Track Diagrams: Wednesfield Midland

(Click on image to enlarge)

T - Tubular post signal
D - Doll (reduced-size shunting arm)

Although the Midland Railway fascinated me, it always seemed a bit 'foreign' compared with the London and North Western where I grew up in Wolverhampton.

The Midland had thrown out a branch from Castle Bromwich, on the main line from Birmingham to Derby, which reached right into Wolverhampton (also making a triangular junction with the London and North Western at Walsall). In between Wolverhampton No. 1 signal box (a no-nonsense L&NW design) and Portobello Junction (an 'A.R.P.' box by the time I knew it) lay Heath Town Junction box, controlling the junction between the Midland Branch and the Wolverhampton to Bescot line. And this box, right in 'Nor-Wessie' territory was an exotic-looking Midland box!

I'm sorry that I never had a chance to visit Heath Town Junction box, and that I didn't pay more attention to the sporadic freight working on the Midland branch.

In fact, it was June 1967 before I visited Wednesfield Midland station and recorded what I could see. Back home, I produced a 'fair copy' (oddly, using a blue fountain pen). By that time, the signal box was no longer a Block Post and just served as a Shunting Frame.

Of particular interest was the elderly Midland lower-quadrant 'gallows' signal, with the arm offset to the right and placed as low as possible, to improve sighting (presumably because of the road overbridge which would tend to obscure an approaching driver's view).

Track Diagrams: Dudley

(Click on image to enlarge)

By 1967, the Dudley station I grew up with had been swept away and the area was being prepared for a new life as a Container Terminal for 'Freightliner' trains. In March of that year, I recorded what I could see and produced a 'fair copy' at home (oddly, using a blue fountain pen).

The station and platforms had gone, although the signal box which used to stand on the platform was still in use. The new signal box, a British Rail standard design, was under construction.

The line towards Blower's Green and the tunnel was little changed, but the Great Western main line towards Wolverhampton had been singled and truncated at Princes End (GW). This was presumably to serve the South Staffs Wagon Co. (visible from Bloomfield Junction box).

As far as I remember, most of the signals were Western Region tubular pattern, apart from the Up Home. This was the LMS-style steel bracket signal originally the Up Home for Dudley East, now shorn of all arms but one. I think the doll reading out of the LNW Yard was the original upper quadrant retained.

I found the whole business very depressing. Dudley had always been a 'Mecca' for me with Midland Region and Western Region joining up and locomotives from two of the 'Big Four' on view side-by-side (and whilst the Zoo didn't particularly appeal, it did have a rather nice miniature railway). I don't think I ever went back after making this survey.

Traffic Movements at Tipton Station box, 1964

There's an introduction to Tipton Station box (with a signalling diagram) here.

Tipton Station box Wednesday 7th October 1964

(1) I arrive on the 1.13 p.m. Up Local (late, of course) in time to swing the gates behind my own train and give 'Train out of Section'.
(2) Tipton Curve opens just after Princes End has sent on ‘58’ (this irregularity is not shown in The Book!) and the train creeps gingerly past behind a ‘Black 5’.
(3) Afternoon trade is quite quiet, although there is plenty of road traffic (a moral?) but things liven up when ‘38’ comes past on the Down for Spring Vale.
(4) The Diesel Parcels Unit comes Up as ‘Empty Stock’ from Wolverhampton, to work the Tipton Parcels. The DPU is usually put ‘across the road’ at Watery Lane but today we cross him at Tipton and put him on the Back Road on the Down.
(5) Road traffic has become very heavy by the time ‘38’ returns Up Engine and Brake. Every motorist seems determined not to wait and takes the most outrageous risks. Strictly, once the gates have left the Stops, the road traffic loses right of way. Drivers seem to think they can bluff their way across by refusing to stop but they fail to realise that, even if your reactions are fast enough to stop the gate wheel, the mechanics of the system are such that the gates can still swing and give a hefty clout to a car. I get one driver stuck in the middle and he just manages to creep out, with inches to spare. Another driver comes round the blind corner on the Up side of the crossing, starts to cross and then loses his nerve. I make him reverse.
(6) As the Up Local coasts into the station at 6.4 p.m., we loose the DPU out. When the Up passenger clears the junction, the Parcels departs for Walsall, with 3 vans tail traffic.
(7) At 6.54 p.m., there is just time to clear the “back ‘uns” for the Down Local, then its down to the platform to board him.

Traffic Movements on the Stour Valley, 1964

An evening exploring the Tipton area.

Bloomfield Jn. Friday 2nd October 1964

(1) After an enforced break [ ? ] , I return to Bloomfield at 6.0 p.m. The box is much the same. However, in the Up sidings, there is an old, black Engineer's Coach with a tall stovepipe protruding from the roof at one end. Three or four men who are drilling in the area in connection with the electrification are living here.
(2) The traffic is quite brisk: Billy Cook goes Up with 'T90'.
(3) 'T79' from Monument Lane has a full load and blasts past, in front of the Chester.
(4) The 'Type 4' on the Chester coasts past the box, then we get him the road.

After this short interlude I walk to Tipton.

Tipton Station Friday 2nd October 1964

(1) The Up freight has a surprise - it is hauled by a 'Duck 8'. 'Super Ds' now carry a diagonal yellow band on the cab side (you can almost hear the cries of 'Unclean') and are supposed to be prohibited throughout this area, because of the reduced loading gauge with electrified lines.
(2) The Down Mails at ten o'clock are in the charge of a 'Brit', who sounds his siren as he rumbles over the level crossing and creeps onto the slack in advance of the Down Starter.

At 10.30 p.m., I take a gentle walk up to Dudley Port, where changes have come thick and fast.

Changes at Dudley Port Friday 2nd October 1964

About three months ago, the line between Dudley Port and Sedgeley Junction was closed. I rather believe that Tom and I were the last people to use the line for a scheduled service on 20th June 1964. With the passenger traffic already cancelled, this made the working at Sedgely Jn. rather silly. However, about a fortnight ago, there was a fire at Sedgeley Jn. which caused extensive damage to the box, which has since been closed with the 'pegs' left 'off'. Horsley Fields is now open continuously and it appears likely that Sedgeley Junction will never re-open. It really looks like the end of an era on the Dudley Line.

