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SIGNALLING
OVER WALES
COMPILED
BY ALAN ROBERTS
EDITED BY GEOFF POOLE
ALAN'S NEW PAGE
EXTENDS THE BOUNDARIES
OF HIS PREVIOUS PAGE "SIGNALLING AROUND THE JUNCTION"
TO INCLUDE SIGNALLING DETAILS COVERING ALL OF THE WELSH RAIL NETWORK.
CONTRIBUTIONS
COVERING SIGNALLING IN WALES WOULD BE WELCOMED
BY ALAN SO PLEASE SEND IN ANY DETAIL TO:
alnrbrts9@aol.com
Have a look at my photo collections
at
MY
PHOTO GALLERY
Alan Roberts at work in Llanfair PG box in 2008.
30 Years On and still signalling trains
In June of this
year my career in signalboxes will have reached 30 years (its amazing
how time flies!).
Although I started on the railway in June 1976 my aim always had me
interested in signalling and
even applied for a job in the S&T Department at Llandudno Junction
in 1978 but failed to get it.
So in April 1981 for a period of
six weeks I attended the School Of Signalling at Manchester Victoria
to train as a “qualified” signalman to work boxes.
My first job was a Class 1 GP relief based at Colwyn Bay; a month later
the job had been upgraded to a Class 2.
This covered Class A and B boxes – the two lowest in the signalling
grades.
The area covered was Colwyn Bay, Llysfaen, Abergele, Rhyl No2, Rhyl
No1, Prestatyn,
Deganwy, Llandudno, Penmaenmawr, Aber and Llanrwst.
Up until 1985 Tal-y-Cafn crossing was covered by Leading Railmen
and not signalmen, but from 1985
they became crossing keepers and relief was covered by relief
signalmen, the same applied
to the crossing at Deganwy Quay.
I carried on doing the same relief job for the next 9 years until a
vacancy appeared at
Llandudno Junction in March 1990.
By this time British Rail was disappearing and making way to Regional
Railways North West.
This was a Class C; the only other Class C box on the coast at the time
was Holyhead.
I
then stayed there for 18 months before applying for a Class 3 RDR
Signalman at Llandudno Junction.
This covered rest days in boxes at Llandudno Junction, Deganwy,
Llandudno, Bangor and Holyhead.
All went smoothly for over another 3 years until we were privatised and
worked under Railtrack.
I still had a job but Holyhead was out of it and became a GPR Class 3
based at Llandudno Junction
covering boxes 15 miles radius from Llandudno Junction covering an area
between Abergele and
Penmaenmawr, Llandudno to Llanrwst.
In 1999 Railtrack extended my coverage from 15 to 30 miles and in return
I had the boxes at Rhyl, Prestatyn and Bangor back on my patch.
Additionally I gained five new boxes and crossings and they were
Tyn-y-Morfa Crossing,
Talacre, Mostyn, Llanfair PG Crossing and Gaerwen.
Since Network Rail took over Railtrack there have been no changes and
my area of coverage stays the same
although the old Class 3 relief nowadays is now classified as a Class 5.
Llandudno Junction signalbox is the only Class 5 box on the North Wales
coast with the majority of other
boxes being 2,3 or 4.
So thirty years on quite a lot of
changes has happened to the signalling in the area and during that
period we
have lost five signalboxes ; Llysfaen (18.12.1983), Llandudno Junction
(10.2.1985) replaced by new box,
Aber (13.5.1989), Rhyl No2 (25.3.1990) and Colwyn Bay (2.11.1991).
