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I was first introduced to the railways around Morecambe in 1952 as I described in the post
Steam around Morecambe. I've been back to the Morecambe area by road a few times since, notably in 1967 when I saw how Lancaster (Green Ayre) had changed. There's a post based on the 1967 visit titled Track Diagrams: Lancaster (Green Ayre).
Recently, I made a brief foray back to the area by rail, described in the post Return to Heysham which includes architectural comments. I've left my more technical railway musings for this present post.
Brief History
Click here for enlarged view
Details of the lines around Morecambe in 1913 originally published by the Railway Clearing House. Reprinted in 'Pre-Grouping Railway Junction Diagrams 1914', published by Ian Allen (ISBN 0 7110 1256 3).
The North Western Railway (usually called the 'Little North Western' to distinguish it from the mighty L&NWR) built a line from Settle to join up with the Lancaster and Carlisle Railway (now part of the West Coast Main Line) and that spawned a branch to Morecambe, terminating at Northumberland Road, which opened in 1848. This branch was first leased by the Midland Railway in 1859 and subsequently acquired by them.
The L&NWR constructed its own branch from their main line to Morecambe in 1864. This branch initially shared the Northumberland Road terminus but, in 1886, a dedicated L&NWR terminus opened at Euston Road.
The Midland Railway were anxious to develop the Irish traffic and in 1904 opened a branch to a new ferry port at Heysham. In 1907, the Midland replaced Northumberland Road station with a spacious station nearer the sea called 'Promenade'. Keen to try out electric traction, the Midland's Lancaster - Morecambe - Heysham network was electrified in 1908 at 6,600 volts, 25Hz a.c. with overhead current collection. This scheme was very successful but, by 1951, the electric rolling stock was life-expired.
British Rail decided to refurbish the line, changing the supply frequency to that of the National Grid - 50Hz, so as to provide a test-bed for subsequent main line 50 Hz electrification. Steam-worked push and pull services maintained the service from February 1951 until August 1953 when the 50Hz electric trains resumed operations. See Steam around Morecambe for more details.
In 1966, as part of Beeching's simplification of the network, the former Midland line from Lancaster Green Ayre to Morecambe (and the electrification) was abandoned and remaining services from the West Coast Main Line were routed into Morecambe Promenade station.
In 1994, a new station was opened a little inland of Morecambe Promenade and the now-redundant area around Promenade Station was redeveloped, although the main building on the promenade was preserved for non-railway purposes.
Wikipedia has an article on the Morecambe Branch here.
The Routes in the 1950s
In the 1950s, the routes were mainly controlled by semaphore signals, manual signal boxes and Absolute Block Signalling.
Ex-L&NWR signal boxes:
Lancaster No. 1
Lancaster No. 2
Lancaster No. 3
Lancaster No. 4
Morecambe South Junction
Hest Bank
Bare Lane
Morecambe Euston Road
You can find detailed signal box diagrams in the excellent series of publications from the Signalling Record Society 'British Railways Layout Plans of the 1950's'. Lancaster (Castle) and the L&NWR lines to Morecambe (Euston Road) are in 'Volume 6: West Coast Main Line (Euxton Junction to Mossband) and branches' (ISBN: 1 873228 05 8).
Ex-Midland signal boxes:
Ladies Walk
Lancaster Green Ayre
Torrisholme Jn. No. 1
Morecambe Promenade
Torrisholme Jn. No. 2
Heysham Moss Sidings
Heysham Harbour Jn.
Heysham Harbour Jn.
Again, you can find detailed signal box diagrams in the Signalling Record Society publication 'British Railways Layout Plans of the 1950's'. Lancaster (Green Ayre) and the Midland lines to Morecambe (Promenade) and Heysham are in 'Volume 12: ex-MR Main Line Carlisle to Leeds, associated branches and joint lines' (ISBN: 1 873228 15 5).
The Routes in 2013
The double-track West Coast Main Line is now electrified at 25 kV a.c. and the other routes are either abandoned or simplified. The entire area is signalled with colour-light signals remotely controlled from Preston Power Signal Box. To see what remains in 2013, refer to 'Railway Track Diagrams Book 4: Midlands & North West', Third Edition, published by Trackmaps (ISBN: 978-0-9549866-7-4).
Lancaster station today
This L&NWR station on the West Coast route was formerly called Lancaster (Castle) to distinguish it from the Midland Railway's Lancaster (Green Ayre) station. Well, the Castle still sits on the hill brooding over the L&NWR station but the station is now simply called 'Lancaster' and is one of the stations operated by Virgin.
Lancaster Station looking north with a 'Pendolino' arriving in platform 3.
Bare Lane station today
Bare Lane has become a rather curious junction. Two single lines approach from the West Coast Main Line, forming a triangle. Trains from Lancaster direction leave the main line at Morecambe South Junction. This was formerly a double-track connection but is now singled. Trains from Carlisle direction leave the main line at Hest Bank: this connection was always single. I didn't visit Hest Bank this time but there's a post based on a visit to Hest Bank back in 1967 titled Track Diagrams: Hest Bank. The two single lines combine east of Bare Lane station and then immediately split into two parallel single lines (the original double track L&NWR route converted into two 'long sidings' both used by trains in both directions from Bare Lane to the new Morecambe station each used by trains in both directions). The former Down line is now designated 'Heysham' and the former Up line is designated 'Morecambe'. The Bare Lane signal box structure (with lever frame) remains, overlooking the barrier-controlled road crossing. Colour light signals control movements through Bare Lane. The Bare Lane signal box controlled the area until 2012, when Preston Power Signal Box took over.
