Operations Training

Towards the end of last winter, the railway conducted a Degraded Operations Training session which I attended and wrote up for the blog. We're gathered here today for this years session which will be a similar content to last year, but the only way to learn about these unusual activities is to repeat them periodically.

With the DMU out of action (the brakes refused to come off on the trailer unit this morning) we went down to Sheringham in a BFK hauled by the Class 37 to learn about shunting and some associated activities.

The plan is to split the CCT and the first coach from this set, so first we have to check the brakes are on and chock the remaining stock. When it's safe, Trainer Alex asks for volunteers to go between and unhook the vacuum bags and the CWA pipes. That would be me then - who thought they would not need their overalls??

Buckeyes are released with this shunter's pole - just a bit of 3/8" round bar with a loop on one end and a hook on the other. You use it to pull the little bit of chain at the top of the uncoupling lever. Top tip - you can check that the coupling is made up when, as shown in the picture below, there is a gap between the lever and the bottom of the vertical lock bolt.

The next picture shows Trainer Alex gazing fondly at a closed coupling:

Using telekinesis, he has caused the coupling to open by the power of his mind:

Of course, we all wanted to have a go at lifting and lowering the buckeye to expose the draw hook, which would be used when coupling a locomotive to this end. Why stay clean when you can get greasy?

This string, whose location is marked with a white star, is used to equalise pressure around the brake cylinder - you'll need this if you have pulled the vacuum down to 25" Hg with a GWR locomotive. You can imagine that you would need these at a gala when you have unhooked your visiting Western engine and then attempt to move the set with a LNER loco whose ejector is set to 21" Hg.

Next, we trundle off up the line to look at the Holt Ground Frame. I've not touched this since C-PC training so it's good to get a look at it.

We headed back to Weybourne for tea, and to find that the Weybourne - Sheringham section Tyers machine had mysteriously failed, and we learned all about Pilotman and Ticket working. 

These are similar concepts, where the Pilotman or paper ticket substitutes for the tablet. The big difference is that Pilotman working can be instigated once and thereafter maintained until cancelled - so for many trains, but only on one section; ticket working however is instigated for one train, in one direction, in one section and the ticket is cancelled by the receiving Signalman when the train arrives. 

Back in Sheringham again, it's time to simulate a failed train - we go up the line to the end of the 1 in 330 and stop. Since there is no Fireman and no Second Man, the driver is left in charge of the train and we accompany the Guard down the line, counting rail joints (they are 60' long) until we reach 300 yards and place our train protection:

We arrive in the Signal Box and brief the Signalman and the Driver of the relieving loco, which is the Class 08 D3935, the Sheringham pilot. The Guard, who has not released the tablet from his iron grip at any point, returns to the 08 and goes off to rescue his train. 

We stay in the Signal Box to experience something new - because the failed train is still in section, the section starter signal cannot be pulled off. Not only will the 08 have to be flagged through it, but the AOCL will not automatically start - we have to operate it manually. 

The key to this box is in the Sheringham East Signal Box, and when you open the door the crossing is disabled. The switch inside allows you to operate the crossing - you just turn it 'on' to energise the lights & the horn, and you switch it off again to put it back to automatic - though it won't work if you don't shut the door. You can't shut the door if you leave the switch in manual.

Secondly, I learned that if you don't make it across the AOCL in the allotted time (3 minutes), there are two boxes either side of the crossing, accessible by the usual key, which enable the crew to initiate another 3 minute period. Useful if your engine is in trouble.

Of course, since the section starter was still at danger, Signal Inspector Steve had to flag the 08 past the signal.

Next, back to Weybourne for a bit of point winding. Nothing new here, apart from almost £300,000 worth of new pointwork. 

It looks a lot better than it did last year!