Classification of boxes
North Wales Coast area 2011
|
SIGNALBOX or CROSSING
|
CLASSIFICATION
|
|
Holyhead
|
4
|
|
Valley
|
2
|
|
Ty Croes
|
1 (Crossing Keeper)
|
|
Gaerwen *
|
2
|
|
Llanfair PG *
|
1 (Crossing Keeper)
|
|
Bangor *
|
4
|
|
Penmaenmawr *
|
3
|
|
Llandudno *
|
3
|
|
Deganwy *
|
2
|
|
Llandudno Junction *
|
5
|
|
Tal-y-Cafn *
|
1 (Crossing Keeper)
|
|
Llanrwst *
|
2
|
|
Abergele *
|
3
|
|
Rhyl (ex-No1) *
|
4
|
|
Prestatyn *
|
3
|
|
Tyn-y-Morfa *
|
1 (Crossing Keeper)
|
|
Talacre *
|
3
|
|
Mostyn (open as req) *
|
3 ?
|
|
Holywell Junction
|
4
|
|
Rockcliffe Hall
|
3
|
* My present coverage as a
Class 5 FP Relief at Llandudno Junction
***********************************************************************************************************************
***********************************************************************************************************************
October 31st 2011.
Two signalling diagrams are shown below.
Tal-y-Cafn 1960 and Blaenau Ffestiniog 1965 (fully signalled )
***********************************************************************************************************
July 11th 2011.
DETAILS OF HOW TRAINS
ARE DEALT WITH AT BANGOR WHEN RUNNING A LOCOMOTIVE AROUND IT'S TRAIN.
At Bangor
running round a train is a rarity nowadays but at the moment there are
three ways it can be done.
For example a down passenger train arriving at Bangor that wishes to
run round, this can be done utilizing the
down main and down loop with the signaller having to send “blocking
back outside home signal” (3-3) to
Penmaenmawr or to Llandudno Junction when Penmaenmawr is switched out
before the movement commences.
After the locomotive re-attaches to the rear of the train it is then
propelled out towards the Holyhead end of the
station behind the shunt signal (32-37) then signalled via the
crossover (24) to gain the up lines.
The second
method of running round a train in Bangor can be done using the up main
and up loop.
But to achieve this the locomotive would have to pass the section
signals (49/55) to re-attach its train.
The “Shunt into Forward Section” regulation is authorised over the line
so that running round can easily
be done and signal 49 has an additional “shunt ahead” signal (50)
located below it.
The only one disadvantage is when the locomotive runs round the down
line is fouled because ground signals
19 and 20 only read to the down main via crossover 24.
Lastly, the third method can be done when the whole
train has been drawn forward from the down passenger loop
or down main and set back into sidings 1 and 2.
Although not shown on the box diagram sidings 1 and 2 forms a run round
connection worked by hand points.
This method was used on Monday to Friday in the mid 1990’s when Class
37 haulage worked on the coast.
The first Class 37 train was booked to terminate at Bangor and running
close behind there was another
Class 37 hauled train destined for Holyhead (already passed Penmaenmawr
and held on his section signal PR6 at Aber)
– so to avoid delay running round in the platform (blocking back etc )
the whole train was drawn forward,
shunted into siding 1 and the run round movement was carried out
without delaying any services ; the train
would then stable for two hours or so until its booked return working
where the train would propel out on to
the down main behind signal 32-37 and then cross over to the up
platform.
Nowadays, the only booked train to use Siding 1 for
stabling purposes is the twice Monday to Friday Virgin service
running as 1D82 0810 London Euston – Bangor arriving at 1120 returning
as 1A38 1224 Bangor – London Euston
and the later one running as 1D90 1610 London Euston – Bangor arriving
at 1918 returning as 1G00 2020
Bangor – Birmingham New St. All these trains are Virgin Voyagers.
*********************************************************************************************
July 11th 2011.
A copy of an incident report at Bangor in October
1856 is reproduced below.
BANGOR
: ACCIDENT DUE TO FACING POINTS
CHESTER AND HOLYHEAD RAILWAY
Railway Department, Board of Trade,
Whitehall,
October 25 1856
Sir,
I have the honour to
acquaint you, for the information of the Lords of the Committee of
Privy Council for Trade
that I have inquired into the circumstances connected with a collision
that occurred at the Bangor station
of the Chester and Holyhead Railway on the 17th September.
The Bangor Station is a four
line section, that is, the up and down platforms are on sidings off the
up and down lines.
The points leading to these sidings are weighed to keep open for the
main lines.
They have, therefore, to be held open for all trains arriving at the
station.