Of course, the working at Dudley Port, which has been slack for some time, dropped right off and, after the remodelling, the Dudley Port signalman has a boxful of white levers [white levers are 'spare'] to attend! The arrangement shown below was used for some weeks:-

(Click on above image to enlarge)

However, to enable contractors to pull down the old Down platform and build the new, permanent island platform, a new, temporary Down platform has been provided and the existing Up platform has been shortened. The arrangement I found was:-

(Click on above image to enlarge)

The new, temporary Down platform is 300 feet long and accommodates almost five coaches. The platform surface is wood, ashphalted over. Wooden posts and wires fence off the adjacent Up line and various 'DUDLEY PORT' signs from the old station have been provided, together with two station seats. There is a scaffolding and wire mesh footbridge linking the platform to the shortened Up platform. The Down platform has a diminuitive wooden-framed waiting room near the footbridge with walls of semi-opaque 'Perspex'. The 'shack' and the platform is provided with electric lights and there are good views of the under-used signal box.

Dudley Port - Wolverhampton Friday 2nd October 1964

The trip back to Wolverhampton (‘Type 4’ in charge, Sleepers up front) is punctuated by 15 m.p.h. slacks. The thought arises that this may not be the most unpleasant way of getting from Dudley Port to Wolverhampton, but it must be the slowest!

At Wolverhampton, colour light signals (not yet in use) are sprouting everywhere and the station forecourt yard is now being excavated, presumably for an additional down line.[In fact, no additional through line was introduced then – only three platform lines remained and the old Down and Up Goods Lines were lost. It was many years before a fourth through platform was provided and this was on the Up side. But some reversible working of the platforms was introduced].

Traffic Movements at Bloomfield Jn, 1962 (Part 2)

There's an introduction to Bloomfield Jn. (with a signalling diagram) here.

Bloomfield Jn. Saturday 3rd November 1962

(1) Early in the morning, 'T37' toddles onto the Curve with empties, hauled by a 'Class 8' tender first.
(2) Tipton Curve offers 'T34'. He comes towards us with great difficulty, the sky palled by black exhaust. The driver lets the train rumble to a halt with the engine opposite the box. The guard divides off the first eleven wagons and the engine drops them onto the Back Road on the Down. The engine then backs onto the remainder of the train and opens up, making a fine performance up the bank towards the Starter.
(3) Once we have a 'clearance' we accept the Parcels Engine from Tipton. When he reaches the berth track circuit at our Down Home, the annunciator sounds, not for the intended 10 seconds but for about a minute! Once 'T34' has cleared the Starter, we can let the Parcels Engine travel down to the Starter. The engine stands for about 8 or 9 minutes while the preceding 'Class 8' slogs over the hill to Spring Vale. The driver of the Parcels Engine comes on the colour light signal telephone to identify himself - 'Dudleyport-Wolverhampton engine to work Parcels'. The engine stands for eight or nine minutes before we can get him away.
(4) Meanwhile, the Down Crewe Local roars towards us from Tipton. Once the parcels engine has passed the Starter, we can let the Local down to the starter. This morning, the local has not just the usual 'Type 4' but two 'Type 4s' so he passes with a particularly loud roar.
(5) The Parcels Engine reappears on the Up at 7.50 a.m., 2-6-0 tender first and one bogie parcels vehicle, as always, but with a main line Buffet Car bringing up the rear.
(6) '235' (now 'T73') comes down at a quarter past eight and backs his short train onto the Down Front Road, allowing the Diesel Parcels Unit to come down from Tipton, closely followed by the local.
(7) The freight guard on '235' detaches his Brake Van and rolls in downhill to pass the box, stopping clear of the crossover between the Back and Front roads. The engine ducks out onto the main line so as to get onto the Back Road. The driver backs onto the eleven wagons left by T34 and pushes the last three through the crossover onto the Brake. He then draws forward and propels the remaining wagons down to the stop block on the Back Road. The 'Class 5' then gingerly backs onto his short train. After a short pause, standing underneath the box, the train departs smartly along the Front Road.
(8) Meanwhile, on the Up, a grimy 'Sulzer' 'Type 2' whisks the five-coach 1G02 towards Birmingham.
(9) 'T42' rattles southwards with a lengthy mixed freight.
(10) A light engine is signalled on the Up. Despite my premonition that it is destined for 'The Curve', we do not receive 'Special Section' so the 'pegs' are cleared on the Up Main. The engine soon appears under the bridge and majestically coasts to a halt outside the box. 'We'm for Wednesbury!' shouts the driver, so the Porter Bobby is rapidly summoned to open Tipton Curve box.
(11) 'T23' comes down from Tipton with Guard Randle riding the Brake and also stops out side the box. The driver of the light engine on the Up is cautioned to keep his engine where it is and 'T23' is reversed onto the Up line to commence shunting in the Up sidings. Two trains in station limits! The diesel shunter enters No. 1 and picks up a sheeted all-steel open wagon. Randle drops the one and the Brake on Three and the engine then disappears down Two to pick up some Sludge Wagons.
(12) By this time, we have received the 'Shunt' for the engine on the Up. The fireman, who signed the wrong (right!) Train Register whilst making tea in the box, is quickly sent back to his engine and told to shunt it down No. 9, so that we can get the London through. But, needless to say, just as the 'Black 5' 48602 moves forward, Brian opens 'The Curve' so, with a hasty change of plan, the engine is despatched towards Tipton Curve.
(13) The London is handled with very little damage done.
(14) The following freight train on the Up is taken under the Warning (Regulation 5: Section clear but Station or Junction blocked) to allow us to continue shunting '23'. The diesel re-appears from the Canal Basin with Sludge. It picks up six more Sludge wagons off One and backs up on Three.
(15) 'T34' was the freight taken under the 'Warning'. We run him by onto 'The Curve' with coal empties, receiving the 'Shunt' for the following Up Local.
(16) When we 'Knock Out' for T34, we refuse the offered Local, to allow 'T23' to wait its turn at the Up Starter to run onto 'The Curve' with its Sludge for Tipton Curve Tip.
(17) Just in time, 'T23' is despatched and we 'take on' the Local.
(18) At 10.24, an Excursion is offered on the Down, just as Deepfields decides to 'Block Back' on the Down and do a bit of shunting. However, we soon 'get the road' and the 'pegs' come off for two Metro-Cammell 3-sets rushing to Blackpool with happy football enthusiasts.
(19) The Down Local follows the Special.
(20) A 'Type 4' is on the front of the Stockport Parcels, right behind the Local.
(21) The waiting freight is now accepted from Tipton Curve and the driver of 'T40' begins to get the train moving towards Spring Vale. When he sees our Home signal come off, he really opens up, not knowing that the 'Stockport' is still in Deepfields platform. There is some anxious clock-watching in Bloomfield box, as the freight roars past the box and laces into the bank. Fortunately, Deepfields clears for the Parcels before our starter looms into the driver's view, so the freight gets a "Yeller 'un" at our starter and all is well. The driver really makes a noise getting those 29 coal to Spring Vale!
(22) The Auger Train [used during electrification to drill holes and prepare foundations for overhead line masts] is offered from 'The Curve' but, since his destination is Wolverhampton and Penkridge, we delay acceptance to allow the road ahead to clear a little. This is so that, once the train is moving, he can keep going. At 11.15 he comes 'Off the Top', with the 48602 = the engine we had dealings with before 1B08 = on the front. The driver is given the unofficial 'right away' [one hand held upright and rapidly twisted left and right] to indicate our Starter is off. The driver opens up and takes his strange train up the bank - Auger Borer, flat-roofed 'Electrification' coach, tanker for water, concrete mixer, bogie hopper wagons with sand and gravel and various formers on match trucks.
(23) The mid-morning Scottish express '1S61' goes down.
(24) Yet another freight comes off 'The Curve'. 'T61' stops main line and puts off four vehicles at the top of the 'Western' sidings, before departing for Deepfields with 'Eight On'.
(25) On the Up line, after a bit of cancelling and re-offering, the engine off T40 returns, light, to Bescot.
(26) Because the Up Stoke Local is late, '1G12' from Liverpool, with a 'Class 5', precedes along the Stour.
(27) After the Down Manchester, 'T90' rushes past for Catchems' with one and the Brake.

