Some years ago, the depot started work on renewing the road on the up and
down from Weaverthorpe Box upto the level crossing situated adjacent to a Golf Club.
Each weekend, the were unto 4/5 trains coming and going to this site of work.
Most of these trains ran round at Seamer Signal Box, but the auto ballasters train were too long to RR at Seamer SB and had to go down to Scarborough Station to RR via Number 1 Platform.
This entailed the long train to run into Number 1 Platform, and the propel out past the now closed Signal Box.
When propelling the trainman had to ride on the leading suitable vehicle or be in a suitable position to control the movement on the ground
Whilst propelling the speed should not exceed 3mph.
The train movement was controlled by back to back radios, hand signals , or with the bardic hand lamp.
The most important job was for the driver and TM to come to a clear understanding of of the method of working of this movement.
The loss of the radio transmission, hand signal or light the train had to stop right away.
Once the whole train was in clear in the Run Round road, the loco was detached for it to run down to the sub to go back into Number 1 platform, and back onto the train waiting in the sidings.
Each time the driver had to change ends into the leading cab, or be in the most suitable cab for what had to be done.
As the engine was hooked off the TM the train was secured by pining down enough brakes to hold the train. When the train was uncoupled all the air in the brakes were exhausted to atmosphere, to ensure the tucks did not move.
Once the loco had RR the train, the TM hooked on he would lift the pinned down brakes and go to the rear of the train to complete a brake test.
To do this, the driver would blow off the brakes from the loco.
The TM would then make sure the brakes were working by checking the last three vehicles brakes had applied.
The TM would then place a red tail lamp on the leading vehicle and wait for the sub to come off.
Once the signal came off the TM would radio the driver to set back at 3mph back into number one platform keeping a contentious transmission on the radio,
Number 1 at Scarborough is a single line road with platforms either side into the buffers at the end.
Once inside Number 1, if the had driver changed ends then another Brake Test was required, once completed, the train would await the signal to return upto Seamer or await instructions From the PIC.
The ballast train would have a trailing load of 2500 tons.
When carrying out these jobs, it might be pitch black with only your lamp to see with
Normally back to back radios were in use which made the job a lot safer for all concerned.
If the TM wanted he could ride down to the station from Seamer on the loco or take the company van down to the station and then back upto Seamer as he may have more RR to do later on.
To do this movement properly you take your time and do what you have to do by the Rule book and your knowledge of the site and methods of work.
Safety must be the first priority of all employees on the Railway.
down from Weaverthorpe Box upto the level crossing situated adjacent to a Golf Club.
Each weekend, the were unto 4/5 trains coming and going to this site of work.
Most of these trains ran round at Seamer Signal Box, but the auto ballasters train were too long to RR at Seamer SB and had to go down to Scarborough Station to RR via Number 1 Platform.
This entailed the long train to run into Number 1 Platform, and the propel out past the now closed Signal Box.
When propelling the trainman had to ride on the leading suitable vehicle or be in a suitable position to control the movement on the ground
Whilst propelling the speed should not exceed 3mph.
The train movement was controlled by back to back radios, hand signals , or with the bardic hand lamp.
The most important job was for the driver and TM to come to a clear understanding of of the method of working of this movement.
The loss of the radio transmission, hand signal or light the train had to stop right away.
Once the whole train was in clear in the Run Round road, the loco was detached for it to run down to the sub to go back into Number 1 platform, and back onto the train waiting in the sidings.
Each time the driver had to change ends into the leading cab, or be in the most suitable cab for what had to be done.
As the engine was hooked off the TM the train was secured by pining down enough brakes to hold the train. When the train was uncoupled all the air in the brakes were exhausted to atmosphere, to ensure the tucks did not move.
Once the loco had RR the train, the TM hooked on he would lift the pinned down brakes and go to the rear of the train to complete a brake test.
To do this, the driver would blow off the brakes from the loco.
The TM would then make sure the brakes were working by checking the last three vehicles brakes had applied.
The TM would then place a red tail lamp on the leading vehicle and wait for the sub to come off.
Once the signal came off the TM would radio the driver to set back at 3mph back into number one platform keeping a contentious transmission on the radio,
Number 1 at Scarborough is a single line road with platforms either side into the buffers at the end.
Once inside Number 1, if the had driver changed ends then another Brake Test was required, once completed, the train would await the signal to return upto Seamer or await instructions From the PIC.
The ballast train would have a trailing load of 2500 tons.
When carrying out these jobs, it might be pitch black with only your lamp to see with
Normally back to back radios were in use which made the job a lot safer for all concerned.
If the TM wanted he could ride down to the station from Seamer on the loco or take the company van down to the station and then back upto Seamer as he may have more RR to do later on.
To do this movement properly you take your time and do what you have to do by the Rule book and your knowledge of the site and methods of work.
Safety must be the first priority of all employees on the Railway.
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