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Steam Locoman’s Course
by John Roynon

There are those of us that visit Langport every year and can only admire at a distance those who conduct steam traction. I had always wanted to be at the controls but have never yet succeeded and having an interest in all things steam ,especially the Great Western Railway, I recently completed the second of three of the Driving Experience courses offered by the West Somerset Railway.

The WSR offer a series of courses , the first of which is a Taster Course for a half day and “is a practical introduction into the mysteries of the steam engine and its operation” I undertook this course two years ago as a present from my wife and in-laws.The half dozen of us that took part assembled at Bishops Lydeard Station and were duly introduced to our instructor and had explained to us (along with the dreaded Health & Safety rules) what the course would entail. We were to ride on the footplate of the ex GWR small Prarie loco No5553 and run down the length of track between Bishops Lydeard station and Norton Fitzwarren -
a length of track that did not see regular operational traffic.( Incidently I believe that this engine was the last out of the famous Barry Scrapyard and is owned by pop impresario and railway enthusiast Pete Waterman ) Having then proceeded to the footplate itself we had demonstrated to us the controls which on Great Western locos are pretty much standardised. (Perhaps I should explain that on Great Western railway engines the regulator is on the right-hand side whereas the other pre-nationalisation companies and Brtitsh Railways the regulator is on the left) We then each had a chance to drive and fire up and down the length of track stopping and starting on the orders of our instructor. The actual experience of driving was unlike anything else I had previously tried and “fired” my enthusiasm to undertake the more comprehensive course.

In November 2008 I was once again on the West Somerset Railway for the second of the driving courses, this time at Minehead station. At this time of year the line is closed to normal traffic for maintenance etc so the driving courses can be run over a longer length of operational track - this time we were to drive and fire over the ten mile length between Minehead and Williton. Presenting ourselves at Minehead station at 7.30.am on a nice clear day suitably attired in boiler suits and stout shoes, we were welcomed with a cup of tea and had the outline of the day explained to us. Trooping down to our locomotive for the day we discovered it to be West Somerset ’s own rebuild of a former Barry Scrapyard tank engine that they have converted into a 2-6-0 tender engine No 9351, quite a bigger beast than that used for the Taster course. Our first task was to help prepare the engine for operation, although it had been in light steam overnight. Armed with a bucket of paraffin and suitable oily waste we were instructed to clean the motion below the running plate - result a pair of oily shirt cuffs for the rest of the day.! Others also oiled round - removing the corks in the connecting rods and motion and climbing down into the pit under the loco to oil the big ends etc.

When all was in order we all mounted the footplate to have explained to us the controls - again it was very much the same as the smaller Prarie tank. A careful explanation was given of the need to check that sufficient steam pressure had been raised before we attempted to move off and that the vacuum gauges (two) were showing the correct levels. As only two of us were to be on the footplate the four others retired to the guards van. (Ours was a goods train comprised of eight vans and wagons plus a guards van at either end.) The two instructors then explained our specific duties. The fireman had to ensure that sufficient steam pressure had been raised before we set of as he then had to operate the steam injector to pump water from the tender up to the engine’s boiler. Likewise he had to ensure that that sufficient coal had been pulled forward in the tender to shovel into the firebox when required. The instructor was particular in explaining that each class of locomotive (and sometimes individual engines in that class) have their own preferences as to how they need to be fired. In our case 9351 preferred to have coal positioned right under the fire hole door at the front and down each side but not too much in the middle !

Having checked that all was in order we then ensured that the way was clear and set for us to vacate the siding onto the main Minehead yard ( with much hissing as we ejected surplus water from the cylinders). The actual movement required on the regulator was very little as we needed only to be at walking pace at first to clear the yard, pick up the token from the signal box and observe that the lights were in our favour to cross over the level crossing immediately outside the station.

