Surprise is far from the word when the grapevine started through gossip, Internet and mags about a Western making a triumphant return to the mainline. It always made me think that April fools was a continuing long lasting joke. So I had to see it to believe it and it sure did happen. Of course even the first time I saw the mule at Bristol Temple Meads on a very cold 23rd February 2002 I had to do a double take. But sure enough there she was and sounding very nice, never mind her slender looks!
I’m not going to dwell on much of the surprise of her return to the mainline as this has been well documented elsewhere and of course here on the DTG site. But I’m sure glad to see the old girl back! Surprised being later that year of 2002 when I along with Nick Edwards were summoned to Old Oak Common to learn the mule for instructing and driving. I had to think very long and hard about this, as the thought of driving a western on the mainline, could easily bring on the need of a visit to the mental asylum/hospital, but seriously I was thrilled to have been asked and who said dreams don’t and can’t come true! There was two drivers at Bristol trained on the mule, however both of them left the company for their own reason.
These two were swiftly replaced by another two drivers and then I was added for the purpose mentioned above and also to cover for them, if they were on leave or insufficient route knowledge. Of course not all drivers at Bristol went everywhere, so I guess selection was based on likely routes the locomotives was to work. My route knowledge was pretty good as Rail Express Systems invested a lot of money for driver’s route knowledge. We travelled up from Bristol to London early in the morning at 0830, well that’s early for me (government should ban working earlier than 10am). Also joining us on the course were two Acton drivers, Pete List and Paul Stewart. We all met up with the DTG’s very own Steve Wainwright, who was our instructor for the next two days, 5th and 6th December. So on the first day we all introduced ourselves and cracked on with the task to hand and that was for Steve to train us all on the thousand.
Steve gave us all handouts and explained to us all the process that would take place over the next few days regarding the timetable of training. You will have noted that I have only mentioned two days so far, however there is a third day, that being 7th December when we would all during the course of the day do our practical handling on the locomotive. I will talk about that more later on. Back to day one and after being giving the timetable of what was to happen, we concentrated on classroom based work, studying the handouts that Steve provided looking at the various equipment, what it means to a driver (if any), what it does, if we need to know about it. It was mind blowing to what I have been use to in the past, but still very informative and indeed interesting. Again not wanting to bore anyone as this informative information is also shown on this website. Day two was putting the classroom knowledge into practise, by looking around the locomotive identifying the components, walking around the locomotive inside and outside.
Part of the condition of the mule to the mainline is that we don’t learn fault and failures or indeed prepare the locomotive. These jobs are for the many travelling fitters that are dedicated members of the DTG. Steve did however, gives us some hints and tips about what to look for. Nick and I was also shown the pre-heaters and how to operate them, for our own interest Steve also describing at what point the engine(s) can be started, Steve stating that we must start the remote engine first, for those that want to know the reason, is straight forward (even I understand it) the RPM gauge in the cab is for the engine nearest to that cab, and therefore if that engine is running, there maybe a good chance that the remote engine may not be heard starting, few, think I got it! Now already having been shown around the outside of the locomotive and discussed the inside a little bit, we turn our attention to the cab(s). Steve showed us the cab layout, explaining the modifications made, also explaining the driving controls and the importance of the Straight Air Brake valve and of course the Tooth on Tooth. The straight air brake being very slow at applying and releasing, so the warning was duly given. We saw the fault lights, all showing blue under normal conditions, and glowing red under fault conditions. It was not just the case of the main fault lights on the driver’s side, as in the locomotive you have a row of faults on the secondmans side.
It was sure a relief seeing all the lights blue, apart from the A and B engines showing red, well we haven’t started her up yet! Apart form the pre-heaters and a few other things that have to be done, such as BIS for instance, before a start up can be achieved, the main item in the cab that has to be moved is the ESIS, otherwise she wont run. The ESIS switch is applicable in each cab for the respected engine, so being in A end, you have to proceed to B end and switch in too. So now we have started our engines, all fault lights are now blue, the compressor runs, building up the air and all components running normally, she sounds sweet ticking over, and starting her was unbelievable, just an amazing locomotive. We completed various static testing of the braking equipment, looking at the switch panel, finding marker light and tail light switches, and you could do with a neck like a giraffe to look down finding the correct switches. Next was to have a little drive within the depot just to get the feel for the locomotive and how she performs. as a light engine. Of course our ultimate performance test will be the next day on Saturday 7th December when she worked tour 6 The Western Sunset, again more on that later.
