Crewe Station Signal Boxes

Crewe Station 'A', Crewe Station 'B' and Crewe No. 3 were fascinating signal boxes because they were within the station itself, controlling the crossovers in the middle of the long, main platforms. Two trains could use a single platform, arriving and departing independently by using the crossovers which connected with the adjacent 'Through' line. Back in the '50s when I first visited Crewe, many trains split or combined at Crewe and restaurant cars were frequently added or removed, so there was always plenty of activity.

Crewe Station 'A' was halfway along platform 1. Thankfully, when it was abolished, it was carefully taken down and re-erected, with the lever frame and block shelf, in Crewe Heritage Centre. It was of 'composite' construction with a brick base (using bricks matching those used in the station buildings) and wooden-framed windows of standard L&NWR pattern on the operating floor. Unusually, it was flat-roofed, as it was situated beneath the station overall roof.

Crewe Station 'B' was halfway along platform 2 and had a similar design to Crewe Station 'A' Box.

Crewe No. 3 was elevated on a 'bridge', set above the Up Through and at right angles to the running lines. It was outside the overall roof, so had the usual gabled roof.

The boxes formed part of the Crewe remodelling which took place between 1896 and 1907 and all used the 'Crewe' All-Electric System, with miniature lever frames of the type shown in the picture above. The L.M.S. replaced the original electric semaphore signals with colour lights and British Rail introduced B.R. Standard Block Instruments but the boxes remained recognisably L&NWR until they were abolished.

More pictures of Crewe Station 'A' Box.

References:
For more detailed layouts of Crewe Station in the 1950s, refer to the Signalling Record Society publication 'British Railways Layout Plans of the 1950's Volume 1: ex-LNWR main line, Euston to Crewe' (ISBN: 1 873228 00 7).

Driving Turn at Peak Rail - Part Two: Driving Experience

In Part 1 of this story, I described the preparation of Peak Rail's 0-6-0T WD150 'Royal Pioneer' (Pictures) for a typical day's work.

Once preparation is complete, the first two hours in traffic, from 8.30 a.m. to 10.30 a.m., are generally devoted to Driving Experience Courses, described below.

Driving Experience Courses (also marketed under various similar names) allow an unqualified person to enjoy the experience of handling a steam locomotive under the supervision of a qualified driver. The idea really 'took off' in 1992 when Birmingam Railway Museum introduced courses which included driving a 'Castle' class locomotive on the short Demonstration Line. These proved so popular that other preserved railways started to offer similar opportunities. I was involved in the Birmingam Railway Museum courses for a number of years and I recently made a return visit during the 'Tyseley 100' celebrations. I've subsquently been 'Instructor Driver' at the Battlefield Line, the West Somerset Railway and, latterly, at Peak Rail. This has involved many different locomotives, varying from the diminuitive Peckett saddle tank 'Kilmersdon' to the world-famous 'Flying Scotsman'.

The usual format for the Driving Experience at Peak Rail is where the Trainee joins the qualified driver and fireman on the footplate for either one or two hours. During that period, the Trainee drives and, if they wish, fires a light engine, under supervision, on a number of return trips between Darley Dale and Matlock Riverside. Candidates must be adults and they are mainly men but we are always delighted to welcome ladies. Reasonable physical health is desirable but the demands are not too onerous - the worst part is perhaps climbing onto the footplate from ground level. Trainees' backgrounds vary widely, from committed lifelong steam enthusiast to just a general interest. Some trainees are fascinated by the art of firing, some only want to drive. Some trainees want a lot of technical explanation, others like swapping anecdotes. As far as possible, we try to adapt each course to the individual trainee's preferences. I've tried to give a general flavour of a typical course below.

