Signal box closures in 2017 and beyond
Work along the Blackpool line heads the signalling projects in England, Wales and Scotland. DAVID ALLEN reviews the changes during 2017 and looks at what might happen in the years ahead
There were 13 signal box (SB) casualties in 2017, with all five English closures being on the Blackpool line. Work on upgrading the route to Blackpool North started earlier in the year when a series of ten weekend possessions facilitated preliminary work. This included the simplification of the track layouts at several locations.
At Salwick, the redundant Down goods loop and associated sidings were taken out of use. More significantly, the junction to the Burn Naze line at Poulton le Fylde was removed and the fast lines at Kirkham decommissioned. This was the last vestige of the four-track section between Preston and Kirkham, that latterly just acted as station avoiding lines. However, the bulk of the changes will be achieved during an 18-week possession which started on November 11.
New AC and DC immune signalling and telecoms is a prerequisite to the 25kV overhead electrification. All existing signalling will be removed and five traditional signal boxes abolished.
To control the area, a new work station in Manchester ROC will be commissioned. The new signals will be four-aspect LED colour lights plated ‘BL’ ( Blackpool). All the automatic signals controlled by the ROC have emergency replacement switches.
Preston PSB will continue to signal the Preston end of the route between Fylde Junction (Preston) and Salwick. These threeaspect signals will be renewed and continue to carry ‘PN’ (Preston) plates.
The old signalling dated from when Preston PSB was opened in 1972.
Conventional track circuits will be used on the section controlled by Preston PSB but the former track circuited route between Salwick and Kirkham and the Absolute Block sections onwards to Blackpool North will be replaced by axle counters.
Though the new signalling makes provision for future line speed increases, at this stage, only local changes are proposed. The new signal spacing will facilitate line speeds of 90mph for the route controlled by the fouraspect signals. The three-aspect replacements supervised from Preston PSB will not allow this.
The main lines between Fylde Junction and Blackpool North will be renamed the Up Fylde (towards Preston) and Down Fylde (towards Blackpool North). The designation of the Blackpool South line remains the same; the Up & Down Lytham.
Kirkham and Blackpool North are being fully re-modelled. At Kirkham, the removal of the fast lines allowed preparatory work for the new single face Platform 3. This will be used by all trains going towards Preston. Platform 1 is dedicated to Blackpool South trains and Platform 2 is the platform for Blackpool North, but can also be used for services going to Blackpool South.
All Kirkham platforms are bi-directional. Trains approaching from Blackpool South have the most flexibility and can be signalled into any platform. However, all trains going forward to Preston are required to use Platform 3. At the Preston end of Platform 1 and 2, fixed red colour light stop signals mark the end of the bi-directional sections; a layout suited to the running of diesel shuttle services between Kirkham and Blackpool South.
Only the Blackpool North line is being electrified. At Kirkham, the OLE stops short of the usable part of Platform 1. The ‘turnround’ of an electric train requires use of the electrified section of the Up Lytham line. This line and the Down Lytham are bi-directional and extend as far as the newly created Kirkham West Junction. This re-doubled section will greatly improve operational flexibility.
Though not included in the scheme, provision has been made to reinstate the Tip Siding at Kirkham; out of use for many years. It followed the track bed of the former Marton line as far as Bradkirk. However, a short OTM (On Track Machine) siding will be provided. Access is by means of a trailing crossover on the Down Lytham line between the station and Kirkham North Junction.
Re-signalling is largely concerned with the Blackpool North Route, but there are interesting changes on the Blackpool South line. When the line was singled in stages during 1982/3, One Train Working with No Train Staff was introduced. The integrity of the system was based on the train occupying sequentially the track circuits at the entrance/ exit of the single line. This is being replaced by One Train Working with continuous train detection.
