When 2 into 1 doesn’t always go…
DAVID ALLEN looks at some of the more interesting schemes reducing double track routes to single. In many cases, a step too far!
From the beginning, British Rail faced an uphill battle. Not only did it inherit an outdated and rundown infrastructure, road competition was rapidly reducing revenue. To reduce costs, station and line closures were implemented and many passenger services were withdrawn.
By the 1970s, a change in Government policy introduced the concept of the ‘social railway’. However, many of the remaining routes suffered from high operating and maintenance costs, and rationalisation was inevitable.
Viaducts and tunnels are very expensive to maintain. In 1960, concerned about the safety of the St Pinnock and East Largin viaducts on the main line to Penzance, BR’s Western Region ( WR) immediately imposed a 15mph speed limit. Then, rather than face the enormous cost of rebuilding them, a ¾-mile section of the main line was singled.
The work, commissioned in 1964, was controlled by Largin Signal Box (SB). All semaphores were replaced by colour lights, and the points at the Plymouth end (furthest from
the SB) were converted to electric operation.
Largin SB had opened in 1906 to break what was then the six-mile section between Doublebois and Bodmin Road. This was particularly important on summer Saturdays, when holiday traffic was very heavy.
However, by 1960 Largin SB was usually switched out of use. Although it was undoubtedly located in a very scenic spot, access was difficult. BR abolished it in 1991, and Absolute Block (AB) working between Liskeard and Lostwithiel was replaced by Track Circuit Block ( TCB).
Further rationalisation of the main line west of Plymouth was considered, but the steep gradients, severe curves and seasonal traffic fluctuations largely stopped it.
One short singling did take place in 1973. As part of Stage 1C of the Plymouth MAS Extension, the single line over the Royal Albert Bridge was extended to St Budeaux Ferry Road. Four SBs were abolished, with TCB working extended to St. Germans.
The following year, the immediate approach to Penzance was singled. Two SBs were closed, and the AB section extended to St Erth. The former Up Main line became the Through Siding for movements to Long Rock depot.
On the so-called ‘1066’ Line between Tonbridge and Hastings, the Sommerhill, Strawberry Hill, Wadhurst and Robertsbridge tunnels have provided problems since the line opened in 1851.
Extensive remedial work had left these tunnels with a restricted loading gauge, for which special narrow-bodied stock was required. However, in 1983, after decades of procrastination, electrification of the steeply
graded route through the High Weald was given the go-ahead, and BR decided to single the track through the Sommerhill, Strawberry Hill and Wadhurst Tunnels, thereby allowing conventional stock to use the route. The line through Mountfield Tunnel had been singled in 1975, after subsidence required reconstruction.
In 1963, months before the Beeching Report was published, BR reorganised several regional boundaries and the Western Region was enlarged by the absorption of former Southern Region (SR) lines in the West Country. Whatever the reasons for the changes, it was clear that the WR would be more willing to rationalise the former SR lines west of Salisbury.
Rationalisation of the former SR doubletrack route between Salisbury and Exeter was implemented in three main stages during 1967.
The original scheme limited the doubletrack section to between Templecombe and Sherborne. The 26 miles between Wilton and Templecombe were singled, leaving a passing loop at Gillingham.
Further west, the 50 miles between Sherborne and Pinhoe were singled, with passing loops at Chard Junction and Honiton. However, it was soon realised that this was inadequate, and the double-track section was extended beyond Sherborne to Yeovil Junction.
Although 16 SBs were abolished, seven were retained to control the new Tokenless Block working on both the single and doubletrack sections. This includes Yeovil Junction SB, which was reopened when the doubletrack section was extended. New colour light signalling was introduced, although semaphores remained for several years at many manual level crossings.
Even before the WR became responsible for them, BR was examining the economics of the West of England main lines. In the end, although the former SR route was shorter, most long-distance travellers used the less steeply graded WR line from Paddington.
In addition, the reversal at Exeter St Davids was a disadvantage for trains on the Waterloo route. Indeed, a ‘BR Think Tank’ in the mid1960s said there was no long-term future for the Salisbury-Exeter line. It also thought the Berks and Hants line between Reading and Westbury was no longer required!
Possibly due to rumours that the line between Salisbury and Exeter was a
By the 1970s, a change in Government policy introduced the concept of the ‘social railway’. However, many of the remaining routes suffered from high operating and maintenance costs, and rationalisation was inevitable.
candidate for closure, the rationalisation was generally well-received. In addition, many passengers found the new regular-interval semi-fast service was more useful than the previous non-stop expresses, which didn’t serve intermediate stations.
