In Part 1 of this story, I described the preparation of Peak Rail's 0-6-0T WD150 'Royal Pioneer' (Pictures) for a typical day's work.
Once preparation is complete, the first two hours in traffic, from 8.30 a.m. to 10.30 a.m., are generally devoted to Driving Experience Courses, described below.
Driving Experience Courses (also marketed under various similar names) allow an unqualified person to enjoy the experience of handling a steam locomotive under the supervision of a qualified driver. The idea really 'took off' in 1992 when Birmingam Railway Museum introduced courses which included driving a 'Castle' class locomotive on the short Demonstration Line. These proved so popular that other preserved railways started to offer similar opportunities. I was involved in the Birmingam Railway Museum courses for a number of years and I recently made a return visit during the 'Tyseley 100' celebrations. I've subsquently been 'Instructor Driver' at the Battlefield Line, the West Somerset Railway and, latterly, at Peak Rail. This has involved many different locomotives, varying from the diminuitive Peckett saddle tank 'Kilmersdon' to the world-famous 'Flying Scotsman'.The usual format for the Driving Experience at Peak Rail is where the Trainee joins the qualified driver and fireman on the footplate for either one or two hours. During that period, the Trainee drives and, if they wish, fires a light engine, under supervision, on a number of return trips between Darley Dale and Matlock Riverside. Candidates must be adults and they are mainly men but we are always delighted to welcome ladies. Reasonable physical health is desirable but the demands are not too onerous - the worst part is perhaps climbing onto the footplate from ground level. Trainees' backgrounds vary widely, from committed lifelong steam enthusiast to just a general interest. Some trainees are fascinated by the art of firing, some only want to drive. Some trainees want a lot of technical explanation, others like swapping anecdotes. As far as possible, we try to adapt each course to the individual trainee's preferences. I've tried to give a general flavour of a typical course below.
"Am I in the right place?" asks a man, already in overalls, as I cross the road between the loco yard and Darley Dale station around 8.20 a.m. Introductions are made. The trainee is accompanied by his wife and the experience is a present from his family to celebrate his 60th birthday. Whilst we're chatting, the official Peak Rail 'Meeter and Greeter' arrives, loans suitable Personal Protective Equipment to the trainee, issues the Train Staff (which will allow the locomotive to run on the single line from Darley Dale to Matlock) and looks after the trainee's wife. By the time we're back at the locomotive, the fireman is ready to leave so further introductions are made when the trainee has clambered onto the footplate. A footplate is a dangerous place, so warnings are issued about the various risks - burns, scalds, slips, trips and falls. There can be a lot of coal dust blowing around so eye protection is available. Like most of our trainees, today's visitor has a general interest in railways and has long harboured an ambition to drive a steam locomotive.
When suddenly presented with the mass of controls within the cab and the heat and smells of the footplate, the prospect of driving can seem a little daunting, but we try to simplify the process. "Let me move the engine onto our running line while you watch, then I'll explain the driving controls and you can take over. I'll be right behind you all the time". First movement of the day is always important. During preparation, the driver will have thoroughly examined the locomotive but movement will offer a host of further clues as to the condition of the engine. Every noise needs to be identified and each wisp of steam analysed to satisfy the driver that the engine is in a suitable condition for the work to be done. We slowly move towards the points giving access to the running line, where a set of trap points, currently in the 'throw-off' position, are set to deposit the locomotive 'in the dirt' if we fail to stop. Having explained this to the trainee, I usually add "so we'd better see if we've got a brake" as I make an initial application of the steam brake. At this stage, the fireman has not always obtained full boiler pressure - not a problem as long as the driver allows for the resulting reduced brake force. Having stopped just short of the traps, the fireman climbs down with the Train Staff which will unlock the ground frame, allowing the running line turnout and the traps to be set so as to allow the locomotive to leave the yard.
Once the fireman signals that he's set the road, I visually check the position of the points, then move the engine forwards onto the running line just clear of the points. Then I wait for the fireman to restore the points and signal that he has retrieved the Train Staff, before setting the engine back level with the ground frame, to save the fireman a walk. When the fireman is back on the footplate, with the single line staff, the trainee is ushered into the space between the right hand cab sheet and the reverser. "Right, now it's your turn. There are three driving controls you have to worry about to start with - reverser, regulator and brake. The other bits and pieces we'll introduce later".
"This lever is the reverser. Standing straight up is called 'Mid-Gear'. You shouldn't really call it 'Neutral', because the way valve gear on a locomotive works isn't like a gearbox on a car. Push the lever forward to go forwards, pull it back to go backwards". I demonstrate and make sure the trainee is happy. We always start in 'Full Gear' to generate maximum torque. This is because we may have stopped with either cylinder on 'dead centre', in which case the initial movement relies upon the other cylinder. 'Full Gear' helps to ensure that the locomotive does not get stuck. Once in motion I'll get the trainee to 'Link-Up' by adjusting the reverser to cut the steam off earlier in the piston's stroke.
