Gifford to Washwood Heath loaded loose-coupled coal train. On arrival, we relieved Bristol Barrow Road men on the footplate of Black 5 44919 of 2E, and worked this train to its destination. Whilst we were travelling on the rising gradient towards Cheltenham, the coal in the tender had jammed behind the tender doors. I needed to get more coal forward as the engine was working hard and needed plenty of coal with the heavy train so I climbed up on the tender with my pickaxe to drag more coal forward. With my limited knowledge of the route, I did not realise that we were soon passing through Cheltenham Lansdown station, which has a road bridge at the north end on the station. Luckily for me my driver realised I was not on the footplate with him and as we were about to pass under Lansdown Road bridge he shouted get your head down as the bridge arch whizzed by very close to my head............it was a close call. We took assistance from a banking engine at Bromsgrove for the Lickey Incline and although we had a heavy train, the engine was in good condition and steamed well. On arrival, we were uncoupled and ran light engine to nearby Saltley shed. With no back working, we travelled in the shed shuttle van, a Bedford with sliding entrance doors, to New Street station. We then caught the next train to Gloucester Eastgate to travel as passengers which was known as 'on the cushions' in railway jargon and walked back to the shed to book off duty 7.30am with four hours overtime pay!

Friday, on duty at 7.35pm with top link driver E. Woolford with me acting as second man on 'Hymek' D7033 of 86A Cardiff Canton. We ran off shed light engine to Central station and coupled up to a Swindon bound parcels train. The journey was uneventful and on arrival at Swindon station, we were uncoupled and crossed over to the down platform. We coupled up to our back working, a Swindon to Gloucester parcels train, and the guard asked me to put the engine's steam heating boiler on to warm the train. He was not particularly pleased when I told him I had not been trained to be able to operate it........my training took place next year in 1965! On arrival at Gloucester Central, we were uncoupled from the train and then travelled light to Horton Road shed where we booked off duty.

Saturday, I booked on duty at 5.30pm with Top Link driver W.Butler - by this date all Top Link drivers had been issued with smart green uniforms as all their jobs were rostered for diesel haulage and they were not happy chaps when steam engines pitched up! I was acting as second man today on 'Hymek' D7024 of 82A Bristol Bath Road and we ran off shed light to Central station to await the arrival of our Cheltenham to Swindon passenger train which arrived behind a Prairie Tank. I had to couple up the diesel to the other end of the train and I always found this difficult due to a lack of practical experience in handling the heavy metal chain coupler. However, we departed for Swindon at 6.39pm calling at Stonehouse, Stroud and Kemble stations before arriving at Swindon. On arrival, we were uncoupled from the train and then travelled light engine to the nearby Swindon shed. There was no back working so we caught the next passenger train to Gloucester Central and walked back to the shed to book off duty. Noted at Swindon today were two Ivatt 4MT's 43053 formerly of 55F Bradford and 43137 formerly of 56A Wakefield both for scrapping at the works. 43053 was withdrawn from service the previous month. But 43137 received an overhaul at Swindon Works and wasn't withdrawn until September 1967.

Monday, 25th May on duty at 9.30 am with driver W.Rigby for our rostered job to prepare 4F 44045 of 85B. We ran off shed light engine to New Yard to couple up to a mixed local freight bound for Sharpness and travelled down the Bristol main line as far as Berkeley Road. At this point, we crossed at the junction onto the branch line through the station and on to Sharpness where on arrival we shunted wagons in the yard and made up our return working, a local freight to Gloucester Eastgate yard. Before departure, we ran light engine down the spur that ran to Sharpness station with a view of the Severn Railway Bridge. This bridge formerly connected Lydney with Sharpness by direct rail link but was now beyond economic repair following a collision with a coaster in October 1960. We then used the station water column to fill the tender before returning to the yard to couple up to the train. On the way back up the branch facing tender first, we stopped at Berkeley station to collect a nuclear flask wagon from the station siding and add it to our train. We then travelled up the main line to Gloucester and followed the ex Midland route into the City to Eastgate yard, adjacent to the station. We were uncoupled and ran light engine to Horton Road. The engine steamed well but was showing its age with a rough ride for the footplate crew and we booked off duty at 5.30pm. It is interesting to note that at the time of writing trains still run down the Sharpness branch as far as the site of Berkeley station siding to collect nuclear flask wagons. However no chances are taken in today’s health and safety conscious world as two engines work the train which is run purely for that specific purpose and certainly not as part of a mixed pick-up freight train and shunted in the middle of populated cities!

Tuesday, I booked on for the same duty at 9.30am with driver W.Jones to prepare 44123 of 85B. The day was like Monday except that on the return trip we stopped at Quedgeley RAF sidings to collect additional wagons and then followed the ex Midland line into the City to Eastgate yard, adjacent to the station. We were uncoupled and ran light engine to Horton Road. The engine steamed well but was also showing its age with a rough ride for the footplate crew and we booked off duty at 5.30pm.

Wednesday was similar to Tuesday, I booked on duty at 9.30am with driver C. H.Cooke and again prepared 44123 for the Sharpness freight. The engine steamed poorly today due to a clinkered fire, my driver helped me to avoid any potential problems, and we booked off duty at 5.30pm.

Thursday, I booked on for the Sharpness duty at 9.30am with driver W. Nelmes for our rostered job with 44123. We did not stop at Quedgely today on the return trip. The engine steamed better today due to a cleaner fire and we booked off duty at 5.30pm.

Friday 29th May I booked on duty at 9.30am with driver W. Nelmes for our rostered job to prepare for service 4929 'Goytrey Hall'. This trip went as usual until arrival at Sharpness yard where the yard inspector informed us that the engine should not have come down the branch line due to the weight restrictions. A non-BR diesel dock shunter made up our return freight and undertook the shunting today. We ran off light engine down the spur that ran to Sharpness station and then used the station water column to fill the tender before returning to the yard to couple up to the train. On the way back up the branch facing tender first, we stopped at Berkeley station to collect a nuclear flask wagon from the station siding and added it to our train. We then travelled up the mainline line to Gloucester and followed the ex Midland line into the City to Eastgate yard. We were uncoupled and ran light engine to Horton Road shed. The engine steamed well and gave a more comfortable ride than the other engines this week on the same duty and we booked off duty at 5.30pm.

Note: The 'Hall' class had a 'Red' route restriction. The Working Time Table included a section on 'Engine Restrictions' which stated that only 'Yellow' and 'Uncoloured' Western Region locos were allowed on the Severn and Wye Lines, including Berkeley Road Junction and Berkeley Road South Junction via Berkeley Loop and Sharpness., so 4929 should not have gone down the branch from Berkeley Road to Sharpness! British Waterways Board ran Sharpness Docks with their own locos for internal shunting and exchanging traffic with BR - a 1961 built Ruston & Hornsby 4-wheel diesel and a 1963 Bagnall 0-6-0 diesel. In this month, May 1964, the last steam loco at Sharpness Docks - Avonside Engine 0-4-0ST 1446 of 1902 - was cut up by Small & Lewis (Metals) Ltd of Gloucester. The loco came here new in 1902, so had a long career at Sharpness. It is just possible the local freight from here to Gloucester carried away bits from the scrapped Avonside loco, though more likely they were taken by road to the scrap merchant's yard in Gloucester.

JUNE 1964

Monday, 1st June I booked on duty at 11.40pm with driver R. Ireland for our rostered job a Llandilo yard to Woodford Halse yard freight that was not running. Therefore, we walked to the enginemen’s waiting room in Central station for our new job, a Wolverhampton Victoria Basin yard to Severn Tunnel Junction yard express fitted freight. On arrival, we relieved Worcester men on 6812 'Chesford Grange' of 81F Oxford. The engine steamed well and we left the wagons at Severn Tunnel Hump yard to run light to Severn Tunnel Junction shed. There was no back working so we walked to the station to catch the next passenger train to Gloucester Central and booked off duty at Horton Road.

Tuesday, on duty at 11.40pm with driver R. Ireland for our rostered job to prepare 92220 'Evening Star' of 88A Cardiff East Dock, the engine was in excellent condition and was so named as it was the last steam engine built for British Railways being completed in March 1960. We ran off shed light engine to Gloucester Over Junction to collect a freight that was in the northbound freight loop. We coupled up and then worked this part semi fitted freight to Honeybourne sidings and loops. The engine was a pleasure to work on steaming well. On arrival at Honeybourne, we changed engine footplates with Woodford Halse men on a Woodford Halse to Stoke Gifford semi-fitted freight in the south sidings, hauled by 9F 92129 of 2E. This crew change also involved the firemen retaining their own shovel as explained earlier due to the difference in size. My Western shovel was nicknamed the 'banjo' and their LNER/Midland shovel as the egg spoon! Bristol St Philips Marsh men relieved us at Gloucester South Junction and we walked to Horton Road and booked off duty.

Wednesday, on duty at 11.40pm with driver R. Ireland for our rostered job a Llandilo yard to Woodford Halse yard freight, which was not running again today. The shed foreman gave us another job to prepare for service BR Standard 2MT 78006, BR Standard 5MT 73031 and 6932 'Burwarton Hall' of 87A Neath. Also 8F 48352 of 55D Royston and 2-8-2T 7205 of 88B Radyr before booking off duty at 8.00am.

Thursday, I booked on duty at 11.40pm with driver R.Ireland, our rostered job to prepare 6826 'Nannerth Grange' of 88A Cardiff East Dock. We ran light engine off shed tender first to Gloucester Over Junction to collect a semi fitted northbound freight train that had been left in the freight loop bound for Woodford Halse and originating at Llandilo. We worked this train to the Honeybourne loops and sidings, which was tough going, as the engine did not steam that well due to partially blocked boiler tubes. On arrival at Honeybourne, we changed footplates with Woodford Halse men including retaining our shovels. The back working was in the south loop, a semi fitted goods from Woodford Halse to Stoke Gifford with 92220 'Evening Star'. As before the engine steamed well and on arrival at Gloucester South Junction we were expecting to be relieved but no enginemen arrived. The signal dropped for the train to proceed to Bristol, my driver looked at me and said we are going to earn some overtime today and I smiled back at him in agreement. On arrival at Stoke Gifford we were uncoupled then ran light engine to Bristol Barrow Road engine shed via the ex GWR route through Lawrence Hill and Stapleton Road stations and on to Bristol Temple Meads station. I felt so important hanging out of the cab of such a special engine passing all the waiting commuters on these stations. At Temple Meads we were able to gain the ex Midland route out of the City and went back north to Bristol Barrow Road shed which was adjacent to the mainline and stabled the engine with the shed staff thinking we were London men bringing in a celebrity engine. There was no back working so we walked to Bristol Temple Meads to catch the next passenger train to Gloucester Eastgate and walked back to Horton Road shed to book off duty at 3.00pm.

Friday, on duty at 11.40pm with driver R.Ireland for our rostered job to prepare for service 8F 48412 of 2A Tyseley. We ran light engine off shed tender first to Gloucester Over Junction to collect a semi fitted northbound freight train that had been left in the freight loop bound for Woodford Halse yard originating at Llandilo. We worked this train to the Honeybourne loops and sidings, which wasagain tough going, as the engine did not steam that well due to a dirty clinkered fire. On arrival we changed footplates with Woodford Halse men with the usual shovel change and in the south loop was our back working a Woodford Halse to Stoke Gifford semi fitted freight with 7823 'Hook Norton Manor' of 2A Tyseley. The engine was in dirty external condition but steamed well and we worked the train to Gloucester South Junction expecting to get relieved but the same as the day before no replacement crew arrived. So we continued to Stoke Gifford and on arrival we were uncoupled and proceeded to 82B Bristol St Philips Marsh shed via the ex GWR route into Bristol and this time passing through Temple Meads station to gain access to the lines that ran to the shed. This was the first and only occasion that I stabled an engine on this shed as it closed ten days later on 15th June 1964 with its allocation of engines being either withdrawn or transferred to Bristol Barrow Road, the only remaining steam shed in Bristol. I noted on the shed 5039 'Rhuddlan Castle' of 82B and two Pannier Tanks 4626 and 4630 both of 82E Bristol Barrow Road.

We walked to Temple Meads station and I noted the following engines at the station and on 82A Bath Road diesel depot. Ten 'Westerns' : D1026 'Western Centurion' of 86A Cardiff Canton; D1027 'Western Lancer' 84A Laira; D1032 'Western Marksman' of 83A Newton Abbott and D1041 'Western Prince' of 82A. In addition, D1048 'Western Lady' of 86A; D1049 'Western Monarch' 84A Laira; D1062 'Western Courier' of 87E Landore depot, Swansea; D1065 'Western Consort' of 84A Laira; D1070 'Western Gauntlet' of 87E Landore; D1072 'Western Glory' of 81A Old Oak Common. Also Type 4 'Warship' D805 'Benbow' of 84A Laira and a Brush Type 4 D1588 of 86A Cardiff Canton. We travelled back to Gloucester Eastgate station on the next passenger train and booked off duty at 3.00pm with seven hours overtime. There was a rule for safety purposes that all enginemen must have at least a twelve hour gap between shifts therefore I would now have a night off and no work on Saturday!

Monday 8th June I booked on duty at 11.26am with driver D.Eskins for our rostered job a Llanwern Steel Works to Banbury empty iron ore wagons train which was not running. We walked to Central station enginemen’s waiting room to await the arrival of our replacement job a Woodford Halse to Severn Tunnel Junction semi fitted freight. We relieved Horton Road men on 7903 Foremark Hall of 88A Cardiff East Dock and worked this train to Severn Tunnel Junction hump marshalling yard. The engine steamed well and on arrival, we were uncoupled and ran light engine to Severn Tunnel Junction shed. There was no back working so we walked to the station to catch the next passenger train to Gloucester Central station and walked back to the shed to book off duty.

Tuesday, on duty at 10.50am with driver V. Ferris for our rostered job to prepare for service 6993 'Arthog Hall' and ran light engine to Central station to perform station pilot duties as required. At 5.00pm we changed footplates with Horton Road men on 5184 and coupled up to the 5.30pm Gloucester Central to Stroud commuter passenger. The engine was in poor external condition but steamed well and at Stroud the engine was uncoupled from the coaches and we changed footplates with Brimscombe men on another Prairie Tank 6128, which was simmering in the bay platform. The Brimscombe men would now take 5184 light engine to Brimscombe shed to carry out banking duties as required and we took 6128 and coupled up to the Gloucester end of the coaches to work a Stroud to Gloucester Central local passenger. This engine steamed well and was in good external condition. On arrival at Central station, we were uncoupled and ran light engine to Horton Road shed and booked off duty.

Thursday, on duty at 11.26am to work a Llanwern Steel Works to Banbury iron ore train of empty wagons and as I had no booked driver, the job was not running. I waited in the shed enginemen’s mess room for instructions and was allocated a job. I walked to Central station with driver R. Ireland to relieve Horton Road men on station pilot duties with 6128. We then coupled up to some coaches to form the 5.30pm Gloucester Central station to Stroud station commuter train. On arrival at Stroud, the engine was uncoupled from the coaches and we changed footplates with Brimscombe men on 4100 that was simmering in the bay platform. The Brimscombe men would now take 6128 light engine to Brimscombe shed to carry out banking duties as required and we took 4100 and coupled up to the Gloucester end of the coaches to work a Stroud station to Gloucester Central station local passenger. Both engines today steamed well and were in good external condition. On arrival at Central station, we were uncoupled and ran light engine to Horton Road shed and booked off duty.