The attractive stone-built former station building on what was the Up platform at Bare Lane.
Morecambe station today
The original Morecambe station lay right on the promenade and its rather grand station building survives (listed Grade II) although now divorced from the railway. The L&NWR built their own route to Morecambe with a separate terminus a little inland called Morecambe (Euston Road. Crossovers between the L&NWR and Midland lines outside both stations allowed trains from the L&NWR to arrive at either station. This juxtaposition of the two routes has allowed a fairly ingenious adaption of the original complex arrangement of lines to today's very simple facilities. The two parallel single lines from Bare Lane divert onto the former Midland trackbed and continue to an island platform at the present station.
Rush hour at Morecambe: view from the buffer stop end looking towards Bare Lane. Class 156 Lancaster train in platform 1 (left) and Class 158 Leeds train on right.
The 'Morecambe' line (platform 1) is just a simple siding but the 'Heysham' line (platform 2) has a run-round loop. This is so that nuclear 'Flask' trains arriving at Morecambe for Heysham Nuclear Power Stations can run-round before reversing direction and diverting onto the single line to Heysham. The connection to the Heysham Branch is normally set for running to and from Bare Lane, but a 2-lever ground frame at the junction points (I assume electrically released from Preston P.S.B.) allows the train crew to change the points. The points at either end of the run-round loop appear to be spring operated without manual levers. There is a 'Point Indicator' reading from headshunt to the run round loop. The 'Point Indicator' looks like a 2-aspect colour light signal and presumably is lit yellow when the points are correctly fitted-up for the loop, as proved by an electrical detection box.
View of headshunt beyond platform 2 and spring points set for the run round loop.
The view below shows the present junction with the Heysham line.
This view, from the Westend Road bridge shows the two lines to Bare Lane on the left, the single line to Heysham curving away at the top. In the centre, the two-lever ground frame with the 'Point Indicator' for Up movements adjacent. The are two more point indicators for Down movements on the left of the junction. On the right, the spring points at the Bare Lane End of the run-round loop.
The Ground Frame is operated by Train Crew - on my journey to Heysham, the driver had a trainee with him. We stopped clear of the points, driver and trainee both climbed down, shutting the door from outside (the 'Pacers' don't have a separate driver's door). My picture below shows the trainee with the cabinet open, presumably obtaining the release. The Point Indicator changed from 'Yellow' to 'flashing red' whilst he inserted the release key into the ground frame, operated the release lever to reverse (withdrawing the Facing Point Lock from the point stretcher), operated the second lever to change the points for the Heysham line, placed the release lever normal (inserting the Facing Point Lock through the second notch in the point stretcher) and withdrew the release key. I assume they carried the key as authority to occupy the line, but I didn't spot it. The point indicator had gone back to 'yellow' as the driver and trainee clambered back on and we set off for Heysham, bouncing quite well (as these dreadful Class 142 4-wheel vehicles do).
The 2-lever ground frame controlling access the the Heysham branch.
Heysham Port station today
Just before arriving at Heysham station, we passed another 2-lever frame (presumably released by the release key used at the Morecambe end) which allowed trains into the Power Station Siding. We continued to the present single used platform. The remains of the original three platforms were still visible, but only one was served by railway track. Originally, the three platforms were longer and led to pointwork at the far end of the station but a modern ferry terminal now occupied the space. I remember the all-over roof originally made it a rather dark station. Although the roof has now gone, many of the supporting columns remain, with a 'T' shaped head where the horizontal supporting girders had been cut short. I was able to take a few pictures before the train returned to Morecambe.
Heysham Port station.
After a few minutes, we were approaching Morecambe. The driver stopped when the train was clear of the Heysham junction points (the guard at the rear 'buzzed' the driver when he was 'over') and the driver and his trainee worked the Ground Frame to restore the points to the Bare Lane direction, ready for their working to Lancaster and then Leeds. Having picked up more passengers at Morecambe station, we made our way back to Lancaster, where I left the train.
Heysham Port and its Ships
There's a Wikipedia article on the port here. Heysham Port is now operated by Peel Ports (who operate a number of U.K. ports, including Liverpool.
Years before, I'd seen British Rail's TSS Duke of Lancaster which operated on the Heysham - Belfast route. This ship was a replacement for the earlier L.M.S. owned RMS Duke of Lancaster. Oddly enough, the 1956 'Duke of Lancaster' can still be seen, beached in a creek on the North Wales coast. Nowadays, the Belfast service is operated by Seatruck Ferries with a fleet of modern 'Roll-on, Roll-off' ferries. I found the Seatruck Ferries site particularly helpful - there's comprehensive data on each of their vessels, including Seatruck Panorama which was berthed on the South Quay.
A fairly deserted Heysham Port, viewed from the approach road. 'Seatruck Panorama' is berthed on the South Quay, dwarfing the 'Pacer' which would return me to Morecambe.
Heysham Nuclear Power Stations
I was surprised at just how close to Heysham Port railway station the two power stations were. The Advanced Gas-cooled Reactor (AGR) was heralded as the way forward when introduced but technical difficulties during meant that that promise was unfulfilled. There are useful Wikipedia articles on the AGR design and the two slightly different designs in use at Heysham Nuclear Power Stations.
View of Heysham No. 1 Power Station from the road. Note the railway sidings beyond the fence. The output from the power station is delivered by the dual three-phase high voltage transmission line. Heysham No. 2. has its own transmission line.
