Hamlet

On Monday, 21st July, I accompanied my niece, Ann, to see the R.S.C. production of William Shakespeare's 'Hamlet', with David Tennant and Patrick Stewart, at the Courtyard Theatre, Stratford-upon-Avon. This production had received excellent reviews and the casting of David Tennant in the title role, fresh from his success as 'Doctor Who' on television, ensured that every performance was sold out. The final accolade, a few days before my visit, was the presence in the audience of Britain's embattled Prime Minister, Gordon Brown. So what did I think of the production?

Well, you may realise that I am inclined to be rather old-fashioned in my outlook and a production in modern dress was starting at something of a disadvantage. In fact, I thoroughly enjoyed the performance, although my approval was not without certain reservations about the production.

For me, The Courtyard Theatre is something of a "Curate's Egg". The 1,000 seat venue was opened in 2006 and appears rather temporary with lots of bare plywood and apparently temporary arrangements. A rectangular stage projects into the auditorium with seating on three sides and three levels. The fourth side is closed off by five huge, reflective, rotating 'doors' in place of a conventional proscenium arch. Runways allow the cast to enter and leave using all four corners of the projecting stage, necessitating props and make-up areas behind the stalls seating in the area through which the audience enters and leaves. All this leads to a sense of involvement which is not unhelpful. I didn't find the acoustics of The Courtyard Theatre ideal.

I've always held that the thing that counts in Shakespeare is the words - respect the text and other aspects of the production, whilst important, are secondary. It's some time since I'd read the text but, as far as I remembered, the author was well-served. The re-arrangements which have been made have been carefully considered. There are plenty of places on the Internet where you can access the full text of Shakespeare's works - I quite like the simplicity of Jeremy Hylton's Site. As you'd expect from a top-notch company, the phrasing and timing was effective. I haven't previously seen a production of 'Hamlet' which played the humour right up to the hilt, as this one does. Oddly, it didn't grate with me, leavening the general sense of despair which can descend on this play and throwing into relief the major tragic moments.

David Tennant

David Tennant certainly takes hold of the role of Hamlet. Although he has a distinguished career as a 'serious' actor, one might uncharitably characterise his portrayal here as 'Doctor Who reprised' - there was a lot of running about the stage with arms outstretched in a manic way. Yet I found the result fairly convincing - the veering between comedy and tragedy suggesting Hamlet's distraught state of mind. It was certainly a refreshing interpretation and seemed to meet with the approval of the audience.

Patrick Stewart

Patrick Stewart is impressive in the role of Claudius (doubling as the Ghost of Claudius's dead brother). He, of course, has also combined the classics with a populist career - 'Star Trek' and blockbusters like 'X-Men' are to his credit. I last saw him give a mesmerising performance in 'The Tempest' so his commanding presence in Hamlet was no surprise.

The rest of the cast were experienced and supportive, contributing to a sense of competence throughout the performance.

I didn't particularly like the modern dress and some characters retained dated costumes or uniforms, giving a rather uneven effect. The actors in the play-within-a-play (where Hamlet seeks to portray the death of his father and precipitate re-marriage of his mother) employ sumptuous gold-decorated costumes presumably deliberately contrasted with the relatively restrained dress of the main characters. There were a number of scenes where modernity added nothing for me and jarred with the progress of the story. The most egregious moment was Hamlet's meeting with Fortinbras's army, accompanied by soldiers abseiling from very audible but invisible helicopters above whilst ground marshals signalled the 'choppers' with illuminated batons.

But, at the end of the play, I felt I'd witnessed a production of some moment and this view seemed to be shared by the audience generally, judging by the acclamation. Whilst 'Trekkies' were not in evidence, some of the audience members (mainly female) appeared to be 'Who-ies'.

In December, the production transfers to the Novello Theatre in London for a short season. I have no doubt that tickets will be changing hands at a premium.

Lionsmeet 2008

Lionsmeet 2008 was held at Butterley Park Miniature Railway on Saturday, 26-Jul-2008. The railway is within the Midland Railway Centre site in Derbyshire. It was hot for most of the day, with only brief showers.

We were, as usual, made very welcome by the host club and it was a most successful gathering. The format followed the usual pattern, as outlined in the poster for the event reproduced above.

An official report on the proceedings will be published in the Old Locomotive Committee's official organ 'Lionsheart' in due course but, in the meantime, these notes may furnish limited information.

The writer was, once again, 'volunteered' to be the official observer of the dynamometer car readings and enforcer of the competition rules. Alan Bibby proposed the title 'Dynamometrist' for this role, but I rather prefer 'Dynamometrix'. This year, we had seven contestants on six 5-inch 'Lion' models. By convention, the previous year's winner runs first; the order of the remaining contestants is determined by drawing lots.

Jon Swindlehurst: Jon elected to haul three bogie coaches in addition to the obligatory dynamometer car (once again, kindly loaned for the occasion by Guildford Club, through the good offices of David Neish). In addition to the Driver and Dynamometrix, he decided to take four adults and two young people as load. In 10 minutes, he ran 6,410 feet, producing a Work Done figure of 52,500 ft/lbs.

Richard (Southport Club): Richard took the same three bogie coaches and five adults (plus Driver and Dynamometrix) as load. This was the first outing of the locomotive for some time following boiler repairs, but Richard's Work Done was within 5% of Jon's figure. In 10 minutes, he ran 5,620 feet, producing a work done figure of 50,480 ft/lbs.

