Scarborough Train Station first opened on 7 July 1845, as the terminus of the line from York.

The station was designed by noted railway architect George Townsend Andrews, whose work helped define early Victorian railway architecture.

The station originally featured a large booking hall, waiting rooms of various classes, toilets, porters’ rooms and a refreshment room, it included two platforms at first, connected at the north end, with four tracks and turntables between them.

The expansion of the train station came in the late 19th century as seaside tourism grew, the station expanded. Two new platforms were added in 1883 (now platforms 1 and 2) with additional waiting rooms and amenities to cope with rising passenger numbers.

Scarborough train station is a Grade II listed building, a status granted on 8 June 1973 in recognition of its architectural and historical importance.

As part of Network Rails newest restoration project that would be done in two phases.

Network Rail asked several of their preferred suppliers to competitive quotations do the complex restoration works with would include a large proportion or scaffolding and Colt Construction was the successful preferred supplier.

Firstly, was to design a scaffolding crash deck that would allow all the work to be done but at the same time allow the day to day of working of the station including the staff, passengers and the public to be allowed to continue operating.

The scaffolding crash deck was designed to cover the full concourse of the station’s platforms; it was very important they had ventilation for the running trains parked up and had to put in place fire precision which would mean below the scaffolding crash deck would have to be covered with a fire blanket design.

The Scaffolding design was designed by RV Engineering who work closely with Colt and Network Rail.

J Gunn Scaffolding Ltd had the vast experience and knowledge of this type of working environment as the worked with Colt Construction on May of their previous projects and where awarded the scaffolding work as their preferred Scaffolding supplier.

The scaffolding work began in 2021 with the building of large numbers of support towers on each platform that would take the weights of unit beams holding up a crash deck. The towers needed to be built not to block the visual site of the train drivers when entering or leaving the station.

Once the crash deck frame was built, the area needed to be double boarded and sheeting with FR rated materials to prevent dust or other loose debts falling.

Above the crash deck was two additional independent towers built to allow safe access to the taller areas of the roof to allow the glass panels to be removed and replaced with slates.

The Scarborough train station clock tower was addition in the 1880s, The station’s central clock tower was added around 1882 to1884 as part of a major expansion and this was not part of Andrews’ original 1845 design but was introduced later as the station’s profile grew.

Scarborough train stations clock tower has an elaborate Baroque style with a lead dome, making it more decorative compared with the otherwise restrained classical pavilions of the original building.

The clock tower contrasts with the rest of the station’s Italianate architecture, adding vertical emphasis and a sense of grandeur to the central pavilion.

Secondly, the clock tower would require another complex scaffolding that would also need to be designed. This design scaffolding was also to be designed by RV Engineering following on from the outstanding scaffolding work on the station platforms.

This complex Scaffolding was also built with for support towers that would have to carry a large volume of working platforms to allow stone masons to work on every level repairing stonework.

The four Scaffolding supports towers would be built to carry the 750-unit beams that would be needed to span above an around the clock tower to allow access to all areas.

The Scaffolding also had to be designed to ensure that the train station operated as usual and no harm would come to passages or the staff and public.

750 beams were used to span the lower base of the clock from all sides.

The Scaffolding would then be punched up and then 450 beams introduced to ensure that all weight would be distributed equally whilst stone workers worked on various levels at the same time.

All internal scaffolding works was done on night shift working. The clock tower work was initially done on night shift working and then on day shift working.

All this work was done safely, on time and within budget.

J Gunn Scaffolding have erected a 1200m2 working platform at Leeds Train Station. The 26 scaffolding towers were designed and built based upon the location of the main arches that hold up the main station. The towers were also hoarded as security to prevents access. Unit beams span across the full area to create a floating platform. Fire proofed boards are doubled up, and a flame retardant membrane is between. It allows 24 hour work on the working platform.

A HAKI rolling roof system was also built on the outside of the train station. The roof system was designed to prevent any water egress. Crucially, it could be opened and close at any time. This was to allow old steel work to be removed and new steel work to be installed to keep the work continuing at all times.

The station remained open at all times during the erection of the scaffolding. In fact, the works were designed to avoid any disruption to the public, ensure safe operation of trains, and maintain access and egress to the station at all times. A time lapse video was produced to showcase our work.

In preparation for another Important/Critical Network Rail Relay room upgrade, J Gunn Scaffolding are working with Colt Construction who are in partnership with Network Rail. The building needed work due to water ingress because of the ageing structure.

J Gunn Scaffolding erected a fully designed system of independent scaffolding to the perimeter of the relay room. We also installed a full static Haki roof system. It was challenging to work near the track side, but we have the correct PTS trained operatives to install this type of work.

J Gunn Scaffolding have the required scaffolding accreditation, as well as the ISO accreditation (9001, 14001 & 45001), with an audit annually. We’re also qualified with CISRS and HAKI roofing systems.

J Gunn Scaffolding have successfully delivered a large number of high volume, high value and critical works such as this type of work. To allow the removal of the relay roof, we had to ensure that the critical buildings would be weathertight.

The HAKI roof system is designed to prevent any water egress upon opening and closing this roof system. The old roof was removed and lowered and a new roof installed. It was a vital project due to the critical work that the relay room does for Network Rail; it controls the track points in the main Kings Cross station.

The relay room was monitored and remained open at all times during the erection of the scaffolding and has been designed to avoid any disruption, ensure safe operation of trains, and maintain access and egress to the Kings Cross Station.

Commercial Scaffold Erection & Scaffold Inspection services at Wylam Train Station, in partnership with Colt Construction, for Network Rail.

PROJECT DETAILS

J Gunn Scaffolding were asked to provide Safe Access and Egress to various Network Rail Signal boxes within the UK. Due to weathering to the listed buildings, the work was to provide a scaffolding service that allowed for a full refurbishment of the Signal boxes to take place.

Working in partnership with RV Engineering, J Gunn Scaffolding undertook a site visit to a number of Network Rail Signal boxes to understand the full scope of work – starting with the Hexham and Wylam Signal boxes.

CAD Drawings of the Signal boxes were produced by RV Engineering. The task given to J Gunn Scaffolding was to safely erect complex scaffolding which required to be built around the building and spanned with 750- and 450-unit beams across the railway line, allowing the refurbishment to commence whilst the train lines remained in full use.

To enable the work to be completed safely, careful planning was required, resulting in a number of rail line closures and night shift working. An onsite supervisor led the team safely, completing the work without any incidents or accidents.