Since we 'privatised' our electricity production and distribution, the two Heysham Power Stations have been operated by EDF Energy which is owned by the French state-owned organisation Électricité de France. Huh? There's information on the web which is regularly updated - see Heysham No. 1 and Heysham No. 2.
The two dual transmission lines from the two power stations enter a High Voltage Switch Yard after a few hundred yards and from there, various transmission lines march off to serve different areas.
The High Voltage Switch Yard just outside Heysham Port Station.
My pictures
Morecambe (includes pictures of former Promenade station building).
Morecambe area railways.
Lancaster area rail.
[Spelling of 'Torrisholme' amended - 24-Mar-2014]
The narrow gauge Ashover Light Railway ran from the industrial complex of the Clay Cross Company at Clay Cross to Ashover in Derbyshire. Intended to serve the Company's quarries, the railway also developed a healthy passenger traffic. A stud of ex-World War I Baldwin steam locomotives worked the line.
For more information about the history of the Ashover Light Railway, see the Wikipedia Article.
The line is now long-gone but still inspires enthusiasts, a group of whom have formed the Ashover Light Railway Society. On 9th November 2013 I was invited to a meeting between Henry Frampton-Jones of the Derbyshire Dales Narrow Gauge Railway and Trustees of the Ashover Light Railway Society at their workshops in Sheffield.
Trustees of Ashover Light Railway Society at a meeting with Henry Frampton-Jones in Sheffield. L-R: Henry, Richard, Andrew, Jonathan, Graham.
The Society has acquired a selection of rolling stock, mainly from the Ashover Light Railway and is carrying out an active restoration programme. I was most impressed with the work I saw and my pictures don't really do justice to the high standards achieved.
The restoration of a Ruston diesel shunter is now nearing completion.
Ashover Light Railway Society: Ruston shunter under restoration.
A battery electric Shunter is also well-advanced. I believe that it originally worked in a power station, having been constructed in the power station workshops. The two electric notors are by British Electric Vehicle, often known as 'BEV', which was originally based in Southport.
Underframe for Battery Electric Locomotive (inverted) under restoration. Note the sprockets on the far wheels for chain drive from the two motors. The underframe appears to have been modified from a mining tub wagon.
Ashover Light Railway Society: One of two electric motors for the Electric Locomotive under restoration. Note the sprocket on the end of the armature for chain drive direct to the wheels.
Body for Battery Electric Locomotive under restoration.
A number of items of rolling stock from the Ashover Light Railway have been acquired and restoration is being carried out, as circumstances permit.
Coach Underframe (inverted) under restoration.
Two Coach Underframes awaiting restoration, together with various wheelsets and Timken axleboxes.
The Society is currently completing a detailed catalogue of the timbers from the dismantled 'End of the Rainbow' Restaurant' which originally was a very distinctive feature of the railway at Ashover.
Timbers from the 'End of the Rainbow' Restaurant in store, pending future rebuilding.
However, perhaps the most improbable artefacts held by the Society are the remaining parts of the 'Sentinel' steam locomotive formerly used on the Jaywick Miniature Railway. But that's another story.
To find out more about the Ashover Light Railway Society, refer to their website here.
Books
'The Ashover Light Railway' by K. P. Plant (Locomotion Paper No. 30) published Oakwood Press.
My Pictures
Ashover Light Railway
Having a 'free day' on Saturday 14th December, I decided to have a day out by rail. A brief internet timetable search suggested Morecambe as a suitable destination. I was surprised to find that the branch from Morecambe to Heysham still had a passenger service, albeit only one return working on the day of interest, so I determined to try to make it back to Heysham (sixty-odd years after my first trip there by rail).
On a Saturday, the first bus into Wolverhampton (where I normally catch trains) leaves at 08:05 and doesn't arrive in Wolverhampton until about half past eight. Allowing for the walk from the bus to the station and the need to buy a train ticket, it didn't seem very likely that I'd be able to catch the 08:37 to Edinburgh but, in fact, I just made it. The 'Pendolino' made an uneventful journey to Lancaster.
The station buildings in stone at Lancaster are listed Grade II. There's more on the British Listed Buildings site here.
Lancaster: View from Station Road of part of the station buildings on the Down side.
I spent a few minutes taking photographs before boarding the Morecambe train, arriving at a windswept Morecambe around 10:40. Outside the small, modern station building a dual carriageway led me via an equally-modern retail park of large warehouses to the promenade. Sixty years ago on my first visit to Morecambe, it was all very different - no dual carriageway, no retail park. Morecambe Bay itself presented the rather grey, forbidding appearance which I remembered from previous visits.
On the landward side of the promenade, I came to the stone-built preserved station building of the long-closed Morecambe Promenade station, which had so impressed me on my first visit. This is now a Grade II listed structure part of which is doing duty as a tourist information office. The roofed concourse area has been converted into a performance area called The Platform. See the British Listed Buildings site here.
Morecambe: The elegant facade of the former Promenade station.
Having photographed the station building and obtained a free street map from the friendly tourist office staff, I crossed to road to the distinctive art-deco Midland Hotel, still occupying its prominent location on the seaward side. Now listed Grade II*, it's been restored. There's more on the history of this iconic hotel on the 'Friends of the Midland Hotel' site here. The British Listed Buildings entry is here.
Morecambe: The Midland Hotel.
It was too early for lunch, but the hotel was serving morning tea and coffee in the (rebuilt) Sun Terrace room. I spent a pleasant half-hour here before heading east along the promenade to the War Memorial where I continued along the beach. It was blustery and starting to rain, but still pleasant.