Martin Reeve (from the Host Club): Martin agreed to substitute a 4-wheel driving trolley for the leading bogie coach (to provide a more effective train brake), giving a load of 2.5 bogie coaches and five adults (plus Driver and Dynamometrix) as load. In 10 minutes, Martin ran 4,530 feet, producing a work done figure of 41,200 ft/lbs.

David Neish: David ran with the same 2.5 bogie coaches and a load of 3 adults and a young man (plus Driver and Dynamometrix). The young man was David's grandson, Douglas, giving three generations of the Neish family in attendance. In 10 minutes, David ran 5,460 feet, producing a work done figure of 46,100 ft/lbs.

Andrew Neish: Andrew then took over his father's engine (permitted by the rules provided no other competitor objects). He added a coach to give 3.5 bogie coaches and a load of 4 adults and Douglas (plus Driver and Dynamometrix). In 10 minutes, Andrew ran 5,500 feet, producing a work done figure of 49,000 ft/lbs.

John Mills: As John started his practice run, the bumping and boring between locomotive and train indicated that all was not well. Observing the locomotive from the side, there seemed to be a serious valve timing problem. John returned to the steaming bays to see if repairs could quickly be effected (again, permitted by the rules provided no other competitor objects). Sadly, as we all rather feared, repairs would require some disassembly and John retired from the competition.

Bill Stubbs: Bill took just 1.5 bogie coaches and an initial load of 1 adult (plus Driver and Dynamometrix). However, suffering some adhesion problems, Bill 'dropped' the adult and carried out his competition run with Driver and Dynamometrix. The locomotive became 'winded' a couple of times, each time necessitating a pause for a 'blow-up'. In 10 minutes, Bill ran a distance of 2,520 feet, producing a work done figure of 8,200 ft/lbs.

Alan Bibby verified and announced the results then Alan from Butterley Park formally returned the Winner's Cup to Jon Swindlehurst, who will thus be required to polish the Cup for a further year! And so, another most enjoyable event came to a close, thanks to the efforts of Alan Bibby and the excellent arrangements made by all the members from Butterley Park.

My pictures of Lionsmeet 2008.

Crewe North Junction History

The signal box at Crewe North Junction always seemed a magical place to me during my early visits in the 1950s. In the 1970s, I finally got to visit the box whilst it was still in service, in connection with work my firm was doing for the railways. The box is now preserved, in situ, as part of Crewe Heritage Centre. The preserved box was, in fact, the fifth generation of signal box on the site. This brief history is based on displays at Crewe Heritage Centre, with grateful acknowledgment.

1863: In 1863, the first signal box to control Crewe North Junction was erected in the angle between the lines to Liverpool and Manchester. This photograph, taken around 1867, shows the signal box towards the left of the picture, with three signal posts carrying both Up and Down signal arms towering above the building. This was the style of the time, where signals were integrated with the box itself, following the style of semaphore telegraph stations. Later, the remote operation of signals by wire allowed signals to be placed at the actual clearance point where drivers were expected to stop. The view is looking south from the Works area and the foreground is filled with a marvellous assortment of locomotives. The silhouette of Crewe Arms Hotel is visible in the background, with Nantwich Road crossing the lines on a bridge. Both of these features remain today. The locomotive sheds are on the right.

My photograph-of-a-photograph only hints at the wonderful quality of these early glass-plate negatives. I presume the original is from the collection managed by the National Railway Museum.

1868: Just five years after construction, the first signal box was replaced by two signal boxes, both supplied by Saxby and Farmer. The first was immediately north of the station platforms, the second was in the angle between the lines to Liverpool and Chester.

This photograph was presumably taken to show the construction of the 'Spider Bridge' which was to link the station to the Works. Note the use of wooden scaffolding. The station signal box is on the left; the Junction signal box is on the right.

1879: As part of major alterations to the station, the two signal boxes were replaced by a single signal box of fairly standard L&NWR design with a Tumbler interlocking frame of 144 levers. This was situated in the middle of the junctions between the lines to Liverpool and Chester, with access from the now-completed 'Spider Bridge'.

This is the view looking south-east from the 1879 signal box. The bracket signal is based on the Saxby and Farmer design, the straight-post signal to the left is the evolving L&NWR design. The rural area around Tommy's Lane and Crewe Arms Hotel are visible in the background.

This is the view looking south-west from the 1879 signal box. Notice the tall L&NWR signal on the goods lines and the Nantwich Road bridge in the background. The No.1 Locomotive Shed is on the right. This was demolished in the early 1900s to allow the construction of the Chester Independent goods lines.

This is the view looking north-west from the 1879 signal box, showing the Chester Deviation main line. The original Chester line is on the right, going through Crewe Works. Note Crewe North Engine Shed on the left, the Up Chester bracket signal and the numerous chimneys within the Works.

1906: Between 1896 and 1907 Crewe was completely remodelled again. A large L&NWR power box, using a variant of the 'Crewe' All Electric System was constructed in the angle between the lines to Liverpool and Chester. The narrow gauge line over 'Spider Bridge' joining the Works to the Station passed through the lower storey of the box.

A splendid view from 'Spider Bridge' looking towards the Works showing the 18-inch gauge line carried by the bridge and the 'Crewe' All-electric system box of 1906. Note the Up Chester bracket signal to the left of the box and the Up Liverpool bracket signal to the right of the box.