Even before the changes are implemented, the nearest thing to a semaphore on the Blackpool South line was the reflective fishtail distant at Pleasure Beach Station warning of the approaching buffer stops at Blackpool South. This is being replaced by a single aspect yellow colour light signal. For departures from Blackpool South a new two-aspect starting signal, capable of displaying red or green is being provided. Under the old arrangement the driver would telephone the Kirkham signaller when the train was ready to depart.
At Moss Side, there is an ABCL (Automatic Barrier Crossing Locally Monitored) level crossing. Here it is the driver’s responsibility to ensure the crossing is clear. For trains going towards Preston, the arrangements are changing. For the level crossing closure sequence to begin, the train must be static in Moss Side station and occupying the track circuit.
When the train is ready to depart, the driver presses the Train Ready to Start (TRTS) button to start the crossing closure sequence. The flashing white light indicates the crossing closure sequence is complete but the driver’s
For those interested in heritage, 328 SBs are more than 100 years old and 57 are 140 years or older. It seems many will celebrate their 150th birthday.
authority to proceed will be the two-aspect colour light signal changing from red to green and the ‘OFF’ Indicator illuminating. To help sighting, this signal is to be located on the Down side of the line.
Back on the main line, Poulton-le-Fylde will be devoid of any point work. Passive provision exists for re-instating the Burn Naze line but there won’t be any work this year. The only manual public level crossing on the route is situated mid-way between Poulton and Layton. The Manually Controlled Barriers (MCB), formerly the responsibility of Carleton Crossing SB, are being converted to remote operation by means of CCTV Supervised by Manchester ROC.
At Blackpool North, the station and throat are being completely re-modelled. It is difficult to believe the terminus once boasted 16 platforms. BR halved this in 1973 by completely closing the original station and removing two of the platforms in what had previously been the excursion station.
The latest development results in further rationalisation as the island platform 7/ 8 is taken out of use. Platforms 1 and 2 will be the main platforms. Both are being extended. Provision exists for the extension of both platforms to an operational length of 277 metres. This would make them capable of handling 11-car Class 390 sets. Similar provision has been made for the platforms at Kirkham and Poulton.
Elsewhere, Mostyn was the only Welsh SB casualty. It dated from the ‘glory days’ when the LNWR quadrupled the route between Chester and Llandudno Junction. Pending the re-signalling expected in March, the AB section has been extended from Holywell Junction to Talacre.
In Scotland, Phase 1 of the Aberdeen to Inverness Enhancements Project ( West), resulted in the closure of the SBs at Elgin, Forres and Nairn in October. They were replaced by the new Highland Workstation located in Inverness SC. At the end of December, it was the turn of Carmuirs East, Grangemouth Jct., Larbert North and Greenhill SBs to be abolished and control transferred to the Edinburgh SC Cowlairs and the Cumbernauld Workstations. These were formerly, less prosaically, known as Workstations 1 and 2. Though Edinburgh SC continues to expand, it is reaching its limit. It will not become the East of Scotland ROC. The Scotland ROC will be what is presently known as the West of Scotland SC situated at Cowlairs.
Forecasting SB closures in 2018 and 2019 is now very difficult - forecasting further into the future will take a braver person than me! It now seems many of the closure plans released earlier in 2017, will be at best, delayed.
For example, Phase 1 of the HuddersfieldBradford scheme (Healey Mills and Huddersfield) has been deferred until January. Phase 2 (Mill Lane, Halifax, Hebden Bridge and Milner Royd), scheduled to be implemented in October has also been delayed even though stage work erecting some new signals has already been carried out.
The Howden/Saltmarshe-Ferriby resignalling is scheduled for April. This will result in the closure of the block posts at Saltmarshe, Gilberdyke, Broomfleet, Brough East and Melton Lane as well as the gate boxes at Green Oak Goit, Oxmardyke and Welton. It seems Cave SB will be retained as a gate box pending changes to the level crossing. Control will centre on the new Brough Workstation in York ROC.
Planned for 2018, work on the Durham Coast will be carried out in 2019 at the very earliest. The scheme envisages a new workstation in York ROC replacing Ryhope Grange, Greatham, Billingham, Norton Station, Norton East, Norton South, Norton West and Ferryhill SBs.