"Am I in the right place?" asks a man, already in overalls, as I cross the road between the loco yard and Darley Dale station around 8.20 a.m. Introductions are made. The trainee is accompanied by his wife and the experience is a present from his family to celebrate his 60th birthday. Whilst we're chatting, the official Peak Rail 'Meeter and Greeter' arrives, loans suitable Personal Protective Equipment to the trainee, issues the Train Staff (which will allow the locomotive to run on the single line from Darley Dale to Matlock) and looks after the trainee's wife. By the time we're back at the locomotive, the fireman is ready to leave so further introductions are made when the trainee has clambered onto the footplate. A footplate is a dangerous place, so warnings are issued about the various risks - burns, scalds, slips, trips and falls. There can be a lot of coal dust blowing around so eye protection is available. Like most of our trainees, today's visitor has a general interest in railways and has long harboured an ambition to drive a steam locomotive.

When suddenly presented with the mass of controls within the cab and the heat and smells of the footplate, the prospect of driving can seem a little daunting, but we try to simplify the process. "Let me move the engine onto our running line while you watch, then I'll explain the driving controls and you can take over. I'll be right behind you all the time". First movement of the day is always important. During preparation, the driver will have thoroughly examined the locomotive but movement will offer a host of further clues as to the condition of the engine. Every noise needs to be identified and each wisp of steam analysed to satisfy the driver that the engine is in a suitable condition for the work to be done. We slowly move towards the points giving access to the running line, where a set of trap points, currently in the 'throw-off' position, are set to deposit the locomotive 'in the dirt' if we fail to stop. Having explained this to the trainee, I usually add "so we'd better see if we've got a brake" as I make an initial application of the steam brake. At this stage, the fireman has not always obtained full boiler pressure - not a problem as long as the driver allows for the resulting reduced brake force. Having stopped just short of the traps, the fireman climbs down with the Train Staff which will unlock the ground frame, allowing the running line turnout and the traps to be set so as to allow the locomotive to leave the yard.

Once the fireman signals that he's set the road, I visually check the position of the points, then move the engine forwards onto the running line just clear of the points. Then I wait for the fireman to restore the points and signal that he has retrieved the Train Staff, before setting the engine back level with the ground frame, to save the fireman a walk. When the fireman is back on the footplate, with the single line staff, the trainee is ushered into the space between the right hand cab sheet and the reverser. "Right, now it's your turn. There are three driving controls you have to worry about to start with - reverser, regulator and brake. The other bits and pieces we'll introduce later".

"This lever is the reverser. Standing straight up is called 'Mid-Gear'. You shouldn't really call it 'Neutral', because the way valve gear on a locomotive works isn't like a gearbox on a car. Push the lever forward to go forwards, pull it back to go backwards". I demonstrate and make sure the trainee is happy. We always start in 'Full Gear' to generate maximum torque. This is because we may have stopped with either cylinder on 'dead centre', in which case the initial movement relies upon the other cylinder. 'Full Gear' helps to ensure that the locomotive does not get stuck. Once in motion I'll get the trainee to 'Link-Up' by adjusting the reverser to cut the steam off earlier in the piston's stroke.

"This L-shaped handle is the regulator, which allows steam out of the boiler into the steam chest to make the engine go. The handle moves in an arc so as to rotate the regulator rod which passes through the boiler and works the actual regulator valve mounted in the dome up there on top of the boiler. As you move the regulator, first you take up the slack in the system, then it gets a bit hard to move because you're trying to slide a flat regulator valve across a port face against the steam pressure holding the valve pressed against the port face. You may find it easier to control if you use both hands. You should avoid pushing hard and getting a wide regulator opening as this'll make the engine take off like a jackrabbit, which wouldn't be very comfortable for any of us. It's worth taking your time and just going nudge - nudge - nudge. Make tiny movements until you find the point where you hear steam start to flow. Then, nudge a little further until you hear a 'click' from the front of the engine as the steam valves 'seat' and that's enough to move the engine away. Once the engine starts to move, wait and see what effect your regulator opening produces then, if necessary, make another small adjustment. It sounds a bit long-winded but you'll soon get the feel of it and, this way, you'll make a gentle, professional start. Now, although you should always be very gentle opening a regulator, shutting it prior to stopping is just the reverse. Once the regulator valve is opened, the effect of steam on the valve is to prevent the valve from shutting properly. So don't mess about - bang the regulator shut very firmly and make sure the regulator handle is firmly against the stop at the end of the Regulator Quadrant. That way, you know the steam supply is cut off".