1940: In 1938, with the threat of war and aerial attack looming, it was decided that certain strategic signal boxes should be replaced by an 'ARP' ('Air Raid Precautions') design, better able to withstand blast damage. Accordingly, Crewe North Junction was rebuilt and the new box, immediately in front of the previous box, was introduced in 1940. The signalling equipment was the Westinghouse 'Style L' all-electric power frame with miniature levers, electric points and multiple-aspect colour light signals. The 1906 signal box was demolished, except for the lower floor, which was converted into a Linemans' Hut. When a.c. electrification was introduced in 1959, additional equipment was required to immunise the signalling apparatus. Two brick-built equipment rooms were built in front of the 1940 signal box to house this extra equipment.

1985: Crewe Station was remodelled and control of the whole Crewe area was transferred to a signalling centre in the area originally occupied by Crewe North Shed, on the Down Side of the Chester Line. The 1940 Crewe North signal box, the Linemans' Hut and the 1959 equipment rooms were retained and became part of Crewe Heritage Centre.

Railways at Crewe in the '50s

When I was young, Crewe was the Mecca for railway enthusiasts. My own interest was in signalling and general railway operation, so I spent some time trying to compile my own track and signalling diagrams of the area. The immediate station area was one thing, but the extensive yards were very difficult to survey and my own sketches remained incomplete. However, I learnt a lot during the attempt!

The original line South to Birmingham was, of course, extended to London and the Trent Valley line gave a more direct route from Stafford to Rugby. The original line north to Earlestown (on the L&MR) extended through to Carlisle and Scotland, with a major branch to Liverpool. In addition, four other lines diverged at Crewe:

- The line to Chester, North Wales and Holyhead headed North West.
- The line to Stockport and Manchester headed North East.
- The line to Shrewbury, Hereford and South Wales headed South West
- The line to Kidsgrove and Stoke-on-Trent headed South East.

The sketch above is one of the many rough diagrams I did at the time and shows the area immediately south of the station in simplified form (Crewe South M.P.D. is barely represented at all). The four-track main line from Stafford appears on the lower left edge (top to bottom: Down Slow, Up Slow, Down Fast, Up Fast). The diagram commences near the small signal box called Basford Wood. In the middle at the bottom is the double track line diverging to Stoke. In the middle at the top of the diagram is the double track line to Shrewsbury, in the vicinity of Gresty Lane No. 1 box. Towards the bottom right of the diagram, the Stoke, Stafford and Shrewsbury Lines converge at Crewe South Junction and then fan out into the various lines passing through the station, shown lower right edge (principal roads, top to bottom: No. 1 Down Through, No. 1 Platform, Bays 1 & 2 usually used by Shrewsbury line trains, No. 2 Platform, No. 2 Down Through, Platform 3 (reversible), Bays 3 & 4, No. 4 Up Platform, Up Through, No. 5 Up Platform, Bays 5 & 6, No. 6 Up Platform).

Because Crewe was a major freight interchange point, it was well-served by 'Independent' goods lines. The four tracks appearing on the middle left edge are the Goods Independent Lines (top to bottom: Down Fast Independent, Down Slow Independent, Up Slow Goods, Up Fast Independent). These diverged from the main line further South at Basford Hall Junction, diverged to embrace the massive fan of sidings past Sorting Sidings South box and Sorting Sidings Middle box and re-combined as four roads paired by direction adjacent to Sortings Sidings North Box, which also controlled the junctions allowing freight trains access to and from the Shrewsbury line at Gresty Lane No. 1 box. Near the middle right edge of the diagram is Salop Goods Junction. Here the four Independent Lines paired by direction from Sorting Sidings North are transposed to paired by use (top to bottom: Down Liverpool Independent, Up Liverpool Independent, Down Manchester Independent, Up Manchester Independent). A branching pair of lines formed the Chester Independents. Salop Goods Junction box also controlled connections allowing freight trains access to and from the Shrewsbury line at Gresty Lane No. 1 box.

When I started visiting Crewe, the junctions of the Stoke, Stafford and Shrewsbury lines were controlled by the 'Air Raid Precautions' style power box at Crewe South Junction and colour light signals. I would have loved to have seen the earlier Webb box with the 'Crewe' All-electric system miniature lever frame and electrically-operated semaphore signals. A few of these early frames were still in use. When invited into Gresty Lane No. 1 by a kindly railwayman, I was amazed to find, instead of the 'Webb' mechanical frame I had expected, a two-tier 'Crewe' All-electric system miniature lever frame. There were three Station Boxes which I think also had the Webb miniature lever frame. Crewe Station 'A' box controlled the crossovers in the middle of the old platform 1, Crewe Station 'B' box controlled the crossovers in the middle of the old platform 2 and Crewe No. 3 (a bridge structure, astride the Up Through) controlled the crossovers between the Up Through and the old platforms 4 and 5. Crewe Station 'A' Box has been rebuilt in Crewe Heritage Centre, complete with its frame. Pictures of Crewe Station 'A' Box.

The footbridge at the North End of the platforms provided a safe walking route for enginemen between different platforms and between platforms and the legendary Crewe North Shed. This bridge was usually thronged with 'spotters' who would periodically be shooed away by staff, only to return later. The number of movements can be judged from the following snippets:-

10.53 a.m.: 'Black 5' 45042 passes on the Up Liverpool Independent with a 17-wagon freight.
10.54 a.m.: 'Jubilee' 45587 'Baroda' leaves Platform 1 with ten bogies for the Manchester Line.
10.56 a.m.: 'Scot' 46101 'Royal Scots Grey' leaves Platform 2 with 7 bogies for the Down Fast.
11.00 a.m.: 'Black 5' 44711 shunts light engine.
11.00 a.m.: 'Black 5' 44941 leaves via No. 2 Down Through Road with 5 bogies for the Manchester line.
11.02 a.m.: 'Jubilee' 45633 'Aden' arrives Platform 2 with the 6.40 to Barrow and Workington.