In addition to major improvements at Liverpool Lime Street station, LNW Route, is carrying out the Weaver-Wavertree resignalling. This is to be carried out in three main stages in 2018. The first SBs to close should be Halton Junction, Runcorn and Ditton. The next phase includes Edge Hill PSB and Lime Street SBs. To conclude, Allerton and Speke Junction SBs will be abolished. Control will be shared by the new Liverpool and Wavertree Workstations in Manchester ROC.
At Blackpool North, the station and throat are being completely remodelled. It is difficult to believe the terminus once boasted 16 platforms.
The closure of Ashton Moss North Junction SB is linked to the planned electrification to Stalybridge and is planned for April. Located only five miles from Manchester Victoria, it is a mechanical signalling ‘paradise’. There aren’t any colour lights and both distant signals on the main line are working ‘fishtail’ semaphores. Somewhat ironically, remnants of the OLE associated with the Woodhead route electrification can still be seen on the Denton branch! After completion, control will migrate to the Manchester North Workstation in Manchester ROC. This marks a change in the original plan which suggested a further expansion of Manchester East SCC.
Wales Route is concentrating on the delayed North Wales Coast scheme. Phase 1 is planned for March. This will extend from the boundary with Chester PSB (LNW Route) as far as Llandudno Junction (exclusive).
When implemented, the SBs at Rockcliffe Hall, Holywell, Talacre, Prestatyn, Rhyl, Abergele and the gate box at Tyn-y-Morfa (east of Prestatyn) will be replaced by the Rhyl Workstation in the Wales ROC (Cardiff). Phase 2, covering the main line onwards to Holyhead and Llandudno as well as the Conwy Valley, now seems indefinitely postponed!
On the Western Route, Oxford PSB continues in operation. Though electrification is now on hold, there are layout changes to be commissioned as part of the Oxford Corridor Enhancements. Latest rumours suggest transfer of control to a new Workstation in Thames Valley SC will take place in the Summer.
A variety of schemes are expected in Scotland. The next phase of the Aberdeen to Inverness Enhancement Project, will eventually result in the closures of Dyce and Inverurie SBs. The control areas will be added to the new Highland Workstation in Inverness SC. This work is linked to the re-doubling between Aberdeen and Inverurie as well as a new station serving Aberdeen airport.
Though the remaining semaphores at Stirling and Dunblane are scheduled to be replaced, it seems the supervising SBs at Stirling Middle, Stirling North and Dunblane will remain in use.
An ongoing scheme in Scotland is the transfer of control from Motherwell PSB to
Hindsight is a wonderful thing, but clearly the National Operating Strategy timescale has turned out to be undeliverable.
the West of Scotland SC. The Motherwell North Signalling Renewals Stage 2 is due to be implemented in April.
In addition, there are a few amalgamation schemes on the cards. Girvan is planned to absorb Barrhill; Montrose North to be extended to replace Inverkeilor and Aberdeen SC’s control extended to include Newtonhill. However, there is no further news on these.
Anglia Route are now serious about resignalling the lines to Yarmouth and Lowestoft with control transferring to Colchester PSB currently scheduled for Spring 2019. The SBs at Brundall Junction, Acle, Yarmouth, Cantley, Reedham Junction, Oulton Broad North and Lowestoft will be abolished as well as the gate boxes at Brundall, Chapel Road and Lingwood. Five sets of manned gates will be replaced by remote operation by means of CCTV.
Due to their complexity, Reedham and Somerleyton Swing Bridges will continue to be controlled from the existing SBs. Neither, will however, be block posts.
