The 'Breakdown' at Bloomfield

After the commissioning of Wolverhampton Power Box, Bloomfield Junction signal box remained for a time as Bloomfield Junction Shunting Frame. I made a few visits but, of course, the working was a pale reflection of earlier times. However, 2nd October 1965 was a bit out of the ordinary.

Area around Bloomfield Junction Shunting Frame in the 1960s. The Stour Valley line runs from top left to bottom right. The 'Western' sidings are the two groups of sidings which diverge from the Stour Valley top left and curve towards the canal basins bottom right (Map: Old-Maps).

Bloomfield Shunting Frame, Saturday 2nd October 1965

I arrive at 07:10 and discover a little bit of excitement - there's three wagons 'Off the Road' down the 'Western' (these are the two fans of sidings leading to Tipton Five Ways Goods Depot). The 'Breakdown' has been summoned from Bescot.

Bloomfield Junction Shunting Frame, as detailed in Special Notice 745G.

The locking has been completely re-arranged and a lot of levers are now 'Spare' and painted white. There are now three release levers electrically controlled from Wolverhampton Power Box. Number 7 controls the trailing connection from the Down Main to the Down Sidings at the Wolverhampton end. The 4-aspect colour light for the Down Line (WN282 mounted on the signal gantry) is held 'On' (Red) whilst the release is given but the Ground Frame now controls the 'Cat's Eyes' (two diagonal white lights normally out) forming a subsidiary 'Shunt Ahead' signal mounted underneath the main signal. Numbers 27 and 28 control the crossover outside the box and the trailing connection to South Staffs Wagon Company.

There's not a lot to do now Bloomfield is demoted to a 'Shunting Frame' so I make my way through the overgrown sidings to inspect the damage. The derailed vehicles are DE190839, DM741097 and DB458080. It looks as if they came off whilst being propelled into the curving siding, possibly as a result of 'buffer-locking'.

Just before 11:00, a Ballast train arrives on the down with 60 wagons, mainly 'SOLES'. 8366 is the locomotive and it's reputedly Target 28. When we get release lever 7 from the Power Box, 8366 draws the whole train past the trailing connection with the Down Main. I made a note that Lever 12 failed to give an 'Off' indication (I think that was the 'Cat's Eyes'). We set the points for the 'Back Road' (number 2 Down siding) and clear the (semaphore) shunting signal for the move. The train cautiously sets back, controlled by handsignals from the Guard hanging out of his brake - when setting back 60 wagons towards a stop block, caution is good. While this is going on, the Down Parcels is standing at Tipton and the Breakdown Train is waiting at Princes End. Once the Ballast is safely 'Inside Clear' we restore the release at 11:32, allowing the Power Box to run the Parcels. Then he gives us all three releases so that we can turn out 8366 off the Ballast onto the Up Main, light engine to Bescot. We restore all the releases at 11:37.

The Power Box now looses the Breakdown (travelling as 1Z99 since he's on the way to an incident) 'Off the Top' and he arrives at 11:37, 8659 tender first, the Bescot Steam Crane, two Tool Vans, a Mess Van and another Tool Van. We get lever 7 released at 11:42, the breakdown draws clear of the trailing points, we set the road and he starts to back in. After a pause (perhaps whilst the Guard and Foreman decide which road down the Western to use), the train moves inside clear and we restore the release at 11:50. Whilst this is going on, 1S61 has come to a stand at Tipton and there's a train of Empty Stock behind that.

We're needed again when T54 comes 'Off the Top' with 8754, because he has "Three to put off at Bloomfield". He comes to a stand on the Down at 12:06, we get Lever 7 released at 12:10 and the engine goes inside on the 'Front Road' with the three wagons to detach. He doesn't hang about - we restore the release at 12:18 and T54 disappears towards Spring Vale.

The three derailed wagons are back on the track by 12:35 - apparently it was just a 'Jacking Job'. I'm not quite sure how we 'got rid of' the breakdown because there's a note about "reversing the train on 1 to get the crane next to the engine" which I don't understand (remember, we'd got 60 Ballast on 2 and three wagons on 1). There's also no note in my train register about getting releases to despatch 2Z99 back to Bescot. However, by 13:20, it was all done and we closed the Shunting Frame.

A copy of the Train Register entries covering these movements appears below:-

DOWN

UP

Traffic Movements at Tipton Station Box (1965?)

I've been unable to date this period of observation so far but the reference to the Colour Light implies it's after Tipton Station box was modernised. It's probably early 1965 and very likely a Saturday afternoon. No Train Register entries have been found.

(1) The Up '1-4' has 13 minutes before the Up Express so we take him on.
(2) The Down 2-3-1 ('Out-of-Gauge Load') is slipped onto the Curve, causing us to refuse the Up '4' for a moment, whilst the freight clears the junction.
(3) The Colour light goes to 'No Light'. Bloomfield stops the Express, so we cancel the train forward to Watery Lane. Then the 'phone comes back so we get the Express away.
(4) Watery Lane won't have the '1-4' now waiting at our Up Branch Home so a '4' runs next on the Up.
(5) Finally, we get the road for the Up Freight - 76042 with ballast in 'CATFISH' wagons.
(6) Open the gates to road traffic after the Up Ballast. Immediately receive 'Section' for the Down train. Close the gates to road traffic and pull off. He runs by with the engine whistling furiously.
(7) We take on a '4-1' from Princes End.
(8) Simon (S&T Lineman) gets the Colour Light back on. Are we back to normal? I wonder?
(9) The '4-1' is only short so we send him on to Watery Lane. He stops to shunt at Watery Lane.
(10) The Down Local picks up his passengers at Tipton without incident.
(11) Simon has an explanation for the Colour Light failure (not recorded what it was!).
(12) Next, 5288 comes off the Branch with a second trip - steel bars loaded on BBEs.
(13) A Fowler '4F' passes on the Up and backs inside with his brake at Watery Lane. He's to pick up at Watery Lane, after the Up Local has gone.
(14) On the Down, 8335 tender-first arrives with 12 Engineer's wagons and 15 Tiptons - steel mainly. He puts off the Tiptons on the front road, backs up and disappears towards Spring Vale.

Traffic Movements at Tipton Station box, 1965

There's an introduction to Tipton Station box as it was when I first knew it here.
There's a more detailed description of the modernised box in preparation.
There's a description of the box after demoting to a Shunting Frame here .

On Saturday 10th July 1965 I started the day at Tipton Curve Junction (traffic movements described here) and moved on to Tipton Station Box later in the morning. It was a rather difficult time for the signalling staff in the area since redundancy notices had been issued in connection with the commissioning of Wolverhampton Power Box, scheduled for August 1965.

Tipton Station box, Saturday 10th July 1965

Externally, the signal box was largely unchanged but inside it had received all the modern electrical safety refinements: continuous Track Circuiting, Illuminated Diagram and full Block Control with 'Welwyn' releases. This was only to last until August 1965, when the box was demoted to a 'Shunting Frame' following the commissioning of Wolverhampton Power Box.

