Fylde signalling before electrification

Rationalisation of the intricate infrastructure in the Fylde started over 50 years ago. With the route currently being electrified, DAVID ALLEN looks at the existing signalling and its intriguing history

If all goes to plan, mechanical signalling in the Fylde will be a memory by this time next year. During a scheduled 18-week blockade, the line will be resignalled and the route to Blackpool North electrified.

Today, there are five signal boxes (SBs) in the Fylde. On leaving Preston, the first is Salwick, which opened when the section between Preston and Kirkham North Junction was quadrupled in 1889. This is the only survivor of the six SBs opened as part of the work.

Salwick SB was built alongside the then new Up Fast line. However, the Fast Lines were lifted in 1965, leaving the SB somewhat remote from the existing tracks, which occupy the formation of the former Slow lines.

During the Second World War a munitions factory was opened at Salwick, and Salwick No 1 SB was commissioned. This resulted in Salwick SB being renamed Salwick No 2. Salwick No 1 was abolished in 1973, and Salwick No 2 reverted to Salwick SB.

This took place as part of Stage 7 of the Preston resignalling. Ten SBs were abolished over one weekend, and Salwick became a fringe to Preston Power Signal Box (PSB) - a role it retains today. The out-of-use Down Loop was removed in February, The resignalled route was converted from Absolute Block (AB) to Track Circuit Block (TCB). However, it wasn’t until 1975 that TCB working was extended to Kirkham North Junction, and the intermediate SBs at Treales and Kirkham Station closed.

After Salwick, the next station is Kirkham & Wesham. This was completely rebuilt when the route was quadrupled in 1889, and the singleisland platform dates from this time. A plan to build platforms serving the Fast lines was thwarted by the Second World War. The Fast lines - between Kirkham South and Kirkham North Junctions - were only taken out of use on April 9 to facilitate enabling work.

At the turn of the 20th century, it was not unusual for between 400 and 500 trains to pass through Kirkham on summer Saturdays. To cope with the increasing number of trains, an additional route to Blackpool was opened in1903 - known as the Marton line, it was the shortest and fastest line into Blackpool.

There were now three double - track routes to Blackpool beyond Kirkham. An additional measure to reduce delay was the construction of a flyover at Kirkham, which allowed Preston-bound trains to join the Up Fast without conflicting with other routes.

The existing Kirkham SB dates from when the North Junction was remodelled, with its physical size an indication of its previous importance.

Traffic levels fell significantly during the 1950s, and the Marton Line closed in 1965. However, vestiges remain: the out-of-use Tip Siding follows the course of the Marton line as far as Bradkirk, and a parapet of the former flyover can still be seen near the SB. Additionally, because the SB was built alongside the since-removed Up Passenger

Loop which descended from the flyover, it now stands at an angle to the Up Fast line.

Today, Kirkham SB controls the junction between the routes to Blackpool North and Blackpool South. Both routes have witnessed much rationalisation over the years, although the changes on the Blackpool South line have been particularly dramatic.

Before 1964 the terminus of the line was Blackpool Central ( by any standards a major terminus). The last important changes had been made in the early years of the 20th century, when it was rebuilt and enlarged into 14 platforms.

Allied to this, the route between Blackpool South and Central was widened to four tracks and the carriage facilities extended. Three new SBs were built, the most important of which was Blackpool Central - with over 130 levers, it was the largest built by the Lancashire & Yorkshire Railway. All this new capacity was required when the new Marton line opened in 1903.

However, following years of decline, Blackpool Central was closed in 1965 and a new terminus was established at Blackpool South. As the name suggested, Central had been ideally located to serve the resort, whereas the new terminus was a mile further out.

No doubt rationalisation was needed, but it does seem a great shame that British Rail was willing to accept a less than optimal location for the new terminus. There was also little (if any) opposition to closure by Blackpool Corporation, which was glad to acquire the area vacated.

Blackpool South was a simple two-platform terminus that served the line via Lytham and (for a short time) the Marton line. To start with, the coast line was double-track throughout and worked by AB, and to control the revised arrangement a more conveniently located SB was commissioned at Blackpool South. At the same time three SBs were abolished, and between 1967 and 1971 further economies were achieved by closing three SBs in the Lytham/Ansdell area.

In 1970, all long-distance trains were diverted to Blackpool North and most Blackpool South trains ran as a shuttle from Kirkham. As such, it was no surprise that a decision was taken to single the Blackpool South line.

Firstly, the section between St. Annes and Blackpool South was tackled in 1982. At the same time, the terminus was reduced to one platform and Blackpool South SB was abolished. Singling of the remaining section to Kirkham was completed the following year. Moss Side and St. Annes SBs were abolished, and AB was replaced by One Train Working

At the turn of the 20th century, it was not unusual for between 400 and 500 trains to pass through Kirkham on summer Saturdays. To cope with the increasing number of trains, an additional route to Blackpool was opened.

without a Train Staff (this method of working remains in use today). The integrity of the signalling is based on Track Circuits. The interlocking makes sure that the signals protecting entry to the branch will not clear until the previous train has left it.