"This little handle, with the ratchet, is used to apply the steam brake to stop the engine. Even without a train, this engine weighs around 50 tons when full of coal and water. That's more than a juggernaut going down the motorway. When you shut off steam, the engine usually keeps on rolling, so the most important control is the Brake. A vacuum brake system has been fitted, so that we can work passenger trains, but for non-passenger work, the locomotive itself has a graduable steam brake. You'll be using the steam brake. Move the little handle towards you and steam is admitted to the brake cylinder under the cab. The steam forces a piston down the cylinder and a piston rod (connected to the piston) actuates the brakes. If you keep your finger curled round the brake trigger, you can release the brake, run on a bit, and brake again, slowing down nice and gently. Once you've stopped, letting go of the trigger lets the pawl engage on the ratchet so as to keep the brake applied, preventing further movement. To release the brake, squeeze the trigger and push the handle away from you." Depending upon the trainee and their level of interest, I'll probably talk a lot more about braking.

Now it's time for the trainee to move the engine so, as well as the functional instruction, we talk a bit about operational requirements to make things safe. "First, decide which way you're going and put the reverser in the proper position. Before you release the brake and think about moving, you need to be sure it's safe to move, so lean out and have a good look round the engine. You can't see the other side of the engine, so the fireman will check that side and let you know it's clear. Finally, we'll give a little whistle to warn anybody who's out there, but we can't yet see, that we're about to move". Having gone through this procedure, the trainee releases the brake and carefully opens the regulator. They're often surprised at just how much effort is required to move the regulator handle but the engine is soon moving and gently accelerates without further adjustment of the regulator. "It's 'Be kind to Firemen Week', so we're going to move the reverser back towards mid-gear a couple of notches to use the steam more efficiently". Once this is achieved, I explain how the 'Linking-Up' they've just accomplished will use less steam, because the cut-off of Live Steam now occurs earlier in the piston's travel, allowing the steam to be 'expanded' (extracting more useful work) before being exhausted through the chimney. This will use less water, less coal and consequently make the fireman's job a little easier. Then, I briefly explain the role of the Cylinder Drain Cocks, in making sure that condensate is purged from the cylinders on starting away and the trainee closes the cocks and concentrates on keeping a good lookout. We comply with the various 'Whistle' boards on the way to Matlock, and carefully observe the associated crossings.

After a few minutes, we're making our approach to Matlock Riverside and the trainee has an opportunity to practice the use of the steam brake to make a gentle, controlled stop in the platform.

The rest of the time proceeds in a similar way, trundling between Matlock and Darley Dale. Sometimes we take the run-round loop at Matlock to give extra practice stopping, with an opportunity to examine (and operate) the Ground Frame. Sometimes we discuss the design of the locomotive. As I explained at the beginning, we try to give each trainee the best possible experience. Sadly, what we can't do is overrun on time. Either there's another driving trainee waiting to get on the footplate, or we've to make sure there's sufficient coal in the bunker for the rest of the day, enough water for the time being and it's time to get onto the coaching stock for the first scheduled train. In the steam heating season, we need to be coupled-up well ahead of departure time to get the carriage warming started.

Where possible, we offer the trainee a footplate ride on a passenger train. They're often surprised at just how busy both driver and fireman are once we're in traffic, rather than pottering about light engine!

MIC - Lamps

The Mutual Improvement Classes of the old steam railways continue for today's preservation volunteers. This is one of a series of posts from notes of talks given by Jan. To find them all, select label 'MIC'.

When is a train not a train?
When it hasn't got a tail lamp.

On the running line, the red tail lamp is important to signify that a train is complete. Even in day time, it indicates clearly the last vehicle.

Some overseas railways hang a distinctive marker board on the last vehicle - often red marked 'LV'. In India I've seen red flags pressed into use but the nicest Last Vehicle marker I spotted was a spray of purple/red flowers! In Myanmar, they paint the 'LV' marker on the guard's van, making it important that the train is correctly marshalled!