As we arrive at 10:48 (the 24-hour clock was introduced with the summer timetables), the '4-1' from Princes End comes to a stand at our branch Home Signal. After the Up express, we run the freight off the branch and a light engine for Albion follows from Princes End. He passes at 11:03, a Class 8 (perhaps to work the Albion Tanks?).

Then weird things start to happen:-
1) The signal light repeater buzzes but, when we check, it's a 'spare' position causing the fault.
2) The Up colour light Distant 35a buzzes - the signal reports having gone to 'Standby'.
3) The Up Inner Distant Repeater 35 b/c goes to 'Wrong'.
Nobody knows what's going on.

On the Down we 'take on' 1S61 at 11:30 but when we try to offer the train forward, we discover that all bell and block communication with Bloomfield Junction has been severed! At least the 'phone still works, so 1S61 goes down 'on the phone', no block under Regulation 25 a (iii).

First the signal light repeater is restored, then the block comes back, then the colour light goes back to 'Normal'. That only leaves the distant repeater and that is restored in time for us to take the Up Local. We initially refuse the '1-4' offered from Princes End until the local has departed. The freight comes to a stand at our Up Branch home at 12:03. Meanwhile, the Up colour light distant fails again, restored at 12:20. We advised Bloomfield and managed to run the Up express. The Train Register shows we cancelled the express forward to Watery Lane and re-offered it. I don't know whether it was 'operator trouble' now the Up Starter is tied to the Block.

Tipton Curve opened (for just 9 minutes!) at 13:35, presumably to have a train onto or off the North Stour. Then Bloomfield Junction closed so we'd be working through to Spring Vale Sidings.

The Up Light Engine arriving at 14:58 was turned through the crossover road and despatched on the Down Branch. At this time on a Saturday, this engine would almost certainly have previously worked a train to Spring Vale and be scuttling back to Bescot for disposal.

The final entry on the Down is a Local accepted at 16:14. It amused me to 'send it on', wind the gates, pull off and then dash across to the Down platform to travel on the train back to Wolverhampton.

A copy of the Train Register entries is below:-

Heaviest Single Load carried by British Railways

My introduction to Tipton Curve box here refers to the "largest single load ever carried by British Railways". On 27th March 1965, I signalled this load through Tipton Curve Junction, thanks to the kindness of my friend Tom. Earlier that day, Tom and I had covered Deepfields from 8.0 a.m. to 2.0 p.m. It looks as if we 'doubled back' to cover the evening working. I've located my Train Register covering these movements and a copy appears below.

I don't know whether larger loads have been carried since but at 122 feet long and weighing 240 tons, it was fairly impressive. In theory, any weight can be carried by rail, provided it is spread over sufficient carrying wheels so that the Civil Engineer's axle load limit is not exceeded. As far as size goes, the British loading gauge is quite restrictive (much more restrictive than, say, the 'Berne Gauge' widely adopted in continental Europe). Obviously, the load can't be so large that it starts bumping into bridges or other lineside structures. Length is significant, too, because as the load traverses curves, overhang and end throw may put structures or trains on adjoining lines "in harm's way". Considerable pre-planning is necessary before 'Out-of-Gauge' loads can be run.

As far as block signalling was concerned, three different 'Is Line Clear?' bell signals were generally authorised, depending upon just how out-of-gauge the load was. There was also a special bell code to ensure adjoining lines were 'blocked' where necessary. The bell signals are listed below:-

Bell Code	Description
2-6-1	Is line clear for a train which can pass an out-of-gauge or exceptional load similarly signalled on the opposite of adjoining line?
2-6-2	Is line clear for a train which cannot be allowed to pass an out-of-gauge load of any description on the opposite or adjoining line?
2-6-3	Is line clear for a train which requires opposite line, or an adjoining line to be blocked between specific points?
1-2-6	Opposite line, or adjoining line used in the the same direction, to be blocked for passage of train conveying an out-of gauge load.

There was a special notice covering the working, but I don't have it. Because of the tight curve between Bloomfield Junction and Tipton Curve Junction, the train was to travel as a '2-6-3' between these points. It was then allowed to go forward to Princes End as a '2-6-2'. Two different reporting numbers were allocated - 8Z03 normally, changing to 8Z04 in between Bloomfield Junction and Tipton Curve Junction.

Tipton Curve, Saturday 27th March 1965

We opened the box at 7.15 p.m. and just after 8.0 p.m. we acknowledged the '1-2-6' to Bloomfield and 'Blocked Back' in the Tipton direction. We 'took on' the '2-6-3' at 8.17 p.m. and immediately 'Sent on' a '2-6-2' to Princes End. We received 'Section' from Bloomfield at 24 minutes past and the train passed, at walking pace, five minutes later. The special train was diesel-hauled and carried a long silver-coloured drum on a number of wagons. It passed me at walking pace and was accompanied by more-than-enough inspectors making sure it didn't get into trouble. As soon as I sent 'Train out of Section' to Bloomfield, he lost no time in closing the box. I also removed the 'Block Back' to Tipton. At 8.36, Princes End sent 'Train out of Section' and we closed Tipton Curve box.

DOWN

UP

I think there must have been a series of these shipments but I only saw one myself. Below is a cutting from the 'Express and Star' dated 31st May 1965 showing one of the massive drums leaving John Thompson by road for rail shipment from the goods depot at Ettingshall Road. Apparently, they were Steam Drums for the power station at Eggborough. An idea of just how different the world was then can be gained from the employment adverts adjacent to the picture of the Steam Drum, particularly noting the salary of two thousand pounds a year being offered to the Works Manager of a presswork company.

Sedgeley Junction - Signalling Alterations 1964

The Dudley - Birmingham (Snow Hill) passenger service finished on Saturday June 13th 1964. Three weeks later, I did a morning shift at Sedgeley Junction on Saturday 4th July 1964. This was the last day of the Dudley - Walsall and Dudley - Dudley Port services. The timings are on pages 38 and 39 of Jan's Train Register Book.

I think it was that day I found copies of the drawings detailing the changes to be carried out to the interlocking at Sedgeley Junction box which were intended to 'single' the line to Dudley Port, retaining it as an Engineer's Siding. I hastily made my own sketches from the drawings.

I never returned to Sedgeley Junction so I don't know whether the planned alterations were introduced - on 20th September 1964 the box was destroyed in a fire. Certainly, alterations were made at Dudley Port, turning the branch into an Engineer's Siding. The changes at Dudley Port are described in the section titled 'Changes at Dudley Port Friday 2nd October 1964' in the post Traffic Movements on the Stour Valley, 1964

On Sunday 20th July 1964, Sedgeley Junction signal box was destroyed by fire and not re-instated. In the immediate aftermath, all the signals at Sedgeley Junction were maintained 'off' and the adjacent box at Horsley Fields was manned continuously to shorten the block section.

The four sketches I made are reproduced below. Click on any sketch for a larger view. These sketches not only show the alterations but give a good idea of the the situation in the previous period when I worked the signal box. For more information about L & NWR signal boxes and the 5.5 inch centres Tumbler Interlocking Frame fitted at Sedgeley Junction, refer to the excellent book 'A Pictorial Record of L.N.W.R. Signalling' by Richard D. Foster, published by Oxford Publishing Company in 1982 (SBN: 86093 147 1).

