I moved to work on Merseyrail prior to the arrival of the 507/508’s. At that time, a private, paid for, very local weather forecast was received about 1000 each day, detailing the weather expected up to 0600. When the forecast gave indications that the deicing train could be required, local supervisors quickly made the decision to run it or not. If it was to run, a well used local plan agreed by staff LDC and management swung into action. (Wirral only, no Chester line.)
All staff, supervisors, drivers, guards, signallers, crossing keepers station staff and others were advised ASAP, many of whom were on early turn and would return for 0001 Or at their agreed times
The Birkenhead North early turn supervisor came back at 0001 and travelled on the deicing train, operating the taps on the tanks situated under seats so that the fluid fell onto the live rail He also refilled the tanks between trips from the supply on the depot.
The late turn supervisor filled buckets with deicing fluid and used a Turk’s head brush to apply liquid to the rail top on all depot sidings.
This task would take well over 3 hours working non-stop.
No isolation would be taken for this work and if any thick ice was found, it would be cleared by hitting or chipping it away with a steel tipped wooden bar. (Hickory?). Some isolation bar appliances were also steel tipped.
I never encountered a 503 that had any difficulty in starting in frosty weather. Unlike the 507/8’s their vital electrics were well protected.
On one very frosty/snowy day, I was called to attend at Hooton as the Helsby branch was blocked with snow and ice. I arranged for a crew to bring a diesel loco with a steam heating boiler from Mollington Street (8H)to Hooton. A hose was coupled up to the loco and points were blasted all along the line. I know it will be said that the points will ice up again, but at least we had over 30 mins to work at each location, then start again.. About 30 oil train movements per day"
