From Bridgnorth shed to Crewe Works via the main line
A school classroom exercise to write a job application set Ian Walker on the right track to becoming a 21st-century steam locomotive engineer, today maintaining the Locomotive Services Limited fleet at Crewe while taking turns on the Severn Valley Railway footplate. Ian gave John Titlow a guided tour of Crewe's modern-day heritage main line workshop and explained how an apprenticeship led to a dream career.
A school classroom exercise to write a job application set Ian Walker on the right track to becoming a 21st-century steam locomotive engineer, today maintaining the Locomotive Services Limited fleet at Crewe while taking turns on the Severn Valley Railway footplate. Ian gave John Titlow a guided tour of Crewe's modern-day heritage main line workshop and explained how an apprenticeship led to a dream career.
THE first time I met Ian Walker was inside Bridgnorth shed on the Severn Valley Railway (SVR), where I was granted permission to photograph the works taking place on LMS 4-6-0 No. 46100 Royal Scot and Bulleid West Country Light Pacific No. 34046 Braunton.
Ian was happy to answer my questions and clearly explained the work that was taking place on the locomotives, part of the Locomotive Services Limited (LSL) fleet.
At Bridgnorth, Ian was leading the team repairing Braunton’s little end after it had failed on a railtour. It needed its right-hand connecting rods removing before the various parts could be taken to the London and North Western Railway Heritage Co Ltd (LNWRH) works at Crewe, where replacements were fabricated and machined before returning them to Bridgnorth for fitting.
Meanwhile, the Scot was sent to Bridgnorth after oil was spotted turning grey in the leading drivers’ right-hand axlebox, a clear indication that something was about to go wrong. To facilitate the repair, its main connecting rods were removed and the front drivers dropped in the wheeldrop. As reported in issue 274, both locomotives were repaired and returned to Crewe.
During subsequent conversations with Ian, I mentioned readers would be interested in how he took this career path in view of the fact that in the 21st century, steam locomotive engineers are a comparative rarity in the UK. Accordingly, Ian invited me to visit him at LNWRH – too good an opportunity to miss.
Ian’s official title is divisional manager mechanical steam for LNWRH. As it transpired, my visit turned out not to be a formal interview in the slightest, but a guided tour and chat about the work taking place at Crewe, his enthusiasm for his job, and the part he plays in keeping steam on the main line.
Upon my arrival, Ian showed me around. He was happy to explain the various works taking place in the separate buildings of this huge complex.
On site there is a mix of diesel, electric and steam locomotives, some fully restored and ready to go out on the main line while others are going through the stages of restoration. On top of this was a huge collection of carriages and rakes of coaches fully prepared and awaiting the easing of lockdown.
Q. As a Bridgnorth man who grew up around the SVR, how did you become interested in railways?
A. “My grandad and dad had a keen interest in railways and I used to get dragged to Bridgnorth station.
“I was lucky to live across the river at the bottom of Stourbridge Road in Bridgnorth and was able to watch the trains go by. The SVR was, for a few years, the only railway I really saw, so I began to appreciate it.”
Q. Tell me about your background...
A. “I attended Oldbury Wells School which is behind Bridgnorth station, and from the playgrounds the locomotives can be heard whistling up and departing. A teacher was a driver on the SVR and one exercise was to write a job application.
“Because I had an interest in the railway, it was suggested I write an application as though to the SVR.
“Upon leaving school and applying for jobs, the letter was basically updated and sent, whereupon I was offered an apprenticeship in engineering!”
Q. How long was your apprenticeship and what qualifications did you achieve?
A. “When leaving school at 16, I started my five-year engineering apprenticeship working for the SVR.
“The first 12 to 18 months were in the boiler shop, which was hard, before progressing into the workshops and onto the motion, frames and cylinders. During this time I attended day-release college, studying for a City and Guilds qualification.”
Q. When did you start driving and firing?
A. “I passed out as a cleaner during my apprenticeship at 20, and throughout my 20s I worked on the footplate as a fireman, eventually becoming a driver when I was 39.
“My last turn was on Ivatt 2MT 2-6-0 No. 43106 on April 17 during the Spring Steam Up.
“This turn had a long layover of 2½ hours at Kidderminster. Some may wonder if it was difficult to sit around for so long, but it’s worth it to get the pleasure of driving.
“The rest of the weekend was spent watching the trains go by from my balcony overlooking the SVR.
“My house is built on the site of the old steam depot in Kidderminster, which closed in 1964.”
Q. How did you get to where you are today? A. “After completing my apprenticeship at Bridgnorth, I worked for a further six years as a fitter machinist there until it became time to buy a house. The need to pay for a mortgage meant I needed a change and for a while I worked for GT Rail Maintenance Holdings in the track inspection team, covering areas including the Lickey Incline to Abbotswood Junction and Droitwich to Worcester.
“In 2002 I moved north to work for Riley & Son and later became chargehand in the workshops at Baron Street. To further my career I became chief mechanical engineer of the East Lancashire Railway in 2008... just over the wall in Baron Street!