Although I didn't realise at the time, those passenger departures at 10.56 a.m. and 11.00 a.m. look very much like a single arrival from Euston which had split in Platform 2.

Things are no more sedate later on when I noted:-

1.30 p.m.: '8F' 48550 from Up Chester to the Up Chester Independent with a freight.
1.32 p.m.: 2-6-4T with 2 bogies from Bay 8 to the Down Chester (calling-on signal).
1.34 p.m.: 'Black 5' 44679 light engine from Up Chester to Bay 10.
1.34 p.m.: 2-6-4T 42575 light engine from Up to Bay 8.
1.35 p.m.: 'Austerity' 2-8-0 90342 passes on the Up Liverpool Independent with an empty wagon train and is detained at Salop Goods Junction.

Whilst the trackwork through the station has now been almost totally remodelled, much of the massive network of overall roofing and platform canopies I remember from the '50s survives. See Crewe Station.

References:
For more detailed layouts of Crewe in the 1950s, refer to the series of publications from the Signalling Record Society 'British Railways Layout Plans of the 1950's'.
Crewe (Main Lines) are in 'Volume 1: ex-LNWR main line, Euston to Crewe' (ISBN: 1 873228 00 7).
Crewe (Goods Lines & Loco Sheds) are in 'Volume 11: LNWR Lines in the West Midlands' (ISBN: 1 873228 13 9).

For details of the remodelled layout of Crewe in 2005, refer to 'Railway Track Diagrams Book 4: Midlands & North West', Second Edition, published by Trackmaps (ISBN: 0-9549866-0-1). The First Edition of this book was published by Quail in 1988.

Crewe Station

Introduction

As I commented in another post, Crewe was the Mecca for railway enthusiasts when I was young and I made a number of visits. Writing about an excursion to Blackpool ('Halfex to Blackpool') triggered a flood of memories of Crewe as I remember it in steam days. I started to wonder just how much of the station I knew still survives and decided to make a visit to take some pictures, through the eyes of someone who remembers it from (gulp!) half a century ago. The result is the collection Crewe Station Buildings. Of course, whilst in Crewe, I had to visit Crewe Heritage Centre, so that provided material for more posts, as time permits.

The railways were already Nationalised when I first visited Crewe, but the legacy of the London & North Western Railway was still omnipresent and the 'Nor-Wessie', as some railwaymen called it, became my favourite railway. See also the 'Wikipedia' entry for Crewe.

Brief History

The Grand Junction railway (opened 1837) linked the Liverpool & Manchester Railway (opened 1830) and the London & Birmingham Railway (opened 1838). The Grand Junction line passed through a country area around what is now Crewe, where land was cheap, so the railway determined to site their new locomotive works here. By 1846, the Grand Junction Railway had merged with the Liverpool & Manchester Railway and the London & Birmingham Railway to form the London & North Western Railway, which enjoyed the soubriquet 'The Premier Line' (Wikipedia on L&NWR). Much of the development at Crewe, railway, works and town, was carried out by the L&NWR. In 1861 the station was rebuilt. In addition to becoming an important interchange for passengers, large flows of goods and mineral traffic developed and substantial marshalling yards were required. Two major Running Sheds (motive power depots) supported the operation - Crewe North (for passenger locomotives) and Crewe South (for freight). In addition, the Great Western had a small sub-shed at Gresty Lane. By the 1890s, in addition to about 500 passenger trains a day, Crewe was handling a similar number of freight trains. This justified the construction of an elaborate network of 'Independent' lines, to keep most of the freight traffic away from the station. Further expansion to handle passenger and parcels traffic was carried out on the west side of the station around 1900.

In 1923, the 'Grouping' of railways merged the L&NWR into the London Midland & Scottish Railway (Wikipedia on LM&SR). In 1948, the post-war nationalisation of railways placed the LM&SR in Government ownership. British Railways eventually became British Rail (when the railways lost their way). The disastrous attempt to 'privatise' the railways placed the infrastructure under the control of the abysmal Railtrack to be succeeded by the astonishingly even more abysmal Network Rail.

Suggested architectural development

When the station was rebuilt in 1861, it's believed the four through tracks flanked by the present platforms 5 and 6 (platforms 5 and 4 before the 1985 remodelling) were provided with the buildings which survive today. The frontages of the station buildings on the present platforms 5 and 6 (5 and 4 before 1985) are probably the grandest on the station with elegant windows (including some large bay windows) and carved stonework. Despite the various commercially-inspired ravages apparent in my photographs, I think these buildings still posess appeal.

I suspect that these two platforms became islands at a somewhat later date: platforms 1 and 5 (5 and 6 before 1985) form one island whilst 5 and 11 (5 and 3 before 1985) form the second. Each island was provided with an elaborate overall roof over the middle portion of the platforms where a series of roof trusses were carried over the adjacent platform tracks, supported on brick walls on the 'outside' of the station.