1. Title Page

This is a simplified sketch of the standard title sheet in use at the time. Note that the 40-lever frame is made up from two 15-lever girders and one 10-lever girder.

2. Locking Diagram showing Alterations

The book referred to above has a copy of an interlocking diagram dated 1878 which uses virtually identical symbology to this sketch. I'm afraid my hastily-made sketch isn't too clear. The vertical lines represent the Hook Racks operated by each lever which move in the Guide Rack. Horizontally, there are twelve channels for U-section Locking Bars. The symbol ' ][ ' indicates that two shorter Locking Bars share the same channel. Horizontal movement of the Locking Bars is effected by a Drive Stud attached to the Locking Bar operated from an 'L' shaped bell crank called the Actuator from the movement of the appropriate Hook Rack. Full or Half Locks attached to each Locking Bar allow or prevent movement of the Hook Racks attached to other levers as required by the desired interlocks. The whole Locking Rack is held together by a series of vertical Backbones which hold the Locking Bars and Hook Racks in position.

3. Locking Table showing Alterations

For each lever, this table tabulates what lever must be pulled before the lever in question can be pulled. The last three columns show which other levers are locked Normal, locked both Normal and Reverse and released by the lever in question.

4. Lever Colours, Pulls, Nameplates showing Alterations

This table shows which positions are working levers, spare (unused levers) or spaces (position where a lever could be fitted). The last three columns show, for each lever, the colour, the detail on the Pull Plate and the text on the Name Plate.

Jan's Train Register Book

In 2011 I scanned 'my' train register and, although there were some errors, posted it on the 'Scribd' site. However, it was removed from the site after a while (presumably because of low readership). I'm afraid it's taken me until 2021 to re-instate these pages (this time using Google Drive). The incorrect page 2 and various other editorial errors have not yet been put right, sorry.

I've now located one of 'my' train register books with details of most of the 'observations' I made between September 1963 and November 1965. Wolverhampton Power Signal Box had been commissioned on the 13th and 14th August 1965 so after this date Stour Valley signalboxes had either been abolished or downgraded to Shunting Frames. I think there should be an earlier train register book but I'm afraid this hasn't come to light.

This post is an index of the dates and locations covered by the train register, with links to the train register. The register pages are divided into two PDF files. 'Binder1.pdf' here and 'Binder2.pdf' here.

Location	Date	Register Pages
Deepfields	Saturday 28th September 1963	2,3
Bloomfield Jn.	Saturday 19th October 1963	2,3
Bloomfield Jn.	Saturday 26th October 1963	4,5
Bloomfield Jn.	Saturday 2nd November 1963	6,7
Bloomfield Jn.	Saturday 9th November 1963	6,7
Watery Lane	Saturday 16th November 1963	8,9
Watery Lane	Saturday 23rd November 1963	10,11
Deepfields	Saturday 30th November 1963	12,13
Watery Lane	Saturday 14th December 1963	12,13
Bloomfield Jn.	Friday 27th December 1963	14,15
Bloomfield Jn.	Saturday 4th January 1964	16,17
Bloomfield Jn.	Saturday 11th January 1964	18,19
Bloomfield Jn.	Saturday 18th January 1964	18,19
Deepfields	Saturday 1st February 1964	20,21
Deepfields	Saturday 29th February 1964	22,23
Deepfields	Saturday 7th March 1964	22,23
Deepfields	Saturday 14th March 1964	24,25
Sedgeley Jn.	Wednesday 25th March 1964	26,27
Sedgeley Jn.	Saturday 28th March 1964	26,27
Sedgeley Jn.	Saturday 11th April 1964	28,29
Sedgeley Jn.	Saturday 25th April 1964	30,31
Deepfields	Saturday 2nd May 1964	32,33
Deepfields	Friday 15th May 1964	32,33
Deepfields	Saturday 30th May 1964	34,35
Deepfields	Saturday 6th June 1964	34,35
Tipton Curve	Saturday 13th June 1964	36,37
Deepfields	Saturday 20th June 1964	36,37
Sedgeley Jn.	Saturday 4th July 1964	38,39
Deepfields	Saturday 11th July 1964	38,39
Deepfields	Saturday 25th July 1964	40,41
Deepfields	Saturday 1st August 1964	40,41
Bloomfield Jn.	Friday 2nd October 1964	42,43
Tipton Sta.	Friday 2nd October 1964	42,43
Tipton Sta.	Wednesday 7th October 1964	42,43
Tipton Sta.	Saturday 10th October 1964	44,45
Deepfields	Saturday 17th October 1964	44,45
Deepfields	Saturday 24th October 1964	46,47
Deepfields	Saturday 31st October 1964	46,47
Tipton Curve Jn.	Saturday 7th November 1964	48,49
Deepfields	Friday 13th November 1964	48,49
Deepfields	Saturday 28th November 1964	50,51
Deepfields	Saturday 5th December 1964	50,51
Deepfields	Saturday 19th December 1964	52,53
Deepfields	Saturday 2nd January 1965	54,55
Deepfields	Saturday 16th January 1965	54,55
Deepfields	Saturday 30th January 1965	56,57
Deepfields	Saturday 13th February 1965	56,57
Bloomfield Jn.	Saturday 6th March 1965	58,59
Deepfields	Saturday 27th March 1965	60,61
Tipton Curve Jn.	Saturday 27th March 1965	60,61
Deepfields	Saturday 10th April 1965	62,63
Deepfields	Tuesday 20th April 1965	62,63
Deepfields	Saturday 24th April 1965	64,65
Deepfields	Saturday 8th May 1965	64,65
Deepfields	Saturday 22nd May 1965	66,67
Tipton Curve Jn.	Saturday 29th May 1965	66,67
Deepfields	Saturday 5th June 1965	68,69
Deepfields	Tuesday 8th June 1965	70,71
Deepfields	Saturday 12th June 1965	70,71
Deepfields	Saturday 19th June 1965	72,73
Deepfields	Saturday 26th June 1965	72,73
Watery Lane	Saturday 26th June 1965	74,75
Deepfields	Saturday 3rd July 1965	76,77
Tipton Curve Jn.	Saturday 10th July 1965	76,77
Tipton Sta.	Saturday 10th July 1965	78,79
Tipton Curve Jn.	Saturday 17th July 1965	80,81
Deepfields	Saturday 24th July 1965	80,81
Tipton Curve Jn.	Saturday 31st July 1965	82,83
Deepfields	Saturday 7th August 1965	82,83
Tipton Shunting Frame	Saturday 28th August 1965	84,85
Bloomfield Jcn. Shunting Frame	Tuesday 31st August 1965	84,85
Watery Lane Shunt Frame	Saturday 4th September 1965	84,85
Tipton Station Shunt Frame	Saturday 18th September 1965	86,87
Bloomfield Jn. Shunt Frame	Saturday 2nd October 1965	86,87
Bloomfield Jn. Shunt Frame	Saturday 6th November 1965	86,87

[Note about 'Scribd' added 29-Oct-2016: links to PDFs re-instated 06-Mar-2021]

Traffic Movements at Tipton Curve, 1965

There's an introduction to Tipton Curve box here.