Friday, I booked on duty at 11.15am with driver W. Jenkins, the ASLEF union representative, for our rostered job to prepare for service 48669 of 2E and run light to Gloucester Barnwood yard to couple up to a fully loaded loose coupled coal train bound for Washwood Heath yard. The guard of Indian descent reported to my driver that he had calculated that we had the maximum load for this class of engine. The engine was working hard to keep the heavy load moving but was steaming well and on arrival at Bromsgrove, we went into the loop to enable the banker to buffer up at the rear of the train. This was 9F 92230 of 85D Bromsgrove and we would need all the extra help this powerful engine could give to get this train to the top of the Lickey Incline. Climbing the incline our engine was on full regulator with the fire dancing on the fire grate with spectacular loud blasts from the chimney. At this stage, my driver took over firing from me to make sure every shovel full went in the right place, to keep the steam pressure up. On reaching the top of the incline, the driver eased off on the regulator and both water injectors were used simultaneously to fill up the very low boiler water, which was just visible in the boiler water gauge glass. On arrival at Washwood Heath yard, we were uncoupled and ran light engine to nearby Saltley shed to stable the engine, which had performed well on a very heavy train. There was no back working so we caught the shuttle bus to New Street station, caught the next passenger train to Gloucester Eastgate, and walked back to Horton Road shed to book off duty.

Saturday, on duty at 11.26am with driver R. Ireland and walked to Central station enginemen’s room to await the arrival of a Llanwern Steel Works to Banbury yard empty iron ore train. On arrival, we relieved Severn Tunnel Junction men on 6965 'Thirlestaine Hall' of 86B Newport Ebbw Junction and worked the train as far as the Honeybourne loops and sidings. On arrival, we changed footplates with Banbury men in the south sidings on a loaded Banbury to Llanwern Steel Works iron ore train with 8F 48603 of 1A Willesden, London. We worked this train to Gloucester Central station where Newport Ebbw Junction men relieved us. Both engines today had steamed well and we walked back to the shed to book off duty.

Monday, 22nd June I booked on duty at 6.00am as spare based on shed in the enginemen’s mess room awaiting instructions from the shed foreman. He gave me a job to prepare for service 92151 of 2E and 48046 of 16D Nottingham before booking off duty.

Tuesday, on duty at 6.00am with my driver to prepare for service 3737 and then run light engine to work a Gloucester New Yard to Bullo Pill Junction local mixed freight. On arrival, we shunted the yard and the engine steamed well with the driver doing some of the firing. A mixed freight from Cinderford arrived at Bullo Pill Junction and we changed footplates with Lydney men on 3693 and worked this train back to Gloucester New Yard. The engine steamed well and I did all the firing. On arrival at New Yard we were uncoupled and then ran light engine to Horton Road shed before booking off duty 5.00pm.

Wednesday, I booked on duty at 6.00am as spare on shed waiting for work in the enginemen’s cabin. A long boring day as no work was available and I booked off duty at 2.00pm.

Thursday, on duty at 7.00am with my driver to prepare 73091 and then ran light engine to Eastgate station coach sidings to act as station pilot, shunting passenger and parcel coaches. A long day as we did not get relieved by Horton Road men until 6.30pm, resulting in three and a half hours overtime.

Friday, I booked on duty at 7.00am with driver D. Bicknell to prepare 7318 before running light to Barnwood yard to couple up to an empty engineers train which was to collect lifted railway track from a recently closed line. We worked this to Cheltenham Malvern Road station loops and ran around the train, which had a guard's van at both ends. At this point, local enthusiast and Horton Road driver Tony Jenkins joined the train riding in a guard's van and filming the day’s events with his cine camera. We then departed facing tender first to Lansdown Junction where we went up the now disused Kingham branch line to Andoversford. We waited while the contractors using cranes loaded the redundant track and sleepers into the wagons of our train. When completed we ran around the train now facing engine first and departed for Cheltenham Malvern Road loop. On arrival we again ran around the train, now facing tender first to return to Barnwood yard where we were uncoupled and ran light engine to Horton Road shed to book off; the engine had steamed well on this duty.

Saturday, on duty at 7.00am with driver R. Ireland and walked to Gloucester South Junction enginemen’s cabin to await the arrival of our rostered job - an engineer’s track train bound for Stourbridge Junction yard. On arrival, we relieved Bristol Barrow Road men on the footplate of 6984 'Owsden Hall' of 88A Cardiff East Dock. We worked this train as far as Worcester yard where we were relieved by Worcester men and walked to the yard enginemen’s cabin to await our back working, an Edge Hill, Liverpool to Stoke Gifford express freight. On arrival, we relieved Saltley men on 48351 of 2E. We worked this train as far as Gloucester South Junction where Bristol Barrow Road men relieved us before we walked back to Horton Road shed to book off duty. Both engines today had steamed well with no problems. I also noted today ex LNER B1 61372 of 41D Canklow on a relief express passenger train.

Sunday, I booked on duty at 7.00am with my driver and we walked to Eastgate station to relieve Horton Road men on a track re-ballasting train working between Barton Street and California level crossings on 4F 43887. The engine was in poor condition with only one of the boiler injectors working. Horton Road men relieved us at 10.00am. We walked back to Horton Road shed and moved some engines around the shed yard including removing empty coal wagons from the coal stage incline and replacing them with full ones. We booked off duty at 3.45pm.

I noted this week that two ex Southern Region engines were in steam on the shed, Bullied Q1 class 33034 of 70C Guildford which was booked to work a freight train to Swansea but was failed by the driver for leaking boiler tubes and Mogul U class 31613 of 70A Nine Elms. The Mogul had arrived on shed coupled with 'Castle' 5091 'Cleeve Abbey' of 85A Worcester with both engines being in steam. I believe the Southern Region engines mentioned were en route to South Wales scrap yards under their own power. Also I noted this month en route to South Wales scrap yards either as part of the consist of freight trains or in processions of three or four condemned dead engines were two ex LSWR M7's, 30036 and 30048 both formerly of 70F Bournemouth. Also seen were two ex SECR Class H 0-4-4T tank engines, 31542 formerly of 75D Stewarts Lane, London and 31551 formerly of 75E Three Bridges and two Moguls, class U 31639 formerly of 75C Norwood Junction and class N 31870 formerly of 75B Redhill. Other engines were S15 class 30828 formerly of 70E Salisbury and two Q1 class 33029 of 75E formerly of Three Bridges and 33032 formerly of 70C Guildford, also Mogul class U1 31907 formerly of 70G Weymouth.

Monday, 29th June I booked on duty at 4.00am with driver G. Nicholas and we walked to Central station enginemen’s room to await the arrival of our rostered job a Woodford Halse to Severn Tunnel Junction semi-fitted freight. On arrival, we relieved Horton Road men on 6861 'Crynant Grange' of 2A Tyseley. We worked this train to its destination and were uncoupled at the hump before running light engine to Severn Tunnel Junction shed. The engine was in ex-works condition and steamed well. There was no back working, so we walked to the station to catch the next passenger train to Gloucester Central and then walked to Horton Road shed to book off duty 2.00pm.

Tuesday, on duty at 4.00am with driver G. Nicholas and walked to Central station to await the arrival of a Branston, Burton on Trent, to East Usk, Newport loose coupled loaded coal train. On arrival, we relieved Saltley men on 'Jubilee' 45593 'Kolhapur' of 16F Burton on Trent and worked this train as far as Severn Tunnel Junction. This engine was more at home pulling express passenger trains and it was very free running like a greyhound and steamed well! On the journey south the signal before Beachley Junction Signal Box was at danger. My driver blew the engine's whistle knowing we had a problem stopping to warn the signalman before putting the engine into reverse and opening the regulator with engine brakes full on including the tender hand brake to try to stop the train in front of the signal. Unfortunately, we could not stop and passed it at danger although luckily for us there were no catch points at the signal to derail our train. On arrival, Severn Tunnel Junction men relieved us in the loop adjacent to the yard and with no back working, we travelled to Gloucester Central station on the next passenger train.We booked off duty at 1.00pm at the shed.

There was some animosity between Horton Road crews and Saltley men as it was normal practice for the fireman to move coal forward in the tender to help the next crew when being relieved on the engine footplate. However if Horton Road men knew they would be relieved by Saltley men the fireman would not bring any coal forward in the tender to help them, a practice started by the Saltley men!

JULY 1964

Wednesday 1st July on duty at 4.00am with driver G. Nicholas and we walked to Central station enginemen’s room to await the arrival of our rostered job a Woodford Halse to Severn Tunnel Junction semi fitted freight. On arrival, we relieved Horton Road men on 6958 'Oxburgh Hall' of 88A. We worked this train to its destination and were uncoupled at the hump yard before running light engine to Severn Tunnel Junction shed. The engine was in good condition and steamed well. There was no back working, so we walked to the station to catch the next passenger train to Gloucester Central station and then walked to Horton Road shed to book off duty 1.00pm.

Friday, I booked on duty at 4.00am with driver G. Nicholas to find that our rostered job a Woodford Halse to Severn Tunnel Junction freight was not running. The shed foreman found us a job to prepare 6932 'Burwarton Hall' of 87F Llanelly. We ran light engine off shed to Eastgate station and stopped the engine in a siding at the Barton Street Signal Box end of the station to wait and give assistance to an ailing steam locomotive on a relief holiday train from the north. When the train arrived behind a Black 5 with its steam safety valves lifting we were told that the engine was now okay to continue without assistance. We therefore returned to the shed light engine where we prepared for service 73031 and ran off shed light to Eastgate station to carry out station pilot duties. Horton Road men relieved us and we walked back to the shed to book off duty at 1.00pm.

My pay this week was £13.13s.6d.

Saturday, on duty at 4.00am with driver G. Nicholas to find that our rostered job a Woodford Halse to Severn Tunnel Junction freight, was again not running. Area Traffic Control gave us a replacement job to walk to Gloucester South Junction enginemen’s cabin and await the arrival of a Carlisle to Stoke Gifford fully fitted express freight. On arrival, we relieved Oxley Wolverhampton men on 6855 'Saighton Grange' of 2B Oxley and worked this train to its destination. The engine did not steam that well due to a clinkered fire and being low on decent Welsh coal in the tender. At this time, an express freight train was booked to travel between Gloucester and Stoke Gifford in one hour and ten minutes, which was challenging with a poor steaming engine. On arrival, we were uncoupled and ran light engine to Bristol Barrow Road shed, which involved a brief visit to Temple Meads station to access the ex Midland line out of the City to reach Barrow Road. There was no back working so we walked to Temple Meads station and caught the 10.15am passenger train to Gloucester Eastgate station.

Engines I noted at Bristol today were BR Standard 5MT 73037 of 87F Llanelly and Type 4 'Warship' D816 'Eclipse' of 84A Laira and Sulzer Type 4 Peak D52 named 'Lancashire Fusilier' of 16C Derby - the name on the diesel was previously carried by 'Royal Scot' 46119. We booked off duty at 1.00pm back at Horton Road shed.

Monday, 6th July I booked on duty at 2.00am with driver J. Hastings with no rostered job so we walked to Central station enginemen’s waiting room for instructions from Area Traffic Control. This was cancelled by the Horton Road shed foreman instructing us back to the shed to prepare 45280 of 2E and we then ran light to Eastgate station for station pilot duties as required including Central station. The engine steamed well and my driver told me I would receive a bonus on this job and Horton Road men relieved us. We booked off duty at 10.00am. My driver was impressed with his daily paper today as it contained one of the first female topless pictures which he put over the engines fire hole door saying this would help keep the engine steaming well!

Tuesday on duty at 1.00am with driver L. Davies and we walked to Gloucester South Junction enginemen’s cabin to await the arrival of our rostered job a Washwood Heath to Stoke Gifford loose coupled coal train. On arrival, we relieved Saltley men on 4F 44226 of 2E. The yardmaster instructed my driver that the train would not be going any further and the train stabled in the New Yard. We were then uncoupled and ran light to Horton Road shed. I was quite happy with this happening as the Fowler 4F's were not very powerful and needed an experienced fireman to get the best out of them! Back at the shed we were given another job to prepare Auto Tank 1472 and run light engine to the bay platform in Central station and couple up to an auto coach. We then formed the next departure to Chalford and worked this train as far as Stroud station where Brimscombe men who would continue to Chalford relieved us. The engine steamed well and we returned to Gloucester on the next passenger train, which was the return working of this auto service. We then walked back to the shed and booked off duty 10.00am.

Wednesday, I booked on duty with driver G. Nicholas and then walked to Central station enginemen’s waiting room to wait for further instructions from Area Traffic Control. They gave us a job to walk to Gloucester South Junction enginemen’s cabin and await the arrival of a Woodford Halse to Stoke Gifford semi-fitted freight. On arrival, we relieved Horton Road men on 7805 'Broome Manor' of 2A and worked this train to its destination. The engine did not steam that well due to partially blocked boiler tubes and being in generally poor external condition. On arrival, Bristol Barrow Road men relieved us and we used the staff shuttle bus from Stoke Gifford yard to get to Bristol Temple Meads station to catch the next passenger train to Gloucester Eastgate before walking to the shed to book off duty. This was of course before Bristol Parkway station opened for business in 1972 on the site of part of Stoke Gifford yard.

Thursday, I booked on at 2.00am with driver J. Bebell for our rostered job to prepare 3737 and then run light engine to New Yard to work a Gloucester New Yard to Lydney local freight. This was a heavy train for the size of the engine and the driver helped me with the firing. On arrival at our destination, Lydney men relieved us and we then travelled from Lydney to Newport station in the guard's van of a South Wales bound freight to work a freight from Newport to Gloucester. Area Traffic Control at Newport station advised us that the job was not running so we caught the next passenger train to Gloucester Central before booking off duty at the shed.

Friday, on duty at 2.00am with driver J. Smith for our rostered job to prepare 4624 and then run off light engine to New Yard to work a Gloucester New Yard to Lydney local freight. We worked this train to its destination and the engine steamed well, much better than yesterday with a lighter load. On arrival at our destination, Lydney men relieved us and we then travelled from Lydney to Newport station in the guard's van of a South Wales bound freight to work a freight train from Newport to Gloucester. We reported to Area Traffic Control at Newport station only to be advised again that the job not running so we caught the next passenger train to Gloucester Central before booking off duty at 10.15 am at the shed.

Monday, 13th July I booked on duty at 9.50am with driver L. Organ and walked to Gloucester Tramway Junction. Our job was to relieve Saltley men in the loop on a Water Orton to Pengam yard, Cardiff express freight with 6826 'Nannerth Grange' of 88A. We worked this train to its destination although the engine was in poor condition with plenty of firing/shovelling being required due to the hard quick burning northern coal in the tender. On arrival Cardiff East Dock men relieved us and with no back working, we walked to Cardiff General station to catch the next passenger train to Gloucester Central before booking off duty at the shed.

Tuesday, on duty at 9.25pm with driver F. Ford and walked to Eastgate station to await the arrival of a Bristol Temple Meads to Landore Street Birmingham parcels train. On arrival, we relieved Bristol Bath Road men on a Sulzer Type 4 'Peak' and worked this train to its destination where we were uncoupled to run light engine to Saltley shed. Our back working was to prepare 73015 of 82E Bristol Barrow Road and then run light engine to Washwood Heath yard to await the arrival of a Bradford to Stoke Gifford express freight. On arrival, the train engine was uncoupled, our engine replaced it, and we worked to Gloucester Eastgate yard loop where Bristol Barrow Road men relieved us. The engine was in good condition and steamed well and we walked to the shed to book off duty at 2.45am.

Wednesday, I booked on at 11.56pm with driver R. Jones and walked to Central station enginemen’s waiting room to await the our rostered job a Llandarcy to Rowley Regis, Birmingham loaded petrol tank train. On arrival, we relieved Neath men on 9F 92222 of 87A Neath and worked this heavy train as far as Worcester yard. The engine was in good condition and steamed well. Seen on Worcester shed was ex LNER A1 60114 'W.P.Allen' of 36A Doncaster which had failed on an enthusiast special. On arrival Stourbridge Junction men relieved us and with no back working, we returned in the guard's van of a southbound freight and alighted at Gloucester South Junction. We then walked to Horton Road shed to book off duty.

Thursday, on duty at 11.00pm with driver C. Evans and walked to Central station enginemen’s waiting room to await our rostered job a Washwood Heath to Pengam, Cardiff semi fitted freight. On arrival, we relieved Saltley men on Brush Type 4 D1585 of 87E Landore. Acting as second man my job was much less active and included making the tea on the electric hot ring! On arrival at Pengam yard, we were uncoupled and travelled light to Cardiff Canton depot and stabled the engine on the track leading to the fuel tanks to wait for refuelling. Our back working was to prepare for service another Brush Type 4 D1745 of 81A Old Oak Common and we ran light engine to Pengam Yard to couple up to a semi fitted freight bound for Birmingham Washwood Heath. We worked this train as far as Gloucester Central station where Horton Road men relieved us before walking back to the shed to book off duty.