Where the two islands platforms faced one another, a series of cast columns supported the roof trusses. The roof trusses at Crewe were not very high above the platforms, so there was insufficient headroom under the overall roof for the passenger footbridge. The photograph shows how, in the vicinity of the footbridge, the roof is carried at a higher level, as a sort of 'clearstory', to provide sufficient space. Although the roof trusses appear original, the glazing has been altered. The glass, which was in fairly poor condition when I first went to Crewe, has been replaced by plastic roof cladding, but I'm not sure that the translucent area is as large as it was originally. During electrification, the cast columns supporting the roof were externally clad for strength and some of the columns were given a second role as anchor points for the Overhead Line Equipment.

Only the middle portion of the platforms was covered by the main overall roofing, so a variety of additional roofing styles provided protection for the platform extremities. The photograph shows another style of roofing (in this case for the old platform 5 and 6 and the Stoke Bays) using straight, cross-braced roof trusses. This style of truss was used by the L&NWR at a number of locations.

In 1902, a new island platform with substantial railway offices was built. This provided two platform lines and two Through lines on the West of the station to handle Down trains, together with North and South bays. The new facilities were provided with an elaborate overall roof over the middle portion of the platforms where a series of roof trusses were carried over the adjacent platform tracks. On the East side, the roof trusses were supported on the existing brick wall. On the West side, columns supported the roof trusses and the spaces between the columns were filled by glazed screens. These screens could be found at other locations on the L&NWR - one which springs to mind is Colwyn Bay on the North Wales coast.

Crewe Station survived in this form until the 1985 rebuilding when the 1902 additions were abandoned, apart from the office block and the old platform 2, which, renumbered as 12, sees occasional use. The overall roof over this section of the station was removed, and modern canopies provided over the new platform 12. The photograph shows the office block, exposed to view now the overall roof has gone. More pictures.

'Crewe' All Electric System, LNWR

You may have noticed my admiration for all things connected with the London & North Western Railway, particularly in the signalling area. But I was slow to discover how early the L&NWR was in developing power-operated signalling. This was called the 'Crewe' All Electric system and it was aimed at complex and busy installations. This brief outline is based on displays at Crewe Heritage Centre with grateful acknowledgment.

The miniature lever signalling frame developed for the All Electric system was patented by F. W. Webb (Chief Mechanical Engineer) and A. M. Thompson (Signal Engineer). The equipment was built in the L&NWR workshops at Crewe. In addition to conventional mechanical interlocking between the levers, electrical locks could be provided at mid-stroke, so that lever movement could only be completed once points had operated to the correct position. Movement of the lever operated electrical switches which used large carbon blocks. These switches could be arranged to be closed in the unoperated (Normal), operated (Reverse) and Midstroke ('C') positions. Where space was limited, all this equipment could be mounted within the frame on the operating floor of the box. The photograph shows the 'two tier' lever frame at Gresty Lane No. 1 in 1899. This type of equipment was installed at various signal boxes around Crewe. Similar installations were made at Euston No. 3 and Camden No. 1 in 1905.

In 1908/1909, Manchester London Road was re-signalled with an improved version of the 'Crewe' All Electric system installed in three signal boxes. The picture shows the No. 2 box in 1957. In addition to the miniature lever frame, notice the L&NWR Block Instruments and L&NWR Train Describers still in use. The L&NWR built things to last! These boxes survived until electrification of the line.

In the 'Crewe' All Electric system, points were operated by motors (although early installations may have used solenoids). This picture shows a pilot point installation within Crewe Works. The large cast cover on the left is where the point motor was installed: electrical detection was under the smaller cover on the right. Both 110 volts d.c. and 220 volts d.c. were used at different installations. Around 15 Amps was required to drive the motor at 220 volt d.c.

Signals for the 'Crewe' All Electric system were lower-quadrant semaphore, using many of the standard parts for mechanically-operated signals. The sketch is derived from a fairly well-known drawing (which I'm sure must have been produced by J. K. Nelson). The solenoid to operate the arm (visible in 'cutaway' on the sketch) was mounted on the post a few feet below the arm. Energising the solenoid pulled the left end of the weight bar up so that the push rod turned the arm to the 'off' position. The balance weight at the right end of the weight bar was arranged to assist the solenoid in pushing the arm off - this, of course, is opposite to normal practice with mechanical wire-operated semaphores. At 220 volt d.c. operation, around 8 Amps was required to move the arm to 'off'. Once the arm was 'off', an electrical contact operated to reduce the solenoid current to about 2 Amps, sufficient to hold the arm 'off' but significantly economising on the electrical power required.

This picture (apologies for poor quality) shows a gantry of solenoid-operated semaphores at Euston Carriage sidings. Note the vitreous-enamelled 'VIROL' advertisement on the retaining wall. As far as I can make out, the locomotive in the left background is one of the ubiquitous 0-6-0T 'Standard Shunt', frequently used on empty stock and banking duties at Euston.

The first signal boxes I saw which used the Crewe 'All Electric' system were Crewe Station 'A' (halfway along the old platform 1) and Crewe Station 'B' (halfway along the old platform 2, now platform 12). Crewe Station 'A' box survives (heavily modified by both the L.M.S. and British Railways), now triumphantly rebuilt in Crewe Heritage Centre. There are more pictures of the rebuilt box here.

Forthcoming Events

I'm often writing about railway events 50 years ago but, after an enquiry about this year's 'Lionsmeet', I thought I'd do a quick 'Forthcoming Events'.

Day out with Thomas at the Battlefield Line

All being well, I'll be helping out on the 13th, 19th and 20th July. Rosters for October are not yet arranged.

Lionsmeet 2008

This is the OLCO Annual Competition, this year at the Midland Railway Centre. I hope to be there.