Traffic Movements at Dudley Port, 1962

There's an introduction to Dudley Port (with a signalling diagram) here.

Dudley Port Saturday 17th February 1962

A short visit, mid-morning.

(1) A parcels train from Sedgeley Jn. runs into the Bay and asks for the ‘Bay Bolt’ to run into the South Sidings.
(2) The down Stockport Parcels, hauled by a ‘Black 5’, arrives and draws down to the Down Branch Starter before backing his train into the bay. The Dudley Parcels engine shunts around at the rear of the Stockport Parcels. After the Down Local, the Stockport runs ‘Onto the Bridge’ [The Sedgeley Jn. branch crosses the Birmingham Canal Navigation here], sets back onto the Down Main and departs.
(3) T342, running late, rushes through at about 50 m.p.h. with about ten on.
(4) The up diesel (taken on at 10.51 a.m.) was slowed at Watery Lane by the preceding express and we can only loose him into the platform whilst waiting for Albion to ‘knock out’ [give Train out of Section] for the express.
(5) The Down football special (1Z60) was a diesel multiple unit (6-coach, I think), with a bright yellow panel on the front end below waist level.
(6) The diesel locomotive on 1S61 also had a yellow patch [This is presumably the period when British Railways were experimenting with various liveries for improving the visibility of trains to staff on the track].
(7) On the down, T153 arrives and goes into the Down Sidings to shunt. Billy Cook is guard. By the time he’s completed his shunting and the train is entering the station on the Down Main, we’ve received the ‘Shunt’ from Albion [‘Shunt Train for Following Train to Pass’ 1-5-5], so we pull off to loose him into the Down Loop. However, he stops to take water! Once he’s in the loop, he stops to attach wagons which were left in the short Down Through Siding by T300.

Dudley Port in the Dark: Friday 24th August 1962

(1) On arrival at the box, 3G02, a 'Crab' 2-6-0 with a few parcels vehicles is backed onto the branch, just clear of points 39.
(2) When the express which brought me from Wolverhampton departs, we try to 'Block Back' to Watery Lane, so that we can get the parcels into the Up platform, but Mr. Parker already has an engine approaching - the 'Type 4' off the earlier Down London. The engine, displaying '0Z00' roars towards us, early (it might be a different story if there were passengers behind). As the 'Type 4' occupies the berth track circuit approaching the Up Home, the annunciator sounds and we let him towards the Starter. But, just as he's passing the box, Albion 'knocks out' for 1G37 so we're able to clear the starter and keep the engine moving towards Monument Lane.
(3) At last, the parcels can come out, handsignalled into the up platform.
(4) An engine is already offered on the Down, for a rather exciting move. The Up Parcels departs, three minutes early, and 'Section' is received for the engine. The road is already set off the Down Main into No. 2 Carriage Siding. The buzzer sounds [as berth track 9173 is occupied] and the engine is loosed down to the Number 2 Home, to be handsignalled into the siding. It is too dark to see the engine clearly but the driver's acknowledgment to the handsignal on a chime whistle gives a clue and elicits 'I rather like that!' from the occupants of the box. And, sure enough, it is a 'Brittania' 70033, travelling tender first, picking up the stock for the Fridays Only to Holyhead (which travels 'round the back' from Birmingham to Wolverhampton. The engine couples up and the lamps are changed round to show 'E.C.S.' code on the front. The guard checks his train, puts on the carriage lighting and attaches a tail lamp. At 9.13 p.m., the engine 'whistles up' to come out. A 'Block Back' is put on to Albion and, with Facing Point Locks 25 and 28 back in the frame [leaving the points unbolted because this move is in a trailing direction], the train is called out onto the Down Main. The engine has just hit the Home berth track circuit before the last coach is clear of junction points 26. Signal 3 now beckons the train towards the Down Starter and the engine backs the train clear of crossover 36/37, whistling when clear. Having sent a '2-2-1' to Albion, '3D81' leaves Dudleyport for Holyhead.
(5) The Down Local is taken on and a '1-4' freight on the Up is 'T80', hurrying past with a handful of wagons. Control reports the Up Liverpool 'Ten late at Stafford'.
(6) The Down Local arrives, pauses for a while and then departs.
(7) The Fridays Only to Glasgow (1S78) is signalled shortly afterwards and it roars through, all the distants for Watery Lane and Tipton showing 'green', a 'Jubilee' hauling a motley collection of coaching stock.
(8) The late-running Up Liverpool (1G41) arrives behind a Sulzer 'Type 2' and leaves only a few minutes late.
(9) At 10.20 p.m., the Crewe (1K45) roars past with clear distants, three T.P.Os [Travelling Post Office coaches] banging along at the front.
(10) Shortly afterwards, '3L06' follows, the engine laying a smoke-screen and the four-wheeled stock clattering over the junctions.
(11) One more local on the Up.
(12) '1S19' is 'taken on' on the Down and I 'book off' to travel back to Wolverhampton on this train.

Traffic Movements at Watery Lane, 1962 (Part 1)

There's an introduction to Watery Lane box (with a signalling diagram) here.

(A view of Watery Lane after conversion to a Shunting Frame and with the original concrete access steps replaced by steel stairs but still retaining the rather forbidding appearance of 'A.R.P.' boxes)

Watery Lane Friday 12th October 1962

An Autumn Evening at Watery Lane.