Friday, on duty at 9.30pm with driver M. Weller and walked to Gloucester South Junction via the Windmill Public House to have a quick drink, being a hot summer night and waited in the enginemen’s cabin for our train, a loaded Petrol tank train from Avonmouth to Leamington Spa. On arrival, we relieved Bristol Barrow Road men on Stanier Mogul 42979 of 2F and worked this train to Tyseley via Stratford Upon Avon. The engine steamed well and was in good condition and at this point Tyseley men relieved us. We then walked across Birmingham to New Street station to catch the next passenger train to Gloucester Eastgate and booked off duty at the shed at 9.30am. In 1964 Swindon Works was overhauling some Stanier Moguls, but 42979 was not one of them, in fact it was withdrawn from service at Crewe Works in late 1964.

Saturday, I booked on duty at 10.00pm as spare with no booked driver and waited for instructions from the shed foreman in the enginemen’s mess room. A long boring wait but I was given one job, to prepare Pannier Tank 9471 and booked off duty at 5.45am with pay this week of £12.0s.0d.

Monday 20th July on duty at 8.30am with driver C.Wheatly and walked to Gloucester South Junction enginemen’s cabin to await the arrival of our rostered job a Stoke Gifford to Washwood Heath loose-coupled loaded coal train. On arrival, we relieved Bristol Barrow Road men on the footplate of 9F ex Crosti boiler 92026 of 2E. The fireman informed me the engine was not steaming very well and I thought it is flat from Bristol and being a hot summer day, this was going to be a rough trip to Birmingham. We struggled to the other side of Cheltenham with steam pressure down to 160 psi and had to stop on the main line close to Eckington Signal Box for a blow up. My driver left the footplate to report the problem to the signalman and dripping in sweat, I started to attempt to sort out the fire. I turned on the blower to draw the fire and using the rocking grate and long fire irons to throw out some of the clinker I got down onto the track with my shovel to push the disturbed clinker onto the track from the firebox air vents to allow more air to circulate under the fire. I climbed back up to the footplate to find the steam pressure was up to nearly 250psi so I put both water feed injectors on to fill the boiler up. This successful action had taken about fifteen minutes and I blew the whistle to inform my driver the engine was now able to proceed. He returned to the footplate from the signal box and we continued to Bromsgrove with the engine now steaming better. At Bromsgrove, I was pleased to see our banking engine was 9F 92230 that would give us a good push up the Lickey Incline! We climbed the bank with no more problems, on arrival at Washwood Heath yard we were uncoupled, and ran light engine to Saltley shed. There was no back working so we walked to Vauxhall and Duddeston station to catch the next passenger train to New Street station then caught another passenger to Gloucester Eastgate station and walked to the shed to book off duty at 5.00pm.

Tuesday, I booked on at 8.30am with driver J. Cole as spare on shed and the shed foreman told us to walk to Central station to await the arrival of a Cardiff to Irthlingborough, Wellingborough, loaded loose-coupled coal train. On arrival, we relieved Cardiff East Dock men on the footplate of 92244 of 88A and worked this train to Swindon stopping at Brimscombe to have banking assistance up the Sapperton Incline through the two tunnels. The banking engine was the usual Brimscombe banker a Large Prairie Tank and we needed a good push as our engine was not steaming that well. We climbed the bank without problems and, on arrival, Swindon men relieved us. I noted at Swindon today 4569 of 87H Neyland and diesel shunter D2187 of 82C Swindon. There was no back working so we walked to Swindon station and caught the next passenger train back to Gloucester before walking to Horton Road shed to book off duty.

Wednesday, on duty at 8.35am with my driver and walked to the New Yard loop to relieve Swindon men on a train of two condemned ex Southern steam engines - W class 2-6-4T 31913 formerly of 75C Norwood Junction and 31917 formerly of 70B Feltham - and bound for a South Wales scrap yard, sadly not Woodhams at Barry where they may have survived to be preserved. Our train engine was 8F 48035 of 1F Rugby. We worked this train at a restricted speed to avoid any derailments as far as Severn Tunnel Junction yard where Severn Tunnel Junction men relieved us. The engine steamed well and we walked to Severn Tunnel Junction station and caught the next passenger train to Gloucester Central station before booking off duty at the shed.

Thursday, I booked on duty with driver H. Heggie and walked to Central station to relieve Horton Road men on station pilot duties, which also included Eastgate station, with 350HP shunter D3993. Acted as second man and keeping the engine topped up with diesel by operating the hand pump in the cab to transfer fuel to the engine from the fuel tank. Horton Road men relieved us and we walked to the shed to book off duty.

Friday, on duty at 6.00 am with my driver to prepare 4564 and run light engine to Central station. We coupled up to a number of coaches to form a Gloucester Central to Cheltenham St James local passenger train calling at Churchdown and Cheltenham Malvern Road before arriving at Cheltenham St James. We ran around the coaches of the train so now bunker first ready to work the passenger back to Gloucester Central calling at the same intermediate stations. We were uncoupled on arrival at Central and moved to the station sidings to await our next job, which was a Paddington to Cheltenham St James express passenger . This arrived behind a 'Hymek' with nine coaches and we coupled up to the rear of the train ready to depart for Cheltenham St James. We then ran non-stop to our destination and on arrival uncoupled and ran around to stable the train in the nearby carriage sidings. We then collected three passenger coaches to form a local passenger to Gloucester Central with the usual station stops at Cheltenham Malvern Road and Churchdown. On arrival at Central, we were uncoupled and ran light engine to Horton Road shed. The engine steamed well on these duties.

Due to my annual holiday from Monday, 27th July to Friday 7th August I received two weeks pay of £22.5s.8d.

AUGUST 1964

Sunday, 9th August I booked on duty at 4.50am with driver D. Williams for our rostered job to prepare 8749 recently transferred to 85B. We ran off shed light engine to Lydney yard to work a train of loaded ballast wagons replacing the track ballast on the South Wales main line between Lydney and Beachley. The engine did not steam that well due to partially blocked boiler tubes and later on in the day we changed over footplates with Horton Road men on 7815 'Fritwell Manor' on a stationary loaded ballast train in Lydney yard. We uncoupled and ran light to Gloucester which was lucky as the engine was in poor condition but steamed well enough light engine. We stabled the engine on the shed for fire disposal and booked off duty 3.30pm.

Monday, 10th August on duty at 11.20am with driver G. Nicholas for our rostered job to prepare 4100 and run light engine to Central station. We awaited the arrival of a Paddington to Cheltenham Spa express passenger which was hauled by a 'Hymek' with nine coaches. Our engine backed onto the end of the train and it was my job to couple up the vacuum pipes and the heavy screw coupling which I found quite difficult due to lack of experience and practice. We worked the train to Cheltenham St James non-stop and on arrival, we uncoupled and ran around the train and stabled the coaches in the nearby coach sidings. We then collected three passenger coaches for the return working, a local to Gloucester Central calling at Cheltenham Malvern Road and Churchdown. On arrival at Central, we were uncoupled and ran light engine to Horton Road shed. The engine was in good condition and steamed well. At the shed, the foreman gave us another job to prepare for service 9F 92007 of 82E Bristol Barrow Road before booking off duty at 9.00pm.

Tuesday, on duty at 11.20am with driver G.Nicholas for our rostered job to prepare 8749. I was apprehensive how the day was going to go with this engine having had previous experience with it on Sunday! We ran light to Central to await the arrival of the Paddington to Cheltenham Spa express passenger and after arrival of the nine coach train with a 'Hymek' we backed onto the rear of the train with me coupling up before working this non-stop to Cheltenham St James. The engine was overdue for a boiler wash out and started priming as we left Gloucester with water escaping out of the chimney. We just made it to Cheltenham without stopping, arriving with low steam pressure with both injectors on to refill the boiler. We were uncoupled and ran around the coaches to stable them in the carriage sidings and collect our return train formed of three coaches. We reversed the coaches into the station and formed the next local passenger to Gloucester Central calling at Cheltenham Malvern Road and Churchdown. There were no further problems with the engine on this light train and a downward gradient! On arrival at Central, we uncoupled and ran light engine to Horton Road shed and booked off duty at 9.00pm.

Wednesday, on duty at 11.20am with B.Stevens as my booked driver G. Nicholas was on medical check. Our rostered job was to prepare 8749 on the same duty as the day before, taking a nine coach express passenger to Cheltenham St James. On departure from Gloucester Central the engine began priming losing the boiler water out of the chimney again. We struggled to Cloddymore Bridge, stopped the train due to the boiler being very low on water, and put the injectors on to fill it with water. After about ten minutes, I managed to get the boiler filled and the steam pressure up to the maximum 200 psi and we were able to proceed resulting in a ten minutes late arrival at Cheltenham St James. We were uncoupled and ran around the coaches to stable them in the carriage sidings and collect our return train formed of three coaches. We reversed the coaches into the station and formed the next local to Gloucester Central calling at Cheltenham Malvern Road and Churchdown. There were no further problems with the engine on the return journey and on arrival at Central we were uncoupled and ran light engine to Horton Road shed and booked off duty at 9.00pm.

Thursday, I booked on at 11.20am with driver G.Nicholas for the same rostered job but with 9606. I was much happier today as 8749 was in the shed having its overdue boiler washout. Our trip to St James was fine with the engine being in good condition and steaming well.

Friday was the same duty with driver G.Nicholas with our loco being 2-6-2T 6128. This was a more powerful engine as with 225 psi boiler pressure it was a pleasure to work on. I noted at Gloucester Eastgate station working a relief passenger train from the north was B1 61093 of 41D Canklow, Sheffield.

Saturday we booked on later but had the same duty with 6128.

Monday, 17th August I booked on duty at 4.30 am with driver D. David for our rostered job to prepare 5184 and run light engine to New Yard to couple up to a local semi fitted freight to Stroud. On arrival, we shunted the train into the yard and any other shunting that was required including moving loaded wagons into the goods shed. The engine was also required to act as the Sapperton Incline banker and Brimscombe men in Stroud station relieved us. The engine was in poor condition but steamed well on today’s duties. We caught the next Auto train from Stroud to Gloucester Central and walked back to the shed to book off duty.

Tuesday was the same duty with driver D. David but our loco was Mogul 6346. The engine did not steam well due to a dirty clinkered fire. We caught the Auto train from Stroud to Gloucester Central and walked back to the shed to book off duty at 12.30pm.

Wednesday, Thursday and Friday we had the duty with 7814 'Fringford Manor'. The engine was in good condition and steamed well on the duties.

Sunday, I booked on duty at 2.00pm for engine shunting duties on the shed. However there was a change of plan and I was given a job by the shed foreman to walk to Gloucester South Junction enginemen’s cabin with driver L. Lord to await the arrival of an Avonmouth to York semi fitted express freight containing fresh bananas. On arrival, we relieved Bristol Barrow Road men on Black 5 45447 of 2E and worked this train as far as Birmingham. We received banking assistance up the Lickey Incline from two Hawksworth Pannier Tank engines 9430 and 9453. The engine was in good condition and steamed well and Saltley men in the loop close to Saltley engine shed relieved us. There was no back working so we used the Saltley shed shuttle bus to travel to New Street station to catch the next passenger train back to Gloucester Eastgate before walking to the shed to book off duty.

Monday, 24th August I booked on duty 3.50pm with driver I. Smith for our rostered job and walked to Central station to travel as passengers to Lydney station. We relieved Lydney men on 3775 in the yard, which had been working on the Coleford branch during the day. We shunted wagons in the yard and into the goods shed as required including making up our return freight for Gloucester New Yard. During this period, the Cinderford branch engine arrived with its train of wagons for Gloucester, which was another Pannier Tank, and Horton Road men relieved the Lydney men on this engine. Lydney shed although now closed was still intact and complete with its sidings. The two trainloads of combined wagons with both Pannier Tanks coupled worked the freight to Gloucester New Yard. Our engine steamed well and on arrival both engines ran light to Horton Road shed still coupled. We then left the engines ready for disposal of their fires and booked off duty.

Tuesday was the same engine and same procedure.

Thursday, on duty with driver D. Bicknell for our rostered job to prepare 7319 and run light engine off the shed to Central station. We ran to the South Wales facing bay platform and coupled up to four coaches to form the next Gloucester Central to Hereford local passenger that called at all stations on the route. On arrival at Hereford, we were uncoupled and ran light engine to the turntable situated just to the north of the station. We turned the engine ready for the back working and ran light to the station to couple up to the same four coaches. We moved the train to the southbound middle through track until fifteen minutes before departure and then shunted the coaches into the platform, forming the next Hereford to Gloucester Central to allow passengers to board the train. We called at all stations and on arrival at Central station, we were uncoupled and ran light engine to Horton Road shed. The engine was in poor condition but steamed well on today’s duties and we booked off duty.

Friday, I booked on duty at 3.50pm with driver B. Mills for our rostered job and walked to Central station to travel as passengers to Lydney station.Today our engine was 9606. As with Monday and Tuesday we returned doubleheaded,but stopped en route at Over Yard Docks Branch Sidings to deliver and collect wagons before continuing on to New Yard.

Saturday, I booked on duty at 4.00pm with driver H. Yateman and we walked to Central station enginemen’s room to await instructions from Area Traffic Control. They gave us a job to walk to Gloucester South Junction enginemen’s cabin to await the arrival of a Carlisle to Stoke Gifford semi fitted express freight. On arrival, we relieved Oxley men on 6870 'Bodicote Grange' of 2B. We worked this train to its destination where we were uncoupled and ran light to Bristol Barrow Road shed via Temple Meads station. The engine did not steam that well due to poor quality coal, which was restricting the heat in the firebox. I noted on Barrow Road shed today ex WD Austerity 90121 of 9K Bolton and Pannier Tank 4643 of 82E. There was no back working so we walked to Temple Meads station to travel back to Gloucester Eastgate as passengers on the next train. We then booked off duty.

My pay this week was £9.14s.8d.

Monday, 31st August I booked on duty at 12.15 pm with driver L.Folkes for our rostered job to prepare BR Standard 2MT 78005 and run off shed light engine to New Yard. We coupled up to a New Yard to Dursley local freight and ran down the Bristol main line as far as Coaley Junction where we joined the branch to Dursley. I had to open the crossing gates at Cam on the branch stopping any road traffic and when the train had cleared the crossing, we would stop to enable the train guard to close the gates to allow road traffic to pass. On arrival at Dursley we shunted the train wagons in the yard including the Listers factory sidings and made up the return freight for Gloucester New Yard. We worked this train travelling tender first back up the branch line and into Gloucester via Eastgate Yard following the same procedure with the Cam crossing gates. We left part of the train in Eastgate Yard before taking the rest to New Yard where we were uncoupled and then ran light to Horton Road shed. The engine in good condition and steamed well on these duties and we booked off duty at 9.30pm.

SEPTEMBER 1964

Tuesday, 1st September was basically a repeat of the previous day with the same loco.

Wednesday, I booked on duty at 10.30.am with driver A.Woodward. Our engine, 78006, was already prepared for our freight to Sharpness. The guard informed my driver that the weight of the train was near the limits for this class of engine and as soon as we left New Yard the engine was struggling with the load with my driver helping me do the firing. He decided that we would not attempt to fill the boiler until we got to Haresfield where the line gradient eased and when we reached there one water injector was not working at all and the second was only partially working. My driver left the footplate to tell the Haresfield signalman that he was failing the engine and that he should phone Area Traffic Control to request a replacement. While we waited patiently for the replacement, we were struggling to get water into the boiler with just one injector working. If this injector had stopped working, I would have had no choice but to use the long fire irons and throw the fire out of the firebox onto the track!