Tipton Curve, Saturday 22nd May 1965

In this case, I've located my Train Register covering these movements and a copy appears after the text. The original notes appear in italics with minimal editing, sometimes followed by my recent comments attempting clarification. The numbers in brackets have been added purely to assist in locating entries.

(1) '37' Up - Train of empty Iron Ore very fast, Class 8 tender first.
(2) A special of Ore goes 'down the Vale'.
(3) 'T23' comes from Bloomfield, with 350 h.p. diesel electric, cab leading, HG, Lowside and two tenders with sludge. The guard is on the footboard of the brake, waiting to 'unhook' but the train goes 'almost to Princes End' with an unfamiliar driver! The Engine and Brake returns to Bloomfield.
(4) Later in the day, when we re-open, a Trolley is being pushed 'Bang Road' from Tipton with an S & T Bridge Girder. No signal box knows anything so we stop him and make him clear our Track, to let us have an Electrification train down for Bushbury - engine, LMR Brake, Well Wagon loaded with transformers, Crane, Match Truck and BR Brake.

List of Traffic Movement Posts

I've written a number of posts describing some of the railway traffic movements in the West Midlands in the 1960s. Most of the observations are based on working (unofficially) in signal boxes. As I've located my original rough notes, I've written them up as this series of posts (as time permitted). Some of the posts cover many hours of observation, some are merely fragments. The tables below list these posts in date of observation, earliest first. I've separated posts covering the Stour Valley Line from those at Sedgeley Junction on the South Stafford Line. Links in the last column should get you to the individual posts.

Stour Valley Line

Location	Date	Click on link
Journey	May 1960	Steam Special
Watery Lane	Tuesday 17th October 1961	Stour 2
Watery Lane	Saturday 4th November 1961	Stour 2
Watery Lane	Thursday 16th November 1961	Stour 3
Watery Lane	Saturday 2nd December 1961	Stour 3
Tipton	Monday 29th January 1962	Stour 3
Dudleyport	Saturday 17th February 1962	Dudleyport
Bloomfield Jn.	Saturday 24th March 1962	Bloomfield Jn. 1
Bloomfield Jn.	Saturday 7th April 1962	Bloomfield Jn. 1
Journey	Tuesday 19th June 1962	Sunday Stroll
Bloomfield Jn.	Saturday 28th July 1962	Holiday Time
Bloomfield Jn.	Saturday 11th August 1962	Bloomfield Jn. 1
Dudleyport	Friday 24th August 1962	Dudleyport in the Dark
Watery Lane	Friday 12th October 1962	Watery Lane 1
Bloomfield Jn.	Saturday 3rd November 1962	Bloomfield Jn. 2
Watery Lane	Saturday 23rd November 1963	Reading the Runes
Bloomfield Jn.	Friday 2nd October 1964	Traffic Movements
Tipton Station	Friday 2nd October 1964	Traffic Movements
Tipton	Wednesday 7th October 1964	Tipton
Deepfields	Saturday 17th October 1964	Deepfields 1
Deepfields	Saturday 24th October 1964	Deepfields 2
Tipton Curve	Saturday 27th March 1965	Heaviest Load
Tipton Curve	Saturday 22nd May 1965	Tipton Curve
Tipton Curve	Saturday 10th July 1965	Tipton Curve

South Stafford Line

Location	Date	Click on link
Sedgeley Jn.	Sat 8th December 1962	Sedgeley Jn. 2
Sedgeley Jn.	Sat 15th December 1962	Sedgeley Jn. 2
Sedgeley Jn.	Sat 22th December 1962	Sedgeley Jn. 3
Sedgeley Jn.	Mon 24th December 1962	Sedgeley Jn. 3
Sedgeley Jn.	Sat 29th December 1962	Sedgeley Jn. 4
Sedgeley Jn.	Sat 12th January 1963	Sedgeley Jn. 4
Sedgeley Jn.	Sat 26th January 1963	Sedgeley Jn. 4
Sedgeley Jn.	Sat 9th February 1963	Sedgeley Jn. 5
Sedgeley Jn.	An Evening in February 1963	Sedgeley Jn. 5
Sedgeley Jn.	Sat 23rd February 1963	Sedgeley Jn. 6
Sedgeley Jn.	Wed 20th March 1963	Sedgeley Jn. 7
Sedgeley Jn.	Sat 23rd March 1963	Sedgeley Jn. 7
Sedgeley Jn.	Friday 29th March 1963	Sedgeley Jn. 8
Sedgeley Jn.	Monday 15th April 1963	Sedgeley Jn. 9
Sedgeley Jn.	Saturday 20th April 1963	Sedgeley Jn. 10
Sedgeley Jn.	Saturday 4th May 1963	Sedgeley Jn. 11
Sedgeley Jn.	Friday 10th May 1963	Sedgeley Jn. 12
Sedgeley Jn.	Saturday 18th May 1963	Sedgeley Jn. 13
Sedgeley Jn.	Saturday 25th May 1963	Sedgeley Jn. 14
Sedgeley Jn.	Monday 3rd Jun 1963	Sedgeley Jn. 15
Sedgeley Jn.	Tuesday 4th June 1963	Sedgeley Jn. 16
Sedgeley Jn.	Saturday 8th June 1963	Sedgeley Jn. 17
Sedgeley Jn.	Friday 14th June 1963	Sedgeley Jn. 18

Reading the Runes: Decoding Train Register Books

In the post 'The Train Register Book', I talk about the log books kept in signal boxes recording exactly what happens. But some of my friends have suggested that the bald list of timings is hard to make sense of. Let's look at a Saturday morning at Watery Lane back in 1963 to try to make things a little more clear.

Watery Lane after conversion to a Shunting Frame, still retaining the rather forbidding appearance of 'A.R.P.' boxes.

It's certainly important to understand the facilities provided at the signal box and have some idea of its relationship to the adjacent signal boxes. Watery Lane is described here. It may be useful to be able to refer to the Working Time Tables for passenger and freight trains, Freight Train Trip Notices and Special Traffic Notices but, for now, let's ignore that complication.

Ideally, you need to be familiar with the 'Regulations for the Signalling of Trains', the significance of all the bell codes and any special local regulations but, again, let's leave all this to one side for now. 'The Signal Box' is an excellent site for signalling information and all the bell codes then in use are listed here.

My train register book for the morning is shown below. Remember, the DOWN and UP pages are side-by-side in the train register book itself.

(Click on page for an enlarged view)

I booked on at 6.15 a.m., having travelled from Wolverhampton on the local train to Tipton and then walked to Watery Lane. The official signalman, my friend Tom, had booked on earlier and relieved the 'night man'.