(1) The Light Engine on the Up is a hustling 'Class 8'. It works past every day, going to Albion to work a train.
(2) The Heysham, '1L40' is offered on the Down Main, followed by 'Is Line Clear?' and 'Section' for the Stoke Parcels on the Loop. Just after I pull off, Dudleyport cancels the express and immediately re-offers it. So we have to put the Down Home back, which now controls the block and cancel the train forward to Tipton. Tipton's pegs come off smartly after the 'Train Approach' and the Sulzer gets all the distants as it rushes Northwards.
(3) The Parcels is turned out, with a 'Black 5' on the front end.
(4) The Local rattles past on the Up in the gathering gloom, its lights casting yellow pools of brightness on the sleepers as it passes, heading to the City.
(5) The next Up express is '1G32' from Liverpool, triumphantly steam-hauled.
(6) Another Up Local follows hard on the heels of the Liverpool.
(7) The Engine and Brake on the Up is 'T76'. This train now starts from Tipton since Monument Lane was dieselised, I am informed. The little 2-6-0 backs its brake van onto the Back Road on the Down, where its train has already been made up by 'T23'. One some evenings, the engine runs round its train via the Down Main but, tonight, since there are only four vehicles, the engine runs round in the sidings and is soon departing at the Tipton end, tender first for Bushbury about 20 minutes behind the Down Local.
(8). '1G33' from Manchester storms up the Stour Valley to Birmingham.
(9). The Manchester is followed by 'T90' which stops for eight minutes to pick up 'two off four' [two wagons off four road, again positioned by 'T23'].
(10) As the freight departs, '3G02' is offered - a 'Black 5' hauling one Southern Region bogie parcels van. I'd spotted this van standing on the Middle Road at High Level, earlier in the evening.
(11) Soon afterwards, the Down Euston is offered and the train roars past in a cloud of steam, with 46240 in crimson livery.
(12) A local rattles past on the down.
(13) '1G37' from Manchester passes on the Up.
(14) Next, '1D75' approaches, hauled by a 'Type 4', en route for Chester and Holyhead.
(15) Dudleyport 'blocks back' on the Up Main as he runs the earlier parcels train off the branch and into the Up Platform.
(16) The Carnforth Parcels roars by in the darkness, with the rapid click-click of the 4-wheel vehicles playing a staccato beat on the crossings.
(17) 'T80' comes to a stand on the Up. The 'Shunt' arm on the Up Home is cleared but the whole train, with the brake van, draws forward and backs 'inside'. Of course, this necessitate a 'double shunt' to drop off the brake, pick up and back up. When the train does come out, he heads off for Dudley Port, without asking for any 'rightaway' from the box, since he was departing from the sidings. Fortunately, this move had been expected and a 'Line Clear' had already been obtained. All this to pick up one wagon!
(18) A Light Engine is immediately offered. 46240 roars past for a second time - turned since disposing of the stock from '1G70'.

By the way, the New-Style Train Registers have been in use in boxes in this area for about two months now. These are slightly smaller than the old ones and now have hard covers. But pages are no longer numbered. The 'UP' Line now appears on what used to be the 'DOWN' side and vice-versa. Very confusing! A column is now provided for 'TRAIN APPROACH' in the logical place, in between 'LINE CLEAR' and 'SECTION'. The column for 'LINE' (e.g. Branch, Loop) now appears halfway accross each page, in between 'REAR' and 'ADVANCE' sections. However, no columns are provided for blocking back, as serious an omission as not numbering pages.

Traffic Movements at Bloomfield Jn, 1962 (Part 1)

There's an introduction to Bloomfield Jn. (with a signalling diagram) here.

Bloomfield Jn. Saturday 24th March 1962

A few locomotive notes:- T235 comes down hauled by 70004 'William Shakespeare'. Sad to think that a few years ago this was a regular engine on the 'Golden Arrow'. She returned up in the early afternoon with T347.

The London (1B08) was hauled by 'Princess Marie Louise': the first 'Princess' I've seen working over the Stour - I rather thought they were prohibited.

The Stockport parcels has 70026 'Royal Star' at the head end.

Note the entries in my register on this date by the coloured trainee. First time I've had a trainee!

Bloomfield Jn. Saturday 7th April 1962

The down Crewe local at seven o'clock was behind a 'Sulzer' Bo-Bo - these engines don't do much working over the Stour. The same loco. returned on the up at 2.40 p.m. (passing time) with a train from Liverpool.

T348 is what I know as T235 but it evidently runs as T348 on Mondays and Saturdays. It arrives with one on and stops main line. Whilst it detaches one in the down sidings, the following Diesel Parcels Unit is drawing towards our down home. Having completed its shunt, T348 disappears towards Deepfields as 'Engine and Brake' ('Horse and Cart'). The Parcels closely follows and is, in turn, closely followed by the Saturdays Only local.

T172 goes onto the Up Branch at 9.15 a.m. with a 'Super D'. Earlier, at 7.15 a.m. the 'Duck 8' had come off the Curve for Spring Vale, propelling its brake.

T206 is an early bird today at 9.15 a.m., not a '3' as signalled but Engine and Brake. It's a diabolical small diesel shunter (as in the 'Airfix' series with a chimney (!) and propelling the brake. She stands outside the box while T342 coasts by sedately with a 'Blackie' then backs over the crossover onto the up. This movement caused the box and the instrument shelf to tremble violently.

Bloomfield Jn. Saturday 11th August 1962

Another summer Saturday, to try to build up a fair picture of rail traffic in the Midlands area in '62. Posterity, please note!