“Then in 2010 I went back to the SVR as works manager in a staged handover from the then production manager, John Robinson. I reported to the general manager and was responsible for various budgets in the region of £1.5 million, and looking after the sizeable fleet of the SVR.
“I was there for about six years and then moved to the Crewe diesel depot, eventually gaining the job role of divisional manager for LNWRH.
“Alongside all this, in 2005 I joined West Coast Railways as a fireman, then in 2018 I joined Locomotive Services (Train Operating Company Limited) as a fireman. So I was quite busy!”
Q. What is your remit at Crewe?
A. “It’s the repair and maintenance on the mechanical side of the steam locomotives; boilers are covered by a separate department. I am also responsible for the safety systems of the steam fleet and the Fitness To Run (FTR) exams.”
Q. How many staff are you responsible for? A. “My department has 15 members of staff, comprising apprentices and fitter machinists. At present there are three FTR examiners and a fourth being assessed.
“Living in Kidderminster, I tend to cover the West Country based in and around Bristol and tie it in with when I am firing, doing the FTR the day before.”
Q. Where would you rather be – on the workshop floor or in the office?
A. “Well, a considerable amount of my time is in the office but my time is shared between there and the workshop.
“I am honestly quite happy doing either as
long as the end result is the locomotive going out on the main line to do its job. Right now I am in the office doing risk assessments, and at times like this it’s my deputy who takes over organising work on the shop f loor.”
Q. How much input do you have regarding infrastructure, finances and workshops?
A. “Things work differently at Crewe as opposed to heritage railways; a business case still has to be made for anything necessary for general maintenance or overhauls, and it’s not an open chequebook.
“Before an overhaul begins, funds are put in place so engineers can concentrate on their job and it then becomes a timescale to complete the works rather than a stop-start situation awaiting funds. Site maintenance looks after the buildings and trackwork.”
Q. How different are the practices?
A. “At Crewe there are four divisional managers for separate departments: one for mechanical steam, then boilers, modern traction and carriages, all reporting to the executive director – after that it goes to the board of directors.
“In terms of rail vehicles, all have to be overhauled and maintained to current standards, be it on heritage lines or the national network.”
Q. What is it like on the footplate on the main line?
A. In a word? Awesome. I’ve been a passed main line fireman since 2003 and have fired many of the LSL locomotives.
“When things are going perfect, it’s brilliant. Bulleids are nice to drive and fire but a pain to prepare – No. 70000 Britannia is a doddle to prep due to the roller bearings, and I have fired it a few times.
“I do enjoy firing No.46100 Royal Scot but you have to get the coal in the right place and cannot relax.
“To work as one with the driver and the machine to get the train to its destination brings great satisfaction, especially when customers get off the train happy at having enjoyed a great day out.”
Q. Which is you favourite locomotive to work on and why?
A. “I do not have a favourite locomotive – all have good and bad points.”
Q. How about a favourite period or region?
A. “No, I don’t have any. Oddly though, one region bottom of my pile is the North Eastern – they are just not for me. A4s are difficult to maintain but all right to fire. I’m not sure about A2 No. 60532 Blue Peter – I have not been on it so I might change my mind!”
Q. You must have a good relationship and close connections with the SVR?
A. “Having done my apprenticeship there and living nearby, it’s good to bring our locomotives to the SVR for running and testing. It allows me to keep a close eye on the locomotives during the testing phase. Our crews are always made welcome and feel at home there.”
[As an aside by the interviewer, SVR followers remain hopeful that when Blue Peter is restored by LNWRH, it will come to the railway for testing before venturing out onto the main line, and will look superb on the teak set or in particular the Mk.1 carmine and cream coaches].
Q. What are your highlights and greatest achievements?
A. “There have been quite a few but I particularly enjoy working with the older steam-era guys on the footplate – they have a greater understanding of the locomotives.
“Another has to be consistent fast runs on the main line. You have to focus on the job in hand and have the journey planned in advance in your mind of what is required, when and where.
“One other highlight was helping restore Bulleid No. 34027 Taw Valley to working order. There was a general feel of excitement when it hauled the Belmond Orient Express; to have an ex-works locomotive on such a prestigious train gave all of us a good feeling. It’s good to have an end product to your work.”
Q. Of Jeremy Hosking’s locomotives, which ones are you responsible for?
A. “Basically most of the complete steam fleet incorporating GWR 2-8-0T No. 4270, major maintenance only, operational at the Gloucestershire Warwickshire Railway; GWR 4-6-0 No. 6960 Raveningham Hall, major maintenance only, operational at Bridgnorth; main line operational at Crewe are ‘Black Five’ 4-6-0 No. 45231, No. 46100 and No. 34046, and under repair No. 60532, No. 70000 and GWR 4-6-0 No. 5029 Nunney Castle. BR Standard 9F 2-10-0 No. 92212 is stripped down at Butterley.