The driver’s authority to proceed onto the branch at Kirkham North Junction is a clear aspect on KM31 signal combined with an illuminated ‘feather’ ( Junction Indicator). This signal is situated at the Blackpool end of Kirkham’s Platform 1. A similar signal (KM32) is found at the end of Platform 2. Rarely used today, it allows turn-back services to return to Blackpool.

Although normal fixed signals are not found on the Blackpool South line, there are several points of operational interest.

Moss Side level crossing was converted to an Automatic Open Crossing Locally Monitored (AOCL) when the supervising SB closed in 1983. This was subsequently converted to an Automatic Barrier Crossing Locally Monitored (ABCL).

In the case of ABCL/AOCL, it is the driver’s responsibility to check the crossing is clear. Although the closing of the crossing to road traffic is initiated by the train passing over a treadle, the train driver needs to check the indicator is flashing white. For trains going towards Kirkham, there is a Train Ready to Start button on Moss Side station. The instruction reads: “Press plunger, wait for white light and whistle before proceeding.”

Due to the possibility of aircraft taking off/ landing at Blackpool Airport, after a Blackpoolbound train arrives at St. Annes the guard must telephone the Kirkham signaller for clearance. A similar procedure occurs when returning trains leave Blackpool South. Although normal signals are not found on the branch, a reflectorised distant board is located at the end of Pleasure Beach station to warn the driver of the approaching buffer stops at Blackpool South.

Turning attention to the main line to Blackpool North, beyond Kirkham it is AB all the way.

No doubt rationalisation was needed, but it does seem a great shame that British Rail was willing to accept a less than optimal location for the new terminus.

Forming the 1126 Blackpool North to Buxton on September 17 1996, 150225 enters Kirkham & Wesham station under the authority of the semaphore signal KM 66. Below the main arm is a ‘calling on’ arm which allowed a terminating train to enter the same platform as an ongoing train. This signal was removed the following year when permissive working was dispensed with. To the left of 150225, signals KM 31 or KM 32 are both fitted with Junction Indicators (feathers), which are illuminated when the route is clear to enter the Blackpool South line. To the right of the view, the station-avoiding Fast lines are still in use.

The section between Kirkham and Poultonle-Fylde is broken up into Intermediate Block (IB) sections. IB signals are used to increase line capacity and are more cost-efficient than opening a break-of-section SB, such as those at Weeton and Singleton which closed in 1993 and 1997 respectively.

The control of IB signals is usually entrusted to the SB to the rear. Hence Kirkham SB is responsible for the IB signals KM49, KM50 and KM51 supervising trains going towards Blackpool, and Poulton SB is responsible for signals PT68 and PT67 controlling trains going towards Preston. IB signals are identified by a solid black vertical line on a white plate. In the 1930s the LMS installed Intermediate Bock (IB) signals. Regrettably, the last of the semaphore IBs were removed in 1997.

Depending on the number of IB signals, the route between two SBs can be broken into two or more sections. As such, two or more trains can occupy a route previously limited to one. However, the IB section(s) must be fully track circuited. The signaller must know the block section is clear before allowing another train to follow.

Poulton-le-Fylde station was relocated to its present site in 1896. This was a busy and strategic location requiring five SBs, at a time when Fleetwood was growing as a port and Blackpool as a resort.

However, following years of decline, BR considered the infrastructure excessive. In 1971 the side of the triangle connecting the Blackpool and Fleetwood lines was taken out of use and the two controlling SBs (No 4 and 5) abolished. This curve had latterly enjoyed a new lease of life. Following the closure of Fleetwood depot in 1966 it was used by light locomotive movements between the stabling point at Blackpool North depot and Burn Naze.

Further rationalisation in 1971 resulted in the abolition of No 2 SB - located at the Preston end of the station. In 1973 the Fast Lines avoiding the station were taken up, although the No 1 SB remained in use until 1977. Today, only the largest of the five 1896 SBs (Poulton No 3) survives. The conventional double line junction with the Burn Naze branch was removed in March as part of the preparatory work.

Looking at the sad state of the Burn Naze branch today, it is difficult to believe it was formerly the main line to Fleetwood. Passenger services between Blackpool and Fleetwood succumbed to tram competition in 1964, while trains between Poulton and Fleetwood continued until 1970.

However, after 1966 all trains terminated at Wyre Dock station, which had been renamed Fleetwood. This enabled BR to close the large underused five-platform terminus no longer served by the Belfast or Isle of Man ferries, to abolish two SBs, and to get rid of a busy level crossing. In reality, it was no problem for the population because the former Wyre Dock station was well located for the town.