Morecambe: The Beach.
I left the beach near the Clock Tower, having spotted The Old Pier Bookshop. This is a labyrinthine wonderland of second-hand books - I can't improve on the affectionate review I afterwards found here (on the 'Nothing To See Here' site). Carrying my purchases, I made my way back through the town to the railway station, in time to catch the Heysham Port train along with two middle-aged gentlemen.
The train took us to a deserted Heysham Port where the station was adjacent to the equally-deserted Ferry Waiting Room. It was clear that no ferry departure was imminent, although Sea Truck Ferries Roll-on, Roll-off ferry 'Sea Truck Panorama' was berthed against the south quay. I had less than twenty minutes to explore before the train returned to Morecambe. Outside the station, the most noticeable feature was the two nuclear Power Stations (logically known as Heysham 1 and Heysham 2) just a few hundred yards away.
Heysham 2 (l) and Heysham 1 (r) Nuclear Power Stations, viewed from the Ferry Port car park.
I took the public road leading away from the ferry area. If time had permitted, I could have walked to Heysham Village or even continued to Morecambe but, anxious to catch the train back to Morecambe, I didn't get far in the time available. Returning to the train, I was amused to find that the two other passengers had not even troubled to get off before returning to Morecambe. Certainly, the 2-car 'Pacer' was considerably warmer than outside - still overcast and with light rain.
The train made its way back to Morecambe where the train crew 'changed ends' so I didn't have to get off before being returned by the same train to Lancaster. Here, I had a little time to take more photographs of the station and its buildings before catching a southbound service to Wolverhampton. I was even early enough to catch the four o'clock bus back home.
I've deliberately omitted the railway, shipping and power generation technical comments from this post - they can be found in the post Railways around Morecambe.
My pictures
Morecambe.
Morecambe area railways.
Lancaster area rail.
SEASON'S GREETINGS!
No, it's not snowing at present - that's just a suitable snow scene (the picture was actually taken in January 2013). A few days before Christmas it's dull, it's raining, it's cold but it's not snowing (yet).
This is just to wish all my friends and readers Best Wishes for Christmas and the New Year.
If you are keen on snow and ice, you could read The Battle of Brewood or, for really serious snow enthusiasts, try Arctic Adventure.
Introduction
The 2013 season of Peak Rail 'Santa' trains started on 7th December, when I was the driver of 'Lord Phil', with Dave as fireman. When I arrived, the locomotive was on the outside pit facing south, ready to top-and-tail the 'Santa' train with 'Penyghent'. Dave already had matters well in hand as far as steam raising went, so I busied myself oiling round. Roger brought us the train staff and we were ready to come off-shed at the booked time, 10:00. The Special Traffic Notice had said we'd have a 7-coach train, but there were only 5 coaches standing in the platform, because the 2-coach 'Palatine' restaurant set had been shunted onto the 'Third Line'. This meant that we had to reach our train by leaving the depot via the 3-lever ground frame at the north end which is released by the train staff. We then headed south on the run-round loop, 'trailing' the trap points at the north end of the run-round loop which are controlled by a second ground frame. I came to a stand at the ground disc signal controlled from the 3-lever ground frame at the south end of the loop. The white signal disc has a yellow bar, rather than red, so as to permit movements into the headshunt when the signal is 'on'. Dave walked forward to the ground frame, reversed the crossover and cleared the signal. I moved the engine forward onto the single line, Dave restored the points, removed the train staff from the frame and climbed back onto the footplate. We then moved up to the waiting 5 coaches, Keith the guard called us on and Dave 'tied us on' and started steam heating the train.
'Lord Phil' at the head of the 10:45 'Santa' train.
Steam Heating
With British weather, carriage warming during the heating season is important. Warming is carried out by passing an auxiliary supply of steam from the locomotive via flexible hose couplings between vehicles to radiators in each coach, typically at a steam pressure of about 30 pounds per square inch. This is only a fraction of boiler pressure so steam from the boiler is admitted to the heating system through a Reducing Valve. It takes a while for steam to work its way through the train so it's usual to open the steam heat cock on the back of the train until steam can be seen escaping, assuring that all the intermediate cocks between carriages are open and the steam heating hoses correctly coupled. Ideally, this process should be started well in advance of departure to give the coaches a chance to start warming before the passengers board. Since the train was rather cold, we were asked to increase the pressure somewhat to improve matters. Once steam heating is started, the fireman needs to account for the extra demand for steam which will increase water and coal consumption.
Of course, as originally built the 'Austerity' locomotives, like 'Lord Phil,' were not provided with steam-heating or vacuum brake facilities but restored locomotives used for passenger trains on preserved railways have had these features added.
There's a little more about steam heating in my article here.
In the old days on the 'big railway', it was common practice to allocate a special locomotive to the task of pre-warming rakes of coaches. At some carriage depots, stationary boilers were provided for this purpose. These were usually old boilers removed from locomotives (or even fairly complete locomotives). A stationary locomotive boiler does not have the advantage of the steam blast which, on a locomotive in motion, discharges used steam through the blast pipe into the chimney, enhancing the airflow through the fire. To make up for this deficiency, tall chimneys were usually added to create sufficient draught.
Working the trains
The timetable called for four trips top-and-tailed to Matlock Riverside, leaving Rowsley at 10:45, 12:15, 13:45 and 15:15. Dave and I had time for a bacon bap before we left with the first train.
Dave enjoys a bacon bap.