The replacement loco finally arrived from Horton Road shed light engine in the form of Large Prairie Tank 6122 of 82C Swindon, being a more powerful engine and we changed over footplates with Horton Road men. 78006 was then uncoupled from the train to return to Gloucester Horton Road shed light engine and we coupled up with 6122 to continue to Sharpness. We set off again to Berkeley Road where the branch line began and on to Sharpness where we were uncoupled, ran around the train to shunt the wagons, and carried out further shunting duties including making up our return freight. On completion, we ran light to the disused Sharpness passenger station to use the water column to fill up the side tanks ready for the return trip to Gloucester. We returned to couple up to our freight now running bunker first and stopped at the closed Berkeley Station siding to collect a nuclear flask wagon and then on to Berkeley Road Junction and up the main line. At Quedgeley we collected further wagons for the train from the RAF stores sidings and ran into Gloucester on the ex Midland line into Eastgate Yard. We deposited part of the train here and then continued on to New Yard where we were uncoupled and ran light to Horton Road. This engine was in good condition, steamed well on this duty after what had been an eventful day, and we booked off duty at 9.30pm. Even though 6122 was in good condition, it was withdrawn from service later in September.

Thursday, I booked on duty at 7.30am as spare on shed waiting in the enginemen’s cabin for instructions. The shed foreman gave me a job with driver A. Parton to work a Bristol Temple Meads to York express passenger with me acting as second man. We walked to Eastgate to await the arrival of the train, relieved Bristol Bath Road men on a Sulzer Type 4 diesel, and worked the train to Birmingham New Street where Sheffield men relieved us. We then travelled to Saltley shed on the enginemen’s shuttle bus for our back working with 8F 48671 of 15B Wellingborough which was already prepared for service. We ran light engine off the shed to the nearby Washwood Heath Yard to collect a mixed partially fitted freight bound for Stoke Gifford. This engine was in poor condition and struggled for steam which began on passing Saltley shed and up Camp Hill Incline, with the driver forced to help me get the fire sorted. The driver was a top link former Barnwood driver of a senior age who was not happy at having to use a shovel again. The journey improved after the train had cleared the incline out of Birmingham with the rest of the journey going without problems. We were relieved at Gloucester South Junction by Bristol Barrow Road men before walking back to Horton road and booking off duty.

FIRING THE LONDON EXPRESS

Friday,4th September I booked on duty at 7.30am with driver G.Nicholas as spare on shed awaiting further instructions from the shed foreman. After an hour sat in the enginemen’s mess room the foreman gave us a job to prepare for service 6935 'Browsholme Hall' of 86B Newport Ebbw Junction. This engine was going to replace a 'Hymek' which had failed at Swindon and was rostered to work the 9.50am Cheltenham St James to Paddington express from Gloucester Central. With no other diesels available on the shed it was back to steam power!

Therefore we began to get the engine ready for the London Express - my driver G. Nicholas went off to the stores to get balls of cotton waste and oil bottles ready for oiling up of the engine's valve gear. 6935 was stabled in road three in the freight loco shed and my first impression was of a well-worn dirty engine. To my surprise it still had its brass number and nameplates, which were hardly readable with all the dirt and grime on them. I had been told by the shed foreman that I would be working this train to Swindon with a different driver to that of my booked one and with only about six months of firing experience I thought this was going to be a challenge! As I climbed the steps onto the footplate, I could see the boiler pressure gauge, which was reading 150 psi with the water gauge glass showing half-full. I examined the fire and found that most of it was lying at the back of the firebox close to the firehole door. I also was pleased to see that the engine was burning high quality Welsh soft steam coal and the tender was full of it. Ex GWR engines were designed to burn this type of coal with a deep firebox to allow for a very thick hot fire which the Welsh coal produced. The first job was to drop the firebox damper levers to get more air under the fire and then use the long fire irons stowed in the tender to start spreading the fire across the firebox. Before doing this, I opened the steam blower valve to draw the flames from the fire towards the chimney to prevent the fire blowing back into the cab. My driver collected two balls of cotton waste, two cans of lubricating oil and a can of paraffin for the lamps and joined me on the footplate. There was enough steam pressure to move the engine outside the shed, the driver opened the large vacuum valve handle to create the vacuum to release the brakes and I unwound the large tender handbrake lever to release the tender brake. My driver then opened the cylinder cocks lever, wound the engine valve gear lever into forward gear, and pulled the whistle connection to warn shed staff of our movement. There was lots of noise from the cylinder cocks as we moved forward into a bright sunny September day; the cylinder cocks were closed as soon as the water built up in the cylinders had been released. We were now outside the shed, with the regulator closed, and the vacuum brake applied by destroying the vacuum. The engine valve gear was wound back into neutral, the vacuum ejector turned off and the tender hand brake wound back on. My driver now left the footplate to start filling up all the lubricating oil wells around the engine with an oil feeder can. With the steam blower on, the fire was starting to burn through creating more heat, so I loaded about a dozen shovelful’s of coal evenly around the firebox and lots of black smoke was now being emitted from the chimney. My next job was to go to the front of the engine with my hand brush and I climbed up to the front to unwind the smokebox door handles to pull open the door. A deafening roar from the blower which was drawing the smoke up the chimney greeted me. I then visually examined the baffle plates to ensure they were secure and that the boiler tubes were clear of soot. Using the hand brush, I swept away all the soot and ash that had formed in the smokebox onto the track floor, which was later moved into a wagon by the shed labourers. I closed the smokebox door securing it by turning the locking handles and back on the ground, I topped up the sandbox with heated sand from the sand house, which was just a short walk away. Then back on the footplate, I was pleased to discover the steam pressure gauge was showing 160 psi and filled up the gauge glass lamp with paraffin and lit it. Now came the hard job of breaking up all the large lumps of coal in the tender and I then put another dozen shovelfuls of coal across the firebox. I climbed down from the footplate with the can of paraffin to fill up the lamps and check the wicks were in good condition. All the compulsory engine safety kit was missing so I had to find an engine in the shed with these items on. A Large Prairie Tank was the donor which was prepared for service for the 10.00am transfer freight. The crew would not be pleased to find these items missing but in the twilight years of the steam age this was the reality. The kit consisting of a flare lamp, warning flags, at least three detonators , two red shades for lamps and a bucket.

Back on the footplate, I found my driver hard at work with the shovel building up the fire for me using his years of experience from the days of firing 'Castle' class on the Cheltenham Spa Express to London. My driver told me that I would be working the train with top link driver E. Woolford who would be coming on duty expecting a 'Hymek' to be allocated to this job. The steam pressure was now 180 psi and we moved the engine down the shed yard to the water column by the ash pits. I clambered over the coal in the tender to the rear to grab the chain on the water column that my driver threw to me. I opened the tender lid and put the water column hose in the opening, securing it with the chain tied to one of the tender grab rails, the driver turned the water on by unscrewing the release lever. While it was filling, I returned to the footplate to put on the live steam injector to fill the boiler by first opening the water tap on the tender, the injector handle on the engine and using the water handle to get the injector working. With the injector working, I could now wash the wooden footplate floor to remove the coal dust by using a hosepipe spraying hot boiler water. With the tender now full of water my driver turned off the column and returned to the footplate. I turned off the injector as the boiler was showing almost full on the gauge glass and I clambered back over the tender to release the securing chain on the water column. I closed the tenders securing lid and got down from the tender to secure the water column with the chain in normal position. There were now thick clouds of black smoke coming from the chimney and my driver told me that the fire would not need any more coal until the engine coupled up to the train in the station. With a short pull on the whistle chain and short opening of the cylinder cocks, we ran facing tender first past the coaling stage and ash pits to the buffer stop next to Great Western Road. I climbed down from the footplate and walked in front of the engine to set the hand operated points to number one road in the passenger side of the shed with the engine following. My booked driver G. Nicholas now departed the footplate to go back to the enginemen’s mess room to await further instructions. I opened the firehole door to prevent the safety valves from blowing off as pressure had risen to 220psi and observed that the fire was slowly burning through the coal.

My driver had done a first class job on building the fire up and after about ten minutes driver E. Woolford climbed onto the footplate - being a top link driver he had his green diesel uniform and cap on, an elderly man not far from retirement age. The time was almost 9.30am and as instructed by my driver I climbed down from the footplate and walked to the telephone under the shed exit signal. I phoned Mileage Yard Ground Frame to report that we were ready to go off shed for the 9.50am London train. I returned to the footplate, a few moments passed then the signal dropped and with a sharp warning from the whistle and clouds of steam from the opened cylinder cocks, we left the shed, facing tender first. After negotiating the various track points, we came to rest outside the shunter's hut in the old goods yard to await the arrival of our passenger train from Cheltenham. The engine's safety valves started to 'blow off' so I quickly put the live steam injector on to stop wasting steam and I used this opportunity to water down the coal with the hosepipe to help cut down on coal dust.

Our train arrived from Cheltenham on time at 9.45am behind Pannier Tank 8471 comprising six coaches and a parcel van. Total about 210 ton in weight. The signal dropped for our engine to proceed tender first and we had slight wheel spin as we crossed the main running lines into platform two of Central station and gently backed onto the train. Immediately, I climbed down from the footplate to couple up to the train and by ducking under the engine /coach buffers, I shouted to my driver to ease the engine up closer to the train so that I could get the engines screw coupling over the coach's coupling hook and screw in the coupling to get a tight fit. Next was to couple up the semi fitted pipes and the steam heating pipes to the coaches including the locking pins. This was not an easy job for me due to lack of experience and practise with a lot of arm strength required! I then withdrew the lamp from the tender hook and climbed up from the track onto the platform to set the lamps on the hooks at the front of the engine - one above each buffer to indicate to signalmen this was an express passenger train and returned to the engine footplate.

The guard blew his whistle, waved his green flag and driver Woolford wound the drive gear lever into full forward gear 45 degree cut off. With a pull on the whistle chain, he opened and shut the cylinder cocks with the steam regulator open and the train accelerated forward with lots of noise and smoke from the chimney as the engine was working hard with the seven-coach train. By way of comparison this was a light load to the amount of coaches that 'Castles' would take to London on regular steam hauled express workings. On passing Gloucester South Junction, my driver reduced the screw valve gearing down to 15 degree cut off still with full open regulator. At this stage, the boiler pressure had reduced to 200 psi but with the engine eased back from full power the pressure began to rise again. I put the live steam injector on to fill the boiler to steady the boiler pressure and we were soon passing through Haresfield running at a speed of about 60 mph with the engine shaking quite badly. Before I realised it my driver had closed the regulator and we were coasting up the gradual gradient and away from the ex Midland mainline to Bristol at Standish Junction and our train had come to our first stop, Stonehouse Burdett Road station. The engine began to blow off from the safety valves and the gauge glass was showing half-full. I put the live steam injector on to reduce the pressure and refill the boiler, which on departure was almost full when I turned off the injector. After the brief stop at Stonehouse, the engine was travelling at a more leisurely pace along the steady gradient to Stroud. I pulled down the chain to open the fire hole door flap to examine the fire and was pleased to find the fire in good shape with a good even covering of thick fire across the firebox thanks to my earlier driver’s efforts and experience with the shovel. I had not put any coal on the fire since Gloucester. The steep climb up the valley to Sapperton was still to come and I now started building up the fire again ready for the incline with regular shovelfuls of coal all around the firebox using the little and often rule. The driver gave a short warning whistle approaching the pedestrian crossing just before Stroud station as this crossing is on a sharp curve in the track. We coasted into Stroud station and I could see the surprise on the passengers' faces at the train engine. With everything looking good, 220psi on the steam gauge and the water gauge showing the boiler full, we were ready for the climb ahead. Standing in the bay platform at Stroud was the banking engine, 2-6-2T 6128, although with our light load we would not require assistance. On leaving Stroud the engine was now working extremely hard, this was evident from the blast from the chimney. With the engine steaming well with my firing technique of a little and often I had the opportunity to admire the lovely Cotswold scenery passing by. On the climb we passed through a number of halts: Ham Mill Halt, Cashes Green Halt, St Marys Halt and Brimscombe Bridge Halt all served by the Chalford auto train service which only had a few more weeks before being axed. The line curved gradually right and then left through Brimscombe station passing the single-track engine shed for the Sapperton banker. My driver winds the valve gear down to 25 degrees of cut off and full regulator as the steep climb begins with the boiler pressure down to 210psi. Running through Chalford station the track curves into Sapperton tunnel about half a mile long and now in darkness with just the bright orange glow from the firebox breaking the darkness and lots of noise from the blast from the chimney hitting the tunnel roof. We exit the tunnel into clean fresh air only to enter another shorter tunnel. On exiting this tunnel, the climb was over and we were on the top of the Cotswolds with the driver easing back the regulator until we were almost coasting as it was now a downward gradient passing Sapperton Signal Box. I put the live steam injector on as the boiler was low on water after the climb and with no firing done inside the two tunnels; it now needed lots of attention with the shovel to build the fire up. By the time, I had completed the task we were back up to about 60mph to try to gain some lost time on the downward gradient.

Soon my driver was applying the vacuum brake for the Kemble station stop, which was once busy with two branches, one to Cirencester and the other to Tetbury. Small diesel rail buses worked these in the later days to try to make them pay but the service had been withdrawn earlier this year. After leaving Kemble, the line is quite flat passing through two closed stations of Purton and Ashton Keynes. The driver gave me a tip saying it was now a good time to level the fire down and to achieve this I had to withdraw the long pricker fire iron from the tender storage area. I opened the fire hole door and used the fire iron to level the fire all over the firebox which produced a very thin fire on the grate. This action would make it easier for the Swindon shed disposal men to deal with the fire. The first sight of Swindon was the council rubbish tips on the outskirts and the next yellow distant signal was on so we reduced speed. As we approached it was pulled off giving our train a clear run into Swindon station as we passed the Works and engine shed which looked very quiet with various types of diesel standing outside posing alongside a rather dirty 1011 'County of Chester' of 82C on its home shed. On arrival at Swindon station we were four minutes late, which was not bad, and on the next platform was 'Warship' D803 'Albion' of 84A Laira on a Bristol to Paddington express passenger. This engine was booked to take both trains to London so I walked along the platform and jumped down onto the track between the tender and the first coach to uncouple the engine. I shouted to the driver to ease the engine up to close up the buffers so that I could lift the screw coupling over the coach hook, uncouple the vacuum, and steam pipes. I walked along the track to the front of the engine to remove one of the lamps and fit this to the tender ready to run light engine to Swindon shed. I returned to the footplate had a quick check of the fire which was now very thin with no complaints from the shed fire disposal men. We then left the train and travelled tender first to Swindon shed which was very quiet with our engine being the only one on the disposal line. On the next track was 7926 'Willey Hall' of 81D Reading being prepared for service.

As we left our engine and walked towards the shed foreman’s office I glanced back to see the fireman on 7926 removing the tools from our engine. The inside of Swindon shed was almost empty of steam engines being only about three months away from being closed to steam. I went to the enginemen’s mess room to have a refreshing wash and make a brew of tea in my Billie can. Driver Woolford had gone to the foreman’s office to book our engine on shed and to find out the engine we had for our back working, a Swindon to Cheltenham passenger train. It was 'Hymek' D7005 of 82A . My driver informed me that he had allocated earlier in the week on this working 'Castle' 7005 'Sir Edward Elgar' and I thought that would have been great! On Swindon shed I noted Pannier Tank 9680 and diesel hydraulic Type 1 'Yogi Bear' D9508 both of 82C Swindon. We ran light engine to Swindon station, coupled up to the Swindon to Cheltenham passenger and worked this train to Gloucester Central calling at Kemble, Stroud and Stonehouse Burdett Road. On arrival at Gloucester Central, we were uncoupled and ran light engine to Horton Road shed with the train continuing to Cheltenham behind a Gloucester based tank engine.

------------------------------------

This week I received new engineman's overalls and a grease top hat with the British Railways badge attached.

------------------------------------

Monday 7th September, I booked on duty at 11.40pm with driver G. Nicholas for our rostered job to prepare 9F 92242 of 86B Newport Ebbw Junction. We ran light engine tender first to Over Junction goods loop to collect a freight train left there earlier that day, a semi fitted originating at Llandilo going to Woodford Halse. The engine was in good condition but did not steam that well which was probably due to developing clinker in the firebox and we worked this train as far as the Honeybourne loops and sidings. On arrival, we changed footplates with Woodford Halse men with their train in the south loop with the usual fireman shovel transfer with me keeping the larger Western shovel. This was a Woodford Halse to Stoke Gifford semi fitted freight with 8F 48530 of 15C Kettering. We worked this train as far as Gloucester South Junction and Horton Road men relieved us. The engine had steamed well and we walked back to Horton Road shed to book off duty.