After cessation of passenger services, the line was cut back towards Burn Naze and singling completed in 1973. As a consequence, Burn Naze North SB closed and Thornton Cleveleys SB was converted to a gate box. The last SB on the branch - Burn Naze South - was abolished in 1987 and One Train Working with a Train Staff was introduced. The Train Staff is normally kept in Poulton SB.

Today, Salwick is the only SB on the Blackpool line not controlling any semaphores. It retained a semaphore distant signal after becoming fringe to Preston PSB in 1973, but this was removed when TCB working was extended to Kirkham two years later.

Despite not controlling any semaphores, Salwick SB still uses the original lever frame. This economy measure is also found at Kirkham, were the colour light signals and surviving ground disc signals are so operated. The last full-size semaphores at Kirkham were replaced in 1997 when AWS (Automatic Warning System) was extended to Blackpool North. A sad loss at this time was the semaphore controlling entry into Platform 2. This had featured a ‘calling-on’ arm allowing a second train to enter the station even if the platform was occupied.

Today, the first semaphore is encountered on the approach to Poulton. Apart from the Down

Looking at the sad state of the Burn Naze branch today, it is difficult to believe it was formerly the main line to Fleetwood.

distant, all Poulton’s signals are semaphores (‘Down’ towards Blackpool and ‘Up’ towards Preston). The colour light distant at Poulton dates from when Singleton SB was abolished in 1997 and the red aspect blanked out.

Considering BR’s long tradition of replacing semaphore ‘fishtail’ distant signals with colour lights, it is surprising to find six semaphores. Poulton SB has one on the Up, and Carleton Crossing has one in each direction. Convenient for observation, Carleton Crossing’s Up Distant is located at the Preston end of Layton station. Reflecting the closeness of Poulton and Carleton Crossing SBs, the Down Distant for Carleton Crossing is mounted below the Down Section Signal for Poulton. Due to SB closures and the increasing distance between SBs, even on AB routes, it is rare to see semaphore distant signals mounted below stop signals.

At Blackpool North there are three semaphore distant signals. Before Blackpool North No 1 SB was abolished in 2011, the appropriate distant signal ‘cleared’ when No 1’s Sectional signal ( BN1 37) was ‘‘off’. After the closure of No 1 SB, this signal became Blackpool No 2’s Section signal and was re-plated BN2 65. Looking from the station (reading right to left) are: the distant signal below BN2 66 signal controls trains out of Platform 1; the distant signal below BN2 68 controls trains leaving from Platforms 2 and 3; and the distant below BN2 80 controls trains departing from Platforms 4-8. Obviously, each platform has its own starting signal.

Also very rare today are the balanced bracket semaphore signals situated at the end of island Platforms 3/4, 5/6 and 7/8. At the end of Platform 3/4 the left-hand arm (signal BN2 86) controls departures from Platform 4 and the right-hand arm (signal BN2 70) controls Platform 3.

For arriving trains, the last signal before the terminus (BN2 23) has an electrical Route Indicator (RI) mounted below the arms. When the signal is cleared, the RI shows which platform (1- 8) the train is entering.

RIs are a common feature today, and the most modern are LED (some early mechanical RIs can be seen at Worcester Shrub Hill). In whatever form, they are used at low-speed locations such as the approach to stations and sidings, and greatly simplify the signalling. In this instance, below the main arm is a short ‘calling on’ signal. Permissive working is allowed, and was at one time very important. However, today, when RIs are fitted to calling-on signals it is normal to fit a second (smaller) one to avoid giving the driver the false impression the platform isn’t already occupied!

Reflecting the resort’s popularity, the station at Blackpool North grew steadily until it boasted 16 platforms in 1934. Although essentially one terminus, it was split into Main and Excursion sections. The Main station was rebuilt by the L&YR in 1898 and comprised six platforms. The Excursion station, opened with nine platforms by the LMS in 1932, was increased to ten, two years later. As the name suggests, the Excursion platforms were opened to cater for the ‘deluge’ of summer traffic.

For many reasons, the resort’s prosperity declined steadily during the subsequent years. As a result BR, having completely closed the 14-platform Blackpool Central in 1964, turned its attention to Blackpool North in 1973.

This resulted in the closure of the Main station and the removal of its six platforms (Nos 1-6). As part of the work, the layout approaching the station was simplified and Blackpool No 3 SB was abolished. Although the former Excursion station formed the basis of the rationalised station, two of the Excursion platforms (Nos 7 and 8) were also taken out of use.

The Excursion platforms (9-16) formed the simplified station in 1973, and renumbered 1-8 they remain in use today. Today, Blackpool North No 2 SB is all that is required to control the terminus. Blackpool North No 1 lingered on until 2011, but was not normally manned in later years. Once the northern connection into the Sidings was severed, No 1 SB didn’t have a function.

A belated thanks to Kerry Kershaw, formerly Operations Manager at Preston, who not only arranged many visits but always seemed to provide the sunny weather appropriate for a seaside line!