Subsequently, in 1986, an extra crossing place was provided on the Salisbury side of Tisbury. Then, in 2009, Network Rail provided a three-mile loop at Axminster, together with an extra platform. Both lines were converted to TCB and made bi-directional. Unusually, the normal direction is the right-hand line in the direction of travel.
Major signalling changes followed in 2012, when NR implemented the Salisbury-Exeter signalling re-control. This was also carried out in three stages, and resulted in the closures of SBs at Gillingham, Templecombe, Yeovil Junction, Chard Junction and Honiton. The new LED signals were brought under the control of Basingstoke ASC West of England panel (not a VDU workstation). Three manual level crossings were converted to CCTV operation and controlled from Basingstoke.
When I grew up, Liverpool featured three busy main line termini. Although the Central station lingered on until 1972, most trains had been diverted to Lime Street station in 1966. Towards the end, one platform was enough to cater for the service to Gateacre.
Exchange station survived until 1977, but the last long-distance service (to Glasgow) was diverted to Lime Street in 1970. Following this, the ex-Lancashire and Yorkshire Railway Preston and Wigan main lines were reduced to branch lines.
During the summer of 1970, the sections between Rainford Junction and Fazakerley (on the Wigan line) and Midge Hall and Ormskirk (on the Preston route) were singled. At this stage, the Liverpool Exchange to Wigan line was still a through route. In contrast, on the Preston line, a stop-block at Ormskirk left the station as a terminus for the electrified line from Liverpool and the diesel multiple unit service from Preston.
It wasn’t until 1977, following the closure of Liverpool Exchange, that Kirkby became the new terminus for the Wigan trains. At the same time, the line into Liverpool was electrified and the Link Line to Liverpool Central Low Level commissioned.
On the Preston line, the single line was extended to Farington Curve Junction (Preston) in 1983. The two intermediate SBs that survived the 1970 singling have since been replaced.
The present Midge Hall SB opened in 1973, under Stage 2 of the Preston PSB commissioning. The ex-L&YR SB at Rufford succumbed to a much less interesting structure in 1988. Midge Hall SB is in an unusual position, on a single line with no passing loop. Entry to the single line is controlled by Preston PSB and Rufford SBs.
On the Kirkby line, the length of the singleline section was shortened by a quarter of a mile when Fazakerley SB closed in 1985 and control was transferred to Walton Junction SB. Walton Junction SB was replaced by Merseyrail
Looking at the vitality of passenger services in the Cardiff Valleys today, it is difficult to believe that services to Aberdare were discontinued in 1964. Fortunately, freight services (largely coal) ensured retention of the route.
IECC in 1994.
In common with many routes singled in the 1970s, Electric Key Token (EKT) working was introduced on the single-line sections between Rainford Junction and Fazakerley and Midge Hall to Rufford.
However, changes were subsequently made. In 1982, between Rufford and Ormskirk, the No Signaller Key Token (NSKT) working was replaced by One Train Working with a Train Staff - the former was no longer required after the emergency connection at Ormskirk was removed. Then, in 2016, the need for a physical Train Staff was removed. The single line between Rainford Junction and Kirkby is now NSKT, supervised by the Rainford signaller.
Working along this route changed in 2001, when the Knowsley Freight Depot opened. A ground frame, released by the Token, was installed at Kirkby to allow freight trains to enter the depot. Once the train is clear of the main line, the points are re-set and the Token returned to the NSKT Instrument, allowing the passenger service to run normally.
Rationalisation of the less well-used and more scenic northern section of the North Yorkshire coastal route between Hull and Scarborough started in 1973.
The ten miles between Bridlington and Hunmanby were singled and AB was replaced by EKT, supervised by Bridlington Quay and Hunmanby SBs. The gate box at Speeton was retained and the SBs at Flamborough and Bempton were reduced to gate boxes. All three have since been converted to Automatic Half Barrier Crossing (AHBC).
In 1983, it was the turn of the section between Filey and Seamer West. This time, AB was replaced by TCB on the single line. Gristhorpe SB was reduced to a gate box and remains in use today. Nearby Lebberston also continues to control manual gates. However, whereas Gristhorpe is a traditional structure, Lebberston is a Portakabin. Semaphores protect the crossings. At Lebberston, the stop signals are the ‘targets’ on the gates.
The three miles between Hunmanby and Filey has remained double-track. It’s difficult to believe, but until 1977 there was a triangular junction at Royal Oak. Opened in 1947, it served the Butlin’s Filey Holiday Camp. As you might guess, traffic was seasonal.