“Despite the lack of railtours and general inactivity during lockdown, there has been no extension to the boiler certificates.”
Q. Are you involved with the restoration of carriages and modern motive power?
A. “Not at all. Within the diesel depot facility are separate departments and each one has its own remit.
“That is not to say we do not help each other when needs be, such as producing components on the machining centres.”
Q. Do the crews still sleep in the carriages?
A. “No, not normally. Because they work hard and are tired at the end of the day, they are put up in hotels when on tour. Gone are the days of a sleeping bag on the seats!”
Q. What’s the latest on Britannia?
A. “This is the number one project being worked on at present and provided all goes to plan, Britannia should be out at the beginning of next year.
“The brake rigging has recently been refitted to the rolling chassis of the tender and the boiler stays were being drilled in April, with replacements arriving on site in batches for fitting. The boiler tubes are now on site ready for fitting and the new tender tank is well under construction.”
Q. How is the restoration of Blue Peter progressing?
A. “No. 60532 is now second in line after No. 70000. The boiler is being prepared to receive the copper inner firebox, which is on site but yet to be fitted.
“Interestingly, Braunton’s is steel, as are those of some 2-10-0 Austerities. People are working on this at present with good progress being made while not having the distraction of running railtours through lockdown.
“The tender is at an advanced stage. When they are now restored to main line standards, the small cupboards once used by crews have been enlarged considerably to carry the latest safety systems, such as the data recorder, GSMR radio and Train Protection & Warning System (TPWS) essential for main line running, including the ability of applying the brakes.
“All these additions are part of taking restoration to the next level regarding main line compliance.”
Q. What about Nunney Castle?
A. “Presently that is third in line in the restoration queue. A new inner firebox crown has been manufactured and the boiler is in the boiler shop awaiting works. Tyseley did much work on the lower end several years ago so I am not expecting to find a lot of work there.
“The middle cylinder casting is out and in need of replacement due to severe corrosion. The locomotive chassis will have to come off its wheels for a pad exam. The tender is currently at Tyseley having a new tank made and the bottom end refurbished.
“No. 5029’s old support coach has had a lot of money spent on it and been totally refurbished with a generator set, kitchen complying with modern standards and a mini workshop, while the body was in reasonable condition. It will be added to the Saphos Trains main line set as the main support coach shortly.”
Q. Has No. 45231 returned to be repaired?
A. “The tender wheels have been removed for tyre turning at Crewe.
“The locomotive should be repaired soon and returned to the main line in time for railtour operations to begin.”
Q. Do you have any problems with asbestos?
A. “The cylinder block off No. 5029 had some down the side so we had to call in the specialist to remove it. We do have similar problems on carriages, but not so many these days.”
Around the ‘new Crewe’
CREWE Works is located in the old diesel shed and is now a modern engineering environment, making it an ideal place to work.
It covers a vast area between the station and the avoiding lines. When acquired, it was in a filthy condition and covered in pigeon excrement; more than £2 million has been spent renovating and rebuilding it.
A new two-road carriage shed has been built, 12 carriages long, to house the working rakes. Following the construction of the carriage shed, a new boilershop facility has been built to accommodate the requirements of LNWRH. On site there has to be more than 100 carriages, while more are stored at several places around the country.
Carriages were being restored to a high standard and retention tanks fitted by external contractors. Surprisingly, Covid-19 has sped up this process due to trains not being out on the main line.
There are complications regarding the use of Network Rail’s emptying points so a tanker drives in and does the job, similar to emptying a domestic septic tank.
I was impressed by how clean, bright and well organised it is – essential, especially with the amount of work taking place. The boiler shop even had heating. Ian said: “It has to be organised to react quickly to keep the fleet working.” This scenario is what preservation societies can often only dream about.
No contract work is undertaken due to the volume of in-house work but help between various organisations takes place, highlighted by the working relationship between LNWRH/ LSL and the SVR.
We did have a laugh at one headboard on the wall – ‘Fabulous Daze Out’ – commenting on which train this would be appropriate to.
Throughout the group, 100 railtours are projected this year but it is still difficult to plan; hopefully next year will be better when 120 are planned; 40 with Saphos, 40 Statesman, 20 Blue Pullman and 20 Intercity. There will also be more projected tours running off the SVR.
It is not just the lack of railtours during lockdown that have cost tour companies dearly, but the added expense incurred by having to fit Covid screens to ensure the safety of passengers.
Following in the footsteps of the late John Bellwood, of the National Railway Museum, former Norwich shedmaster Bill Harvey and many others, there is something about steam locomotive engineers that makes them always very happy to talk and explain their work in an easy manner. Ian takes pride in what he does and is proud of where he works.
I wish to record my thanks to Ian and those at LNWRH who made my visit enjoyable and possible.
■ All pictures by John Titlow.
“This is the number one project being worked on at present and provided all goes to plan, Britannia should be out at the beginning of next year...”