"This L-shaped handle is the regulator, which allows steam out of the boiler into the steam chest to make the engine go. The handle moves in an arc so as to rotate the regulator rod which passes through the boiler and works the actual regulator valve mounted in the dome up there on top of the boiler. As you move the regulator, first you take up the slack in the system, then it gets a bit hard to move because you're trying to slide a flat regulator valve across a port face against the steam pressure holding the valve pressed against the port face. You may find it easier to control if you use both hands. You should avoid pushing hard and getting a wide regulator opening as this'll make the engine take off like a jackrabbit, which wouldn't be very comfortable for any of us. It's worth taking your time and just going nudge - nudge - nudge. Make tiny movements until you find the point where you hear steam start to flow. Then, nudge a little further until you hear a 'click' from the front of the engine as the steam valves 'seat' and that's enough to move the engine away. Once the engine starts to move, wait and see what effect your regulator opening produces then, if necessary, make another small adjustment. It sounds a bit long-winded but you'll soon get the feel of it and, this way, you'll make a gentle, professional start. Now, although you should always be very gentle opening a regulator, shutting it prior to stopping is just the reverse. Once the regulator valve is opened, the effect of steam on the valve is to prevent the valve from shutting properly. So don't mess about - bang the regulator shut very firmly and make sure the regulator handle is firmly against the stop at the end of the Regulator Quadrant. That way, you know the steam supply is cut off".
"This little handle, with the ratchet, is used to apply the steam brake to stop the engine. Even without a train, this engine weighs around 50 tons when full of coal and water. That's more than a juggernaut going down the motorway. When you shut off steam, the engine usually keeps on rolling, so the most important control is the Brake. A vacuum brake system has been fitted, so that we can work passenger trains, but for non-passenger work, the locomotive itself has a graduable steam brake. You'll be using the steam brake. Move the little handle towards you and steam is admitted to the brake cylinder under the cab. The steam forces a piston down the cylinder and a piston rod (connected to the piston) actuates the brakes. If you keep your finger curled round the brake trigger, you can release the brake, run on a bit, and brake again, slowing down nice and gently. Once you've stopped, letting go of the trigger lets the pawl engage on the ratchet so as to keep the brake applied, preventing further movement. To release the brake, squeeze the trigger and push the handle away from you." Depending upon the trainee and their level of interest, I'll probably talk a lot more about braking.
Now it's time for the trainee to move the engine so, as well as the functional instruction, we talk a bit about operational requirements to make things safe. "First, decide which way you're going and put the reverser in the proper position. Before you release the brake and think about moving, you need to be sure it's safe to move, so lean out and have a good look round the engine. You can't see the other side of the engine, so the fireman will check that side and let you know it's clear. Finally, we'll give a little whistle to warn anybody who's out there, but we can't yet see, that we're about to move". Having gone through this procedure, the trainee releases the brake and carefully opens the regulator. They're often surprised at just how much effort is required to move the regulator handle but the engine is soon moving and gently accelerates without further adjustment of the regulator. "It's 'Be kind to Firemen Week', so we're going to move the reverser back towards mid-gear a couple of notches to use the steam more efficiently". Once this is achieved, I explain how the 'Linking-Up' they've just accomplished will use less steam, because the cut-off of Live Steam now occurs earlier in the piston's travel, allowing the steam to be 'expanded' (extracting more useful work) before being exhausted through the chimney. This will use less water, less coal and consequently make the fireman's job a little easier. Then, I briefly explain the role of the Cylinder Drain Cocks, in making sure that condensate is purged from the cylinders on starting away and the trainee closes the cocks and concentrates on keeping a good lookout. We comply with the various 'Whistle' boards on the way to Matlock, and carefully observe the associated crossings.
After a few minutes, we're making our approach to Matlock Riverside and the trainee has an opportunity to practice the use of the steam brake to make a gentle, controlled stop in the platform.
The rest of the time proceeds in a similar way, trundling between Matlock and Darley Dale. Sometimes we take the run-round loop at Matlock to give extra practice stopping, with an opportunity to examine (and operate) the Ground Frame. Sometimes we discuss the design of the locomotive. As I explained at the beginning, we try to give each trainee the best possible experience. Sadly, what we can't do is overrun on time. Either there's another driving trainee waiting to get on the footplate, or we've to make sure there's sufficient coal in the bunker for the rest of the day, enough water for the time being and it's time to get onto the coaching stock for the first scheduled train. In the steam heating season, we need to be coupled-up well ahead of departure time to get the carriage warming started.
Where possible, we offer the trainee a footplate ride on a passenger train. They're often surprised at just how busy both driver and fireman are once we're in traffic, rather than pottering about light engine!