The points of the down siding are close to the western entrance of the
Bangor tunnel.
All down trains approaching whistle on entering the tunnel and it is
then the duty of the switchmen, if the down
siding is clear, to turn off the signal, and hold open the points for
the train to go into the siding.
It appears that all trains,
both passenger and goods, pass through the siding, and that the portion
of the
main lines between the points of the up and down sidings is used as a
siding for any wagons that have to be left
for the Bangor Station, or that are to be taken on from it; so that,
the order of things has been reversed, and the
sidings are virtually the main lines and the parts of the line which
are kept clear of obstructions.
It seems, therefore, a contradiction to the usual order of things to
weight the switches to keep open that part
of the line which is always encumbered with wagons etc.
On the occasion of the
collision I am reporting on, the driver of the night mail train from
London gave the usual
whistle on entering the Bangor Tunnel for the signal to be turned off,
which was done, and the driver proceeded, expecting
to be turned into the down siding; but for some unaccountable reason
the policeman stood by the points without
opening them, and the train consequently ran into the wagons standing
as usual on the main line.
I was informed that immediately after the accident the policeman
absconded, and has not since been heard of.
The night porter stated that he saw the policeman turn off the signal
for the train to come on, but cannot account
for him not opening the points.
If the switches had been
weighted to stand open for the siding the collision would have been
avoided.
For the reasons I have already stated I am of option that the normal
condition of the points should be, to stand
open for the siding, and if the company have no objection to urge
against the points being so weighted, I recommend
that they be altered to stand open for the sidings both on the up and
down lines. In making this recommendation I desire
to add my opinion, that nothing would justify the Company to trust
alone to the action of these points for the safe working
of trains through them.
The danger of facing points is universally admitted, and I believe on
every well-regulated line it is an established rule that
such points are invariably to be held while a train is passing through
them; and any Company that should neglect
to enforce such a rule would incur a serious responsibility in the
event of an accident occurring from the points not acting.
When facing points are weighted to keep a train from running into an
obstruction an additional element of safety is
thereby introduced. I have, &c.
The
Secretary of the GEO, WYNNE
Railway
Department, Board of Trade Lient,-Colonel, Royal
Engineers.
**********************************************************************************************
May 14th 2011.
Dave Wood has sent in these two photos of
plates he found amongst his dad’s (the late Ken Wood) possessions.
Dave wondered if they were from Llanfair PG signal box where Ken worked
for many years.
He wrote to Allan Judd, who compiled the page on this website dedicated
to Ken Wood, to see if he could
confirm if they were from Llanfair PG box.
Allan
Judd did confirm that the plates were from Llanfair PG box and added
this detail below.
“The
plates were from Llanfair PG box, they were once attached to two levers
on the instrument shelf close to each
of the two block instruments (Up & Down).
I remember Ken
telling me, many years ago, he had managed to 'procure' them
when they were taken out of
service, as momentos, and had given them a good polishing”. (Allan Judd)
Alan Roberts explains below what the plates were
used for.
“They were
actually point indicators for the main crossover between the up and
down main lines
and go back to the LNWR days.
When the crossover had to be back to normal the handles located on
these indicators had to be placed to "locked" which
actually released the signals on the main line - bit complicated to
understand you may think !!.
The only ones I remember were over in Ty Croes and they lasted until
the late 1980's”. (Alan Roberts)
*************************************************************************************************************
January 26th 2011.
Porthmadog Station/Signal box
Hello Alan,
Took this photo on July 7th
1986, am I right in thinking the box is no longer there ?
I didn't see a photo of the box
on your signalling page for Porthmadog so thought you may like this one.
Regards Allan Judd.
Many thanks for the above photo Allan.
As regarding Porthmadog - the
box has now gone.
It went in 1988 when the line was resignalled under the new RETB
(Radio Electronic Token Block) and controlled from Machynlleth.
Part of the Cambrian line between Pwllheli and Harlech has been
resignalled once again using a new
method of ERTMS (European Railway Traffic Management System), again
controlled from a new signalling centre at Machynlleth.
