Under these arrangements, I had a couple of turns in January and two more in February. Under the Winter Timetable, the service terminates at Matlock Riverside allowing a single locomotive to work the service, running round at Matlock Riverside and Rowsley. Even with only four round trips in the day, it was quite tiring with all the uncoupling, running round and coupling and, of course, the need to keep taking water at Rowsley but I find it more satisfying then the 'Top and Tail' working which prevails otherwise.
As I described in the earlier post, prior to formal commissioning of the new arrangements at Matlock Riverside, Signal & Telegraph Department staff operate the points from the signal box, and the various new fixed signals remain fitted with a white 'X' indicating that they are not yet in use. All movements take place under the authority of Hand Signals (red and yellow flags). I'll describe running round at Matlock Riverside under these temporary arrangements in a little more detail.
There's a line speed limit of ten miles an hour approaching Matlock Riverside (there's a sign with yellow-painted cut-out figures reading '10' on the right hand side of the track as you approach Matlock Riverside from Darley Dale). Because of the curve in the track, the approaching train cannot be seen from the signal box until the train is on the Derwent Bridge and close to the facing points (and the new Up Home signals) so the driver whistles to announce the train's arrival.
The white 'X' on the signal arms of the Matlock Riverside Up Home indicates that the signals are not yet in use.
A yellow flag given from the signal box or from the ground near the facing points authorises the driver to proceed into Matlock Riverside platform, detach from the train and move forward into the headshunt. Once the driver acknowledges the yellow handsignal (with a single or double 'pop' whistle) the yellow handsignal can be withdrawn.
Once stationary in the platform, the driver will normally 'ease-up', reversing the locomotive against the train so as to compress the buffers. A crowd often forms on the footpath adjacent to the locomotive, to watch the locomotive being uncoupled. Having come to a clear understanding with the driver that it's "safe to go under", the fireman (or cleaner under training) will first part the vacuum hose connection (so as to inhibit further movement), then the steam heating hoses are disconnected and finally the locomotive coupling ('shackle') is unscrewed to give sufficient slack for the coupling to be lifted off the drawhook on the leading coach. Usually the coupling is 'stowed' on the locomotive drawhook, unless other arrangements are provided. If a lengthened screw coupling is left dangling, it may cause damage by striking point fittings (for instance, facing point locks) or other signalling equipment (for instance, AWS on main line railways) or to level crossings. The two steam heating hoses are suspended from the chains provided to similarly prevent damage to the hose connections or track fittings. Finally, the vacuum hoses on the leading coach and locomotive are placed on the dummy coupling ('stopper'). There's further discussion of 'hooking on and off' here.
The driver will then draw the locomotive forward, not just clear of the loop points but beyond the 2-disc ground signal. During shunting, a driver must always go 'behind' a signal controlling the move. Provided a move comes to a stand 'behind' any controlling signal, the driver can be sure it will be safe for the points to be moved. In some cases, track circuits are provided to indicate to the signalman the position of vehicles and electric locking may prevent the changing of points unless the movement is correctly standing 'behind' the signal.
Having uncoupled from the coaches, 'Lord Phil' moves into the headshunt. Click on image above for an uncropped view showing the 2-disc ground signal on the right of the locomotive.
Having come to a stand in the headshunt, the driver whistles to indicate that the points may be moved. I always give one long followed by one short (which used to be the code for 'from one line to another' when shunting). The whistle also confirms that the driver will not allow the locomotive to move again until authorised.
When the points have been set, a yellow flag will be displayed from the signal box, again acknowledged by a 'pop' whistle. The yellow flag authorises the locomotive to take the loop around the train and over the points at the Darley Dale end of the station, coming to a stand behind the Up Home signal. Again, one long and one short blast on the whistle indicates that the locomotive is clear of the points.
The points are now set towards the platform line and a yellow flag is displayed and acknowledged by the whistle. This time, the driver is authorised to move onto the train, although the final closing-up will be authorised by the guard from the platform. Once coupled-up, the brake vacuum is created and, when the guard issues the 'Right Away', the train can leave for Darley Dale and Rowsley.
After Matlock Riverside signal box is brought into full use, running round as described above will be controlled by the fixed signals rather than handsignals.
A general view inside Matlock Riverside signal box.
My pictures
Resignalling at Matlock Riverside