I usually concentrate on describing working on the locomotive but, of course, there are many other people required to keep a passenger railway running, including Signalmen, Guards, Stationmasters, Platform Staff, Ticket Office and on-train Ticketing Staff, Shop Staff and Catering Staff. These 'front line' roles are backed up by a host of support staff working on maintenance of the Permanent Way, Locomotive and Rolling Stock, Signal and Telegraph equipment and buildings. The majority of these roles on a preserved line are carried out by volunteers and the railway's Management has to ensure that volunteers are suitably trained and examined for the roles they undertake in addition to ensuring compliance with the myriad rules which apply to a passenger-carrying railway. It's hard enough to fill all these positions at any time of the year but the 'Santa' trains make extra demands because of the larger number of passengers normally carried and all the extra help needed to support Santa as he brings his special 'magic' to the railway.
A festive-looking John and Jan pose alongside 'Lord Phil'.
Both 'Lord Phil' and 'Penyghent' initially had a little trouble with 'dragging brakes'. This improved later in the day, possibly following 'pulling the strings' on all the vacuum brake cylinders of the coaches. By the time we were on our last round trip, it was becoming dark, showing up the illuminations on the platforms at Darley Dale to advantage. All the platform lights on the Up platform at Darley Dale were lit up, making the station look very inviting. Although the cast iron columns for similar lighting on the Down platform have been fitted and painted, they await the lanterns.
All the trains during the day were either full or well-loaded - there were certainly plenty of people around. Once we arrived back at Rowsley on the last train, we uncoupled and made our way across to the shed where Harvey coaled us, ready for the following day's service. We then stabled the locomotive on the outside pit and completed disposal. There's a general description of what's involved in disposal in the article MIC - Disposal. Once these duties were complete, Dave and I could 'sign off' after a satisfying day.
Related posts in this Blog
Santa Specials.
On the Footplate (Part 2).
My Pictures
Peak Rail 'Santa' trains 2013
Lord Phil.
The Battlefield Line started its well-supported programme of 'Santa Specials' for 2013 on Saturday, 30th November. I was the booked driver the following day. This necessitated getting up at 4.20 a.m. in order to 'sign on' at Shackerstone a little after six. It was still dark but it didn't seem too cold. Dave, the fireman, was already in the engine shed emptying the ashpans on our locomotive - Great Western 3803. The engine was well-inside the shed, making it easier to admire the recently-installed additional lighting which has improved working conditions significantly.
3803 in the shed at Shackerstone.
Dave and I worked together preparing the locomotive. He did the inside oiling for me and I fetched coal forward - only a few hundredweight remained in the tender, perched on top of the tender tank right at the back so coaling was going to be essential. Later, Jason arrived to carry on with re-painting a coach which was sitting in platform 1. Jason fired up a diesel shunter to propel the coach from platform 1 towards the DMU Siding, leaving the line clear for Dave and I to move 3803 through platform 1 to the coaling point in the North End sidings. Jason started the Bucket Loader and coaled our engine. I moved the engine across to platform 2 and Dave coupled us on to the head of our five coach 'Santa' train.
As stewards helped arriving passengers to their correct seats, we started to steam heat the train. Dave explained that they'd had a problem the previous day - the flexible hose under the footplate carrying steam for carriage warming from the locomotive to the tender was leaking and an additional jubilee clip had been fitted as a remedy. It was apparent that the problem was not completely cured, as clouds of steam swirled around the cab.
3803 at the head of the 10:00 'Santa' train.
Eventually, all our passengers were boarded and, rather late, we set off on the first of four trips. The steam heating leak wasn't too bad but forward visibility through the cab spectacles was impaired. I had to lean well out of the cab to keep a lookout ahead. The situation seemed to improve later in the day probably because, as the air temperature increased, the drifting steam didn't immediately condense to form a thick fog. We had an uneventful run to Market Bosworth station. We were booked to stand here until Santa had worked his way down the train, speaking to all the boys and girls and giving them presents. The train was well-loaded, so we stood for twenty minutes or so.
The unmistakeable Great Western lines of 3803, waiting at Market Bosworth.
Eventually Martin, the Guard, gave us the 'Right Away' and we continued our journey to Shenton. I 'eased up' to slacken the coupling between the tender and the first coach and Dave 'hooked off', allowing us to run round our train, ready for the tender-first run back to Shackerstone.
I'm afraid we continued to run late throughout the day. We were able to make up a little time on the journey but each departure was a little late and, of course, the important thing was to allow Santa time with all our young passengers. The final departure from Shackerstone was the 16:00. We were still a little late away but this train was not filled to capacity.
Dave, in a cheerful mood.
Dave was suffering from an infection and had coped manfully with the heavy day but Jason had agreed to join us and fire the last trip. It was becoming dark as we left Shackerstone with trees and bridges silhouetted against a deep blue sky. People are often surprised that, in the age of steam in Britain, a steam locomotive driver had no view ahead at night. The lamps carried on the engine were purely for identification and the driver largely had to rely on sounds to know his location. In other countries, attempts were made to give the driver some visibility ahead (I always think of the classic American 4-4-0 bearing a huge oil searchlight in front of the diamond stack). Of course, on Network Rail all trains, including those hauled by steam locomotives, now have a high-intensity headlamp but preserved railways continue the tradition of 'running in the dark'.