Crewe Heritage Centre 21st Anniversary

This isn't a site I'm involved with but I was made so welcome on a recent visit, I thought the event deserved a mention. If you're interested in signalling, a visit is essential with Crewe Station 'A' Box, Exeter West Box and Crewe North Junction Box all open for visits.

Peak Rail 1940s Weekend

I should be driving on Sunday, with tin helmet and respirator.

Pre-grouping Railway Map

Introduction

I had a brief opportunity to take pictures of a pre-grouping railway map intended for wall hanging. The map itself was in poor condition and there wasn't time to attempt to hold the map flat for photography, but I thought a poor photo was better than no photo.

The map was published by W & A K Johnston under the title 'Railway Map of England and Wales' and it claims to be the 11th Edition.

The following links open a high-resolution copy of the map sections:-

North West England.
North East England.
South West England.
South East England.

Developments

The map is now framed and there are more pictures, showing particular areas of interest. All the pictures (including the original four linked above) can be found here.

[Links corrected 2-Jul-2012 (after move to Flickr). 'Developments' added 29-Jul-2014]

Halfex to Blackpool

In 1957 there were far fewer cars than today and day excursions or half day excursions by rail were a popular way of taking a trip to the seaside.

On Tuesday, 23rd April 1957, I took the'HALFEX', advertised in the above 'flyer', from Wolverhampton to Blackpool North. The train was due to leave Wolverhampton at 11.20 a.m. and get to Blackpool at 2.0 p.m. Five and a half hours were allowed in Blackpool and the return service was due back in Wolverhampton at 10.10 p.m. The price for this trip was fourteen shillings (that's 70p in today's money).

The train arrived with 'Black Five' 44914 piloting 'Jubilee' 45555 ('Quebec') and already well-loaded. It had started from Birmingham New Street at 10.30 a.m. and come via the 'Old Road' stopping at Aston, Perry Barr, Darlaston and Willenhall before the final pick-up at Wolverhampton. I spent the journey in the corridor end at the front of the train, moving from side to side making track diagrams of the route. In those far-off days, doors were provided with drop-lights, so it was possible to lower the window and carefully lean-out for a better view. We went through Stafford on the Down Fast without stopping and rattled over the junctions at Norton Bridge less than three minutes later. We passed Whitmore in just under another 8 minutes. Before going over the water troughs, it was a good idea to make sure windows were closed, to avoid the possible soaking if one of the fireman was a bit slow raising the 'dip' (water scoop) after taking water! Betley Road was passed after 12.5 more minutes and soon we were slowing past the extensive sidings at Basford Hall, in preparation for the notorious reverse curves entering Crewe station.

We were routed on the No. 2 Down Through, past Crewe North Junction and away on the Down Fast. I noticed 'Black 5' 45368, '8F' 48398, 'Black 5' 45149 and 'Super D' 0-8-0 49415 as we made our way through. Crewe Coal Yard, Coppenhall Junction, Winsford then we were on the double-track bottleneck as far as Hartford Junction. I spotted the lines of I.C.I. bogie hoppers in the sidings on the Up Side then, at Acton Bridge, we were back to double track again. At Weaver Junction, the Liverpool Line diverged on a flyover junction. My notes show that the Weaver Junction Down Home was still a L&NWR lower quadrant with a wooden balanced bracket with two tall dolls. Soon we were rushing past Norton Crossing and crossing over the Manchester Ship Canal at Acton Grange Junction. I had a brief view of the 'Old Line' and the extensive sidings around Walton Old Junction.

Through Warrington Bank Quay, past Dallam Branch Sidings and Winwick Quay and past Winwick Junction, where the route to our left is the original Grand Junction line which joins the Liverpool & Manchester at Earlestown. The Vulcan Locomotive Works is visible on our left before we dive under the Liverpool and Manchester route. At Golborne Junction, the lattice-post junction signal beckons us onto the fast line and shortly we pass Bamfurlong Junction where freight lines diverge to serve the extensive marshalling yards. More junctions at Springs Branch and then the modern flat-roofed box at Wigan No. 1, where the Lancashire and Yorkshire Line runs parallel on the right before descending to enter Wigan (Wallgate) station.

Gingerly through Wigan (North Western) station then away up the bank to Boar's Head Junction and Victoria Colliery Sidings. At Standish Junction, where the line from Chorley joined from the right by a fly-under junction, the Down Home was another lower-quadrant survivor, according to my notes. The four tracks were paired by direction past the box, an L.M.S. Standard design set between the Down and Up lines, then the lines were re-aligned to be paired by use. On the Fast Line, we continued through Coppull and Balshaw Lane to the 'flat juction' at Euxton Junction. Euxton Coal Sidings Box followed, then on through Leyland, Bashalls Sidings Box, to Faringdon Junction and then Farington Curve Junction. At Skew Bridge, the four running lines branched into six past Ribble Sidings and soon we were approaching Preston, still glorying in a number of large L&NWR signal boxes and large L.M.S. upper-quadrant signal gantries.