Tuesday, on duty at 11.40pm with driver G. Nicholas for our rostered job a Llandilo to Woodford Halse freight that was not running. The shed foreman told us to walk to Central Station enginemen’s waiting room to await further instructions from Area Traffic Control. After a long wait we were finally give a job at 4.30am to relieve Cardiff East Dock men in Central Station on one of the middle tracks on a Cardiff to Woodford Halse semi fitted freight being hauled by 6947 'Helmingham Hall' of 85B. We worked this train as far as the Honeybourne loops and sidings where we uncoupled and turned the engine on the Honeybourne Junction triangle for the return journey to run engine first. We returned to the Honeybourne south facing loops and sidings to couple up to a Woodford Halse to Stoke Gifford semi fitted freight. We worked this train as far as Gloucester South Junction where Bristol Barrow Road men relieved us. The engine was in ex works condition and steamed well, we then walked back to the shed to book off duty at 10.00am with two hours and twenty minutes overtime pay!

Wednesday, with driver G.Nicholas we prepared 9F 92235 of 2A Tyseley and ran light engine tender first to Over Junction goods loop to collect a freight that had been left there earlier that day, a Llandilo to Woodford Halse semi fitted. We worked this to the Honeybourne loops and sidings where we uncoupled and turned the engine on the Honeybourne Junction triangle for the return journey light engine to Cheltenham Malvern Road goods loop where we coupled up to a Woodford Halse to Newport East Usk semi fitted freight and worked this as far as Gloucester Central station where Newport Ebbw Junction men relieved us. The engine steamed well but had steam leaks from various pipe joints and we booked off duty at 8.30am.

Friday, I booked on duty at 11.40pm with driver G.Nicholas for our rostered job a Llandilo yard to Woodford Halse yard freight train, which was not running. The shed foreman told us to walk to Central Station enginemen’s waiting room and wait for instructions from Area Traffic Control. A long boring shift with no work available and we walked back to Horton Road shed to book off duty 7.40am.

Saturday, on duty at 11.40pm with driver G.Nicholas for our rostered job a Llandilo to Woodford Halse freight, which was again not running. We walked to Central enginemen’s waiting room to await instructions from Area Traffic Control. After a longish wait, they gave us a job to walk back to Horton Road shed to prepare for service 6817 'Gwenddwr Grange' of 85A Worcester. We ran light engine tender first to Cheltenham Malvern Road goods loop to collect a Woodford Halse to Stoke Gifford semi fitted freight. We worked this as far as Standish Junction goods loop to wait there three and half hours, due to freight train congestion at Stoke Gifford yard. When we finally arrived, we were uncoupled and ran light engine to Bristol Barrow Road shed via Temple Meads station. With no back working, we walked from the shed to Temple Meads station to catch the next passenger train to Gloucester Eastgate and walked back to Horton Road shed to book off duty at 3.30pm, a long shift of 15 hours and 50 minutes with lots of overtime!

I noted 5026 'Criccieth Castle' of 2B Oxley on the Manchester to Plymouth express of ten coaches passing through Gloucester rerouted from the Severn Tunnel which was closed for maintenance.

Tuesday, 15th September on duty at 9.30am with driver G.Nicholas as spare with no rostered job and waited for instructions in the shed enginemen’s mess room. We were given a job to walk to Gloucester South Junction enginemen’s cabin to await the arrival of a York to Stoke Gifford fully semi fitted oil tank train. On arrival, we relieved Saltley men on 92238 of 82E Bristol Barrow Road and worked the train to its destination where Barrow Road men relieved us. The engine was in ex works condition and steamed well.

Seen in Bristol today were diesel hydraulic 'Yogi Bear' D9503 of 82A Bristol Bath Road, 'Jubilee' 45697 'Achilles' of 55A Holbeck and Pannier Tank 4689 of 82E. With no back working, we used the staff shuttle bus to travel to Bristol Temple Meads station and caught the next passenger train to Gloucester Eastgate. We booked off duty at 5.00pm on the shed.

Wednesday, I booked on duty at 10.00am with driver R.Ireland and walked to Central station enginemen’s waiting room to report to Area Traffic Control and await further instructions. We walked to Gloucester South Junction enginemen’s cabin to await the arrival of a Grimsby to Stoke Gifford semi fitted express freight. On arrival, we relieved Saltley men on 48400 of 87F Llanelly and worked this train to its destination. We were uncoupled in the yard and ran light engine to Bristol Barrow Road via Temple Meads station. The engine steamed well but unfortunately, I had shovelled quite a lot of coal over the top of the brick arch in the firebox due to incorrect use of the shovel, aiming it too high. The fire disposal men would not be happy with me due to the extra work required to move this fire from the top of the brick arch. There was no back working so we walked from the shed to Bristol Temple Meads station to travel to Gloucester Eastgate as passengers and booked off duty at the shed at 6.30pm.

Thursday, on duty at 9.50am with driver M.Evans for our rostered job to prepare 78005 and then run off shed light engine tender first to New Yard. We coupled up to a Gloucester New Yard to Quedgeley RAF stores sidings local freight running via Eastgate yard. On arrival at Quedgeley sidings we shunted the wagons in the yard as required including making up our return train. We worked this tender first to Eastgate yard via the ex Midland line into Gloucester. We shunted our train and then worked another freight to New Yard tender first before uncoupling and running light facing engine first to Horton Road. The engine did not steam that well being overdue for a boiler washout and primed water from the boiler out of the chimney on the climb out of Eastgate yard. We booked off duty at 7.30pm.

Friday, I booked on duty at 8.00am with driver D.Cadmore for our rostered job to prepare Large Prairie Tank 6106 and collect the single Engineers inspection coach from its storage shed alongside the loco depot. With the coach coupled up we departed the shed to Central station to collect the train guard and waited in the station sidings. The Paddington train arrived at Eastgate station conveying the Divisional Railway Managers who were to inspect all the stations on the Gloucester to Hereford route due to the imminent withdrawal of passenger services. Our train was classified as an express passenger so I placed one lamp over each buffer. The managers joined the train in Central station and we worked to Hereford stopping at all stations for their inspection. After arriving at Hereford, we continued towards Worcester with a stop at Ledbury. The train ran into the bay platform so that the managers could have a meal with alcoholic drinks. My driver and I had a small bottle of beer each from the managers. When the meal was completed, we continued on to Worcester and then returned via Cheltenham arriving in Gloucester in time for the managers to catch the next Paddington passenger train. We returned to Horton Road with the inspection coach and stabled it back in its allocated shed. The engine was in ex works condition and steamed well on this light duty and we booked off duty at 7.00pm.

Saturday, on duty at 10.55am with driver R.Ireland and walked to Central station to travel to Stroud on the next passenger train. On arrival, we relieved Horton Road men on 5184 in the bay platform. We shunted wagons in Stroud yard and goods shed and when completed ran light to Brimscombe engine shed to provide banking assistance for freights up the Sapperton Incline. The signalman at Brimscombe Signal Box would inform us in the sheds enginemen’s cabin when we were required to push a freight up the bank and today only one train needed assistance during our shift. On completion of the climb, our engine would gradually drop away from the freight train's guard's van after exiting the second tunnel at the summit and come to a stop next to Sapperton Signal Box. The signalman would then switch the points on the crossover to enable the banker to return to Brimscombe engine shed. The engine did not steam that well due to a dirty fire and partially blocked boiler tubes.We were relieved at the engine shed by Horton men who had arrived on the Chalford auto train and we caught the returning auto to Gloucester Central station. We then walked to the shed to book off duty at 7.35pm.

Monday, 21st September I booked on duty at 5.23pm with driver M.Evans and walked to Central station to travel on the next passenger train to Lydney. On arrival, we relieved Lydney men in the yard on 3681 which had been working the Coleford branch that day on local freight duties. We used the engine to shunt the yard and goods shed including making up our return freight to Gloucester New Yard. We worked this to its destination before running light to Horton Road. The engine steamed and performed well and we booked off duty at 1.30am.

Tuesday was the same duty with 3681. We worked this up the mainline stopping at Over Yard Docks Branch Sidings to collect further wagons before continuing onto Gloucester. The engine steam did not steam that well today due to a dirty clinkered fire. We were given another job at the shed to prepare for service 6965 'Thirlstaine Hall' of 86B before booking off duty at 1.30am.

Wednesday was like Tuesday with 3681.We were given another job on the shed to prepare 3775 and 7320 before booking off duty at 1.30am.

Thursday was the same to start with, we relieved Lydney men there on 3681. We used the engine to shunt the yard and goods shed including making up our return train to Gloucester New Yard. While we were having a tea break in the shunter’s cabin, we heard a loud bang in the cab of the Pannier Tank, which was close by. The boiler gauge glass had exploded filling the engine's cab with high-pressure steam from the boiler. My driver sprang to his feet and was quickly out of the cabin taking his coat off and putting it over his head for protection from the cab's scalding steam. He climbed into the cab to shut the gauge glass frame lever, which would stop the steam entering the cab, which enabled him to put a replacement gauge glass into the frame and release the lever so the new gauge glass showed the water level in the boiler again. This was normally a fireman's job but as I had never replaced a gauge glass before I would have found it very difficult. The engine was now safe to work the freight train to Gloucester New Yard. On arrival, we were uncoupled and ran light engine to Horton Road shed to book off duty at 1.30am. The engine steamed better today due to a less clinkered fire.

Friday, I booked on duty at 4.30pm. with driver D. Bicknell and walked to Central station to travel as passengers on the Chalford Auto as far as Stroud to relieve Horton Road men on 4100 in the bay platform. We then travelled light engine to Brimscombe shed to await banking duties on the incline to Sapperton with only one freight required banking assistance on our shift. We travelled back to Stroud yard to shunt some wagons and push some others into the goods shed and then ran light engine bunker first to Horton Road shed on a good engine that had steamed well. We booked off duty at 11.15pm with my pay this week being £10.2s.7d.

Monday, 28th September on duty at 2.30am with driver D. Dorn for our rostered job to prepare for service Black 5 44966 of 2E, 8F 48474 of 2A and 9F 92164. We also undertook some shunting duties around the shed including moving dead engines into the shed and booked off duty at 10.30am.

Tuesday, I booked on duty at 1.00am with driver D.Panting and walked to Central station enginemen’s room to await further instructions from Area Traffic Control. They gave us a job to walk to Eastgate yard and await the arrival of a Washwood Heath to Stoke Gifford loaded loose-coupled coal train. My driver told me that Control had given him the engine number as 7010 - a 'Castle' class - although on arrival we relieved Saltley men on BR Standard 7MT 4-6-2 'Britannia' 70010 'Owen Glendower' of 1A Willesden. What a machine to be working a lowly coal train with the engine in excellent condition and a pleasure for me to fire with the 250 psi boiler pressure and lots of power. My driver had to be very careful to keep the engine to the speed limit for a loose-coupled train as the engine normally worked heavy express passenger trains at 80/90mph. On arrival at Stoke Gifford yard, Bristol Barrow Road men relieved us and we used the staff shuttle bus to travel to Temple Meads station and catch the next passenger train to Eastgate. We then walked to the shed to book off duty at 10.00am.

Wednesday, on duty at 1.00am with driver A. Giles and walked to Central station enginemen’s room to await further instructions from Area Traffic Control. They gave us a job to relieve Cardiff East Dock men on a Cardiff to Swindon semi-fitted mixed freight being hauled by Collett 2-8-0 3826 of 86E Severn Tunnel Junction in Central station. We worked this to Swindon Cocklebury yard and took assistance from the Brimscombe banking engine up the Sapperton Incline. On arrival, we were uncoupled and ran light engine to Swindon shed. The engine had steamed well and we walked to Swindon station to travel back to Gloucester Central on the next passenger train. We booked off duty at 11.30am at Horton Road shed.

OCTOBER 1964

Friday 2nd October, I booked on duty at 2.00am with driver A. Giles and walked to Central station enginemen’s room to await further instructions from Area Traffic Control. We were given a job to relieve Horton Road men in Central station on a Gloucester New Yard to Hereford Barton Yard semi-fitted freight with 7814 'Fringford Manor' and worked this train to its destination. On arrival we were uncoupled and ran light engine to Hereford shed. The engine did not steam that well due to partially blocked boiler tubes. Another engine was already prepared on shed for our back working, Collett 0-6-0 2287 of 86C Hereford. We ran light engine to Barton Yard to couple up to a short semi-fitted freight bound for Ross-on-Wye. On arrival at Ross, the men who relieved us were nicknamed Pinky and Perky after the 1960’s TV puppets! 2287 was in poor mechanical condition. We returned to Gloucester Central station on the next passenger train before booking off duty at the shed at 12.30pm.

Saturday, on duty at 2.30am with driver D. Cadmore for our rostered job to prepare 6957 'Norcliffe Hall'. We ran off shed light engine to Central station to collect our passenger coaches to form an early morning train from Central station to Cheltenham St James running tender first. I used plenty of boiler water applied to the coal using the pep pipe to try to stop the coal blowing into the cab and on arrival at Cheltenham we ran around the train to be facing engine first. This train now formed a St James to Cardiff General passenger and we worked this as far as Gloucester Central. On arrival Horton Road men relieved us on the engine, which was in poor external condition but had steamed reasonably well.

As fireman Ernie Hewer, an old school mate of mine, had not turned up for work I reported to the driver of the engine in the bay platform. This was a Gloucester to Hereford passenger being hauled by 6993 'Arthog Hall'. My shift continued with another driver on this train which we worked to Hereford calling at all stations on the route. On arrival at Hereford station, we were uncoupled and ran light engine to the turntable in the yard north of the station to turn the engine ready for the return journey. We then ran light engine back to the station to collect our coaches and move them to the middle track in the station. Fifteen minutes before departure, we moved the coaches to the departure platform to collect the passengers for the journey to Gloucester Central calling at all stations. On arrival, we were uncoupled and ran light engine to Horton Road shed. The engine was in good condition and steamed well and we booked off duty at 11.50am.

Monday, 5th October I booked on duty at 4.35pm with driver G. Nicholas for our rostered job to prepare 48415 of 2A and ran off shed light engine to New Yard tender first to couple up to a semi fitted pick-up freight train for Severn Tunnel Junction. We set off down the South Wales main line stopping at Over Yard Docks Branch Sidings, Grange Court Junction sidings and Lydney to collect more wagons. On arrival at Severn Tunnel Junction we were uncoupled; the engine had steamed well being in good condition and we then ran light to the shed. The back working was to prepare for service on the shed 8F 48477 of 2F Bescot which was fitted with a Fowler type tender and ran off shed light to Severn Tunnel Junction North Yard to couple up to a Washwood Heath bound semi fitted freight train. We worked this as far as Gloucester Central where Horton Road men on the centre tracks relieved us. The engine was in good condition and had steamed well on this duty. We then walked back to Horton Road shed to book off duty at 3.15am.

Tuesday, on duty at 4.35pm with driver G. Nicholas for our rostered job to prepare for service 2-8-0 3836 of 87A Neath and ran off shed light to New Yard tender first to collect a semi fitted pick-up freight train for Severn Tunnel Junction yard as the previous day. We reported to the Severn Tunnel Junction shed foreman who instructed us to travel back to Gloucester in the guard's van of the next available freight as our booked working was not running. We walked to the north yard to join the guard disturbing his peace and quiet in the van on the next northbound freight. On arrival at Gloucester Central, station we left the guards van and walked to the shed to book off duty at 3.30am.