On arrival at Shenton, we ran-round for the last time and were soon on our return journey to Shackerstone. By this time, it was properly dark. The driver is always on the look-out for signals and, traditionally, semaphore signals were lit by paraffin lamps. There's a little about the lighting of signals here. On preserved lines, signals are often converted to being electrically lit, for convenience. Approaching Shackerstone, the first lit signal is the outer home, which was showing a cheerful 'Green' (there is a preceding fixed distant signal, but this is not lit). We dropped down the bank towards the signal box, complying with the 10 m.p.h. speed restriction and observing the two red lights of the inner home (a two disc ground signal - there's a daytime picture of this signal here). As we approached, the lower red light turned to green, beckoning us into platform 2. With a 5-coach train, we had to stop with the engine fouling the barrow crossing to platform 1. Since the footbridge is still closed, all our passengers had to wait for Dave and I to unhook the engine and draw forward over the hand points at the north end, where we waited until everybody had made their way across to platform 1. Once the foot crossing was clear, we headed for the shed and quickly completed our disposal after an enjoyable, if tiring, day.
Related posts in this Blog
Santa Specials.
Locomotive 3803.
Railway Signalling in Britain: Part 4 - Semaphore Signal Aspects by Night.
My Pictures
Santa at Shackerstone 2013
3803
My post Jan Ford's Travels lists the 'Grand Tours' I embarked upon starting in 2001 but I'd had a number of trips abroad before then. I've now listed most of these earlier trips although details are rather vague, I'm afraid. Even dates are approximate until I find other evidence. I haven't all my old passports (one passport was stolen while current in Centraal Station Amsterdam).
If there's already a blog post, I've provided a link and, if I've found any photographs for the trip, they are also usually linked. There's also a post Jan Ford's Travels: Around the World in pictures.
Alternately, if there are sets of photographs, you can go directly to the list of all my collections here, where collections for each country visited are listed in alphabetical order (followed by 'special interest' collections on railways, charitable initiatives and similar).
France (1951)
My first overseas trip was a day trip to Boulogne with my mother around 1951. There's a short report here.
Republic of Ireland (1972-1973)
In 1972, my firm, Ford Electronics, undertook a railway project for Westinghouse Brake and Signal in Eire. Various staff from Ford Electronics, including the writer, made a number of trips to Eire during the installation and commissioning phases. It was an interesting time which I've not yet described and, at the moment, there are no pictures.
Germany (1976)
In 1976, Ford Electronics started design work on the Trunk Line Electrification Project in Taiwan for G.E.C. I made a couple of visits to Frankfurt, visiting the German consultants on the project. No report or pictures at present.
Holland (1977)
I made my first visit to Amsterdam with my mother. No report or pictures at present.
Taiwan (1977-1978)
In 1977 and 1978, I made three trips to Taiwan in connection with telecommunications equipment we supplied to G.E.C. for the Trunk Line Electrigfication Project. There's a short report here. No pictures at present.
Holland (1980)
In 1980, I became a weekly commuter for some months when carrying out consultancy work for Philips, briefly described here. Later, I visited a couple of times with my partner Daemon. No pictures at present.
Italy (1980)
My first trip to Italy was a visit to Milan in connection with consultancy work for Philips. Later, I made a trip to Venice. No report or pictures at present.
Korea (1980)
I visited Seoul with a team from Philips when they were engaged in tendering for a project in Iraq. There's a short post here. No pictures at present. I've only transited through Incheon since (on my Trip to Japan here).
Poland (November 1981)
The Soviet Empire was shaken in 1980 by the emergence of an independent trade union in Poland - 'Solidarity'. My mother was keen to visit and she and I spent a few (rather tense) days in Warsaw. The following month, Martial Law was declared. There's no report or pictures yet.
Paris (1982)
My firm was involved with an American computer company Dynabyte. A trip to Paris for a Dynabyte seminar gave me a little time to explore the city. No report or pictures at present.
Thailand (1988-1989)
I made 5 trips to Thailand in 1988-1989 in connection with the commissioning of the Train Despatcher Project for G.E.C. On the last of these visits, I took part in the 'Train Despatcher Project I & C Seminar' described here, with pictures here. No other report or pictures at present.
Switzerland (1989)
I visited the International Telecommunications exhibition in Geneva when it was known as the CCITT exhibition (from the French Comité Consultatif International Téléphonique et Télégraphique). In 1993, CCITT became ITU-T (for International Telegraph Union Telecommunication Standardization Sector). After visiting the show, I extended my stay to spend a couple of days dashing round the country by train, with a side trip to Italy through the Simplon Tunnel. Sorry, no report as yet and no pictures.
Thailand (1990)
I made a further trip to Thailand to assist in the opening of the Bangkok Railway Museum, described here.
India (1992)
My first visit to India was in connection with the commissioning of telecommunications equipment for the Delhi Ring Railway. I flew to Delhi in May 1992, returning almost seven weeks later. There's a post here, with a link to a continuation post here. The continuation post has a series of links to railway and travel photographs.
[Link to Jan Ford's Travels: Around the World in pictures added 12-Nov-2015]
An American correspondent recently wrote to me, describing a visit to Surbiton railway station, which he found "remarkable", although his preference would be for a rather earlier architectural style. I completely agree with those sentiments. I'm not usually a fan of Art Deco but the 1937 building designed by the Southern Railway Architects' Department under J. R. Scott is impressive, fully justifying its Grade II Listing.
Surbiton Station (Photo: Ok2010 (Own work) [CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons.
