November began with a busy day at Williton when the DEPG hosted a WSR Mutual Improvement Class Shunting Course for Steam Locomotive crews and guards. The original plan envisaged two courses, one in the morning and the second in the afternoon, each with 12 places for staff. However after we had carried out a full risk assessment of what was proposed as part of developing a detailed training plan it became clear that because of other engineering activities at Williton on that day that 12 trainees per session was far too many. Thus a maximum of 6 places per session was adopted with the 6 trainees split into 3 teams of 2 per team with one team in the Signal Box watching the Signalman’s role when we carry out shunting at Williton, a second team in the cab of Class 03 D2119 to observe the driver’s view and the third on the ground as the shunting team. Originally we had requested the use of the Heritage Freight train so we could recreate the duties of a Branch Line Goods train calling at a wayside station such as Williton many years ago.
Unfortunately the Company declined the request as they required the Heritage Freight Train for commercial purposes in connection with a Driver Experience Course to be held on the same day so plan number 2 was initiated when we collected the 5 ballast hopper wagons from Dunster for our use. The plan for each of the 2 sessions was to make just 10 shunt moves that involved the individual movement of wagons identified by painted number in and out of the South and North yards from the Down Platform loop and between the respective yards. Not as easy as you might think and feedback from those involved was that it made everyone think before they moved a vehicle, a guiding principal when shunting. It also gave everyone an insight into the complexities you can face when shunting at Williton that become more challenging still when you also have to make way to pass trains passing through Williton.
Unfortunately as a result of the safety risk assessment the course became over-subscribed at a late stage and some colleagues had to be advised there was no room for them. This, I understand, created a few personal problems for which I can only offer my sincere apology for any inconvenience but hopefully those concerned will appreciate safety of operation is paramount and the only alternative to the reduction in numbers was to cancel the whole course. Faced with that choice I believe the option take was the right one as it improved the knowledge of 12 of our colleagues and proved we could stage an interesting and instructive course at Williton without constricting in any way the day to day engineering activities on the site. For the future the DEPG plan to repeat the course for DEPG volunteers early next year and I have advised the MIC Secretary that the DEPG would be happy to host a further course for those colleagues who were disappointed this time.
On the diesel front work continues in the workshop with the rebuild of the Maybach MD870 engine for Class 35 “Hymek” D7017 and by the end of November we had fitted 8 of the 16 cylinder heads having transferred the engine block from the engine turnover stand to the fixed stand during our mini work week at the end of October. The transfer allowed us to lift the defective Maybach MD655 engine out of the “B” end of Class 52 “Western” D1010 on the first Saturday of the month using a 50tonne capacity road crane hired from Somerset Cranes. Once out of the locomotive the MD655 was fitted into the engine turnover stand and the full strip down is now underway in parallel with the rebuild of the MD870.
The work to fit out the engine room of Class 35 “Hymek” D7018 continues with the air compressor finally fitted in its modified space following the welding in place of the support mounting blocks. Accessibility to get to weld in the preferred space was restricted and proved a real challenge for our welder, Len Renwick, who borrowed the S&T portable welding kit to do the job. Sadly, a few days later Len was taken seriously ill and as I write these notes he is still resident in the intensive care unit at Taunton Hospital. All our prayers and thoughts are for Len and his family in the hope for a speedy recovery to full health.
During the month our Class 47 D1661 was used on engineering train duties and during a light engine move home to Williton problems were experienced by the WSR permanent way staff hearing the warning horn as the locomotive approached them when they were working on the track. This problem was reported to Minehead Control as a safety related incident and to the DEPG the next day. On receipt of the verbal report the locomotive was immediately withdrawn from traffic and following an investigation by Neil McCannon, DEPG nominated Engineer for the locomotive, a fractured feed pipe was discovered in the warning horn box mounted in the roof of the cab. The fracture was due to the effects of corrosion so the pipe had to be replaced and then all the warning horns were successfully tested from all positions in both cabs. In fact Mike Johns, working in the nearby WSRA Engineering Works confirmed he could very clearly hear all the warning horns, thank you very much, and pointed out we were lucky we have no close neighbours at Williton. As a result of repairs the locomotive was made available again for traffic to support the Class 08 D3462 and Class 25 D7523 outbased at Bishops Lydeard.
Also I can confirm the 5542 Group Box Van B752355 was finally collected from the Somerset and Dorset Trust Washford Yard by a Company Driver Experience Course using the Heritage Freight Train and now stands in the DEPG Diesel Depot yard at Williton. Work is now in hand by 5542 Group volunteers to restore the vehicle as quickly as possible to full service condition so that it can join the ranks of the Company Heritage Freight Train in the New Year.
As I write these notes the DEPG have a local roofing contractor on site, C.E. Roofing and Building Contractors, undertaking repairs to the Goods Shed roof as required by the terms of our site lease with the Company. The work involves refixing loose slates and replacement of any broken ones on the main shed roof and the smaller office roof. A snow guard similar to the one fitted to the platform side of the main roof is to be fitted to the road side designed to restrain any slates that might work loose in the coming winter gales. The bargeboards on the Taunton end of the shed are also to be renewed because the existing ones are rotten and partially lost during a gale last winter. The cost of this work is not insignificant to a small charity such as ours and we hope the work done will be sufficient to keep the building watertight whilst we continue to discuss the way forward with the Company for the full restoration of this historic building. As part of this latter process whilst the contractor is working on the roof he has been asked to survey it with a view to providing detailed estimates for the full restoration including the method of working he would propose to adopt to do the work. When this information becomes available we can then start to understand how much funding will be required in order that we can consider ways to secure external financial support as the DEPG certainly may not have the resources to tackle a major restoration of the building. We will be pleased to hear from anyone who might be interested in seeing the building restored and could help with the project development and funding.
Finally December is here and I anticipate this will be the last issue of “Online” that our typist, John Simms, will produce this year, so may I on behalf of all my DEPG colleagues at Williton Diesel Depot wish all readers a “Happy Christmas and New Year” and hope to see you around the Railway and at Williton in 2008.
(John Cronin)