Wednesday, on duty at 4.35pm with driver G. Nicholas for our rostered job to prepare 92236 of 88A Cardiff East Dock. The engine had been in the wheel drop at Horton Road shed for a number of weeks while a set of driving wheels were re-flanged at Swindon Works and was allocated this slow freight to run in the wheel set. Unfortunately, the shed steam raiser had lit up the engine late and as a result, my driver reported to the shed foreman that we would be late running off shed. The engine did not have enough steam to work the blower valve to draw the fire towards the chimney with flames from the fire entering the cab as I spread the fire across the firebox grate. I managed to achieve this without burning myself by the flames but this was not a good start to my shift.

We then ran light engine to New Yard tender first to collect the semi fitted pick-up freight train for Severn Tunnel Junction yard as earlier in the week. Due to our late departure off shed, our train had lost its scheduled path so the signalman routed us into the loop at Portskewett next to the station. My driver was thirsty and he told me that we would be waiting for a path for some time and therefore he was going for a pint in the public house next to the station and went for a drink. When the signalman dropped the signal for the train to move out of the loop I brought the train forward and blew the whistle whilst stopping the train in the station so that he could rejoin me on the footplate having had his pint of cider! This was a great experience for me which I enjoyed being left on my own on this massive engine in the darkness and driving the train into the station. We continued on to Severn Tunnel Junction yard where we were uncoupled. The engine had steamed well on this duty and we ran light to Severn Tunnel Junction shed. As on the previous day our return working was not running, so we travelled back in a freight train guard's van. On arrival at Gloucester Central station we left the guards van and walked to the shed to book off duty at 3.40am.

Thursday, I booked on duty at 1.30pm and walked to Gloucester Stroud Road doctor’s surgery for railway medical health checks. I then walked to Horton Road arriving at 3.00pm and the shed foreman gave me the job to prepare 48289 of 5E Nuneaton and 44666 of 2E Satley plus 6903 'Belmont Hall' of 2D and 6942 'Eshton Hall' that was rostered to work the Gloucester New Yard to Acton Yard, London express freight with Old Oak Common on the footplate and I booked off duty at 10.30pm.

Friday, back on duty at 4.35pm with driver G. Nicholas to prepare 3866 of 87A Neath and run off shed light engine tender first to New Yard to couple up to the Gloucester New Yard to Severn Tunnel Junction pick-up freight. The engine was in good condition and steamed well and with no back working we travelled to Gloucester Central as passengers on the Swansea High Street to London Paddington mail passenger train. We then walked back to the shed to book off duty at 2.10am.

Saturday, on duty at 4.30pm with driver G. Nicholas to prepare 4989 'Cherwell Hall' of 86E which was rostered to work the 8.00pm express freight to Acton yard with Old Oak Common men. Our next job was to prepare 1453 and run off shed light to Central station bay platform to couple up to the auto coach and form the 8.15pm service from Central to Chalford stopping at all stations and halts. My driver did the firing to get the best out of the engine's small firebox and I did the driving with guidance from the driver. On arrival at Chalford station, we crossed over to the down platform in preparation to work the auto train back to Gloucester Central. I sat in the front of the auto coach as an observer along with ringing the bell before any pedestrian crossings with my driver staying on the engine to drive and fire the engine. We arrived at Central in the main platform for the passengers to leave the train and I joined my driver on the engine. We crossed over the main tracks and returned the auto coach to the bay platform. We then uncoupled and ran light engine to shed and booked off duty at 1.00am.

I noted that during this week a number of redundant Lickey Incline banking engines arrived on shed from Bromsgrove with their work now in the hands of English Electric Type 3 diesels. The engines that arrived were all Hawksworth Pannier Tanks: 8400, 8403, 8418, 9430, 9453 and 9493 with three found to be in suitable condition for future use being 8403,9430 and 9453 which were reallocated to 85B.

Monday, 12th October I booked on duty at 5.00am with driver D. Panting. We prepared for service 8F 48290 of 8H Birkenhead, three Black 5’s: 44841, 44919 and 44944 all of 2E and 4F 44123 which was rostered to work the New Yard to Sharpness local freight. We booked off duty at 4.00pm.

Tuesday, on duty at 4.15am with driver E.Collins for our rostered job. Our engine was already prepared,Mogul 6346, and ran off shed light to Central station and reversed into the bay platform at the far end to couple up three coaches to form the 7.00am Gloucester to Hereford passenger calling at all stations. On arrival at Hereford station, we were uncoupled and ran light engine to the turntable near at the north end close to the station. We turned the engine, then ran light back to the station to couple up to our three coaches, and then moved them to the middle tracks at the station. Fifteen minutes before departure time, we moved the coaches into the platform to collect passengers for the 10.25am Hereford to Gloucester Central calling at all stations. 6346 was withdrawn from service on 30th September some two weeks earlier and I can only assume that it was back in service due to a shortage of suitable engines on the shed. The engine was in poor condition giving a rough ride on the track and had a dirty clinkered fire so I needed my driver to help me with the firing today. On arrival at Gloucester , we were uncoupled and ran light engine to Horton Road shed and booked off duty at 12.15pm.

Wednesday was my rest day so I decided to use my free staff rail pass and travelled to Swansea to watch the trains. I noted that there were very few steam engines in this area.         

Thursday, I booked on duty at 5.00am with driver V.Ferris. We prepared 92248 of 82E, two 8F's 48225 of 16E Kirby in Ashfield, 48647 of 5B Crewe South, two BR Standard 2MT’s:78001 and 78004 Black 5 44810 of 2E. We booked off duty at 3.00pm.         

Friday, another 5.00am start with driver J. Lee to prepare 4F 44045 and ran off shed light engine to New Yard facing tender first to couple up to a New Yard to Gloucester Hempsted Gas Works loose coupled loaded coal train. We worked this via Eastgate yard and travelled out of the city on the ex Midland line now facing engine first to Tuffley Junction where the branch line to the gas works sidings began. The engine was in poor condition and overdue for a boiler wash out which resulted in priming when working hard climbing out of Eastgate yard with the loaded train. We then travelled down the branch, which was only about one and a half miles long, and on arrival, shunted the loaded wagons and collected the empty coal wagons for our return freight. We ran back up the branch now facing tender first again to Tuffley Junction and returned via the ex Midland line to Eastgate yard with the empty wagons continuing onto Gloucester New Yard. We were then uncoupled and ran light engine to Horton Road shed. We booked off duty at 3.00pm.

Saturday, I booked on duty at 4.15am with driver A.Woodward for our rostered job to prepare 7814 'Fringford Manor'. We ran off shed light to Central station engine first to couple up to five coaches to form an early morning passenger train to Cheltenham St James running tender first calling at Churchdown and Cheltenham Malvern Road stations. On arrival at St James, we were uncoupled and then ran around the coaches to couple up again now facing engine first. This train formed a Cheltenham St James to Cardiff General commuter train calling at Cheltenham Malvern Road and Churchdown before arriving at Gloucester Central. On arrival, we changed footplates with Horton Road men in the bay platform on the 7.00am to Hereford passenger, which had 7815 'Fritwell Manor'. 7814 was in good order and steamed well, however 7815 was in poor condition and did not steam that well with my driver helping me with the firing. We worked the Hereford train to its destination calling at all stations. We returned as the 10.25am all stations to Gloucester Central. On arrival at Gloucester Central we were uncoupled and ran light engine to Horton Road shed and booked off duty at 12.15pm.

This week I noted a number of unusual engines - four ex WD Austerity 2-8-0s 90276, 90471 both of 41D Canklow, Sheffield, 90647 of 36C Frodingham, Scunthorpe and 90725 of 9J Agecroft, Manchester which all had reported boiler injector problems. Also BR Standard 4MT 80136 of 6D Shrewsbury having arrived from Hereford on a passenger train and Fowler 4F 44149 of 10G Skipton. In addition seen on shed en route to South Wales scrap yards were condemned Bullied 'Battle of Britain' Pacific class 34062 formerly named '17 Squadron' in rebuilt condition and 34075 formerly '264 Squadron' in original condition both of 83D Exmouth Junction shed, Exeter.

Sunday, I was on duty at 11.00am with driver J.Cambridge for our rostered job to prepare for service 48127 of 15C Kettering and run off shed light engine to Barnwood Yard to couple up to a loaded ballast train. We worked this north to Churchdown for reballasting the track as instructed by the permanent way gang. We ran around the empty wagons and coupled up now facing tender first for the short journey to Barnwood Yard with the empty wagons and after uncoupling, ran light to Horton Road shed. The engine was in good condition and steamed well and we booked off duty after a long shift at 2.30am.

Monday, 19th October I booked on duty at 2.22pm with driver J.Larcombe and walked to Gloucester South Junction enginemen’s cabin to await the arrival of our rostered job, a Woodford Halse to Stoke Gifford semi fitted freight. On arrival, we relieved Horton Road men on 2-8-0 3848 of 81C Southall. We worked this train to its destination and on arrival we were uncoupled to run light to Bristol Barrow Road shed via Temple Meads station to gain access to the ex Midland line north where the shed was situated. The engine was in good condition and steamed well on the train. We reported to the shed foreman who gave us a back working to prepare for service Black 5 45430 of 2J Aston. We ran light engine to Gloucester via the ex Midland line and Westerleigh Junction. We stabled the engine on'the run' at Horton Road for fire disposal. The engine was in good condition and steamed well as expected running light and we booked off duty at 10.22pm.

Tuesday, on duty at 2.22pm with driver A. Larcombe and our rostered job the Woodford Halse to Stoke Gifford freight was not running. We walked to Central station enginemen’s room to await instructions from Area Traffic Control. We were given a job to relieve Swindon men in the centre tracks at Central on a Swindon to Severn Tunnel Junction semi fitted freight with 'Hymek' D7085 of 86A. My driver was able to drive this class of diesel although quite a few junior drivers still needed training, with an easy job for me acting as second man, making the tea and carrying out Rule 55 if the train waited at a stop signal on the main line. On arrival at Severn Tunnel Junction yard we were uncoupled at the hump yard and then ran light to Severn Tunnel Junction shed. There was no back working so we walked to the station to catch the next passenger back to Gloucester Central and walked to Horton Road shed to book off duty at 10.22pm.

Wednesday, on at 2.22pm with driver A.Larcombe and walked to Central station enginemen’s room to await the arrival of a Woodford Halse to Severn Tunnel Junction semi fitted freight train. On arrival, we relieved Horton Road men in the centre tracks of Central station on 2-8-0 3807 of 86B Newport Ebbw Junction and worked this train to its destination. We were uncoupled at the hump yard and then ran light engine to Severn Tunnel Junction shed. The engine was in good condition and steamed well except for a knock coming from the piston in one of the engine's two cylinders! We reported to the shed foreman and were given the job to prepare for service 5042 'Winchester Castle' of 85B which was in poor condition with missing number plates, nameplates, safety valve cover and overdue for a boiler wash out at Horton Road. I noted on Severn Tunnel Junction shed 44693 of 56D Mirfield shed and 48492 of 15B Wellingborough. We ran light engine off shed, up the South Wales main line to Gloucester, and then stabled the engine on 'the run' at Horton Road shed. Despite being in such poor condition the engine steamed fine as anticipated being a light engine movement. We booked off duty at 10.52pm.

Thursday, I booked on duty at 2.22pm with driver A. Larcombe and walked to Central station enginemen’s waiting room where Area traffic Control told us that our rostered Woodford Halse to Severn Tunnel Junction freight was not running. We waited for further instructions and, after a long wait, they gave us a job at 7.00pm to relieve Banbury men on a late running fully loaded semi fitted iron ore train from Banbury to Llanwern Steel Works. The train arrived in the centre tracks at Central station hauled by 8F 48646 of 2E and we worked this as far as Severn Tunnel Junction where we were relieved by Newport Ebbw Junction men. The engine was in good condition and steamed well on this heavy train. I noted on Severn Tunnel Junction shed 44872 of 2J Aston. With no back working, we walked to Severn Tunnel Junction station to catch the next passenger train to Gloucester Central and then walked to Horton Road shed to book off duty at 1.22am.

Saturday, once more on duty at 2.22pm with driver A. Larcombe and walked to Central station enginemen’s waiting room where Area Traffic Control told us that our rostered Woodford Halse to Severn Tunnel Junction freight was not running. We were given a job to relieve Cardiff Canton men on a Cardiff to Worcester semi fitted freight in the centre tracks at Central station with 'Hymek' D7032 of 86A. With me acting as second man, we worked this train to Worcester yard where we were uncoupled and then ran light engine to Worcester shed. With no back working, we travelled back to Gloucester Eastgate station on the next passenger train and walked to the shed to book off duty at 9.30pm, an early finish!

Tuesday, 27th October I booked on duty at 1.00am with driver G. Nicholas for our rostered job to prepare for service 'Jubilee' 45664 'Nelson' of 8B Warrington Dallam. We ran off shed light  to Eastgate station to couple up to a Gloucester Eastgate to Derby parcels train where Saltley men relieved us. We then walked to Gloucester South Junction enginemen’s cabin to await the arrival of a Bordesley to Stoke Gifford semi fitted freight. On arrival, we relieved Tyseley men on 6879 'Overton Grange' of 2A Tyseley and worked this train to its destination. On arrival, we were uncoupled and ran light to Bristol Barrow Road shed via Temple Meads station. The engine was in reasonable condition and steamed well on the train. With no back working, we walked from the shed to Temple Meads station to travel back to Gloucester Eastgate station on the next passenger train. We then walked back to Horton Road shed and booked off duty at 12.50pm.

Wednesday, on duty at 1.00am with driver G. Nicholas for our rostered job to prepare 73091 and ran off shed light to Eastgate station to couple up to a Gloucester Eastgate to Derby parcels train where we were relieved by Saltley men. We then walked to Gloucester South Junction enginemen’s cabin to await the arrival of a Bordesley to Stoke Gifford semi fitted freight. On arrival, we relieved Tyseley men on 7805 'Broome Manor' of 2A  and worked this train to its destination. On arrival, we were uncoupled and ran light engine to Bristol Barrow Road shed via Temple Meads station. The engine was in poor condition and overdue for a boiler washout. On Barrow Road shed today were named BR Standard 5MT 73080 'Merlin' of 70G Weymouth, 8F 48143 of 16D Nottingham, Pannier Tank 8716 of 82E  and diesel shunter D3523 of 84A Laira. With no back working, we walked from the shed to Bristol Temple Meads to travel back to Gloucester Eastgate on the next passenger train. We then walked back to Horton Road shed and booked off duty at 10.30am.

Thursday, on duty at 1.00am with driver G. Nicholas for our rostered job however there was no engine to prepare for service. A Sulzer Type 4 'Peak' diesel was rostered for the Gloucester Eastgate to Derby parcels so we left the shed early to walk to Gloucester South Junction enginemen’s cabin to await the arrival of a Bordesley to Stoke Gifford semi fitted freight. On arrival, we relieved Tyseley men on 48415 of 2A and worked this train to its destination. On arrival we were uncoupled and ran light engine to Bristol Barrow Road shed via Temple Meads to gain access to the ex Midland line. The engine was in good condition and steamed well on the train. With no back working, we walked from the shed to Bristol Temple Meads to travel back to Gloucester Eastgate on the next passenger train. We then walked back to Horton Road shed and booked off duty at 12.50pm.

Friday, another 1.00am start with driver G. Nicholas for our rostered job however, there was no engine to prepare for service as a 'Peak' diesel was rostered for the Gloucester Eastgate to Derby parcels. We were also informed by the shed foreman that the Bordesley to Stoke Gifford had been cancelled and we were given another job to walk to Gloucester South Junction to await the arrival of a Washwood Heath to Stoke Gifford semi fitted freight. On arrival, we relieved Saltley men on 'Crab' 42705 of 9K Bolton and worked this train to its destination. On arrival, we were uncoupled and then ran light engine to Bristol Barrow Road shed via Temple Meads. This was my first experience of this type of engine and it was in good condition and steamed well. With no back working, we walked from the shed to Bristol Temple Meads to travel back to Gloucester Eastgate on the next passenger train. We then walked back to Horton Road shed and booked off duty at 12.50pm.