On South East Route work around London Bridge continues apace. As a consequence, control is being steadily transferred from London Bridge PSB to the Three Bridges ROC. Stage 2 of the East Sussex Coastway Resignalling was scheduled for the Summer 2019. Central to this was the transfer of control of Lewes, Newhaven Town and Harbour SBs to a new Lewes WorkStation in Three Bridges ROC. However, it seems this is also delayed and it seems Lewes SB might be reprieved and fitted with a panel to control Newhaven. Though AB working is still used for the short section between Newhaven Town and Harbour SBs, the last semaphores were replaced in 2013.
There are currently 623 operational SBs on NR. Of these, 519 are defined as Block Posts. Block Posts are used to control trains and vary in size from say the diminutive Bootle SB on the Cumbrian Coast to the very large West Midlands SC.
A further 86 SBs are classified as Gate Boxes. As the name suggests, these SBs are responsible for level crossings and do not control trains as such. Though described as ‘gate’ boxes, most now control barriers. Some such as Bishton (east of Newport)) are only responsible for the adjacent crossing. In contrast, Helpston (north of Peterborough), besides responsibility for the adjacent road crossing where a busy road crosses six tracks, controls four ECML level crossings remotely by means of CCTV.
Fourteen SBs control movements around yards/depots e.g. Neville Hill and Tyseley. These are often referred to as Shunt Frames. Another four SBs have been retained to control swing bridges. This includes one at Selby. However, nearby Goole Swing Bridge carries out a similar role but is primarily a block post! Similarly, most Block Posts also control level crossings.
The average age of the surviving SBs is 91 years. Not as surprising as it first might seem. Modern SCs are fewer in number because they tend to replace many old SBs! For those interested in heritage, 328 SBs are more than 100 years old and 57 are 140 years or older. It seems many will celebrate their 150th Birthday. Drigg, on the Cumbrian Coast, being a probable candidate.
Though SBs are not uncommon, their distribution is far from even. There are 517 in England; 40 in Wales and 65 in Scotland. Some English counties only have one SB. For example, Marston Vale (located at Ridgemont on the Bedford to Bletchley line) in Bedfordshire. However, nearby Northamptonshire now doesn’t have any. Lincolnshire still boasts 36, even though 40 were abolished over the last five years. Sizable numbers are also found in Cumbria (35) and North Yorkshire (34).
Just over half of the SBs in Wales are in the North. Conwy and Carmarthenshire both have seven SBs. The Isle of Anglesey has five - all on the main line to Holyhead.
London is dominated by relatively modern PSBs and SCs with an average age of only 55 years. For example, London Bridge PSB (1975), Victoria PSB (1980) and Liverpool Street IECC (1989). Fortunately, there are some preGrouping examples located peripherally.
A noteworthy survivor is Greenford East Junction. Acton Wells Junction is the last surviving ex-North London Railway SB but it no longer has a lever frame. Indeed, many very old SBs, for example Selby, lost their lever frames many years ago. At Willesden, there are three SBs associated with the Carriage Sidings. Though opened in 1954 they are traditional structures and two control semaphore signals under the OLE.
Looking to the future, NR plans to only have one SC in the capital - Romford ROC on the Great Eastern Main Line. The Western Region started the trend of locating SBs away from the London termini when they used Old Oak Common SB to control Paddington. This was followed by London Bridge PSB covering Charing Cross and Cannon Street.
Today, NR has great flexibility in locating new SCs. Due the widespread application of track circuits and axle counters, the signalman no longer needs to check the train tail lamp. Though many of the new ROCs and SCs are located on land adjacent to the railways, some installations are quite remote. For example, Merseyrail IECC is part of an industrial estate and Manchester Piccadilly PSB is situated in a high-rise building!
Sixty per cent of surviving SBs continue to use lever frames - quite amazing considering power signalling has been around for nearly 120 years and panels of various kinds for
more than 80. A reflection of the sad fact that unless the cash is available, it doesn’t matter how many technological advances are made! Indeed, the era of building new mechanical SBs didn’t end until 1981, when a replacement SB was opened at Uttoxeter.
