Journey Down the ‘ole

The last issue reported that we had appointed a new driver – Andy Holbrook. Therefore, in addition to news from the hole, I thought it would be good to hear what it takes to make the dizzy heights (or should it be grotty lows!) of driver. So, here is Andy’s account of his training period. S.N.

I remember having a guided tour of President’s engine ‘ole at Little Venice and being enthralled by the sheer mechanics of it all, together with the hissing, intense heat and absolute filth! The whole thing was alive! It was amazing to think, if I joined up and revealed the right aptitude, I too could involve myself in ‘things of a steamy nature’. I decided I must join F.O.P.

My first week in the ‘ole was with Maurice Parker. A rapport soon developed because I had met someone with enough patience to go over things again and again even when I asked several times (which I usually did). We also share the same outlook on life, in the words of his son John, of a "dinosaur").  This, I’m sure, was meant as some sort of son-like compliment, but as I consider myself a bit of a young eccentric our personalities dovetailed wonderfully.

  The interesting thing was that I wasn’t shown everything in that first week. Equilibrium of the three elements - water level, steam pressure and the state of the fire - plus safety, were the key elements of that first week and the best place to buy piped tobacco

I’ve trained with four other drivers over the years. Week by week I’ve taken responsibility for more tasks, while being watched over. Whilst all drivers aim to achieve a balance in the ‘elements’ of steam at the same time as responding to a steerers bell demands, they all manage their fires differently! For someone inexperienced seeing five different ways to start a fire and five different ways of ‘closing down’, is quite daunting! However, in the long run it’s a great experience.

The worst thing was to have various scenarios described in theory and then to live in fear of it happening on my ‘watch’! Fortunately most things have now happened to me, whilst a more experienced ‘hand’ has been with me in the ‘ole. Such things as a slow fire in the morning, falling steam pressure and falling water level, fire that looks healthy but is made up of cinders or clinker, completely dark when you look at it from underneath (1) or disappears when riddled (!) blowback (2) (good fun!), signs of priming (3) (don’t want to be the first engineman to experience that!) blockage in the water intake, split pins flying off the engine and short tempered steerers (4)! And we do this for fun?!

After mastering the fire the most challenging aspect has been achieving a ‘unity’, mechanically speaking, with the steerer. Anticipation and smoothness of control is the goal. No one can actually teach this, it is just something that comes with experience.

All enginemen have a unique style to their driving. I believe that, whilst safety principals are the same for everyone, I’ve been able to adopt and combine methods and practices which I feel comfortable with. All I need is a lifetime’s experience.

Andrew Holbrook

Technical translation !

The way to check that you have a good fire is to lift the damper (large flap beneath the firehole door) and peer underneath. If it is glowing bright orange, then all is well. Dark or black patches indicate either no fire or, more likely, ash, or even worse, clinker. I remember the end of our last fly run, the whole of the back of the fire was dark grey, as were the sides at the front. Only the front middle was as it should be. The boiler was not making enough steam to allow you to spend too much time in there with a poker, as this lets cold air in. In any case the clinker was really tough and apparently welded to the fire bars. Indeed, it took me nearly an hour to clear it the following morning.

If for some reason the chimney is blocked, or a very strong wind blows the fire may blow through the fire hole door when you open it. Not good !

If the boiler is over full or foaming on the top of the water, then water rather than steam will get drawn into the engine. This is very serious as water does not compress and can result in damage to the engine. As those drivers of diesel cars may find out in times of flood

Surely not!

Andy’s last but one paragraph brought home to me the value of experience. In the summer I was Captain and Dave Stott was driving, after only a few hours we immediately ‘clicked’ and, almost instinctively Dave knew just what speed was required. When we manoeuvred I was almost always given just the right number of revs. The use of the bell fell considerably. More often than not Dave was ready for the next change of speed or direction, he would be leaning out of the door and a simple nod would be all that was needed. I am sure that in the FMC days steerers and drivers would build up an enormous level of understanding. It also brought home to me the value of ensuring that drivers are reasonably accomplished steerers and that steerers regularly spend time down below.

Simon Nuttall