The (rather terse) description of the building in 'Architect Speak' is:-
Reinforced concrete, painted. Flat roof. 4 bay central tall single storeyed booking hall,
flanked by low, narrow bays containing kiosks, curvng backwards to meet long, low
wings. Continuous cantilevered canopy of concrete to centre and wings, with moulded
edge. Clock tower to left with strong, but narrow cornice and horizontal strings to
upper, set back part. Long square headed windows with narrow closely spaced
mullions to booking hall. Original wood and bronze doors below, with triple bronze
bars in front of long narrow windows. Central facia to canopy with "Surbiton" in
sans serif capitals. Marble lined booking hall. Two long single storeyed buildings
remain on platforms; also reinforced concrete, with rounded ends and horizontal
glazing bars to windows. Built to contain offices, lavatories and waiting rooms.
Similar ideas were employed in a number of suburban stations on the extensive electrified network, neatly reinforcing the impression that the Southern was a modern, forward-looking railway. Buildings with rounded ends (mentioned above) were a recurrent motif, being frequently applied to signal boxes of the period.
Former Wimbledon 'A' signal box on the right. The area is now controlled from Woking.
Railway architecture is one of my interests and my collection of pictures Railways (UK) includes a number of photographs of buildings, bridges and other constructions (now termed 'the built environment'). Having introduced one outstanding Southern Railway building above, I thought I'd make reference to a few other Southern Railway buildings. The Southern Railway was formed by the amalgamation of the London and South Western Railway, the London, Brighton and South Coast Railway, the South Eastern and Chatham Railway and other minor companies in the 1923 'Grouping'.
I've written about the L.S.W.R. terminus at Waterloo here and my pictures are here
Victoria Station is two stations, side-by-side, one for the L.B.S.C.R., one for the S.E.C.R., as described in my post here. My pictures of Victoria are here.
Clapham Junction is a combination of L.S.W.R. and L.B.S.C.R. routes, described here with my pictures here.
There are also pictures of railway buildings in the set London: former 'Southern' lines, in the set London's Railways (although not all the buildings in this set are former Southern Railway) and in the set London Bridge Station.
Related articles on other sites
Surbiton Railway Station (Wikipedia).
Subiton Station.
The Southern Railway (Wikipedia).
British Listed Buildings.
I hope to return to this theme in the future.
The 'Planet' replica at MOSI is 21 this year. The exact date depends upon which particular event you choose as the 'birthday'. I normally use the official launch by the Lord Mayor of Manchester on 2nd October 1992.
The birthday party celebrating 21 years of operation was held at MOSI on 27th November. The guests were Volunteers, Friends of the Museum and people who were involved in the 'Planet' Project and the previous Director of the Museum, Steve Davies - quite a gathering.
Of course, 'Planet' was in steam giving rides. Even at 5.00 p.m. it was already dark.
Vince and Duncan enjoy a ride behind 'Planet' in the dark.
When everyone had admired 'Planet', taken a ride or just enjoyed chatting, the guests moved into the main building. A number of large round tables with chairs had been set up on the ground floor in front of a modern multi-screen video display comprising a central panel of 3 x 3 screens flanked on either side by panels of 4 x 4 screens together with a series of smaller screens forming 'wings'. Beverages were served initially and then a long queue formed where the guests were quickly served a delicious Lancashire Hot Pot.
In the Dining Area, the 'Big Screens' showed duplicated video images of 'Planet'.
Another view of the Dining Area showing one of the 'Big Screens' and one 'wing' of smaller screens.
Matthew Jackson has been Railway Officer for six years but, sadly, is shortly leaving. Mike Ward made a presentation to Matthew on behalf of his many friends. The Chairman of the Museum Friends, Mike Crawley, then gave a short address about 'Planet' and the threat to the future of the railway posed by the Ordsall Chord Project (there's more about the Ordsall Chord in my post Another Saturday in Manchester).
The main speaker of the evening was Michael Bailey but, unfortunately, the writer and other guests with long distances to travel were unable to stay for the remainder of the celebrations.
This event concluded 21 years of successful operation of 'Planet'. For more information about 'Planet', see my 'Planet' Loco-profile here which includes a number of 'related post' links to articles describing the original 'Planet' locomotives together with the building and operation of the 'Planet' replica.
My pictures
My rather poor pictures of the'birthday party' are here.
On the 18th November 2013 I travelled by rail to Dove Holes on the Stockport to Buxton branch. The usual Cross-Country 'Voyager' took me from Wolverhampton to a very wet Stockport where there was just time for a brief foray outside the station before catching the train to Dove Holes.
Stockport
Stockport area is interesting in that it has retained five signalboxes on the main line to Piccadilly. From the north, Heaton Norris Jn. (controlling the branch to Guide Bridge), Stockport No. 2, Stockport No. 1, Edgeley Jn. No. 2 (controlling the branch to Northeenden Jn. and Altrincham) and Edgeley Jn. No. 1 (controlling the double track branch to Buxton).
Stockport Station has another claim to fame - it has a Platform 0.
Platform 0 at Stockport.
I mentioned Stockport's Platform 0 in the earlier post Platform Numbering Revisited. At the time, Cardiff and Haymarket also had a Platform 0. I added that I'd been 'reliably informed' that the new platform at King's Cross would become Platform Y, rather than Platform 0. So much for 'reliable informants' - the new platform at the rebuilt King's Cross subsequently became Britain's fourth Platform 0!
Platform 0 at King's Cross.
DMU to Dove Holes
My train to Dove Holes was a Northern Rail service from Manchester Piccadilly to Buxton, operated by a 2-car Class 156 which arrived about three minutes late. Colour light signals beckoned us onto the Buxton Branch and we made brief stops at Davenport (where I caught a glimpse of the L&NWR access steps leading down from an L&NWR station building) and Woodsmoor, before arriving at Hazel Grove.