The first train was a down local - a DMU. I accepted the train (a '3-1') from Dudleyport at 6.21, placed my block instrument at 'Line Clear', releasing Dudleyport's signals and immediately obtained 'Line Clear' from Tipton, allowing me to clear my Down signals. At this stage, I'd leave the Level Crossing Wicket gates unbolted, allowing pedestrians to continue crossing. Normally, these would be bolted on receipt of 'Train Entering Section' ('2') from the box in the rear. The road crossing gates at Watery Lane were always left open for rail traffic, unlike Tipton, where the gates had to be worked each time. At 6.23, the train started away from its Dudleyport stop and Dudleyport sent 'Train Entering Section' ('2'). I flipped the commutator to 'Train on Line' and sent 'Train Approaching' ('1-2-1') to Tipton. This is his cue to wind the gates and get his own down signals 'off'.

Around the same time, I accepted an Up express from Tipton ('4') and 'sent it on' to Dudleyport so that I can clear my Up signals. The Down local passes at 6.24 a.m. and the Up express two minutes later. Because of the short distance to Tipton, I wait for 'Train Out of Section' ('2-1') from Tipton before 'clearing back' to Dudleyport. On the Up, I give 'Train Out of Section' to Tipton at 6.26 a.m., as soon as I've a quarter of a mile clearance beyond my Up Home and Dudleyport 'knocks out' a minute later.

Five minutes later, I 'take on' a Light Engine ('2-3') on the Down Loop - the parcels engine returning to Wolverhampton for another train. There's 'nothing about' on the down so we 'turn him out' and he scuttles off to Wolverhampton.

At 6.57 Tipton offers an Up Local and at 7.0, Dudleyport has a Down Local. After these trains pass, there's another Up Express offered at 7.13. As he passes, Dudleyport offers pick-up freight T73 ('3') on the Down Loop. A Down Express is taken on at 7.23, so we have to let T73 come to a stand at our Down Loop Home Signal. The Down Express passes at 7.35 and the Up Local which has been 'on the block' since 7.30 passes at 7.38. At the same time, another Down Local is accepted from Dudleyport. After this local passes, there should be a margin for T73. We get 'Line Clear' from Tipton and 'Block Back ('2-4' Blocking Back Inside Home Signal) to Dudleyport to protect the freight as he stops and shunts in the Down Sidings at Tipton. At 7.59, Tipton offers an Up Local, which we refuse for 3 minutes. The most likely explanation is that T23 (the Tipton Shunt) wanted to draw out from the Up Sidings and then immediately push back on another road a raft of wagons too long to be shunted without 'coming out main line'. A 'running move' like this could fairly legitimately be done without 'Blocking Back' for protection. The Up Local passed at 8.04. Soon after Dudleyport had given 'Train Out of Section for this train, he 'Blocked Back' on the Up, possibly so that the Dudley Parcels could load or unload on the Up Platform for the convenience of the station staff. At 8.10 Dudleyport offered us a Parcels on the Down Main and as he sent 'Train Entering Section', he also cleared the 'Block Back' on the Up.

At 8.18 we 'take on a local on the Down and, a minute later, an Express on the Up. These pass us at 8.23 and 8.25, repectively. We refuse the Up Parcels at 8.37, accepting him a minute later. I assume this was because of T23 doing another 'main line shunt'. We 'get the road' for the parcels on the Up Loop but Tipton cancels the parcels at 8.42 and offers a following Up Local instead. So we cancel the Parcels on the Loop ('3-5') to Dudleyport and offer a '3-1' Up the Main instead. The Up Local passes us at 8.45. Presumably, Tipton realised that he hadn't time for the Up Parcels to complete its work in the platform and tuck itself in the Up Loop at Watery Lane without seriously delaying the Up Local. He had two possible ways of shunting the parcels out of the way - putting it 'across the road' onto the Down Main or setting it back onto the branch from Princes End. Since he didn't 'Block Back' to Watery Lane on the Down, I assume he set the train back onto the Branch, under protection of a '3-3' ('Blocking Back Outside Home Signal').

Shortly after the Up Local has gone, we 'Block Back' on the Up to Tipton, whilst T23 does some serious shunting main line, but we clear the 'Block Back' at 8.51 and accept the Up Parcels which this time goes up the Main to Dudleyport. At 8.52, we accept T42 from Tipton, which is routed up the Loop. On the down, we 'take on' a Local at 8.54 which passes at 9.00.

All is quiet for a while, until we accept a Parcels on the Up at 9.26, pass at 9.27 and at 9.40 a Down Express, pass at 9.49. At 9.52 we take on an Up Express which passes at 9.56. At 10.10, we 'Block Back' to Tipton for 9 minutes. The Local on the Down is briefly refused - I imagine because T23 is completing a 'running move' into the Down Sidings to be ready for a short journey to Bloomfield Junction. After Tipton has 'knocked out' for the Down Local at 10.23, we offer T23 as a Light Engine ('2-3'). The Up Express at 10.25 is briefly refused, presumably because fetching T23 out of the Down Sidings at the Watery Lane end will briefly foul the Up Main but there's no damage done and the express passes at 10.32. We take on another Up Express at 10.41 which passes at 10.44. T23 then returns on the Up, this time as an Engine and Brake ('1-1-3'), at 10.58. It looks as if he immediately starts shunting main line again as we Block Back to Tipton from 11.00 to 11.03.

On the Down, we accept a Local at 10.53 and receive 'Train Entering Section ('2') at 10.56. It appears that the Stockport Parcels has finished his work in the Bay at Dudleyport, and we get a '1-3-1' down the Loop at 10.57. After the Down Local, we 'get the road' for the Stockport from Tipton and turn him out main line.

Light Engine '0D97' passes on the Up at 11:21 and, a few minutes later, pick-up freight T90 comes down the Loop, to wait at our signal until the down express (taken on at 11.30) has passed. We turn out T90 but Block Back to Dudleyport (from 11.39 to 11.47) so I assume that T90 stopped at Tipton to attach/detach vehicles from the Down Sidings. Before T90 had finished, Dudleyport sent the 'Shunt' ('1-5-5': 'Shunt Train for Following Train to Pass'). We forwarded the 'Shunt' to Tipton who gave 'Train Out of Section' at 11.47 allowing us to remove the 'Block Back' also at 11.47 and accept a down train of Empty Coaching Stock ('2-2-1') which passed at 11.48. At 11.49 we accepted the Up Local from Tipton which passed at 11.56.