(1) On the way to Bloomfield, I'd passed a Class 8 engine and brake on the down.
(2) By the time I arrive at the box, another down light engine is standing at Bloomfield's Down colour light starter.
(3) As Spring Vale accepts this engine (under the Warning), we take on another light engine from Tipton. When this arrives, he has to be loosed down to the starter to await the road. It's a 'Jubilee' - 'Canada', carrying the mysterious headboard '1D41'. This train, we afterwards discovered, is the 8.0 a.m. SO (SX-Q) Euston - Holyhead via the Trent Valley. No theories to offer, but quite an intriguing problem.
(4) We've already received the 'Shunt' for the mystery engine and, as he steams towards the starter, we take on the following Manchester. There is a slight panic when Spring Vale says he can't have the engine (as you can imagine, the Stour Valley was somewhat over-populated with motive power at this time). The fireman phones in from the starter just as an Up Local approaches and then, as the down Manchester moves towards us, Spring Vale takes the engine with a sudden '3-5' (actually 2-1 followed by 2-3). We clear the starter and almost immediately, it drops back behind the rapidly-departing engine.
(5) This allows the Manchester (1H03 hauled by a 'Type 4') to be sent on down to the starter. After a couple of minutes, we're able to get the road for the Manchester.
(6) Down and Up locals pass with their bread-winner passengers.
(7) 'The Vicar' (Harry Harris) at Spring Vale offers T37 (pronounced 'two-five-seven' by real railwaymen!), pulls off with one hand and sends 'special section' with the other. While the train pulls through the section, Deepfields opens and complains on the 'phone a few minutes later that the freight has no tail lamp. We loose the train down to the starter to await the opening of Tipton Curve - the fireman on the 2-8-0 is only mildly interested in the absence of a tail lamp. The train of coke wagons, with the high boards round the top, rumble past and the brake appears, with side lamps and tail lamp - on the wrong end of the van! 'The Curve' opens, the train is offered on and disappears towards Bescot with the tail lamp corrected.
(8) '235' (now called T73) rushes through on the Down for Spring Vale - a Class 8, 1 van, 4 mineral wagons loaded with scrap and the brake.
(9) 1G02, from Crewe, passes on the Up, right time, headed by a Type 4 with a 4-wheel, long wheelbase van (as modelled by Hornby-Dublo) bringing up the rear.
(10) A twinset forms the Down Local.
(11) The Up Parcels passes - as usual a 2-6-0 tender first with one 4-wheel van and one bogie parcels vehicle.
(12) An express is offered right behind the Parcels but Tipton can't get rid of it on the Down because he's already accepted 1D27 and sent it on to Bloomfield. The 'Black 5' heading the Up, a relief from Holyhead (1Z24) is already 35 late as we draw him towards the Starter. As he creeps towards the bridge, Tipton 'knocks out' and we just keep the special moving.
(13) The Local is offered right behind the special and 'Section' comes almost immediately. We clear the Home and Starter for the train just as the front of the DMU appears under the bridge towards Deepfields, passing with a 3-minute headway.
(14) T342 is already approaching on the Up before the Llandudno (1D27) roars towards us, heavily loaded, with a 'Black 5' working hard.
(15) T42 (as we should no call T342) roars past with a Stanier 2-6-0 and a varied selection of wagons.
(16) T34 (as we should now call 244) is offered right behind.
(17) After 'Section' for the Up, the Down Local passes.
(18) '206', offered as a 'horse and cart' follows close behind the local.
(19) '244' and '206' approach simultaneously. '206' sounds the Annunciator and is loosed in; immediately '244' sounds the annunciator and is also loosed in. '206' carries on past the top crossover, preparatory to backing into the Western Sidings.
(20) The driver of '244' wants to put off his dozen wagons here and 'brake-up' but he's been misinformed. Tipton Curve opens (entry missed in the book) and the Class 8 drags off its train towards Bescot.
(21) At 9.25 a.m., '206' comes out of the Western, propelling three mineral wagons of sludge (next to the engine) and the brake. The brake was at the other end of the engine, that is the Wolverhampton end, when it arrived from Tipton. '206' is brought through the top crossover onto the Up and the brake is backed onto 2 Road, crashing into the wagons there (although 1 Road was clear. The engine and mineral wagon pick up old locomotive-type sludge tenders off 3 Road and then backs them onto the brake. As the wagons stop, the white, liquid sludge slops over the end of the rear end of the last sludge tender in a cascade which Randle, the guard, is fortunate to miss! '206' then roars off round 'The Curve', its spam-can Drewry shunter at the head end and the guard signalling in friendly acknowledgment from the end.
(22) On the Down, '1K10' is already over ten minutes behind time, well-patronised with a 'Black 5' making a nice exhaust sound as he tries to clip-off the lost minutes.
(23) '1B08' on the Up was initially refused, since 206 was out main line without a block-back (all running moves, of course!). He passes (about 3 minutes late, 5 miles from his starting point) behind 'Scot 6'.
(24) At the same time, the Manchester passes on the Down, only 5 minutes behind the previous Liverpool.
(25) After these two expresses '206' is taken off 'The Curve' and the Drewry shunter returns, propelling his brake. We cross him to the Up and he goes into 8 Road, to pick up one van for Cross and Blackwell's Depot. As Tipton Curve closes, '206' comes out main line and goes through the bottom crossover and back into the Western Sidings to position the van. He returns through the top crossover, stops outside the box to say that the Depot is closed and then disappears, fast, for Watery Lane.
(26) I was suspicious of the engine Tipton offered at 9.58 a.m. and, sure enough, it was cancelled off! So we wind the mis-named Emergency Release on the block control (It is NOT an Emergency Release, since its use is authorised for traffic purposes such as this).
(27) 1G05 from Manchester, steam hauled by a 'Black 5' carries a suitable headboard and is running almost to time.
(28) The 3-car DMU from Newcastle follows right behind, with a 3-minute headway.
(29) The Down Local passes shortly before the Up Liverpool, 1G06 about 12 late, rumbles past with a 'Type 4' as the skies darken and the rain starts to fall.
(30) A quarter of an hour later, 1G07, a 3-set DMU, sweeps past six minutes late from Stoke.
(31) The Down Local is taken on and a '3' is offered from 'The Curve' but refused (but just when did 'The Curve' open and close? The booking on this score is reprehensibly incomplete). 2G59, the local to Wolverhampton, is a 2-car DMU and, as it heads towards the down Starter, the junction points are turned over to the Curve and we have the offered freight 'off the top'. (Note that the Down Starter being 'Off' does not back-lock the junction because you can have the required 1/4 mile clearance beyond the Down Branch Home to accept a train from Tipton Curve whilst a preceding train is still approaching the Down Starter, as in this case). The '3' is 'T61' (formerly two-six-nine) to put off. We decide not to leave him main line, as there isn't much time before 1S61, so we put him on the front road and shut him in.
(32) We're surprised when 'T90' (formerly one-five-three) is offered on the Down, 'Rightaway Catchems'. But he takes his time coming and is, eventually, cancelled off. Somebody with cold feet, eh?
(33) So, we let 269 put off - one mineral on No. 2 and back up ready for off.
(34) 1S61 passes, about 4 late, but rushing away with a 'Type 4' on the front end. The third blind of the 4-character headcode indicator is missing, revealing the two bulbs which illuminate it.
(35) After giving 'T.O.S.' for 1S61, I waited for a couple of minutes to give Watery Lane a chance to turn '153' out and give him a run. Nothing is offered so, instead, '269' is turned out and sent on, as Deepfields clears for the express. And still '153' doesn't come, so we made the right decision. We changed the description of '269' to a '1-4' so that Mr. Almond (at Deepfields) wouldn't think it was '153' coming. For once, he didn't telephone (as he always does) to ask what was coming. Instead, he just pulled off, because we heard our down Starter change to green.[Whenever the aspect of the colour light changes, the lamp current is momentarily interrupted. This briefly releases the lamp proving relay (ECR), causing the 'Lamp Out' annunciator to give a 'burp']. We then informed Deepfields by 'phone that the train was 'T61' for 'The Vale' and he promptly throws his pegs back, just as the driver rounded the curve and the colour light came into sight! Oh Well!
(36) Control 'phones to ask us to keep an eye on '153', as the Pilgrimage Special (1X68) is running early. Heaven knows what Watery Lane is holding '153' back for. The train crew will be pleased, I'm sure.
(37) 1Z23, the second relief from North Wales ex-Llandudno, passes at 11.38 a.m. only about twelve minutes late behind 45395.
(38) The Empty Stock rushes past on the Down and the Up Local makes its way to Birmingham.
(39) At noon, 1X68 is offered on the Down. This is the return Pilgrimage Special from Folkestone Harbour, terminating at Wolverhampton and running ten minutes early. It speeds past with a 'Black 5', full brake, green Ambulance Car, 3 Open Seconds, Kitchen Car, 2 Open Seconds and a Brake End. I presume it had been to Lourdes.
(40) and then, at last, '153' comes down, rushing away to Catchems' with a 'Crab' 2-6-0.
(41) At 12.20 p.m., 1G10 passes on the Up from Rhyl, with Class 5 5354 on a rake on dingy stock.
(42) Six minutes later, 5313 coasts by with 'Seven On' from Manchester.
(43) A 'Black 5' passes with 1G12 with some mixed stock, including one W.R. coach. This train was one of the few without a headboard.
(44) 1T66 struggles by from Blackpool with 5574 on a long train with an 8-minute headway.
(45) Control are in an informative mood and say that the Down Manchester is 50 late with the local, 2K60 to follow.
(46) 1B13, the SO Llandudno - Leamington, comes Up early before the 12.40 p.m. local.
(47) 1G13 arrives at our Up Home only 4 minutes after the local has passed and we loose him towards the Starter. 'Zanzibar', with '8 on' from Morecambe is stopped for a moment waiting for the local to clear Tipton.
(48) 1H13 eventually passes on the down behind a 'Type 4'. All the passengers somehow seem alert. It's strange how a mishap enlivens passengers and gives a sense of cameraderie.
(49) Five minutes later 2K60 rushes past, formed by a three-set.
(50) After the Up twinset, the second Local arrives at our Down Home and is loosed down to the colour light, three minutes behind the previous Local. The Local is two 2-car sets and, as he passes the box, the train is accepted forward and the traffic is kept moving.
(51) A relief from Liverpool, 1Z74, rattles past with a 'Black 5' on the head end.
(52) The 8.20 a.m. SO from Carlisle (1G14) is heavily loaded behind 6116.
(53) 1H16, in the hands of a 'Type 4' is a long heavily-loaded Manchester-bound train.
(54) The Liverpool is offered right behind. Class 5 5347 heads out with 1K28, making white exhaust clouds in the grey, rainy sky.
(55) At 2.14 p.m. the next Up is belled. Oh, the joys of manual block! 1G15 stops at Deepfields and comes up with a 'Black 5' whistling for Tipton's Distants. He sees one clear Distant as he rattles past with some clean Midland region stock, two Southern region coaches and three elderly Eastern region coaches.
(56) 1G17 ex-Liverpool comes up right behind with a 'Type 4'.
(57) A little later, '200', now called 'T78' passes with a 'Class 8', and handful of loose-coupled vans and Billy Cook on the Brake.
(58) The Liverpool to Coventry (1Z70) comes up with a 'Black 5' heading a mixture of Midland, Scottish and Western region stock.
(59) 2G86, masquerading as an express, is formed of two 3-car sets.
(60) A 'Special' train of coke for Spring Vale comes off the top behind a 'Class 8', right in front of the SO Down Local.
(61) The Local, made up of three twin sets is stopped at our Down Starter for five minutes because Deepfields has closed early. This means that, instead of the 'Special' being turned into the 'Loop' at Deepfields, it's gone main line to Spring Vale and then backed clear of the main line. The driver of the Local has time to report in from the telephone at the Starter before we get him away.
(62) 'Comet' brings 1G20, the 12.15 p.m. from Blackpool, through with a heavy train.
(63) A little later, the 'Class 8' off the 'Special' to Spring Vale re-appears on the Up, tender first, bound for Bescot. Tipton Curve box has closed and so the engine is sent to Tipton, to enter the Princes End branch from that end.