What I found strange was opening the power handle, when the RPM slightly falls along with the engine pitch, before picking up and moving. Stopping was fun, as described above the straight air brake being slow to apply and release. But none the less, she had to be stopped and we did so, much to the relief of Steve. We only had the opportunity to drive within the factory area of Old Oak Common, as our mainline drive and final passing out of the traction was the next day. Due to the charges by Network rail for track access, practical handling is now normally dealt with at the first opportunity from the static train date. Now with everyone happy by the standard of Steve’s training it was time to go home and let all his information sink in, whilst at the same time looking forward, with a little bit of nerves, for the next day’s practical training and final passing out as a qualified thousand driver. So now to Saturday 7th December 2002, I was notified of my duties and with no surprise I received a text message requiring me to book on duty at 11.33 until 20.11, which was a restday work for me. I had to travel passenger to Hereford via Newport, which made a change not having to pay to get into Wales! No offence to any welsh readers of this article! And then relieve the mule at Hereford and rostered to drive her to Gloucester via Lydney. However fellow Exeter born and bred colleague, (lost boys and Exeter Crew on the 52) Nick Edwards required his mainline drive. So I decided that I would have my little bit of Glory by taking her to Newport and allowing Nick to take her to Gloucester.
Now if my memory serves me correct we had a little rogues gallery picture taken at Hereford and then duly entered the cab ready for departure. Now this is not the first time I had a thousand from Hereford! D1041 I think it was on that, well it was being hauled by 47536 and had a collection of other loco’s going to the WSR gala, think D832, 45xxx and 40145 was in the consist. But with Nick Edwards in the cab, he indeed duly state that this was the first thousand out of Hereford for about 26 years. Adrian Curtis started to produce loads of information about thousands (shame they stopped) but with regards to thousand knowledge, I can’t think of anyone with more memory stats than what Nick Edwards has. He rattled off, which loco it was and what working and date! Simple to say I forgotten this, otherwise I would have included it in this article. So with departure time getting close by, having a quick look around the cab, making sure I remembered where everything was. The straight air brake was fully applied; the train brake was in initial, master switch in engine only, just waiting for the right away. Steve, Nick and myself just having a final chin wag before departure. There we go, I have the right away, put her in forward, release the train brake, open the power handle a couple of notches, release the straight air brake so that she and the train don’t roll back (not that this was likely to happen at Hereford) and last of all, when she starts to move, open the power handle further, gaining more speed. There has always been a debate on how drivers, drive locomotives, how enthusiasts want “clag/thrash/noise” so without entering into debate further, I have always decided that, and always say this to people that know me, i work on a three tier scenario, and in no particular order.
Please the owners/group of the locomotive, by the way its driven, using their advise Please the paying enthusiasts with the quote above, clag etc Enjoy myself, by driving to the skills, having been taught how too all them years ago Back to the point, once clear of the speed restriction departing Hereford it was time to open her wide and leave her there to reach line speed. At this point its hard to say if the thousand cab is quiet, as in this instance I think it be very rude not to leave the cab window open to hear this magnificent locomotives sound. Still, this could kind of sound daft, but now im getting to know the locomotive and the locomotive is getting to know my style of driving, well I guess the onboard engineer(s) are! I noticed how good the acceleration is, soon picking up speed up the gradients and of course looking out for the good old semaphore signals, making it look dated for the 1960’s. Of course one of the highlights of my drive is the climb up Llanviangel, before ascending towards Abergavenny, of course full power is maintained on 1550 rpm and the speed starts slowing, but still if memory serves me correct a steady 60 mph is achieved at the top (corrections on a postcard – please) still powering over the top a little longer, so that the whole train is now clear of the summit, before easing off and the run to Abergavenny.
So with some high speed running its time to slow, for the curve at Pontypool station of 50 mph. Then of course little more power applied for then the slower speed running on the outskirts of Newport. Now its getting very close to the end of my first proper drive of a thousand and very enjoyable it was too. As said earlier it is at this point I handed the controls over to Nick Edwards. We arrived at Gloucester and then watched the mule go off into the sunset! Mind you knowing this country it was probably raining, but still I had a very enjoyable time and leaving the cab with Nick Edwards as qualified thousand drivers as got to be no doubt the pinnacle point of our railway careers. We had a lot to chat about travelling back to Bristol, feeling on cloud nine! I might decide to do other articles in the future and I hope you have enjoyed reading this one, but I will leave you with this one for now and one final statement. Its very difficult to thank individuals for their efforts, so please do not be offended if your names not included here. So I know Nick as said this before and believe he has written it within his own articles on the DTG website, but all I can say is a big, big thank you to everyone involved at the DTG and especially those of have helped with hands-on work to get and keep the mule on the mainline. Also a big thank you to Steve Wainwright, who has made the dreams come true for a lot of railwaymen.
Thank you Andy Floyd (D1030)