We accepted another down pick-up freight (T68) from Dudleyport at 12.04 and he passed at 12.09, to stop at Tipton. As soon as he'd passed, we 'got the road' on the Up Main for T23 light engine which had been waiting in the Down Sidings for a margin to return to shed (either Bescot or possibly Monument Lane). Meanwhile, T68 had presumably left his brake van main line and reversed his train into the Down Sidings at Tipton. He then returned to his brake van main line and, like T23, was anxious to scarper. Tipton put a 'Wrong Direction Movement' on the block ('2-3-3'). This can only be used where authorised but the complexity of the working around Tipton meant that such moves were authorised. So T68, Engine propelling his Brake, returned to Watery Lane in the wrong direction on the Down Main ('bang road') with Tipton maintaining his block indicator for the Down Main at 'Train on Line'. With T23 having scuttled off at speed, Dudleyport had already 'knocked out' on the Up Main, so I was able to offer T68 as a '1-1-3' ('Engine and Brake') to follow. Having obtained a 'Line Clear', I could reverse the crossover to turn the engine and brake onto the Up Main and away. A 'Wrong Direction Movement' is unusual in that there must be a means for the box at the opposite end of the section from normal to indicate that the section is clear. This is the '5-2' bell code - 'Train Clear of Section' which I sent to Tipton, who then altered his block indicator from 'Train on Line' to 'Line Blocked' so that I could offer further trains in the 'Right' direction.

Meanwhile, I'd 'taken on' an Up express from Tipton at 12.16 so I sent the 'Shunt' to Dudleyport for T68. As soon as T68 had cleared Dudleyport, I obtained 'Line Clear' for the express and cleared our Up signals. The Up passed at 12.21, as Dudleyport offered an express on the Down. At 12.27, I 'took on' a 'Special' up parcels from Tipton at 12.27 which passed at 12.30, a minute before the down express passed. At 12.36, I accepted the down local from Dudleyport. This passed at 12.40. The up local was accepted at 12.49, passing at 12.57. At 1.00, Dudleyport offered another down local (and gave 'Train Out of Section' for the previous up local).

I obtained 'Line Clear' from Tipton for the down local and, at this point, my register stops. I'd just about five minutes to leave Watery Lane and walk to Tipton station so as to catch the approaching down local back to Wolverhampton at the end of an interesting morning.

The Train Register Book

For well over a century, the Train Register Book has been a feature of railway signal boxes following British practice. When I started visiting signalboxes, the standard Train Register Book produced by British railways (B.R. 24847) had 49 double pages (DOWN/UP pairs) bound with card covers. In each signal box, this book lay open on a writing desk with the left hand page headed 'DOWN' and the right hand 'UP'. Printed rows and columns (rather like an accounting cash book) provided a framework in which every activity was faithfully recorded with the corresponding time.

The signal box wall clock would be mounted adjacent to the desk so that the time of each entry could be readily determined. Although the wind-up clocks were of good quality, they were manually synchronised each day with a Time Signal. At the boxes I visited, the Time Signal came from the local Traffic Control Office as a series of rings on the omnibus 'Control' telephone circuit at 9.00 a.m. On occasion, this Time Signal would not be sent at nine o'clock but it might then be sent at 10.00 a.m.!

The Train Register Book had various functions. Firstly, it served as an aide-memoire to the signalman. Provided the book was kept up-to-date, the signalman could refer to it at any time to remind himself of the current situation and it reduced the chance of signalman becoming confused and a train being 'forgotten'. What was then 'Rule 55' required the fireman of a detained train to actually walk to the signalbox to remind the signalman of the position of the train and ascertain that any 'protection devices' (like lever collars) were in use. Before returning to his train, the fireman would sign the Train Register Book as evidence of his visit. As electrical devices like Fireman's Call Plungers and Track Circuits were adopted, the need for these visits was reduced, although fireman might still appear at the box to beg hot water for a 'brew'. Secondly, the Train Register recorded the comings and goings as signalmen changed shifts or visitors like the supervising Station Master called. Thirdly, in the event of any serious incident, the Train Register Book (and those from adjacent signal boxes) would be taken away for analysis. By looking at the recent entries in the Train Register (Down trains on the left hand page, Up trains on the right hand page), anybody could gain a picture of what was going on at the time and this was a powerful tool in re-creating the circumstances leading to an incident.

Some signalman were assiduous in entering each event as it occurred - others would rely upon their memory to remember the timings for a number of trains before entering those timings in 'The Book'. At very busy boxes, a separate 'Booking Lad' would be responsible for maintaining the Train Register and he would usually deal with telephone calls as well.

The signal boxes I was familiar with in the '50s and '60s were more modest affairs where a solitary signalman carried out all the tasks. I obtained a blank Train Register Book to enable me to make my own record of my visits. Watery Lane was a typical example and my pages for 23rd November 1963 are reproduced below. (Click on either image to enlarge)

Of course, 'Down' and 'Up' pages should be side by side. My record stops at 1.00 p.m. when my friend Tom was relieved by the 'Late Turn' signalman but, of course, the actual box register would continue, shift after shift, day after day.

'Down' and 'Up' pages have an identical layout. Each horizontal row represents a train or event. Vertical columns are divided into five groups: 'Description of Train', 'REAR SECTION', 'Line', 'ADVANCE SECTION' and 'Remarks'.

Where manual block signalling is in use, the first column records the 'Is Line clear' bell code used - '3 pause 1' for an ordinary passenger train, '2 pause 3' for a light engine and so on. Alternately, where Track Circuit Block and Train Describers are in use, the first column shows the 4-character headcode for the train.

The second group of columns 'REAR SECTION' records the passage of a train from the box in the rear for a train coming towards us. There are three possible responses to an 'Is Line Clear' - accept the train normally under 'Regulation 4', accept the train conditionally under 'Warning' or 'Permissive' regulations (where authorised) or refuse the train ('Received but not accepted'). Three columns allow the response to be clearly recorded. The next columns allow the 'Train Approach' signal (authorised where there are 'short sections') to be recorded then 'Train Entering Section' (always sent by the box in rear as the train enters our block section) and finally 'Train out of section' (allowing the box in rear to offer a further train). The final three colums in the 'REAR SECTION' group allow the times to be shown for when a description is received, when a train arrives (if it stops) and when a train departs or passes.

Where there are additional lines in addition to 'Up' and 'Down' or where there are junctions to other routes, the 'Line' column is used to clarify the line over which a train runs.

The fourth group of columns 'ADVANCE SECTION' records the passage of a train to the box in advance for a train leaving us.

The final 'Remarks' column is used to identify a particular train, such as 'T73' for a freight trip or '1Z64' for a special.

There's a post linking to details of some of the periods when I was operating signal boxes (unofficially) here.

Of course, the Train Register (which recorded what actually happened) was supplemented by separate Working Time Tables for passenger and freight trains which showed what was supposed to happen. Then there were Freight Train Trip Notices and Special Traffic Notices so it was no wonder that confusion sometimes occurred. The railways became users of the Telegraph and then the Telephone quite early so that information could be disseminated and collected in a timely manner but railway telecommunications and the function of the Traffic Control Office is another story.

[Link to Jan's Train Register Book post added: 06-Mar-2021]

Traffic Movements at Tipton Curve, 1965

There's an introduction to Tipton Curve box here.

Tipton Curve, Saturday 10th July 1965

All the signalling staff in the area have received redundancy notices and Wolverhampton Power Box is scheduled for commissioning on August 13th and 14th.