Round the tight curves North of the station by Preston No. 5 box and the locomotive sheds. Here the West Coast main line diverges to the right. We continue on the Slow lines to another L.M.S. Standard box at Maudland Viaduct, where we're switched to the Fast. We're in 'Lanky' territory now, so 'Splitting Distants' (where extra distant arms show the route to be taken ahead) proliferate. Both the Lancashire and Yorkshire Railway and the Midland Railway made widespread use of 'Spltting Distants' but I don't remember them on former L&NWR lines, although I know they were used. Constable Lane, water troughs, Salwick Station then the major station at Kirkham & Wesham. Beyond the station, three routes went forward to Blackpool. The one on the left stayed near the coast South of Blackpool, serving Lytham St. Annes and terminating at Blackpool South. This route survives today (just about) as a 'long siding'. The middle route was the direct route to Blackpool Central. Today, this route, and the station in Blackpool, has completely disappeared. My train took the right-hand route, the double track through Weeton, Singleton Bank and Singleton to Poulton-le-Fylde.

Poulton was quite a major junction then, serving the line to Fleetwood. The double-track through Poulton to Blackpool North survives today, but the Fleetwood line is truncated and, I think, little used. Then, we passed the Lancashire & Yorkshire pattern signalboxes Poulton No. 3 and Poulton No. 4, clear distants all the way. Finally, we pass Carleton Crossing and Layton, slowing as we thread our way over the complex junctions leading to Blackpool North Station.

The original terminal station was built with six platforms but, because of the growth of holiday traffic, another ten platform had been added, arranged on an awkward reverse curve to maximise the length of train which could be accommodated, as shown on the sketch above which I did at the time. Extensive carriage sidings were provided and a Motive Power Depot. Today, the station has been reduced to the original six platforms.

I can't remember how I spent the time in Blackpool but I will certainly have been on the beach, at least one of the piers (Blackpool has three!) and probably taken a tram ride. On the return journey, I continued to make track and signalling notes until Wigan. I imagine I gave up because it was dark, I was exhausted, or both. Fifty years have elapsed since this day out, but I can still remember the tingle of excitement as the train took me to new places and revealed more details of what was (then) an extremely complex and intensively used transport system.

References:
You can find more detailed track and signalling diagrams of the route taken in the excellent series of publications from the Signalling Record Society 'British Railways Layout Plans of the 1950's'.

Wolverhampton to Stafford (excluding Stafford) is included in 'Volume 11: LNW Lines in the West Midlands' (ISBN: 1 873228 13 9).
Stafford to Crewe is included in 'Volume 1: ex-LNWR main line, Euston to Crewe' (ISBN: 1 873228 00 7).
Euxton Junction to Preston is included in 'Volume 6: West Coast Main Line (Euxton Junction to Mossband) and branches' (ISBN: 1 873228 05 8).

For details of what remains of this route in 2005, refer to 'Railway Track Diagrams Book 4: Midlands & North West', Second Edition, published by Trackmaps (ISBN: 0-9549866-0-1). The First Edition of this book was published by Quail in 1988.

[Spellings corrected 7-Feb-2009]

Visiting Signalboxes

My friend asked how I got started on visiting signalboxes, like Tipton Owen Street shown above. I think it was through 'friends of friends'. Knowing of my interest in railways, an adult family friend took me to see Wolverampton Low Level South when I was still fairly young. I was very impressed and later we visited Wolverhampton Low Level North. I was a little older when another adult friend arranged for me to make my own way to Bushbury No. 1 where I spent some time marvelling at the complexities of working a box.

I remember on a trip to Stourport being invited into the box there (I think the box was on the station platform). I don't know how the signalman knew of my interest - I was far too timid to ask to go in. I suppose I was hanging about nearby closely following every action within the box. When a local train came in hauled by a 'Prairie' and took water, the kindly signalman also arranged for me to visit the footplate. I can recall being fascinated and terrified in equal measure. Then, it never seriously entered my head that I would one day work on steam locomotives myself, but I knew that my interest in railway signalling would remain.

Perhaps a year or two later, a young friend announced that he was friends with one of the signalmen at Catchem's Corner box, on the Stour Valley Line. He invited me to accompany him on one of these visits. My young friend was only really interested in watching the trains go by and fooling around, but the young signalman recognised my interest in learning how it all worked and he started to teach me the rudiments of Absolute Block Signalling. The signal box was only thirty minutes walk from where I was living at the time, so I became a regular visitor and was soon working the block instruments and the lever frame under instruction. Catchem's Corner was a standard L.M.S. design on the down side of the main lines with a brick base, wooden top and the frame on the side of the box away from the track. The L.M.S. lever frame placed all the interlocking on the operating floor in a compact form, behind the levers. The catch-handles on the levers were the 'trigger' pattern fitted behind the lever (like an old-fashioned car handbrake). To reduce the walking the signalman had to do, all the main running signals were placed near the centre of the frame. Running the length of the frame was the block shelf fitted with various electrical repeaters and two L&NWR Block Signalling Instruments.

As I gained more understanding, I was keen to see more. The young signalman arranged for me to visit the next box towards Wolverhampton, Monmore Green. This box controlled access to a freight branch down to a depot serving a canal wharf which handled steel traffic. Later, a dedicated steel terminal was built but, at the time, the disued canal depot was used for steel transhipment. Around tea-time, a light engine tripped from Ettingshall Road Depot, adjacent to Catchem's Corner, to Monmore Green. Here, the engine was 'turned inside' to make its way down the curving branch to shunt the canal depot. I was given a ride on the footplate from Ettinghall Road to Monmore Green, where the signalman was expecting me. On my visit, the engine was either a 'Black 5' or an '8 Freight' (I'm sorry I didn't pay more attention).

Monmore Green was a very straightforward box - a L&NW all-wooden box with a Webb tumbler interlocking frame placed on the track side. These lever frames used the 'stirrup' catch handle in front of the lever which I always preferred. I spent some time here but, unfortunately, failed to make notes and my memory of details is failing.