Towards the end, besides holiday traffic, the layout was used to turn steam locomotives arriving in Scarborough on special workings. To compensate for the loss, a turntable was installed at Scarborough in 1981.
More recently, Bridlington Quay SB closed in 1997, when TCB working was introduced between Bridlington and Hunmanby. Following the closure of Filey and Seamer West SBs in 2000, TCB was extended from Hunmanby to Seamer. Hunmanby SB closed in 2001, leaving Bridlington SB and Seamer SB in control.
In south Wales, looking at the vitality of passenger services in the Cardiff Valleys today, it is difficult to believe that services to Aberdare were discontinued in 1964. Fortunately, freight services (largely coal) ensured retention of the route.
Although the Relief Lines between Abercynon and Pontcynon were taken out of use in 1966, the main rationalisation was carried out in 1968. Following singling, Abercwmboi SB was retained to control a passing loop. The new method of working was EKT between Abercynon and Abercwmboi and NSKT onwards to Aberdare.
In 1973, to eliminate a level crossing in Aberdare and make access to Hirwaun easier, BR commissioned a new spur connecting the former Taff Vale and Great Western Railway Vale of Neath lines. This enabled closure of the line between the former Cymbach Junction and Aberdare Low Level.
When passenger services resumed in 1988, the new Aberdare station was located adjacent to the former High Level station on what had been the Vale of Neath Line to Pontypool Road. Abercwmboi SB was abolished in 1989, when the line was resignalled. TCB working was introduced and all signals were replaced by colour lights. The passing loop was retained and Abercynon SB took control of the whole line.
In 2008, the ex-GWR SB at Abercynon was replaced and the layout at Abercynon completely remodelled. The junction between the Aberdare and Merthyr lines was moved north of the station, and a new (more convenient) island platform serving both routes commissioned.
Rationalisation on the Rhymney line was carried out north of Bargoed in 1970. Five SBs were replaced by a standard Western Region flat-roofed structure at Bargoed - an SB type affectionately and (quite accurately) known as a ‘plywood wonder’.
EKT working was introduced between Bargoed and Rhymney on the extended
1973 wasn’t a good year for ex-Glasgow & South Western Railway (G&SWR) routes - more than 40 route miles were singled between October and December.
single line (prior to this, it had been AB south of Pontlottyn and EKT on the short section to Rhymney singled by the GWR in 1936). This arrangement turned out to be short-lived. In 1972, Rhymney SB was abolished and the whole line worked by NSKT, supervised from Bargoed SB.
The current situation is the result of Phase 2 of the Cardiff Area Signalling Renewal implemented in 2013, when Bargoed SB was abolished. A new passing loop was provided at Tir-phil, and the method of working changed to TCB. Working on the Control was transferred to the new Cardiff Valleys Workstation in the South Wales CC ( Wales Rail Operating Centre).
The former Taff Vale Railway line to Merthyr Tydfil was singled north of Abercynon in 1971. This work, carried out in two main stages, left a passing loop at Black Lion. Double-track AB was replaced by EKT between Abercynon and Black Lion, and NSKT onwards to Merthyr. Black Lion, the only SB on the route, was replaced with another ‘plywood wonder’ which survived until the passing loop was taken out of use in 1992.
When Abercynon was remodelled in 2008, a two-mile double-track section was installed at Merthyr Vale. The method of working was changed to TCB between Abercynon and Troed-Y-Rhiw South Junction (north of Merthyr Vale.) For the single line onwards to Merthyr, it became One Train Working (OTW) with no physical Staff or Token required.
Along the Rhondda Valley from Pontypridd, the terminus is now Treherbert. Most intermediate SBs closed in the mid-1960s, well before the track layout was greatly simplified. Singling began in 1972, with the section from Cwm-parc ( Treorchy) to Treherbert. Treherbert SB was a casualty, but Cwm-parc was needed to control the new NSKT section to Treherbert and the remaining AB section to Rhondda Foch South Junction (Porth).
It was not until 1981 that Cwm-parc SB was closed and the single line extended to Porth. A new single-storey SB was commissioned at Porth to replace Rhondda Foch South Junction SB, and Porth SB became responsible for the extended NSKT section to Treherbert.