At 06:50 hours (the 24-hour clock was introduced with the summer timetables) I board the London in Platform 3 at Wolverhampton High Level. We depart on time and make a good start. We pass the new Monmore Green freight yard, with its access to both LM and GW routes, and slow for the slack at Catchem's. The remaining crossover and the Tip Siding is coming out tomorrow and most of the ballast is already removed in preparation. Spring Vales's new motor distant is 'on' but his mechanical distant is well 'off' and we roar past Stewarts and Lloyds. No freights in Spring Vale yet this morning. A burst of speed past Deepfields followed by a brief stop at Coseley station. A swift run down the bank to Bloomfield, passing under the colour light gantry, and we are soon slowing for Tipton. The signals show that the Curve box is open, and Tom is at the top of the box steps to wave in recognition.

I leave the station and take a brisk walk round to the Curve. A freight stands at the down home and the young fireman is just making his way to the box to sign the book. But the train has a long wait: by the time Hawkin Davies at Bloomfield takes him, the freight has chalked up 50 minutes standing time. The train was wired as Spring Vale but as 5288 finally blasts past, the driver mouths "Bloomfield" and he has a dozen loaded stone wagons at the front of his train. Bloomfield is advised and fortunately he has a margin to shunt the train, otherwise it would have been embarrassing. The train is shown as '55' but I think this is wrong. All the trip numbers have been altered again but trips are no longer shown in the Freight Book [Working Timetable of Freight Trains] but only in the Local Trip Notice, which I have only just got hold of. People seem to be using a mixture of old and new numbers.

We close the box and return to Tipton station by car. Tom wants his breakfast but hardly has he started to make arrangements than it's "Round the Curve". So I am presented with the key while Tom makes food arrangements. I take a gentle walk round to Tipton Curve box, being passed by 1D25. I notice the diesel had a cab door open at the rear - getting to be a habit! When I give a '1' to Bloomfield, prior to opening, he's so anxious, he immediately slaps a '4-1'. Apparently, Deepfields has turned out '37' in front of the up local! The freight makes rather painful progress towards me, 5090 tender first with a grim-faced driver and a long train of ore empties and coke empties. The up local is delayed - oh well! A telephone conversation confirms that there's nothing else about, so I close, check with Princes End that they're tested through and walk back to Tipton Station.

Before we can finish the bacon sandwiches Tom's obtained, George Lewis (at Tipton signal box) gives three rings on the station bell and tells Tom "Round the Curve". I walk out onto the platform and '23' is just going down to Bloomfield. Des leads on his brake van and he confirms that he's going round the curve. The 350 h.p. diesel grinds past - no tail lamp - oh well.

Tom and I walk round the Curve and find that '23' is the only reason for our curtailed refreshments. In due course, '23' comes round from Bloomfield - D3089, cab leading, very dirty and still carrying the old lion-astride-a-mangle-wheel motif (no headlamp, of course), 5 minerals, a loaded sludge tender, 1 mineral and the B.R. brake. The driver stops a bit sharp and the brake van, which has been cut loose by Des working from the van footboard, stops well outside the home signal. The rest of the train is drawn forward and reversed into the Tip Siding. All the mineral wagons are empty, apparently, and we have no idea what they are for. "Engine and Brake Princes End then back to Bloomfield" calls Des. I get the road and pull off, deliberately pulling the starter before the home. Tipton Curve is unusual in lacking the sophistication of sequential locking. As the train pulls rapidly away, Tom says "I think I'll have a ride to Princes End". He dashes down the steps and leaps onto the speeding brake van, much to the amusement of Des.

After '23' has departed, I forget to 'knock out' [give 'Train out of Section'] to Bloomfield, who comes on the phone rather concerned and very confused. When I 'clear back', he offers a '4-1' and I realise he's got '55' which he wants to clear before the express. 'T23' returns from Princes End and comes to a stand at our home because Bloomfield won't take the E&B. '55' storms past with his usual train from Ettingshall Road, after pausing at a very poor branch starter at Bloomfield. Bloomfield manipulates the starter for some time before putting it back and pulling off up the main - he's apparently in some trouble, one way and another. He's already stopped most down trains at his home, for some reason. At last, Bloomfield accepts '23' and he scoots off. As soon as Bloomfield gives 'Train Out Of Section', we close the box.

A copy of the Train Register enties is below:-

DOWN

UP

For variety, we walk round to Bloomfield Junction, rather than back to Tipton. '23' has finished whatever he was doing there and is ready to return to Watery Lane, so we 'blag' a lift. On arrival, Watery Lane puts us 'inside' on the Up. There's a large bridge girder on wagons stabled there, awaiting installation (I don't know where) so we take the opportunity to clamber over it, examining its construction.

Then, it's a short walk to a friendly reception at Tipton Station box, where I spend a few hours working the box. But that's another story.

[Text and Train Register entries added 5-Jan-2012].

Traffic Movements at Deepfields, 1964 (Part 2)

There's an introduction to Deepfields box (with a signalling diagram) here and more detail here.

Deepfields, Saturday 24th October 1964

It's a cold morning with frost on the ground as Deepfields is opened up. We exchange the '5-5-5' with Bloomfield and Spring Vale and then try to replace the signals. Both the Up Distant Weight Bars are frozen 'off': Down Home 2 and Down Starter signals are also frozen off. The levers are banged around for a bit and the slack adjusters are let out but it's to no avail. So we walk to Down Home 2 and physically pull the weight bar 'on'. The Down Starter is freed-up by pulling on the signal wire at a number of places. Back in the box, the Up Inner Distant is restored by working the lever a few more times and then, with the railway brought to a standstill, we start work.

The Down Local is accepted normally but we now have a Block Failure on the Up to Spring Vale since, without our distants being proved 'on', we're unable to give a 'Line Clear'. We also have to 'Double Block' on the Up because our distant may not be correctly 'on' to warn an approaching driver (this is a rather technical point because, without a 'Line Clear' to Spring Vale to release his Up Starter, neither of our Up Distant signals should be 'off', even if the associated weight bars are 'off'. Enos, the signalman at Spring Vale, warns the Up Crewe past his starter and the driver steams past, trying to recover from his stop at Spring Vale. His train is five coaches, a 6-wheel van and the Palethorpes' van.

37's engine, rather late, coasts down to 'The Vale' to pick up his train - 4837 chimney-leading. Within 40 minutes, he is ready with his train and gingerly approaching our Up Loop Home tender first. We have to work the levers to-and-fro a few times to get the signal detectors correctly lined up to enable the signal arm to be cleared. His train is coke, coal and limestone empties (including one fitted hopper wagon marked 'HOUSE CONCENTRATION COAL' - an interesting title.

There is one Excursion today - 1Z66 to Blackpool. A 'Black 5' heads this train away from a brief stop at Coseley station and, on this cold day, I almost feel sorry for the passengers!. However, as encouragement, the sun comes out and the frost clears, although the day is still cool.

The Outer Distant on the Up can now be persuaded to go back 'on' (you can't pull it 'off', but that's hardly unusual) and so Enos is informed that normal working can be resumed.The next train is stopped at Spring Vale to pick up the official 'BLOCK RESTORATION' form for us and the train coasts towards us, a 'Type 4' with about 12 on. Tom is 'on the floor' to catch the note but the driver lets go prematurely and the form flutters away in a gentle breeze, to be retrieved by Tom. Each coach has its complement of passengers leaning out, curious at this second virtual stop in half a mile.

