Damn good video ! Captures it well !! Brings back so many memories ! I went to Redmire about this time to take some pics !! The staff were very friendly and helpful even before they found out I worked for BR down south ! Let me stand any where to take the pics (in a safe position of course ) then made me a cup of tea! I was on holiday in the area and watch the train and took pics all along the line and several locations over the course of two weeks !Thank god the line still survives !( Wasn't saved only by the MOD wanting it to deliver Army vehicles to redmire ?)
Great video Keith many thanks for taking this footage which has turned out to be of historical value. All the best... Steve PS was that you Mk1 Cavalier?
According to the 1983 Sectional Appendix the train was only 45 SLUs long plus locomotives (1 SLU equals 21ft) making the train about 1,050ft long in total. The speed was limited to 20mph.
How on earth did the guard communicate with the loco? On a long train he would need to tell the driver when they had cleared a level crossing or points. During the propelling move, like the one in this video, he might need to raise the alarm. Was it all done with hand signals and flags?
Hand signals by lamp or flag to control movements plus access to the brake valves. I never saw this in person, but at Tallington there were signs to the side of the line give lengths in SLU (Standard Length Units) for the train crew so they could judge their position. But unlike at Tallington, these trains were of fixed lengths.
My brother in law would sometimes work the train as guard and he said it was a hairy ride but thankfully no accidents. He would use the train brake valve to indicate to the driver.
@@Perchpole the guard has to travel in the rear most vehicle with access to the brakes in any train that is reversing and most observe any signals and signs (speed limits limit of shunt, etc) and act accordingly, ie applying the brakes whenever needed.Limit of Shunt has the relevant Sectional Appendices (Table F of the 1983 gives the rules for proppelling trains or vehicles.
The Guards Brake had an emergency brake valve that allowed them to stop the train. Once clear of the points and signal- the guard would make a brake application as a nod to the driver. When the guard released the brakes, it told the driver they had a proceed aspect on the signal and were clearly to propel over the opposite line. It was extremely common practice at the time.
An excellent video. So good to see one of the old Healey Mills Class 37s surviving. I saw her many tines on the former MML at both Royston and Cudworth, when she had a "proper green" livery, and functioning headcode boxes, No silly snowploughs fitted then either. Also saw at Royston shed too- sadly never saw any steam there. Thanks for putting this on.
@@kevfrombutterley no, but still being propelled. Although the rule book would allow it. The guard would have to ride in the leading cab to observe all signals and signs as well as applying the brakes whilst the driver applied power and observed all fixed signals.
In '84 we stayed at a friend's cottage in Redmire when a morning train pulled up in full view from our bedroom window! There is a public footpath crossing the railway near the hopper so we could get a front row seat to watch the action. I think a girder from the silo is now acting as a bridge over a stream flowing into the River Ure.
I've got one a couple of miles away on the ECML just south of Helpston. Plus one on the way to Narch and another on the way to Stamford. Train crew operated level crossings are common on freight only lines.
Thanks for uploading Peter. I was brought up on the line at Bedale fuel depot in the 60's/ 70's. Wish I'd seen it when it was working as a through line to Garsdale
Peter thanks for uploading glad I read your comments about this move on facebook excellent footage from the good old days great to see this operation in action. Cheers Lee