And so ends a hectic Summer Saturday in 1962, with a walk to Tipton to catch the Down Local back to Wolverhampton.

More from Sedgeley Jn.

There's an introduction to Sedgeley Jn. box (with a signalling diagram) here.

Sedgeley Jn. Wednesday 31st January 1962

Second-hand story, this. The scene: Sedgeley Jn, the signalman: T. Allen, the time: 3.45 p.m.

The diesel twinset, which makes a trip from Dudley to The Port (Dudley Port) and back as a ‘1-3-1’ (parcels), is signalled on its return journey and the pegs (signals) are ‘off’. Drizzle has made the rails nasty and the diesel slithers with great difficulty towards the junction. The struggling train comes to a halt with the driven bogie stuck in the crossing of the diamond.

When the unit starts off again, a most singular occurrence takes place. The driving bogie goes off ‘bang road’ towards Dudley!

This blocks the Up and Down Main. The Western Region start running their locals out of the other end of Dudley. The Up Loop is ‘converted’ (allowing use by passenger trains) and two Up Walsall locals reach Dudley via the Up Loop. One of these returns on the Down for Dudley Port, creeping past ‘the wreck’ at Sedgeley Jn. with about ½ inch to spare. After the driver changes ends, it reaches Wednesbury via Tipton Curve. The driver changes ends again and travels to Dudley Port Low Level. Changing ends again, the driver returns ‘wrong road’ to Great Bridge under the authority of a ‘Wrong Line Order’. At Great Bridge, the diesel can regain the right line and continue to Walsall.

Sedgeley Jn. Saturday 3rd February 1962

The parcels trains are little 2-6-0s and bogie parcels vehicles, occasionaly with 4-wheel vans, apart from the Leamington Parcels (3H47) Diesel Parcels Unit which comes up at 9.16 a.m. returning at 11.7 a.m. on the down. This DPU has bright yellow gangway boards!