Another 'Type 4' heads the 'Stockport' downhill with a 'BG' and two rattling vans, passing 92111 light engine, scurrying uphill to collect the Albion tanks. By now, '55' is ready and he approaches up the Loop for Bescot. Thanks to the sun, the signal detectors do not foul on this occasion and 8007 blasts up the bank tender first with a long train of mixed empties. '61' is offered on the Down at the same time as the Up diesel parcels unit. Wise from last week, we loose the parcels only as far a as Coseley station platform which would allow us to cross '61' onto the Loop. But when the freight train hoves into view, it looks suspiciously short and Spring Vale refuses it down the Loop. He then informs us that it's actually '41' for Bushbury so all our planning was to no avail. Enos accepts the freight 'Under the Warning' down the Main, allowing me to loose the freight past the Home and put out a green flag to indicate he's 'Under the Warning'. Immediately, Spring Vale sends the '3-3-5' (now accepted under the 'Clear'. So as not to confuse the driver, I leave the flag out for a moment and wait for the cab to draw level, when I give the 'Rightaway' (hand held vertically and wrist turned left and right a few times rapidly). But the train stops and the driver starts talking animatedly. It seems that he was hit in the face by a branch of a tree overhanging the Down Main between Deepfields station and the Bridge. The freight then departs with half a dozen on.

We decide to leave the Up Starter 'on' against the Parcels, so that they will come to the Starter Telephone and we can get them to raise the station staff to carry out an investigation (the station staff never answer the box-to-box telephone as previously stated). Bloomfield has already loosed a train of Empty Stock down to his starter and he waits for the trainmen to come on his signal telephone, so that he can advise them. So nothing moves and two boxes wait for the phone. Eventually, our Parcels comes on the 'phone and the Guard agrees to get the station staff on the Box-to-Box 'phone. My faith in Guards is rather shaken when he says "Who are you?", apparently not knowing what box he's speaking to. The Parcels is allowed to proceed and the down Empty Stock is 'taken on'. Not being sure whether the Empty Stock was warned by Bloomfield, I loose him down to the box and stop him with a red 'un. The Driver and Guard are sitting in the front cab with a panoramic view of the track. "Seen any overhanging branches?" we enquire. The Guard is definite "Nothing at all" so we let the train proceed. Next, the coloured guard from Coseley station comes on the 'phone "I can see nothing at all: instruct the driver to proceed cautiously" (I don't know what driver, the Parcels was halfway to Birmingham by this time).

But Tom and I are not satisfied. Even a small branch can be quite lethal when hit at speed and the offending branch may not be obvious: it could have been knocked to one side by the last train and could swing back again. A number of morbid jokes circulate about Diesel Multiple Units speeding through Wolverhampton headed north with a decapitated driver and the Deadman's Handle jammed down! So Tom decides that we should close the box and have a walk up to see for ourselves. We didn't find anything, though.

Traffic Movements at Deepfields, 1964 (Part 1)

There's an introduction to Deepfields box (with a signalling diagram) here and more detail here.

Deepfields, Saturday 17th October 1964

Back to Deepfields and it's clear this box cannot survive for much longer. The satellite interlocking Relay Room was structurally complete some months ago but now Point Machines are being fitted to the Loop points and a two-lever Ground Frame is being erected by outside contractors to control the crossover road. However, we open up as normal and take on our first train - the Up Crewe. The Sulzer-hauled train drifts by with the driver leaning out, interested in the activity, a 5-coach rake with the Palethorpes' vans which are now serviced at Birmingham. I notice the rear cab door is swinging open so we send 'Stop and Examine' to Bloomfield.

The train stops at Coseley & Deepfields station and, apparently, the door is shut there. When stopped at Bloomfield, the Guard is irate - "Why didn't yer stop us at Coseley?". But Coseley station has a well-observed tradition of not answering the telephone. Until recently, the question of a diesel locomotive door open and whether this required the use of the 'Stop and Examine' was in some doubt. My friend Tom raised this question with the Signalmans' Inspectors and, because of the danger of a member of the engine crew having fallen out, a memorandum was issued confirming that the use of the '7' was correct.

After this brief excitement, we settle down to the day's work. About three gangs of men are working outside, each with their attendant 'Look Out' and it gets quite noisy. Without a word, the signal wire to the Down Line Detonator Machine is severed with two sharp hammer blows. Until we confirm just what has been disconnected, Tom and I discuss which of the Down signals will fail to operate! The gang then set about re-siting a chain wheel and re-connecting the ‘shot machine’. During this work, they inadvertently slip the chain off the wheel on lever 3 so that the next time I try to pull off, the lever jams hard half-way through the stroke. After I complain, the men run around, putting things right.

At 9.7 a.m., ‘55’ is offered up the Loop, followed by the diesel parcels unit up the Main. A freight for ‘The Vale’ is approaching on the Down and here we make an error of judgement. We pull off for the Up Parcels, but he stops for 20 minutes in the platform at Coseley dealing with parcels traffic. During this time, ‘55’ is held in the Loop and the down freight stands main line, waiting for the Loop to clear. Eventually, we send the down freight on the main line to Spring Vale, Austerity 90377 hauling lime, sintered iron ore and ingots loaded on BBCs. Spring Vale gets a bit confused by the change, offers him forward as a ‘4’ and pulls his ”back ‘uns”! Eventually, the parcels unit clears and ‘55’ starts away, a ‘Class 8’ tender-first with empties, lime wagons and oil tanks.

The Barnt Green – Blackpool special 1T06 roars past on the Down with ‘Black 5’ 45006 bound for the bright lights! The Stockport Parcels coasts by with a ‘Type 4’, two ‘BG’ and a 4-wheel van. A ‘Class 9’ rattles past uphill, going to work the Albion tanks. He whistles imperiously at the gangs working near the line.

‘T37’ is reported ‘off the road’ at Bescot but ‘61’ comes down and rumbles into the loop, in the teeth of the following Down Manchester. There are two more trains to come ‘off the top’ at Tipton but Bloomfield wants to close. He agrees to wait for the first train (‘80’, double-braked) but decides that the second must ‘take its luck’. We keep Deepfields open so that we can turn ‘80’ down the Loop. Then we let Bloomfield close and afterwards close ourselves.

After we close, the two o’clock down rushes past behind a ‘Sulzer’. The 5-coach Up express is being handled by a ‘Type 4’ which rushes past at about 60 m.p.h., horn sounding, then brakes hard for the 15 m.p.h. slack on the other side of Deepfields station. A freight (‘90’?) clanks down behind a ‘Black 5’, double braked with various open wagons and oil tanks. Another ‘Class 9’ hurries past with its fully-fitted load of Gulf Oil tanks for Albion. Finally, I wonder who was the joker who wrote in the dirt on a ‘Class 8’ tender “H.M.S. ROCKER”?

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].