Merseyside signals

DAVID ALLEN turns his attention to the delayed resignalling of the West Coast Main Line between Liverpool and Weaver Junction, which is now under way

RAIL examines the delayed resignalling of the West Coast Main Line between Liverpool and Weaver Junction.

The delayed resignalling between Weaver Junction and Liverpool is now under way, and the first casualties - Halton Junction and Runcorn signal boxes (SBs) - closed in the early hours of May 6.

They were replaced by the Wavertree Workstation ( WS), situated in the Manchester Rail Operating Centre (MROC). This Workstation also controls the new bi-directional Frodsham single line. In 1991, the double-track line to Frodsham Junction was reduced to one AB (Absolute Block) line. It is technically not a single line because the signalling only allowed trains to enter the branch at Frodsham Junction.

Originally, Ditton Power Signal Box (PSB) was also scheduled to be abolished, but it now seems that this won’t occur until December 2019 at the earliest. Ditton dates from 2000, when the first phase of Railtrack’s ‘WeaverWavertree’ scheme replaced Ditton No 1 and No 2 SBs. In the event, the later stages of the scheme to close the electro-mechanical SBs at Halton Junction, Runcorn, Speke Junction and Allerton Junction were abandoned.

The Wavertree WS is ultimately due to replace five SBs. The next extension, currently scheduled for December, should be the abolition of Allerton Junction and Speke Junction SBs.

Contrary to what was first planned, Lime Street SB will not be added to the existing Liverpool WS. Instead, a new Lime Street WS is to be commissioned on July 30.

Besides resignalling, important changes are afoot at the terminus. The former Platform 1 and four sidings have been removed, and when work is completed there will be two new platforms and bi-directional working between Lime Street and Edge Hill.

The Liverpool WS dates from the commissioning of MROC in 2014. The new WS replaced Huyton SB when the Up Chat Moss line between Roby Junction and Huyton was brought into use.

No firm date has been made for the migration of Edge Hill PSB into Manchester ROC. When it does happen, will it form an extension to the Liverpool WS or will it be separate? One hopes Manchester ROC is large enough to accommodate extra workstations!

Seven SBs will close by the time the resignalling and re-control is complete. Although not the oldest, Lime Street has a fascinating history.

In 1936, the London Midland and Scottish Railway decided there was an urgent need to modernise this important Liverpool terminus. It had become quite antiquated, and (among other things) it was necessary to hand-signal trains entering some platforms. Although plans emerged in 1938, largely due to the intervention of the Second World War it was left to the newly nationalised BR to commission the scheme. Dating from January 1948, the three-storey Air Raid Precaution (ARP) structure turned out to be one of the first SBs opened by BR.

The new SB replaced a large ex-London and North Western Railway structure that had been situated between the running lines to give the signalmen a clear view of the station. Unfortunately, this location prevented the required extension of the platforms.

In contrast, the new layout was fully track circuited, enabling the replacement SB to be sited alongside the running lines. The signalmen now relied on the SB diagram to view the station.

Lime Street SB now houses one of only two surviving power frames on NR (the other example is at Maidstone East). The hand-sized levers take up much less space compared with conventional ones, and require minimal physical effort to operate. Unfortunately, the technology is now dated and is increasingly difficult to maintain.

In 1960, when Lime Street station was being prepared for electrification, the 11-platform station and sidings remained as remodelled in 1948. Likewise, the relatively recently installed colour light signalling and SB were retained. However, the four tracks to Edge Hill, previously grouped by direction, were arranged by speed. The Fast Lines were a continuation of the Crewe lines and the Slow Lines served Wigan and Manchester.

Signallers nowadays are familiar with so-called ‘Lime Street’ controls. By means of a ‘measuring’ track circuit, signallers can determine if an approaching train is too long for a platform. This device, first fitted to this SB, has subsequently been installed in many SBs and remains in widespread use.

The commissioning of Edge Hill PSB in 1961 marked the end of semaphores on the main line between Crewe and Liverpool. The N-X (eNtrance-eXit) panel, measuring 8ft x 3ft, replaced four SBs containing 226 levers, and was heralded a ‘triumph of miniaturisation’. The first N-X panel in the UK had been installed at Brunswick in 1937, although their widespread use by BR didn’t start until the early 1960s. They remain in use in many large and small signalling centres and SBs.

On an N-X panel, the route-setting is achieved by pressing the buttons controlling the signals at the start and end of the route. The system first checks the route is available, and then changes and locks the points before clearing the signals. Compared with traditional AB working with a lever frame, this greatly simplifies the procedure, saving time and effort.