Five years later, to enhance the service, a new loop was installed south of Ystrad Rhondda. At the same time, Ystrad Rhondda station was renamed Ton Pentre and the station at the passing loop became the new Ystrad Rhondda. The signaller at Porth remained in charge, with the method of working changing to No Signalman Token with Remote Crossing Loops (NSKTR). The return and removal of Tokens at Ystrad Rhondda and Trejerbert was carried out by the driver under the instruction of the Porth signaller.
In 1998, Porth SB was abolished as part of the Taff Vale renewals. A new SB was opened at Radyr to take control. In addition, Token Instruments were installed at Porth. Drivers are now required to communicate with the Radyr signaller at Porth, Ystrad Rhondda and Treherbert.
Heading north to Scotland, 1973 wasn’t a good year for ex-Glasgow & South Western Railway (G&SWR) routes - more than 40 route miles were singled between October and December.
Having completed the electrification between Weaver Junction and Glasgow Central, BR wasted no time rationalising the route via Dumfries, which had proved so valuable as a diversionary line.
Singling of the line between Kilmarnock and Barrhead was carried out in two stages, leaving a passing loop at Lugton. Before this was completed, work also started on the singling of the Stranraer line between Dalrymple Junction (Ayr) and Girvan.
This was also carried out in two stages. Dalrymple Junction, Bargany and Girvan No
1 SBs closed. Kilkerran was retained to control the passing loop, and ScR TB (Tokenless Block) working introduced between Belmont (Ayr) and Girvan.
Further south, as part of Stage 11 of the Carlisle Resignalling, the line between Gretna Junction and Annan was singled. Two intermediate SBs closed, and AB working was replaced by TCB controlled from Carlisle Power Signal Box (PSB).
Ironically, the 1973 simplifications on the ex-G&SWR Main Line affected the busiest sections of the route. To remedy undercapacity, the double-track section between Gretna Junction and Annan was restored in 2008 and control was transferred to a new panel installed in Dumfries SB. The consequence is that Annan SB works TCB to Dumfries in the direction of Carlisle, and AB to Dumfries in the direction of Dumfries - very unusual indeed!
In 2009, the existing bi-directional loop at Lugton was extended by 5½ miles. The ScR TB working introduced between Kilmarnock and Barrhead was retained, but the loop is now TCB under the control of Lugton SB.
Between Ayr and Girvan, the only changes involve the method of working. North of Kilkerran, the line was converted to TCB when the Ayr SBs closed and Paisley PSB assumed control in 1985. Then, following the closure of Paisley PSB in 2011, Kilkerran SB now fringes to the Ayr Workstation in West of Scotland SC.
Hindsight is a wonderful thing! Briefly focusing on some routes that have enjoyed an upturn in fortunes, the Highland Line between Blair Atholl and Dalwhinnie was singled in 1966. Then, following the discovery of North Sea Oil, this 23-mile section was redoubled in 1978.
Further south, the North Cotswold Line between Norton Junction ( Worcester) and Wolvercot Junction (Oxford) was singled in 1971 except for the 12 miles between Ascottunder-Wychwood and Moreton-in-Marsh. Changes in 2011 resulted in the double-track stretch being extended to 31 miles.
In 1968, the line between Princes Risborough and Aynho Junction (Banbury) was singled. This was another rationalisation, following electrification of the West Coast Main Line. Who would have imagined that subsequently, trains from Marylebone would result in the redoubling of the whole route? In 2002, as part of Evergreen 1A, Bicester North to Aynho Junction was tackled. Evergreen 2, in 2006, completed the work southwards to Princes Risborough
One route on which the process hasn’t been reversed is between Sleaford and Skegness. In 1981, three sections (amounting to 14 miles) were singled. This reduction in operating and maintenance costs has apparently been justified.
Several quadruple-track routes have also been simplified. Largely due to heavy holiday traffic, most of the 44 route miles between Chester and Llandudno Junction was increased to four tracks between 1896 and 1915. Regrettably, from then on it was all ‘downhill’ for the railway, although de-quadrification didn’t start until 1965. And although largely implemented by 1970, several sections survived until more recently. Only half a mile of four-track remains today, between Chester South Junction and Roodee Junction.
On the Fylde, the stretch between Preston and Kirkham was quadrupled in 1889. Though originally part of the line to Fleetwood, it was traffic on the routes to Blackpool that instigated the widening.
By the 1960s, the infrastructure was deemed too expensive to operate, considering the seasonality of the traffic and its great decline. After the 1965 simplification back to two tracks, only the Fast Lines avoiding Kirkham station survived. They were destined to last until 2017, when they were taken out of use to facilitate the Preston to Blackpool resignalling in 2018.