Note the ‘1-1-3’ and ‘2-3-1’ (engine and brake with engine and brake assisting) which are two Black 5s

Sedgeley Jn. Saturday 17th January 1962

(1) One of the units on the Western service is a ‘Swindon’ 3-car set. Two ugly windows to the driving cabs and large vestibule windows along the side.
(2) 3H47 is a Western single-unit parcels car with gangway boards painted bright yellow. It looks just like a runaway coach!
(3) I then have an interlude at Dudley Port box [described elsewhere].
(4) Back at Sedgeley Jn. at 1.30 p.m., an EBV [Engine and Brake Van] is belled from Dudley. When it comes into sight, we can see it’s just a light engine, so it is suitably re-described forward.
(5) The Up diesel parcels at 4.0 p.m. is accepted by Dudley under ‘Regulation 5’ [section clear but station or junction blocked]. Thrills all round and pass the green flag! [This was a fairly unusual occurrence. The train is ‘brought under control’ before clearing the home signal and then the green flag displayed from the box indicates to the driver that the line beyond the home signal of the next box may be blocked].

Traffic Movements on the Stour Valley, 1961-1962 (Part 3)

There's an introduction to each of the signal boxes (with a signalling diagram):-
Tipton.
Watery Lane.
Mond Gas.
Dudley Port.

Watery Lane Thursday 16th November 1961

6.45 a,m, finds me at Wolverhampton High Level Station buying ticket number 5199 to travel on the 6.55 a.m. Wolverhampton - Birmingham to Tipton. But a board proclaims 'Passengers for Dudleyport travel by bus'.

'They're off the road at Spring Vale' explains the booking clerk. Outside, a dimly-lit 'Midland Red' double-decker is waiting. The usual passengers climb, bewildered, on board. At 6.55 we move off, by a most unusual route and eventually stop about a quarter of a mile from Ettingshall Road station. The driver, whilst waiting for his extra passengers, says 'I've been on all night. I should be off at six'. A somewhat nightmare ride to Deepfields betrays his fatigue and then a final dash to Tipton, where he parks on the canal bridge. From here, a short walk takes me to Watery Lane box.

A shuttle service is provided from Tipton - diesel multiple units and a single coach corridor brake end hauled by a 2-6-4 tank. However, the down local at 8.44 a.m. gets the distants at Tipton and normal working is resumed. That is, until Mond Gas opens, when the Indian porter-signalman there gets a little confused.

Trip 206, a 'Jinty' hauling an open wagon and brake van has already gone up the goods line to stand outside the box to await its opening. The engine requires water so it's detached, leaving its train inside the home signal, and proceeds to the water column at Dudley Port. But Dudley Port has a '3' [pick up freight] on the block, so he can't 'knock out' out' [give train out of section] and Mond Gas cannot acknowledge a '2-3-3' [wrong road movement] if he wanted to.

Dudleyport sends the watered engine back to Watery Lane on the Down Main and we can offer a '2-3' [light engine] to Mond Gas on the Up Loop. He can accept it permissively, to proceed as far as the waiting wagon and brake. The engine then drags its train outside the home signal where it is 'screwed down' and the engine returns to Watery Lane. It should have been cancelled but Mond Gas was still not quite 'with it'. However, acting on instructions, he managed to put a '3-3' [blocking back outside home signal] on the Up Goods to protect the two vehicles. Watery Lane sent the light engine up the main to Dudley Port, whence it returned 'bang road' [wrong road] on the Up Goods to re-unite with its train. After carry out the shunt, 206 returned wrong road to Watery Lane under a '2-3-3'. How mad can you get?

Things are no better when we offer Mond Gas a '2-3-3' wrong road movement on the Down Goods for the first steam-hauled parcels heading for Dudley Port, having completed his duties at Tipton. Mond Gas acknowledges '2-2-2-3' and gives 'Line Clear' on the Up Goods.

A little later, we have the diesel parcels unit which also requires to travel wrong road to Dudley Port. At first, Mond Gas refuses our offered '2-3-3' and, whilst we straighten this out on the telephone, the DPU, unused to these delays, doesn't wait for our hand signal to proceed and has every intention of just carrying on, until halted by a swift red flag. At last, Mond Gas takes the wrong road movement and we're able to get the DPU moving with a green flag. However, we later learn that Mond Gas didn't bother with the tiresome formality of offering the DPU as a wrong road movement to Dudley Port and the unexpected arrival nearly ran through the traps at Dudley Port!

Watery Lane Saturday 2nd December 1961

Up Main Home Signal failed 7.00 a.m. Could it be detectors? If we have much more of this, they'll substitute electrical detection here! Corrected with hammer, 7.30 a.m.

Tipton Monday 29th January 1962

Second-hand story, this. At 8.00 a.m. trip 312, the steam-hauled Parcels, arrives at Tipton from Wolverhampton. T. Evans, signalman, blocks back on the Down and reverses the crossover road, to allow the parcels to back into the Down platform. The lever is then replaced normal, so that the train can move along the platform in the wrong direction to place the parcels van right alongside the station building for unloading. The train chugs along the platform and drops straight on the floor at the crossover points. The points are standing open! Very tragedial. Services are in chaos. A bus service is instituted between Wolverhampton and Tipton. Then Single Line Working is set up, with Relief Signalman T. Toombes as pilotman,

The coloured guard of 312 claims he looked at the points. Last time I was at Tipton, these points were standing open about 3/4 inch but fortunately the guard noticed them on that occasion.

Wolverhampton – Dudley Port Saturday 3rd February 1962

En route to Sedgeley Jn., I catch the 6.43 to London to its first booked stop, Dudley Port.

The Edinburgh – Birmingham train, including Sleepers, departs just before my diesel-hauled London, putting our departure back to 6.45 a.m. We are brought almost to a dead stand at Wolverhampton No. 1 box. The driver then coasts up to the starter (recently moved towards Birmingham, a short tubular post signal replacing the old, tall lattice post affair) which is ‘Off’, encouraging a burst of high speed, although Catchems’ motor distant is ‘On’. Rushing past Monmore Green (now closed), I still couldn’t see Catchems’ home and I thought our speed a trifle excessive.

Red! The diesel’s horn moans plaintively and the driver slams on the anchors. Sparks fly up from the brake blocks. The driver might have just managed to stop but, fortunately, the bobby pulls off the Home as soon as we hit the track and we coast to a halt just short of the wooden platform at Ettingshall Road & Bilston. As soon as we are at a dead stand, the Starter clears and Spring Vale’s distant comes off as well. Seems to indicate that perhaps Catchem’s had shoved a freight out main line in front of us. Certainly, there was something in the loop at Spring Vale.