I continued to visit the young signalman at Catchem's Corner but he made an introduction to his friend Tom, the Relief Signalman, which was to prove significant. Whereas a regular signalman works at one particular box, a relief signalman is 'passed out' to operate a number of signal boxes. His existence is altogether more peripatetic as the moves from box to box, covering Rest Days, Holidays and Sickness for the regular signalmen. Tom and I became firm friends - he had an enquiring mind and helped me in studying all aspects of railway signalling. Over a period of time, through Tom's good offices, I got to visit (and in most cases work) a number of signal boxes in the West Midlands. I think the list is:-

Wolverhampton No. 1.
Monmore Green.
Catchem's Corner
Spring Vale Sidings
Deepfields.
Bloomfield Junction.
Tipton.
Watery Lane.
Mond Gas Company's Sidings.
Dudley Port.
Albion
Oldbury & Bromford Lane.
Sedgeley Junction.
Horsley Fields Junction.
Eagle Crossing.
Golds Hill.
Wednesbury.
Prince's End
Tipton Curve Junction.
Handsworth Junction.
Hockley.

Life in the Signal Box is a sort of general description of working in mechanical signal boxes.

I'm grateful to all the people who indulged me in my interest during that period in the 1950s and 1960s. Subsequently, I've visited all sorts of signal boxes but the experiences I had in those West Midlands mechanical boxes will always remain very special to me.

I've added a 'Signal Box Posts Index' here and you can find all my posts about railway signalling here (or select using the 'List of labels to select a blog topic'). There's also an index here listing an incomplete series of articles on signalling principles used in Britain.

[Links added 20-Sep-2013, 10-Apr-2021]

Birmingham Moor Street Station

In 1908, the Great Western Railway opened the North Warwickshire Line giving an improved route from Tyseley to Stratford-on-Avon. In the same year, the state-of-the-art locomotive depot at Tyseley replaced the rather primitive locomotive shed at Bordesley. To relieve the pressure on Birmingham Snow Hill Station, a new suburban terminus, Moor Street, was constructed to handle the growing commuter traffic generated by the house building to the South of the City. See Wikipedia entry.

In the 1950s, when I first visited Moor Street, the station was still very busy at peak times. 'Prairies', in black with the original British Railways 'Lion and Wheel' totem, would come and go with maroon-painted slam-door compartment stock. A particular feature of the 3-platform station was the use of traversers to release the engine of each arriving train. These saved a lot of space, compared with the usual arrangement of engine release crossovers. After the engine of an incoming train had been uncoupled, it drew forward onto the traverser table and was moved sideways onto the adjacent line, which had to be kept clear to release the locomotive to the station 'throat'. Moor Street signalbox could then signal the locomotive back onto its train, ready to form the departing service. Great Western water columns were accessible from each platform to allow the locomotive to take water. The water columns were fed from the large water tank which survives. The platform starting signals were Great Western wooden-post types, with the distinctive mechanical route indicator. Moor Street was served by Up and Down Relief Lines, which had been added alongside the original Up and Down Main lines from Snow Hill. This necessitated doubling the width of Bordesley Viaduct which lay immediately South of Moor Street and formed a backdrop to Digbeth and Deritend. So, in addition to the trains to and from Moor Street, there was a steady procession of trains in and out of Snow Hill.

With the lack of foresight which seems to be a characteristic of most governments, Snow Hill and the Great Western through Route were abandoned for years. Moor Street staggered on for a while, terminating the local diesel services but, later, these were diverted to an already-overcrowded New Street Station. As a listed building Moor Street Station survived, quietly rotting away, whilst the Moor Street Station Society tried to promote its future use. Eventually, to relieve the pressure on New Street, a new, rather cramped, Snow Hill was built and the passenger service from Stourbridge direction through Snow Hill to the South was restored. A new Moor Street Station was built with just two platforms flanking the through lines from Snow Hill. Meagre station facilities were provided in the modern, brutalist style. The original Moor Street station, with its terminal platforms, remained unused. After a runaway bus caused significant damage to the listed Moor Street station buildings, demolition was threatened.

Salvation came with the ambitious plans the re-develop the Bull Ring area. In some measure of compensation for egregious constructions like the modern Selfridges, money was provided for restoring the original Moor Street Station and incorporating the concourse and facilities so as to provide a more suitable approach to the new through platforms. At the same time, the awnings, footbridge and signage of the through platforms were modified in a semblance of how the Great Western might have done it. Accessibility needs and modern Health and Safety requirements mean that the result is a bit of a pastiche, but the overall effect is fairly satisfying. I have to admit that the cosmetically-restored locomotive 2885 standing in the old platform 3 (now platform 5) quite looks the part when viewed from the concourse, as I hope the heading picture shows. Whilst the Vintage Trains subsidiary of Birmingham Railway Museum Trust had hoped to actually restore train services to the terminal platforms, the Railtrack costs proved rather eye-watering. Let's hope that Chiltern Railways have more success in their initiative to secure re-use of the terminal platforms.

In June 2008, the centenary of Moor Street was commemorated by a 'Railway Fayre' held on the terminal platforms. At the same time, Tyseley Depot held its own event - 'Tyseley 100'.

Alan Bevan has compiled a book 'The story of the North Warwickshire Line 1908-2008' for the Shakespeare Line Promotion Group.

My pictures of Moor Street and the 'Railway Fayre'.