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25: Relief Drivers The four successful MP12 candidates were asked to book on at 08.00 on Wednesday 13th February 1985 to be issued with new equipment, fill in various forms and be assessed by Rex Wilcox, the Derby-based train crew manager. We went in pairs, Craig and Barry, then Dean and I. After congratulating us, Rex gave us a pep talk about pride in the job and keeping our noses clean. He also gave us twenty good reasons why we should be moving coal. Most drivers were then blacking it because of the miner's strike. Then he shook us by the hand, wished us all the best and confirmed our status as passed men or relief drivers. Although we hadn't yet done a route card and were passed only on Class 47s, we were issued with a new driver's bag, plus a BR issue T-key (better known as a carriage key) and a desk key which would unlock the controls of nearly all BR locos. Five weeks later we did our first week-long conversion course to other loco classes. Class 20s or Type 1s were first. This old BR workhorse was first produced in 1957 at the Vulcan foundry and proved so dependable that the last one came into service as late as 1967. With their 8-cylinder 1000 hp engines the 20s would never break any records, but they soldiered on at a steady pace and rarely failed. I enjoyed the conversion to this class, as they were so basic. Our next loco - the new-ish class 56 - was quite different. Circuit breakers and different electrical systems made them much more technical. We had the same instructor on all three conversions at Coalville. He was good, but perhaps a little too keen. The Derby inspector was just the opposite and once he knew we were clued-up he was satisfied. Friday was always passing out day and in the engine room, after Dean had answered the first question, he said: 'Right, Tony, your question next. What time does the Snibstone Inn open?' We were quite taken aback. We looked at one another and then at our watches. 'Now,' we said. 'Right, do you fancy finishing off up there then?' We jumped at the chance. Friday was always a good day at the Snibby as the place was full of Coalville railwaymen. The inspector filled in our competence tickets in the bar. A few days later we were told to fill in our route cards. These large folded cards have all the routes and depot locations printed on them and we were asked to sign the roads we were confident on. As passed men we were able to sign most of the local routes. This doubled your chances of getting a driving turn and if you got one you'd be on a rate of pay close to that of a registered driver. Most men kept a diary of their driving turns, for once you had attained a hundred you would then go on to a higher rate of pay. My sign denoting a driving turn was a black asterisk circled in red. My first official turn was down to Charlie Farren. Having taken some locos to Toton on the 07.00 ferry, we were then required to bring back 47204 light engine. Due to problems on the Stenson branch we were told to return to Coalville via Derby. Luckily I'd already signed the road and Charlie had a refresher for the route. 'Here you are, Tony,' he said. 'You can conduct me that way and get your first driving turn in.' It was a joke really: Charlie knew the road better than I did. But if a driver hasn't been over a route for a while he would put in for a review and would be sent on a refresher as soon as it was possible. That trip really gave me a taste for driving and I wanted more. But for the next couple of weeks I had to be content with second man's turns, which now seemed quite menial! My next chance came on the 23rd April. We were now learning the Class 58. Fifty of these powerful (and complicated!) machines had been built by BREL at Doncaster. Compared to the class 20's 1000 hp these locos had a staggering 3300 hp. The 58 had been built very much with the driver in mind. A corridor between the cab and the engine cut down noise and the cabs were draught-proofed, making for a very comfortable environment. Whilst in the classroom doing the systems, our TCS came in and told us that a 58 was standing at Toton waiting to come to Coalville. No drivers were available to fetch it and as Toton men hadn't learned the branch then we'd have to go and collect it. 'Sorry, can't oblige,' said our instructor. 'I've put in a refresher for Trent Junction to Toton.' Here was my chance. I'd already signed that road, so I said I'd happily conduct him on the road if he conducted me on the traction. I wasn't sure if he'd like it - an instructor being conducted by some young relief driver - but we did it and driving turn No.2 was in the bag! Some of the older railwaymen regarded relief drivers as the lowest of the low, an upstart who would resort to any tricks to get a driving turn. There was an element of truth in it, but mostly it was just messroom banter. After all, the old hands had all been passed men once and they knew what it was like. Indeed, many would go out of their way to help you get a driving turn. On the 10th of May I had my first driving turn without being accompanied by a qualified driver. It was the 06.20 Rugeley. I'd second-manned the job all week, but as they were desperate for drivers, I was given the job. I shared the driving with my second man, as usual. It didn't feel any different really, but this time I was responsible. That was my third turn. The driver's slip issued to me on that day is still in my possession. As the weeks went by the turns increased. Sometimes I would get a whole week at a time, other weeks just the odd one. Sometimes a registered driver or another passed man would be booked on a turn that was, technically, your job. And so a claim went in. You proved this by showing the roster clerk your diary entry for that date. That's why most railwaymen kept a diary and all three unions - ASLEF, NUR and TSSA - still issue them to their members. |