Saturday,31st October, I booked on duty at 1.00am with driver G. Nicholas and we prepared for service 48143 of 16D Nottingham. We then walked to Gloucester South Junction to wait for the arrival of a Washwood Heath to Stoke Gifford loose-coupled loaded coal train. On arrival, we relieved Saltley men on 48109 of 2E and worked this train to its destination. On arrival, we were uncoupled and then ran light engine to Bristol Barrow Road shed via Temple Meads. The engine was in good condition and steamed well and with no back working, we walked from the shed to Bristol Temple Meads to travel back to Gloucester Eastgate on the next passenger train. We then walked back to Horton Road shed and booked off duty at 10.50am.

Saturday 31 October 1964 was a day when cuts proposed by Dr Richard Beeching in his report 'The Reshaping of British Railways' - published by HMSO on 27 March 1963 - bit deeply into Gloucestershire's railway network. Various lines witnessed their last passenger services, with some also losing remaining freight workings and closing completely. This reduced the number of steam turns worked by Gloucester Horton Road based locos and loco crews, plus the effects of further dieselisation and rationalisation of services.

NOVEMBER 1964 

Sunday, 1st November,I booked on duty at 11.00 am with driver W.Wren and walked to Central station to travel on the next passenger train to Lydney. On arrival, we relieved Horton Road men in the yard on 7318 with a loaded ballast train. The permanent way gang were reballasting the South Wales main line with our engine moving wagons as requested by the engineers in charge. Once emptied, the wagons formed a return freight and we ran up the main line to Gloucester leaving the wagons in Barnwood yard. On arrival, we were uncoupled and ran light to Horton Road shed leaving the engine on 'the run' for fire disposal. We booked off duty at 7.00pm.

Monday, 2nd November, under the Beeching Plan Horton Road shed lost with effect from today a significant amount of its work with the withdrawal of the following services: - Gloucester Central to Hereford local passenger trains, Gloucester Central to Chalford Auto trains and the Berkeley Road station to Sharpness Auto trains. I booked on duty at 10.00pm with driver W. Fowler and walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. They gave us a job to walk to Gloucester South Junction and await the arrival of a Stoke Gifford to Stourbridge Junction semi fitted freight. On arrival, we relieved Bristol Barrow Road men on Collett 2-8-0 2822 of 82E and worked this train as far as Worcester yard where we were relieved by Worcester men. With no back working, we walked to Worcester Shrub Hill station and caught the next passenger train back to Gloucester Eastgate. We then walked back to Horton Road shed to book off duty at 6.00am.

Tuesday, on duty at 10.00pm with driver G.Nicholas and walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. We were given a job to walk to Gloucester South Junction and await the arrival of a Rowley Regis to Avonmouth semi fitted empty petrol tank train. On arrival we relieved Worcester men on 5955 'Garth Hall' of 82E and worked this as far as Stoke Gifford yard where we were relieved by Bristol Barrow Road men. The engine steamed well. We caught the shuttle bus to Temple Meads station to catch the next passenger train back to Gloucester Eastgate and booked off duty at the shed at 7.25am.

Wednesday, at 10.00 pm with driver G. Nicholas, we walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. They gave us a job late into the shift to walk to Gloucester South Junction enginemen’s cabin and await the arrival of a Washwood Heath to Stoke Gifford semi fitted freight. On arrival, we relieved Saltley men on 48611 of 1G Woodford Halse. We worked this train to Stoke Gifford where we uncoupled and ran light to Bristol Barrow Road via Temple Meads. The engine was in good condition and had steamed well. I noted on Barrow Road shed today Stanier 'Crab' 42954 of 8F Springs Branch, Wigan and Pannier Tank 3705 of 86B. There was no back working so we walked from the shed to Temple Meads to travel back on the next passenger train to Gloucester Eastgate. We booked off duty at 1.00pm, a fifteen-hour shift due to the rule that engine men could not refuse a job offered by Area Traffic Control up to a maximum of six hours into their shift!

Thursday, on duty at 1.00am with driver G. Nicholas due to the enginemen rule that states they must have at least twelve hours rest between shifts. We walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. There were no jobs so they told us to return to Horton Road and report to the foreman. He gave us a job to prepare for service 73093 and 48760 of 87A Neath. We booked off duty at 11.00am.

Friday, I booked on at 11.00pm with driver G. Nicholas and then walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. They gave us a job to walk to Gloucester South Junction enginemen’s cabin to await the arrival of a Stourbridge Junction to Stoke Gifford semi fitted freight. On arrival we relieved Worcester men on 6935 'Browsholme Hall' of 86B and worked this train to its destination where we were uncoupled and ran light engine to Bristol Barrow Road via Temple Meads station. The engine had steamed well. With no back working, we walked from the shed to Temple Meads station to catch the next passenger train back to Gloucester Eastgate. We then walked to Horton Road shed and booked off duty at 7.00am.

Saturday, on duty at 10.00 pm with driver G. Nicholas and walked to Central station enginemen’s waiting room to await instructions from Area Traffic Control. They gave us a job to relieve Cardiff East Dock men at Central station on a Pengam to Bordesley semi fitted freight with some wagons containing cattle on their way to a Birmingham slaughterhouse. The train arrived behind 4993 'Dalton Hall' of 82E and we worked this train as far as Stratford upon Avon via Honeybourne. The engine had a dirty clinkered fire and was not steaming that well so my driver helped with the firing. On arrival at Stratford station, Tyseley men relieved us and we waited on the station for the back working, a Banbury to Cardiff semi fitted freight. On arrival we relieved Banbury men on 3838 of 81C Southall with no brass number plates fitted and rust showing on the cab controls indicating that this engine had recently been stored out of service. We worked as far as Gloucester Central where Cardiff East Dock men relieved us. Despite the poor external condition, the engine steamed well on this duty and we then walked back to the shed to book off duty at 7.30am.

Monday, 9th November I booked on duty at 9.45am with driver D. Charlett to prepare 8403 now of 85B and ran off shed light to New yard. We had a semi fitted freight to Quedgeley RAF stores sidings running via Gloucester Eastgate yard to collect more wagons. On arrival at Quedgeley yard we shunted the train and made up a return train. It is worth noting that Quedgeley RAF had their own small diesel-shunting engine for moving the wagons to and from their storage sheds. We worked the train back to Gloucester via the ex Midland line to Eastgate yard. On arrival at the yard, I noticed my nephew Andrew aged five with my sister standing on the station platform waiting for a passenger train to Bristol. My driver allowed me to collect my nephew Andrew from the platform and join us on the footplate although after a short time he was not comfortable due to heat on the footplate so I returned him to join my sister on the platform a memory he has not forgotten to this day. We then worked the train to New Yard where we uncoupled and returned to Eastgate yard to carry out shunting duties. We made up another transfer freight and worked this to Barnwood yard where we uncoupled again and ran light to shed. The engine had steamed well on these duties and we booked off duty at 5.15pm.

Tuesday, on duty at 10.00am with driver D.Cadmore to prepare 4100 and collect the inspection coach from its small shed in the shed yard. We ran off shed to Central station to collect the guard, uncouple and run around the inspection coach and couple up to await various railway managers arriving from London by train. I put express headlights up on the buffer beam fixings and after the managers had joined the coach, we departed for Cheltenham St James stopping at Churchdown and Cheltenham Malvern Road so the managers could have a good inspection of the soon to be closed stations due to the Beeching Plan. On arrival at St James, we ran around the coach ready for the return journey while the managers inspected the station. All the stations the mangers visited closed on 1st January 1966. On completion of the inspection, we returned to Gloucester Central where the managers departed on a service to London. We returned to Horton Road shed with the inspection coach placed in its secure shed. The engine was in good condition and steamed well on this light working. We booked off duty at 5.30pm. At Lansdown Junction, Cheltenham, 4100 and inspection coach also ventured onto the branch to Andoversford, still in place although closed in October 1962.

Wednesday, start at 9.45am with driver D. Charlett to prepare 8471 and ran off shed light engine to New Yard. We coupled up to a semi fitted freight train to Quedgeley RAF. stores sidings via Gloucester Eastgate yard. On arrival at Quedgeley we shunted the train and made up the return freight for Gloucester Eastgate and New Yards running via the ex Midland line. On arrival at New Yard, we uncoupled and ran light engine to Eastgate yard to carry out shunting duties including making up another transfer freight to Barnwood yard. On arrival, we were uncoupled and ran light engine to Horton Road shed. The engine did not steam as well as the Hawksworth Pannier Tank on Monday and we booked off duty at 5.45pm.

Thursday, I booked on duty at 8.00am with driver G. Nicholas and walked to Central station enginemen’s waiting room to await further instructions from Area Traffic Control. We were given a job to relieve Saltley men in the centre tracks at Central station on a Washwood Heath to Severn Tunnel Junction semi fitted freight  hauled by 48133 of 2E. We worked this train to its destination, were uncoupled at the hump yard, and then ran light engine to Severn Tunnel Junction shed. The engine was in good condition and steamed well. There was no back working so we caught the next passenger train from Severn Tunnel Junction station  to Gloucester Central. We walked back to the shed to book off duty at 4.00pm.

Friday, on duty at 9.00am with driver A. Clarke and F. Rigby who would be driver Clarke’s pilotman to Bath Green Park. We prepared for service D7068 of 83A Newton Abbot and ran off shed light engine to New Yard to haul a loose-coupled loaded coal train to Bath Green Park yard with the coal ultimately bound for Bath Gas Works. I was acting as second man to carry out rule 55 if required and we worked this train down the Bristol main line via Westerleigh and the Mangotsfield avoiding line to Bath Green Park yard. I noted that at Bath Green Park shed was BR Standard 4MT 76014 of 70F Bournemouth, 8F 48409 of 82F Bath Green Park and BR Standard 4MT 80067 of 83G Templecombe. On arrival, we were uncoupled and ran light engine from Bath to Bristol Bath Road via Mangotsfield station and the ex Midland line into Bristol and stabled the diesel on the fuelling track at the depot. There was no back working so we walked across the running lines to nearby Temple Meads to catch the next passenger train to Gloucester Eastgate. We walked back to the shed and booked off duty at 5.00pm.

Tuesday, 17th November  I booked on duty at 7.10pm with driver G. Nicholas and walked to Central station enginemen’s waiting room to await our rostered job a Pengam to Woodford Halse semi fitted freight. On arrival, we relieved Cardiff East Dock men in the centre tracks at Central station on 3826 of 86E. We worked this to the Honeybourne loops and sidings where we changed footplates and shovels with Woodford Halse men on a Woodford Halse to Stoke Gifford semi fitted freight. The train was hauled by 6815 'Frilford Grange' lately of 87F Llanelly which was standing in the south facing loops and sidings which we worked as far as Gloucester South Junction. On arrival, Horton Road men relieved us and we walked back to the shed to book off duty at 3.10am. Both engines today had steamed well with the 'Grange' being in ex works condition and a pleasure to work on.

Wednesday, on duty at 7.10pm with driver G.Nicholas and walked to Central station enginemen’s waiting room to await the arrival of our rostered job, same as yesterday with 6916 'Misterton Hall' of 2D Banbury. The engine was in poor condition with lots of clinker in the fire and was overdue for a boiler wash out with partially blocked boiler tubes so very hard work for me to make it steam. We worked this train to the Honeybourne loops and sidings where we again took over from a Woodford Halse crew on 73037 of 81F Oxford which we worked as far as Gloucester South Junction. The engine was in good condition and steamed well. On arrival, Horton Road men relieved us and we walked back to the shed to book off duty at 3.10am.

Thursday, 7.10pm with driver G. Nicholas and walk to Central station enginemen’s waiting room to await the arrival of our same rostered job. This was running late and arrived at 9.00pm with 6944 'Fledborough Hall' of 88A which we worked to Honeybourne loops and sidings. The engine was in good condition and steamed well. On arrival, we changed footplates and shovels as usual with Woodford Halse men in the south facing loops on a Woodford Halse yard to Severn Tunnel Junction semi fitted freight  with 48027of 1G. We worked to Gloucester Central where Severn Tunnel Junction men relieved us. We walked back to the shed to book off duty at 3.10am.

Friday, on the same turn with driver G. Nicholas with the train running even later arriving at Central station at 11.55pm with 5974 'Wallsworth Hall' of 86E. We worked to the Honeybourne loops and sidings with an engine in poor condition on which I had problems filling the boiler as the live steam injector kept failing but luckily the exhaust steam injector worked well enough to keep the boiler topped up. At Honeybourne we took on a Woodford Halse to Stoke Gifford freight hauled by 6956 'Mottram Hall' of 85B. We worked this to Gloucester South Junction where Horton Road men relieved us. The engine steamed well and we walked back to the shed to book off duty at 4.10am.

Saturday, we had a fifth day on the same train with loco 73091 of 85B and worked to Honeybourne sidings and loops. The engine was in good condition and steamed well. Our back working was another Woodford Halse to Severn Tunnel Junction semi fitted freight behind 3838 of 81C Southall. The engine steamed well and we worked as far as Gloucester Central where Severn Tunnel junction men relieved us. We booked off duty at 2.10am.

Monday, 23rd November I booked on duty at 4.00am with driver A. Woodward and helped to prepare 350HP shunter D4168 of 85B by getting sand from the sand house to fill up the sand boxes. We then prepared 4698 and coupled up to another Pannier Tank, 3775, on shed before departing light engines to New Yard to work to Lydney with a local freight. Our engine steamed well on the trip down the South Wales main line and on arrival Lydney men relieved both crews on both Pannier Tanks. These engines would carry out local freight work on the Coleford and Cinderford branches. We together with the other Horton Road crew walked to Lydney station to catch the next passenger train back to Gloucester Central and walk to the shed to book off duty at 11.00am.

Tuesday, Wednesday and Thursday was the same duty with the same two engines.

Friday was the same duty, but we had 9711 with the other crew having 4698. After returning to Horton Road, we were given another job by the foreman to prepare for service 7814 'Fringford Manor' and Austerity 90725 of 9J Agecroft, Manchester. We booked off duty at 11.30am.

Saturday was the same again, with our engines being 3775 and 4698. 

Sunday, on duty at 12.00 pm with driver E.Ford to prepare 6928 'Underley Hall' and run off shed light to Barnwood yard to work a train of loaded ballast wagons to Ashchurch. We moved the wagons as instructed by the permanent way gang for track reballasting in the Ashchurch area.Once all the wagons were empty we ran around the train and worked back to Barnwood yard facing tender first, were uncoupled and ran light to shed leaving the engine on 'the run' at 6.00pm for fire disposal. The foreman gave me another job to relieve the fireman on an empty ballast train in Central station with 43887. This had come from Grange Court Junction after track reballasting and we worked this to Barnwood yard. We were uncoupled and ran light to shed. Both engines had steamed well today and we booked off duty at 8.00pm.

Monday, 30th November I booked on duty at 12.00pm with driver D.Panting to prepare for service BR Standard 4MT 76052 of 2E  and ran off shed light to the now closed Barnwood engine shed to collect a number of condemned steam engines stored at this location. We ran around them and coupled up to return to Horton Road shed running tender first with the condemned engines in tow. The engine steamed well but suffered from lots of steam leaks on the pipe joints and we booked off duty at 8.00pm.

DECEMBER 1964

Tuesday, 1st December on duty at 12.00pm with driver G. Nicholas to prepare 44829 of 2E and 6908 'Downham Hall' of 82E and booked off duty at 8.00pm.

Wednesday, on duty at 12.00pm with no booked driver and waited in the shed enginemen’s mess room. A long boring day followed as no work was available and I booked off at 8.00pm.

Thursday, booked on at 10.45am with driver D.Cadmore and walked to Central station enginemen’s waiting room to await the arrival of our rostered job a Banbury to Llanwern Steel Works fully fitted loaded iron ore train. We relieved Banbury men in the centre tracks at Central station on 92209 of 88A and worked as far as Severn Tunnel Junction where Newport Ebbw Junction men relieved us. The engine steamed well but had a build up of clinker on the fire grate. With no back working, we walked to Severn Tunnel Junction station and caught the next passenger train back to Gloucester Central before walking to the shed to book off duty at 6.55pm.

Friday, on duty at 12.10pm with driver A. Jenkins as spare on shed to await instructions in the enginemen’s mess room. We were given a job to prepare for service 73091, 48558 of 8B Warrington Dallam and 92114 of 9D Newton Heath and booked off duty at 8.10pm.