The line is electrified at 25 kV a.c. as far as Hazel Grove so the DMU service to and from Buxton is augmented by EMUs which terminate here. Fairly modern station buildings are provided, but I was more interested in the L&NWR signal box on the Up platform, thoroughly modernised with uPVC double glazed window units replacing the original (draughty) L&NWR casements.
Hazel Grove Signal Box.
The box controls two stock sidings and two crossovers allowing electric trains to arrive and depart from either through platform. Beyond the station, the single line Hazel Grove Chord gives access to the former Midland Hope Valley Line to Sheffield. Our double track route now started a climb into the hills at 1 in 60 and the noise from the underfloor engines became quite loud.
Gradient Diagram: Stockport - Buxton (HMSO).
Click here for larger view.
Colour light signals were now left behind - I think the first semaphores were a distant and home protecting the level crossing at Norbury Hollow where there's a charming Gate Box.
I was surprised that we didn't stop at Middlewood station. Although there's one train an hour each way to Buxton, I discovered later that alternate trains don't stop at Middlewood (or Dove Holes). In the pouring rain, we stopped at Disley where the gradient became downhill through New Mills Newtown (so called to distinguish it from New Mills Central on the former Midland line which was just visible through the rain across the valley).
Furness Vale retains its L&NWR signal box (modernised, of course) and controls a level crossing with four lifting barriers.
Furness Vale Signal Box.
Entering the next station, Whaley Bridge, I spotted the Jodrell Arms Hotel which I visited some years ago when The Old Locomotive Committee held an A.G.M. there. The gradient became 1 in 60 to Chapel-en-le-Frith, easing to 1 in 150 through the platforms (steep gradients are avoided wherever possible through platforms). where the station name boards make the twin claims of being "The Home of Ferodo" and "The Capital of the Peak".
The Chapel-en-le-Frith Accident
Chapel-en-le-Frith was the site of the very tragic accident in 1957 when a Class 8 suffered a brake failure caused by a steam pipe joint giving way, filling the cab with scalding steam. The train careered downhill with its train, colliding with a previous freight train at Chapel-en-le-Frith. The driver and fireman were commended for their bravery. Driver John Axon remained on the locomotive and was killed in the collision, being posthumously awarded the George Cross. The Railway Archive has a summary of the accident and the subsequent accident report is available here. In 1958, the BBC produced 'The Ballad of John Axon', in an innovative fusing of Ewan MacColl's ballads with location recordings including interviews with real railwaymen, briefly described here. I still find 'The Ballad of John Axon' very moving - it's available in various forms like CD, mp3 and printed word.
DMU to Dove Holes (continued)
Leaving Chapel-en-le-Frith, we passed the BR standard design signal box on the Down side - a permanent reminder of the 1957 accident which demolished the original L&NWR signal box on the Up side. The gradient reverted to 1 in 58 to my destination, Dove Holes. Again, there was an easing to 1 in 150 through the platforms. In the pouring rain, I alighted and watched the DMU depart for Buxton, climbing at 1 in 70 to the summit.
DMU back to Stockport
When I was ready to start my return journey, I discovered that a Stockport train was due through Dove Holes fairly soon. Unfortunately, it was one of the trains not booked to stop. My friends kindly took me by road to Chapel-en the-Frith where I was able to pick up the train, rather than wait over an hour for the next train stopping at Dove Holes. The weather had improved and the journey back to Stockport was uneventful. With unexpected good luck, on arrival at Stockport I just had time to hurry through the subway to platform 2 and board a waiting Cross Country 'Voyager' back to Wolverhampton.
Chapel-en-le-Frith station, looking towards Buxton, showing the site of the 1957 collision. The replacement signal box built after the collision is on the right.
Railway Maps
You can find detailed signal box diagrams for the route back in steam days in the excellent series of publications from the Signalling Record Society 'British Railways Layout Plans of the 1950's' - 'Volume 15: ex-LNWR lines Crewe (excl) to Manchester & Leeds, and branches' (ISBN: 1 873228 11 2).
If you want to see what remains of the route, refer to 'Railway Track Diagrams Book 4: Midlands & North West', Second Edition (or later), published by Trackmaps (ISBN: 1-9549866-0-1).
My photographs
Buxton Branch.
Manchester Area Rail.
Lancaster Station looking north with a 'Pendolino' arriving in platform 3.
The attractive stone-built former station building on what was the Up platform at Bare Lane.
Rush hour at Morecambe: view from the buffer stop end looking towards Bare Lane. Class 156 Lancaster train in platform 1 (left) and Class 158 Leeds train on right.
View of headshunt beyond platform 2 and spring points set for the run round loop.
This view, from the Westend Road bridge shows the two lines to Bare Lane on the left, the single line to Heysham curving away at the top. In the centre, the two-lever ground frame with the 'Point Indicator' for Up movements adjacent. The are two more point indicators for Down movements on the left of the junction. On the right, the spring points at the Bare Lane End of the run-round loop.
Heysham Port station.
A fairly deserted Heysham Port, viewed from the approach road. 'Seatruck Panorama' is berthed on the South Quay, dwarfing the 'Pacer' which would return me to Morecambe.
View of Heysham No. 1 Power Station from the road. Note the railway sidings beyond the fence. The output from the power station is delivered by the dual three-phase high voltage transmission line. Heysham No. 2. has its own transmission line.
The High Voltage Switch Yard just outside Heysham Port Station.