Perhaps I should explain that the driving technique was unlike anything else I had previously tried and there were a whole new collection of names to conjur with. Reverser ( which not only put the engine in reverse) but selected how much steam was sent to which side of the pistons) injectors,ejectors , brakes (which were worked by vacuum etc). The exact order in which the controls were operated took a good deal of concentration and whilst you would probably in time react automatically in the same way as you drive a car - this was all pretty novel to me!.

Pulling away from Minehead towards Dunster we gradually accelerated and I was so bold as to ask the instructor what speed we were travelling at - was it perhaps 40-50 m.ph.? Oh no! was the swift reply - only the maximum permitted speed of 25m.p.h. I would add that the actual sensation on the footplate was quite smooth and not at all noisy - a tribute to the state of the track and the maintenance of the loco. (We were travelling tender first which seems quite odd - rather like driving a car at speed in reverse as you automatically looked forward to see what the train behind you was doing!)

As we progressed , keeping a regular look at the controls ,vacuum levels ,steam pressure etc, we noticed on the track ahead of us no end of pheasants sitting on the rails. They appeared to take no notice of us and only moved when in inches of pheasant Armageddon. It was apparently the mating season and they had other things on their minds!

Whilst the track would seem to all intents and purposes to be quite level it does in fact rise and fall quite appreciably and anticipating the upgrade and fall is part of the job for both the fireman - who has to ensure that the water level showing on the sight gauge is up to the correct mark and also making sure that the fire has been made up to anticipate the harder work that the engine will need to do on the upgrade. Likewise it is fireman’s job to “read” the track and warn the driver of signals, warning signs re speed limits and approaching stations etc. The driver meanwhile must be conscious of his train behind him and drive so that there is no undue snatching of the couplings etc. (The guard does in any event tend to ensure that the train is kept taut by judiciously applying his wind-on brake) The image of boiler suited individuals nonchalantly leaning over the cab-side is not correct!

We passed through Dunster Station, halted at Blue Anchor where we had a short stay whilst we awaited clearance to proceed to Williton. (Permission has to be given by the respective signal boxes before the token can be released to enable the train to proceed) Whilst we were waiting one of my fellow course members achieved a life-time ambition by begging some coal and lighting both the coke stoves on the two guards vans - a nice warm fug ensued for the rest of the day for those of us not “on duty”

From Blue Anchor we moved off through Washford and on to Watchet. Both stations we passed through at reduced speed - Watchet is approached from the Minehead direction via an elongated s-bend with quite a fall and subsequent rise in gradient. From Watchet to Williton we travelled at reduced speed controlled by the signals and the tight bend by Doniford Halt. There were also engineering works taking place at Williton meaning that we had to proceed with caution and sound the whistle to be acknowledged by the track crew. At Williton itself the engine was detached and taken round to other end of the train for the return journey. The exercise of climbing down between engine and guards van to couple-up was far more difficult than imagined as the vacuum pipes are heavy and take on a life of their own when you try to couple them up - professional help needed here.

On the return journey in the guards van (“on the cushions”) ths sensation was altogether different. The guard has to keep a constant watch on the train ahead and also ensure that the vacuum reading in his van stays at a n acceptable level etc. The ride compared to that of a passenger carriage is of course much harsher but nevertheless very pleasant . Our guards vans were respectively Southern and Midlands regions origins which meant that they had a balcony at either end - preferable for our course as most of us spent the time outside on the balcony when not on the footplate. I would add that the atmosphere standing on the balcony just trundling along in the falling light on the last trip to Minehead with just the glow from the firebox in the locomotive ahead and the clanking of the occasional coupling and clicking of the wheels over the rail joints was very memorable. We made three trips between Minehead and Williton so that everyone drove one way and fired likewise in one direction. On our return to Minehead we had to “dispose” of the engine ,the train having been pulled away by the Minehead diesel shunter. Disposal means ensuring that the locomotive is placed correctly in the yard over the pit for removal of ashes etc all lamps extinguished and removed to their rightful place, footplate washed down.