Saturday, I booked on at 12.10pm with no booked driver and waited for instructions in the enginemen’s mess room. I was given a job by the foreman to prepare 4F 44334 of 15E Coalville with driver J. Twaite -  known as Mr Treacle - a top link driver who expected to be driving a three car DMU on a Cheltenham St James  to Cardiff General passenger. However, the DMU had failed so it was going to be a rare steam working from Gloucester Central to Cardiff General instead! We ran light engine off the shed to Central to couple up to four passenger coaches as a replacement service calling at the following stations: Lydney, Chepstow, Caldicot, Severn Tunnel Junction and Newport High Street before arriving at Cardiff General. Driver Twaite was not a man of many words but he did turn the steam blower on to draw the fire and at Severn Tunnel Junction he decided we needed to top up the tender using the station's water column. So I scrambled over the top of the tender and onto the back to put the water column bag into the filler hole. The steam blower was still on, the safety valves were blowing off, and as I stood on top of the tender, I could see the water gauge gradually lowering due to the safety valves wasting steam. As soon as I got back onto the footplate, I put the injector on to stop the engine blowing off and to top the boiler up. Luckily for me the rest of the journey was on the flat and on arrival at Cardiff General the Cardiff East Dock men who relieved us were not impressed with this unusual engine. We stayed on the engine to give them guidance taking the empty stock to Canton carriage sidings. The engine was in good condition, steamed well, and was complete with large yellow stripe across the cab side number having had a recent works visit. We left the engine with the Cardiff men and reported to the foreman at Canton depot who told us to travel back to Gloucester as passengers. Therefore, we walked to Cardiff General station and caught the next passenger train to Gloucester Central. It was a good job that one of Horton Road's worn out Fowler 4F's did not work the train as that would have been a challenge and a rough ride to South Wales. We walked to the shed and booked off duty at 10.15pm after an unusual day!

Monday, 7th December I booked on duty at 4.30am with driver H. Harding to prepare 6995 'Benthall Hall' of 85A and ran off shed light engine tender first to Barnwood yard and coupled to a loaded ballast train to Ashchurch  for reballasting work in the area. We moved the wagons as instructed by the permanent way gang and gradually the wagons were unloaded when we ran around the train, coupled up facing engine first and worked the empty wagons to Chepstow yard. On arrival we were uncoupled and ran light to Severn Tunnel Junction shed. The engine was in poor condition with dirty boiler tubes and did not steam that well. I noted on the shed Collett 0-6-2T 5665 of 88F Treherbert and English Electric Type 3 diesel D6856 and Brush Type 4 D1756 both of 87E Landore. There was no back working so we walked to Severn Tunnel Junction station and travelled back to Gloucester Central on the next passenger train, then walked to Horton Road shed and booked off duty at 2.00pm.

Wednesday, on duty at 4.30am with no booked driver as spare on shed and waited for further instructions from the foreman in the enginemen’s mess room. He gave me a job to prepare for service 44804 of 16C Derby and I booked off at 2.00pm.

Thursday, another 4.30am start with driver D. Green as spare on shed and awaited instructions from the foreman in the enginemen’s mess room. We were given a job to prepare 3745 and ran off shed light to New Yard to work a loose-coupled mixed freight for Cheltenham St James yard. The engine was in poor condition with steaming problems and we struggled to Cloddymore Bridge, Cheltenham. We then had to stop due to low boiler pressure to have a 'blow up' with the blower on and to help get the steam pressure up I used the fire irons to try and get some life into the fire. Cloddymore Bridge was a well-known stopping place for trains that were in trouble as it was the last place you could stop before blocking the nearby Lansdown Junction. After about a five minute wait to get the boiler filled and a good steam pressure we continued on to St James yard. On arrival we uncoupled and returned to Horton Road shed light engine bunker first. We booked off duty at 12.30pm.

Friday, I booked on at 4.30am with driver W.Crowther to prepare D3989. Acting as second man, we ran light engine to New Yard to couple to a transfer freight to Over Docks Branch Sidings. We then worked another transfer freight back to Gloucester New Yard where we uncoupled and worked a transfer to Eastgate yard. We shunted the yard and made up a transfer freight for Barnwood yard and then ran light engine to Horton Road shed. An additional responsibility for the second man on this type of diesel shunter was to keep the engine supplied with sufficient fuel. I pumped fuel from the main tank into a subsidiary tank using a hand pump situated in the cab, which I monitored on the fuel gauge. We booked off duty at 12.55pm.

Saturday, at 5.00am with driver D.Mant our rostered job was to prepare for service 43887 and run off shed light engine. We ran over Tramway Junction and down the South Wales main line travelling tender first to Lydney yard where we coupled to loaded ballast wagons bound for Worcester. On the journey back up the main line we got as far as Grange Court Junction where we had to stop due to low boiler pressure as the engine was suffering from dirty boiler tubes. While I attended to the fire and filled up the boiler with water, my driver left the engine to walk to Grange Court Signal Box to report its failure and request a replacement at Gloucester. With the boiler filled and good steam pressure, we continued to Gloucester Central and arrived in one of the middle tracks pleased to see a replacement engine waiting. We were uncoupled and changed footplates with Horton Road men on the replacement, 48474 of 2A, then coupled up to the ballast train with the 4F being run light engine to Horton Road shed. We continued without further problems as the engine was in good condition and steamed well to Worcester. We ran back to Gloucester light tender first and stabled the engine on 'the run' at the shed for fire disposal and booked off duty at 5.40pm.

Sunday, I booked on at 5.00am with driver P.Martin for our rostered job to prepare Brush Type 4 D1725 of 82A with me acting as second man and travelled light engine to New Yard where we coupled up to a loaded ballast train for Standish Junction. We ran down the Bristol main line to Standish Junction and moved the train to various sections of track as instructed by the Permanent Way department. When the wagons were empty, we ran around the train and coupled to return to Gloucester New Yard. On arrival, we were uncoupled and ran light to shed where we booked off duty at 3.00pm.

Monday, 14th December I booked on duty at 5.40pm with driver W. Green and walked to Central station to catch the next passenger train to Stroud. On arrival, we relieved Horton Road men on 6113 of 85B in the station's bay platform. We shunted the nearby yard including moving wagons in and out of the goods shed before running light to Brimscombe shed to act as the banking engine for Sapperton incline. We assisted at the rear of two freight trains to climb up the Incline and returned each time light  to Brimscombe engine shed. We then returned to Stroud station bay platform to await relief by Horton Road men who were arriving on the next passenger train from Gloucester. The engine was in good condition and steamed well on these familiar well-suited duties. We returned to Gloucester Central on the next passenger train and walked to the shed to book off duty at 5.40am after a long shift!

Tuesday, on at 5.40pm with no booked driver as there was a twelve-hour rest between shifts. I waited in the shed enginemen’s mess room for further instructions and the foreman gave me a job to walk to Gloucester Eastgate yard to act as second man on D2196 with driver S.Greatrix. We worked a transfer freight from Eastgate yard to Barnwood yard and then uncoupled and ran light engine to Horton Road shed. We booked off duty at 1.40am.

Thursday, booked on at 3.50pm with driver I. Smith and walked to Central with another Gloucester crew to travel to Lydney on the next passenger train. On arrival, we walked to the nearby yard to relieve Lydney men on 4698, which had been working the Cinderford branch during the day. The other Gloucester crew would also relieve Lydney men on 8745, which had been working the Coleford branch.. Our engine shunted Lydney yard and goods shed including making up the return Lydney to Gloucester New Yard local freight. Both engines coupled up together to work the train to New Yard and on arrival both engines still coupled  travelled light to Horton Road. Our engine did not steam that well and was in poor condition. On shed the foreman gave me another job to prepare 1011 'County of Chester' of 82C Swindon. This was the last of its class still in service and was rostered to work to Leamington Spa as engine and guard's van to collect a freight train and work it to Swindon yard. We booked off duty at 11.40pm.

Friday, on duty at 4.00pm with driver R. Merret and walked to Central station enginemen’s waiting room to await the arrival of our rostered job, a Cardiff Tidal sidings to Whitemoor yard, March fully fitted express freight. On arrival, we relieved Horton Road men in the centre tracks at Central station on 92126 of 15C Kettering. The engine was in good condition and steamed well and we worked this train to Bromsgrove where Saltley men relieved us. We then waited in the enginemen’s cabin at Bromsgrove for our back working, a Washwood Heath to Stoke Gifford semi fitted freight. On arrival we relieved Saltley men on 48363 of 16A Toton and worked this to Gloucester South Junction where we were relieved by Bristol Barrow Road men. This engine was in good condition and steamed well on this duty. We walked back to Horton Road shed to book off duty at 12.00am.

Saturday, I booked on duty at 4.51pm with driver E.Badhams and walked to Eastgate station to await the arrival of the northbound 'Cornishman' express passenger from Penzance. On arrival we relieved Bristol Bath Road men on 'Peak' D42 of 82A. With me acting as secondman, we worked to Birmingham New Street station where Saltley men who would work the train as far as Sheffield relieved us. We caught the staff shuttle bus outside the station to Saltley shed to find that our rostered engine 48731of 9F Heaton Mersey was ready for service. We ran off shed light engine tender first to the nearby Washwood Heath yard to collect a loose-coupled loaded coal train. We worked this out through the Birmingham suburbs to a stop at Blackwell at the top of the Lickey incline to have some of the coal wagons brakes pinned down by the brakeman before descending the incline. We descended in an orderly way and stopped at Bromsgrove for the wagon brakes to be unpinned. Freight trains had clear track for four miles Bromsgrove to Stoke Works Signal Box in case of braking problems on heavy loose-coupled trains with the driver required to warn the signalman if the train had braking problems by sounding the engine's whistle. We continued with the train as far as Gloucester South Junction where Bristol Barrow Road men relieved us. We then walked back to Horton Road shed to book off duty at 2.51am.

Monday, 21st December I booked on duty at 1.00pm with driver C.Osbourne and walked to Central station to travel as passengers to Cardiff General. We walked to Canton depot to wait in the enginemen’s cabin by the side of the Cardiff to Swansea main line for the arrival of a Neath to Whitemoor  fully fitted express freight. We relieved Neath men on Black 5 45205 of 10F Rose Grove and worked the train to Gloucester Central where we were relieved by Horton Road men. The engine was in good condition and steamed well, we walked back to Horton Road shed and booked off duty at 9.00pm.

Tuesday, on duty at 2.00pm with driver G.Nicholas and walked to Central station enginemen’s waiting room to await further instructions from Area Traffic Control. We were given a job to relieve Newport men in the centre tracks at Central station on a Newport Ebbw Junction to Yarnton Oxford loose coupled loaded coal train. Our engine was snow plough fitted 8F 48311 of 55B Stourton and we worked this train to Swindon stopping at Brimscombe for assistance from the banking engine up the Sapperton Incline. The engine was in good condition and steamed well and on arrival at Cocklebury yard we were relieved by Oxford men. With no back working, we walked to Swindon station and travelled back on the next passenger train to Gloucester Central and booked off duty at 10.00pm.

Wednesday, I booked on at 10.30am with driver F.Mills and walked to Central station enginemen’s waiting room to await the arrival of our rostered job a Soho Birmingham to Cardiff fully fitted empty petrol tank train. On arrival, we relieved Worcester men on 48311, the same engine as yesterday! I noted passing Severn Tunnel Junction Brush Type 4 D1712 of 82A, 2-8-2T 7210 of 86G Pontypool Road and 0-6-2T 5673 of 88B Radyr, also 2-6-2T 4158 of 2A Tyseley Cardiff and 45205 of 10F Rose Grove, my engine from Monday! We worked this train to Cardiff General where we were relieved by Cardiff East Dock men. Our rostered back working from Neath to Whitemoor was cancelled. Therefore, we caught the next passenger train from Cardiff General to Gloucester Central and booked off at 8.30pm on Horton Road shed.

Thursday, on duty at 9.30am with driver A.Woodward to prepare 2242 and ran off shed light to New Yard to work a semi fitted local freight to Sharpness. We worked this without any stops down the Bristol main line to Berkeley Road before travelling down the branch to Sharpness. On arrival, we shunted the yard including making up the return freight to New Yard. We ran light engine to the now closed Sharpness station to use the water column to fill up the tender and then returned to the yard to couple up to our train now facing tender first. We stopped on the branch at the now closed Berkeley station siding to collect a loaded nuclear waste flask wagon, which was at the head of the train next to the engine. We continued back up the branch and onto the main line taking the ex Midland line into Gloucester and stopped at Eastgate yard where we shunted leaving some of the wagons including the nuclear waste wagon. We then worked the remainder of the train to New Yard where we were uncoupled and ran light  to Horton Road shed. The engine was in good condition and steamed well on this type of work and we booked off duty at 4.00pm.

Friday, 25th December to Monday 28th December, Christmas break and rest days.

Tuesday, 29th December I booked on duty at 10.25pm with driver G.Nicholas and walked to Central station enginemen’s waiting room to await the arrival of our rostered job a Llandilo to Woodford Halse semi fitted freight. We relieved Cardiff East Dock men on 3816 of 87A Neath. The fireman informed me the engine was not steaming very well and on opening the fire hole door I could see the fire was full of clinker with the boiler tubes looking partially blocked over the brick arch and thought this was going to be a rough trip! We struggled to get to Honeybourne with the engine failing to make and retain a good steam pressure even with my driver helping me with the firing. We stopped seven times en route for a blow up to fill the boiler with water to get sufficient steam to continue the journey. On arrival at the Honeybourne loops and sidings my driver walked to the signal box to contact Area Traffic Control and fail the engine. Control informed him to leave the freight in the loops and sidings and return to Horton Road light engine. We were uncoupled and travelled light tender first to Horton Road - it was cold with a low tender! On arrival, my driver spoke to the shed foreman to report the condition of the engine, which was unfit for traffic - previously I had no steaming problems with this class of engine and booked off duty at 7.45am.

Wednesday, on duty at 10.25 pm with driver G.Nicholas and walked to Central station enginemen’s waiting room to await the arrival of our rostered job a Severn Tunnel Junction to Woodford Halse loose coupled loaded coal train. We relieved Severn Tunnel Junction men on Austerity 90471 of 41D Canklow, Sheffield. We worked the train as far as Cheltenham Malvern Road station where the junction signal dropped to divert the train into the loop line to let an express freight pass. The loop was on a slight incline so when the signalman dropped the signal for the loop to rejoin the main line my driver could not get the train moving despite lots of wheel spins. My driver then left the footplate to report the problems to the signalman and to request Area Traffic Control to provide an assisting engine to get the train out of the loop. Following a long wait, an ex LMS 8F from Horton Road shed turned up light and coupled up to our engine at the head of the train and we now left the loop with no further problems running double-headed to Honeybourne. On arrival there , the assisting 8F was uncoupled to return to Horton Road light engine with our engine remaining on the train, in reasonable condition and steaming well. We changed footplates including the shovel as usual with Woodford Halse men in the south loops and sidings on a Woodford Halse to Stoke Gifford semi fitted freight with 44771 of 1F Rugby. We worked this train as far as Gloucester South Junction where Bristol Barrow Road men relieved us. The engine was in good condition and steamed well. We walked to Horton Road shed to book off duty at 11.00am.

Thursday, 31st December I booked on at 10.25pm with driver G. Nicholas for our rostered job a Woodford Halse bound freight, which was not running. Area Traffic Control gave us another job to walk to Gloucester South Junction enginemen’s cabin to await the arrival of a Hookagate yard, Shrewsbury to Wootton Bassett exceptional load of long welded rail track on bolster wagons and I was able to retain the 'special notice' sheet. On arrival, we relieved Worcester men on 48219 of 16E Kirkby in Ashfield and worked this train at a maximum speed of 25mph to Stoke Gifford where we were relieved by Barrow Road men. The engine was in good condition and steamed well on this unusual working. With no back working, we caught the staff mini bus to Temple Meads to catch the next passenger train back to Gloucester Eastgate. We then walked to the shed and booked off duty at 9.00am.

Continued on '1965' page