At night or in conditions of poor visibility, the tail lamp must be lit. The traditional tail lamp uses a burner comprising a woven wick fed with paraffin from a vessel. The burner and vessel can be removed from the lamp housing for filling and maintenance. The complete lamp is designed to stay alight even in severe, windy conditions, provided it's correctly cleaned and 'trimmed'. Although the burner produces only a small, yellow flame, the red 'bulls-eye' lens produces a remarkably visible indication when viewed from the rear. At night, when the train itself cannot be seen, the tail lamp is the last line of defence against being run into from the rear. Loose-coupled, slow-moving freights improved their chances of being seen by carrying two additional red lights - one on each side the brake van - as well. When turned into a loop or additional running line, the side light nearest the main line was changed to white, so that a following train on the main line would not be panicked into thinking an accident was imminent. Side lights always project a white light forwards, so that the footplate crew could confirm that the whole train was following.

The person most interested in observing the tail lamp was the signalman, who had to satisfy himself that the whole train had passed clear of his section before allowing a second train to approach. Special bell signals were provided for 'train passed without tail lamp' and 'tail lamp out when should be lit'. As important as making sure that a train has a tail lamp is making sure that it has only one. If vehicles are attached at the rear, the original tail lamp must be removed and moved to its new position. If the locomotive was carrying a tail lamp when on its way to work the train, then this must be removed when the loco is attached to the train.

Loco lamps are a slightly different pattern from tail lamps. They normally have a clear 'bulls-eye' lens and a removeable red shade so that one lamp can do duty as a head lamp (white) or tail lamp (red). Engines normally have 4 lamp irons at each end, one near the chimney, one over each buffer and one in the centre of the buffer beam. Different combinations of lamps are used to indicate the class of the train. Remember that headcodes like 'top and left' are described looking from the footplate - from in front of the engine it looks like 'top and right'. The Great Western used a different pattern of lamp iron, so only GW-pattern lamps can be used on GW engines. When lamps are not in use, they must be carefully stowed to prevent damage. Ex-GW engines have special lamp irons on the left running plate near the smokebox for this purpose.

When a train is double-headed, the train engine should not display headlamps but the pilot engine should carry the correct headcode for the class of train being assisted.

Work in progress

I think everything I tackle should come with the rider 'Work in Progress', for nothing ever seems to be 'finished-finished'. 'Work in Progess' sounds less accusative than 'Believed to be correct but probably flawed and incomplete'. As people who write software quickly discover, it's almost impossible to get things exactly as you intend (despite the plethora of structured approaches intended to avoid error). However thoroughly text is proof-read, it's amazing how, much later, glaring errors can be spotted. So, everything has an implied caveat.

I'm critical of other people's spelling and grammatical errors, so you may think it rich that I crave the reader's indulgence when my standards slip below the desirable. My only excuse is that these posts are often prepared under less than ideal conditions.

When I'm at home, the writing is often done in the "wee small hours" when my eyes have trouble focussing and my fingers refuse to descend upon the intended key, but rather sprawl across a number of keys which each seem intent on adding their burden to the typed word. Sometimes, the intended letter appears together with one or two others which were not required; on other occasions, none of the letters which appear are actually part of the word I was seeking to type.

When I'm travelling, the problems may be compounded by unfamiliar computers, indifferent connections and uncertain power. The image I'm trying to suggest of the intrepid reporter struggling against the odds to get the news back to a waiting public may be slightly undermined by the heading photograph, taken in Yangon by my friend Doctor Hla Tun, which shows 'blogging' in the agreeable surroundings of the Strand Hotel.

But, as you get older, you realise that the remaining time to actually get this stuff down is not unlimited and a certain sense of desperation sets in. I've just reviewed how many posts are still in draft awaiting completion and correction and my New Year Resolution is to "Get 'em published, ready or not". Only you, gentle reader, can decide on the wisdom of this resolution.