In the early 1960s, Edge Hill was a very different world. Besides the infamous ‘Grid Iron’ marshalling yard, there was a large steam locomotive shed and carriage sidings. In addition, there were long tunnels under Liverpool to Wapping and Riverside (the latter continued to be used by passenger trains from Euston connecting with ocean-going ships). To control this layout, many small SBs such as Exhibition Junction, Edge Lane Junction and Pighue Lane were retained.

Subsequently, this infrastructure was severely rationalised. In 1970, the four tracks towards Huyton were reduced to two, and the Tunnels and the Grid Iron are now just a memory. By 1985, the massive changes led BR to install a new panel in Edge Hill PSB. In turn, this panel was replaced in 2009 by the existing N-X panel when the Olive Mount Chord was reopened.

On the main line, Edge Hill PSB has fringed with Lime Street SB ever since it was commissioned. Similarly, towards Crewe, the fringe has always been Allerton Junction. On what was then the quadruple track section to Huyton, things were more complicated. On the Fast Lines the original fringe SB was Broadgreen, and on the Slow Lines it was Olive Mount Junction SB.

It is quite possible that Edge Hill PSB will outlive all the other SBs. Assuming that to be the case, Edge Hill will be surrounded by three different WSs in Manchester ROC.

The resignalling carried out in 1960-61, prior to electrification between Crewe and Liverpool, turned out very differently to originally planned. The financial state of BR was perilous to say the least, and for a time it seemed the whole West Coast Main Line ( WCML) modernisation plan might be cancelled.

In addition to the preferred option to commissioning of PSBs, new mechanical SBs were built at Allerton Junction, Ditton Junction No 2 (closed 2000) and Coppenhall Junction (closed 1979). Though rationalisation resulted in the closing of 12 SBs, ten more were retained. Of these, Halton Junction and Runcorn closed in May. Only Speke Junction and Winsford SB (not part of this scheme) remain in use.

Part of the compromise solution imposed on BR to save money, the new mechanical SBs such as Allerton Junction and the existing ex-LNWR Speke Junction were made electro-mechanical. For this, conventional full-size frames were installed, and the levers controlling electrically operated signals and points ‘cut down’ as a reminder that no physical effort is required to operate them.

Even after the current resignalling between Weaver Junction and Liverpool is completed, ‘heritage’ electro-mechanical SBs associated with the WCML can still be seen around Crewe at Basford Hall Junction, Salop Goods Junction, Crewe Coal Yard and Winsford. Similarly, around Stockport, at Edgeley No 1, Edgeley No 2, Stockport No 1;, Stockport No 2 and Heaton Norris Junction SBs. As an additional bonus, the SBs around Stockport and the Crewe Independent Lines are worked by AB.

A February 2012 view of the replacement panel fitted in Edge Hill PSB in 2009. The Edge Hill signaller is setting the route for the 1101 from Birmingham to continue along the Down Fast from Wavertree Junction towards Edge Hill. On the Up Fast, the route is already set towards Allerton and No 10 and 8 signals both display green. The illuminated white lights show the routes set up for trains. These lights change to red when a train occupies the section. Note that a train is approaching Wavertree Technology Park on the Down Chat Moss.

The compactness of the miniature lever power frame in Lime Street SB is apparent in this view taken on February 20 2012. The track circuit lights show that the 1348 Pendolino service for Euston is occupying most of Platform 7, whereas the much shorter electric multiple unit forming the 1404 departure for Birmingham New Street only partially occupies Platform 8. The signaller won’t signal a departure until he sees ‘Train Ready to Start’ for the relevant platform.

The magnificent three-storey ex-LNWR Speke Junction SB is a sad casualty of the scheme. To the left of the SB is the main line between Weaver Junction and Lime Street. Having travelled from Crewe, 90022 is arriving on the Down Goods line towards Garston Junction on May 28 1997. Following an arson attack on Garston Junction SB in 2006, a panel was installed in Speke Junction SB to replace it.

On May 28 1997, 86220 passes Allerton Junction with the 1140 Plymouth-Liverpool service. The SB is a standard BR London Midland Region prefabricated flat-roofed structure. The maroon enamel nameboard dates from commissioning in 1960. In the foreground, the brick building is the relay room, used to convert the SB to electromechanical operation.

Halton Junction SB is no more. Closing in May, it was one of the first casualties (as well as being the oldest and smallest of the casualties under the current scheme). This view of July 30 1990 has 37015 heading for Folly Lane to form T68 to Arpley Sidings. It shows the double-track route to Frodsham Junction which was reduced to one line in 1991, and signalled only to allow trains to travel in the direction of the light locomotive.

Part of the lever frame in Allerton Junction SB. The ‘cut down’ levers, such as the red-coloured No 54, indicate the signal is power-operated. The blue and black levers 37 to 40 are also short handles and control points fitted with facing point locks (an added security to prevent points moving). The white levers are spare and not, as many new starters on the railway are told, used to control milk trains!