LNER et seq.'s Wintry Weather Problems of the Past

[StevieG]

Early one dark evening around an Easter-time, circa 1969 I imagine, I set off from Hadley Highstone for one of my not unusual 'visits' to signalman friends, on this occasion to see Norman at Hatfield No.2 (box controlled up lines only).
With snow unexpectedly having started to fall, quite heavily, I could have stayed at home, but thinking 'this weather's silly; it can't last', I still decided to set off, though in the circumstances, by bus rather than the normal 8-mile cycle ride.
Once there, the snow continued to fall, but the working carried on fairly normally, though with traffic getting to run a little late. However by around 21.00 it was proving impossible to get an empty DMU off a scheduled Hatfield terminater, from the Down Slow (controlled by No.3 box) back over the three crossovers to the Up Slow and into the station to form a local passenger back southwards.
We got No.2's 'mains' (Fast lines) crossover* and our up turn-in (Fast to Slow) over OK and the DF to Up lines disc 'off' ready for the move, but No.3 couldn't get a Reverse on his down turn-in for the move, which was beyond the first bridge north, about 150 yds from No.3 box, due to amount of snow.

[ * - The Fast lines crossover elements were the operational residual parts of one of several large examples of the many GNR through crossovers (at least six of which were worked by two boxes), this one originally connected ten lines/sidings across the whole layout, from the Carriage Siding beside the St.Albans branch, via the SA branch, Luton single line, Down Slow, Down Fast, Up Fast, Up Slow, and Hertford single line (later, Up Goods, from about 1941/2), over to the Up Yard with single or double slips all the way, all operated by around 42 levers at No.2, and five No.3 box boltlock releases (no wonder No.2 had an 85-lever frame). This through crossover was the means by which Up through Luton line trains towards London, gained the Up lines at Hatfield, a facility also once originally available to Up St.Albans line trains.]

Norman at No.2 then thought of a plan.

No.2 box stood on the Up side north of the station, outside the former Up Goods line.
No.3 box (controlled Down lines only) was near the north end of the down platform, "66 Yds" 'south' of No.2, but standing on the down side, eight track-widths west of No.2.
The problem No.3 box points were about 80 yards north of No.2.

I manned No.2 while Norman donned the best Arctic version that he could muster from a railwayman's cold weather outfit items (uniform, and self-supplied), and, taking a couple of usual implements, went to see if he could get the points cleared.
At times during attempted clearing of points, they need trying to see if enough clearing has been done, demonstrable by being detected as in position by, either detection being indicated (if provided) in the box, or by trying the necessary mechanical signal.
As, typically in those days, there was no 'phone to the box at or near the points, shouting such test requests direct over approx.150 yards would be difficult best, but in this case the falling snow seemed to deaden the sound. So with me ready at an open window in No.2, when there was any shout from Norman when he wanted the points tried, or back from No.3's open window saying whether or not point detection had been obtained, I relay-shouted it to the waiting recipient.
Eventually, success, and the No.3 slot control on the DS disc could come 'off', and we were in business.
A small wintry problem and solution, but one of those ultimately satisfying moments.

Norman had one of those 'stick the inductive receiver on the side of a phone' telephone amplifiers, and had found if you unscrewed the one screw on the front of the Control circuit phone, opened it on its hinge, and dropped the amp.'s receiver inside beside a certain coil, you could effortlessly listen to all that was said on the whole circuit while the 'phone receiver stayed on-hook.
By this means, before I decided it would be pertinent to not rely on the last bus back home, and went for an earlier one, about 22:00 perhaps, we'd come to also hear that a train or two had become stuck in drifts on the Camb.branch, one was at Ashwell I think, but also that everyone at Hitchin was struggling, so far in vain at that time, to get a loco across from the Diesel Depot to the Up Yard, to even start getting a snowplough out!

From recollection, it sounds like the sort of unexpected weather event for the time of year, as to lodge in some people's minds as memorable, but I don't recall which date or year that it was.
Sound like a familiar time to anyone else, that they can put a year to?

[manna]

G'Day Gents

I do'n't remember any snow around Easter time from '71 onwards, can't help for '65 to '70 though, in Aussie then, I know it's not a help, but I do remember it snowing in May '79
Yes the old GN did like those long cross overs, bloody handy we'r'nt they
manna

You know it's summer in South Australia, when you pass more Combines, on the road than cars

Happy New Year, may all that cloud, be STEAM????