There are several ‘hybrid’ arrangements where lever frames and panels co-exist. In 1997, when Winsford SB was ‘celebrating’ 100 years of operation, it acquired a panel to replace Weaver Junction SB. The lever frame in Stirling Middle SB seems set to remain in place while preparations for electrification go-ahead.
More than half the surviving SBs are PreGrouping in origin. Once again, this is to be expected. Technological changes have resulted in modern SBs having much larger control areas. By far the most abundant of the pregrouping SBs are ex-NorthEastern Railway. The 62 survivors are found throughout the North East, but half are in the East Riding and North Yorkshire. The total for County Durham, a former bastion of NE SBs, has dramatically diminished to two.
There are 50 former London North Western SBs to take into account when the Joint routes such as LNW/Chester & Holyhead and the LNW/GWR between Shrewsbury and Hereford are considered. They remain well dispersed in England and Wales. The most northerly are at Workington, where unusually nowadays, there are SBs at both ends of the station. At the moment, North Wales accounts for almost a quarter of the ex-LNW survivors and Cheshire has 10.
Scotland has 48 pre-Grouping SBs belonging to five different Companies. Ex-Caledonian SBs are the most common. Fourteen of the 16 in use are passed on a journey between Larbert and Aberdeen. The surviving five ex-Great North of Scotland SBs are all located on the Aberdeen to Inverness line between Dyce and Keith. Recent re-signalling only affected the west end of the route.
A particularly interesting case study involves ex-L&YR SBs. It seems half the survivors will close by the end of 2018. Those at Salwick, Kirkham, Poulton and Blackpool North closed in the middle of November. Ashton Moss North Junction is planned to be become history in April. A further batch, Mill Lane (Bradford), Halifax, Hebden Bridge and Milner Royd should follow in October 2018.
When these projects are finished the only operational L&Y SBs left on NR will be Bamber Bridge, Baguley Fold (Manchester), Bromley Cross, Burscough Bridge, Daisyfield (Blackburn), Horrocksford Junction (Clitheroe), Parbold, Prince of Wales Colliery (Knottingley) and Towneley (Burnley). Of these, Prince of Wales Colliery will be the last survivor east of the Pennines. Ironically, if the original National Operating Strategy was being adhered to, the Blackpool line SBs would have been the only ex-L&YR examples still in use by the end of 2019. Electrification wasn’t planned when the National Operating Strategy was first compiled in 2011!
Hindsight is a wonderful thing, but clearly the National Operating Strategy timescale has turned out to be undeliverable. All the schemes mentioned above are part of NR’s Control Period 5 (CP5) which applies to the five years between 2014 and 2019.
The plan suggested half of the SBs in operation in 2011 would be closed by the end of 2019. It now seems extremely unlikely anything like the 400+ SB closures will be reached. So far only 218 have been abolished and it would seem less than 50 more will succumb before the end of 2019.
Re-signalling schemes have a habit of not running to time. It is now nearly 60 years since it was suggested that Stockport should have a PSB. A similar project, resurrected by Railtrack, was subsequently downgraded to a life enhancement programme. Today, five electro-mechanical SBs control this busy section of the WCML and Pendolinos are ‘belled on’ in the traditional way. Similarly, shortly after the commissioning of Perth PSB in 1962, it was suggested control would be extended southwards through Stirling.
At the end of the 1980s, BR planned to build a PSB at Shrewsbury. The work was scheduled to follow conversion of the Cambrian network to RETB. Thirty years later, the RETB has been replaced by ERTMS and Shrewsbury is still dominated by semaphores controlled by four SBs.
Since 2011, the average number of closures has been 35 per year. Though low, it is a considerable improvement on the previous decade when the yearly average was 15. During the early ‘Privatisation’ years, the highest rate was achieved in 1994, when Railtrack abolished 50. The credit for this, however, belongs to BR who started the work. Going back to 1988, the much-maligned BR, managed to decommission 100 SBs.
Whatever, it seems the days of traditional signalling and signal boxes on NR are far from over.