Our driver has had enough and really opens up. We roar up the bank through Coseley in the morning gloom. As we approach, the colour light changes from Double Yellow to Green. Over the top at full throttle and then shut right off and race downhill towards Bloomfield Jn. A hasty application of the brakes precedes the 15 m.p.h. slack this side of the junction at Tipton. The driver keeps the train moving and is accellerating well before the train is past the ‘T’ board [Termination of Slack] and hooting for the level crossing. A few more minutes and we are drawing into Dudley Port. Then, I spent a happy morning at Sedgeley Jn.

Wolverhampton – Dudley Port Sunday 4th February 1962

Up to Dudley Port on the 7.3 a.m. with ‘Byron’.

Down on the 9.30 a.m. with ‘Kitchener’, whistling like mad for the distants and continuing to sound off having got them. Obviously a driver who likes the sirens on the ‘Standards’!

Wolverhampton – Dudley Port Saturday 17th February 1962

Once again, I catch the 6.43 to London as far as Dudley Port.

The 6.43 a.m. stands in Platform 3 at Wolverhampton High Level, headed by a whining diesel electric. We have to wait for 1M16, the Glasgow Sleeper, which precedes us along the Stour Valley. We miss Catchems’ distant but he’s got the road before we reach his home signal. Spring Vale’s distants are ‘On’ and we are brought very nearly to a stand at his home but, once moving, his starter clears. ‘Two Yellows’ on the colour light at Deepfields and we rumble down the bank to Bloomfields, finding Tipton’s distants already off. A curt slowing over the slack just before the junction with the Princes End Line and we are soon approaching Dudley Port. Then on foot to Sedgeley Jn.

Traffic Movements on the Stour Valley, 1961-1962 (Part 2)

My original notes appear in italics with minimal editing, followed by my recent comments attempting clarification. In some posts where a number of movements are only briefly described, numbers in brackets have been added to assist in locating entries.

There's an introduction to Watery Lane (with a signalling diagram) here.

Watery Lane Tuesday 17th October 1961

At 2.23 p.m. T347 is offered from Tipton. Great fun! The up express is right behind him. What nit loosed this joker onto the main line? T258 was already in the Up Loop and 347 was far too long to be sent in behind 258. T347 arrived with 'Western Star' and put off 18 wagons on the front road of the down sidings. He then drew the remainder of his train forward over points 30 and reversed it through the crossover onto the down main. By the time the whole train was across, the brake van was almost at Tipton's crossing gates. Since T347 had a van to put off at Dudleyport, we despatched the train 'bang road' on the Down Loop to Dudleyport. [Wrong direction movements were authorised on the Down Loop to Dudleyport]. The express was stopped at Bloomfield Junction only for about 4 minutes. Pretty swift working! Cheers for 'The Team'.

Watery Lane Saturday 4th November 1961

T200 goes up the loop with the irate guard, Billy Cook, complaining 'We're right away Albion!' The loop points are put back to allow us to pull off for the following express 1G20. The signal lever comes half-way over (dropping the Block Stick) but the signal detectors hold the lever back. [The Block Stick Relay ensures 'one needle, one pull' to minimise the risk of a confused signalman ending up with 'two in a section'. The signal detectors at the points prevent the signal from being cleared if the point blades or facing point lock are not fitting-up accurately]. Oh well, display a green flag, the Black 5 chugs past. When the train has cleared the section, we attempt to free the signal, obtaining a fresh 'Line Clear' from Dudleyport so that we can test the signal. But, to no avail. The whole thing is failed and flag working was instituted on the Up until 8.00 p.m.

Traffic Movements on the Stour Valley, 1961-1962 (Part 1)

My initial interest in railways developed around signalling and traffic movements, as described in Visiting Signalboxes. I spent a lot of time on the Stour Valley Line, which still connects Birmingham and Wolverhampton and in this series of articles I'll try to reconstruct some of the events I witnessed 50 years ago.

Working Time Tables of the period are a valuable starting point but, at present, I've not sourced this period. There's some general information in a post on Railway Working Time Tables.

Signal box Train Register books can give a mass of information. When I visited signal boxes, I had my own Train Register book in which I copied the details from the official Train Register each time I was unofficially working the box. The 'Remarks' column would have explanatory notes to clarify what was going on. Although I've now located my train register book for a later period, I've not found the one for 1961.

Encouraged by the interest of some of my friends in this period, I have found various notes from the period which I called my 'Occurrence Book' in which I tried to write more detailed explanations of the movements. The notes frequently refer to times in the Train Register (which we don't have) so interpreting these notes is not straightforward but I hope these articles will be of some help.

So, all I have to do now is transcribe the notebook and write an intelligible description of the movements. Watch this space.

You can find all my posts describing Traffic Movements on the Stour Valley and South Stafford Line in the steam era here.

[Link to all 'Traffic Movements' posts added 10-Nov-2015]

Agecroft No. 1

Agecroft Power Station near Manchester, now closed, was coal-fired. There's a brief history here. Before the construction of a conveyor from the adjacent colliery, the coal arrived by rail and there were three 0-4-0 saddle tanks called (logically if unimaginately) Agecroft 1, 2 and 3 to handle the shunting. These locomotives were built by Robert Stephenson and Hawthorn Ltd in Newcastle to a standard design dating back to the early 1900s. This design, with 14-inch cylinders, was adopted as the standard small shunter by the British Electrical Authority and similar locomotives were used in various power stations across the country. Agecroft No. 1 (works number 7416) and Agecroft No. 2 were delivered in 1948 and Agecroft No. 3 (with minor differences) followed in 1952.

By the time I became involved in railway preservation, Agecroft No. 3 had moved to what was then called 'MMSI' (the Manchester Museum of Science and Industry) where it provided train rides to visitors at the weekend. Agecroft No. 3 was the second locomotive I drove. Sadly, when the locomotive required extensive repairs, the museum disposed of her to Swindon Museum.

Agecroft No. 2 is now at the Ribble Steam Railway.

After partial restoration in private hands, the 'kit of parts' for Agecroft No. 1 was acquired by the museum, now called 'MOSI' (Museum of Science and Industry). The restoration has been completed mainly by museum volunteers and there is, once again, an 'Agecroft' to provide train rides.

Initially, Agecroft No. 1 is being used to cover periods when the 'Planet' replica is off-site, visiting other railways. 'Planet' was at the Great Central Railway for the Spring Bank Holiday weekend and so my driving turn at Manchester on the 28th May was the first time I'd had 'hands-on' with Agecroft No. 1, operating with a B.R. suburban coach, formerly used on the lines out of King's Cross and a 20-ton brake van.

Pictures of Agecroft No. 1.