This section of line was commissioned in October and further stages of
the Cambrian line will be converted
over to the new system between now and June.
Thanks Alan,
The other thing is that this
track diagram of Llanfair PG is very similar to the one you have but
has that additional No.6 lever duty
for signalling for the cross-over drawn on it. Couldn't
find any date on the diagram (possibly after 1970 ).
Thanks for the above diagram Allan. It must date after the
bridge fire as a shuttle service was running between Holyhead and
Llanfair P.G.
I do remember a Class 24 loco and 5 ? coaches used.
When the train arrived Llanfair (temporary up platform) the loco would
detach and ran light engine to Gaerwen.
At Gaerwen the engine was crossed over to the up line and ran light
engine back to Llanfair where it would attach its train.
After attaching, the train was propelled back over the crossing and the
crossover to enable it to return for Holyhead.
The up and down lines towards Britannia Bridge were temporarily closed.
After 1972 (when the bridge reopened) the Down line over the
bridge became an Engineers Siding and the
single line utilized the up part of the bridge.
This was done so that the engineers could remove the remaining sections
of the old "tube" sections.
The method of working between Llanfair PG and Menai Bridge was
"Tokenless Block" and was fully track circuited.
The box at Menai Bridge closed on 2nd December 1973 under
the Stage 2 of Britannia Bridge Resignalling
and at the same time Llanfair PG was reduced from a signalbox to a gate
box under control
of Bangor which had its lever frame reduced from 90 to 60 levers.
The up side of the bridge became an engineers siding while the
main line over the bridge was transferred over to the down side.
The remaining tube sections were removed and connections to the siding
from either end were controlled
by ground frames electrically released by key from Bangor signalbox.
The former Caernarfon line was also in the process of getting lifted
with access via the sidings at
Menai Bridge yard (again all released by key from Bangor signalbox).
Diagram of Llanfair PG 2008.
The 18 lever frame at Llanfair PG was reduced in 1974 to 4
levers and the gate wheel removed.
Llanfair PG box exterior in 2000.
***************************************************************************************************************
January 25th 2011.
The completed refurbishment of Bangor
signalbox, 2010. (exterior view)
View of Bangor tunnel portal from the
station. The tunnel portal has an Egyptian style facade.
The Down home signal is bracketed out so that sighting can be achieved
for drivers in the tunnel.
Ground disc signal at the entrance of Belmont
tunnel. This signal has 5 routes ;
Up Loop, Up Main, Down Main, Down Loop and Sidings.
BR49 & BR55 signals located at the
Llandudno Junction end reading from the Up Main and Up Loop.
The same structure used to carry semaphore signals until July 1973.
The whole of the Bangor area was resignalled to colour lights in
conjunction with the Brittania Bridge Resignalling.
Menai Bridge signalbox was abolished, Llanfair PG signalbox was made to
a crossing box and the lever frame
at Bangor reduced from 90 to 60 levers.
The space formerly occupied by levers 61 - 90 was partitioned off and
converted to a relay room for the new signalling.
July 31st 2010.
Ex - signalman Andrew Parry has sent in the photos below, showing
various signal box locations, taken while
he worked on the local rail network.
Interior of Llanfair PG box.
Gaerwen Box
This diagram was dated 1984 and was sent in by Allan
Judd.
The frame of Gaerwen Box.
Slightly better shot of Llanfair PG Box.
Long shot of Llanfairfechan Railway Station.
Inside shot of Bangor Box with Derek Evans on Duty
(little out of focus sorry)
Outside shot of Llanfair PG Box.
Track level shot looking at the down side line towards Holyhead.
Night time shot of Llanfair PG Box Frame.
High shot of Bangor station.
Shot of freight liner bound for Holyhead from Bangor signal Box
(Signalman Derek Evans on duty that day)
Up line shot taken from Llanfair PG Box.
Another Track level shot looking at the down side
line towards Holyhead.
*********************************************************************************************************
May 22nd 2010.
SINGLE LINE TOKEN
PROCEDURE ON THE CONWY VALLEY LINE
The first photo shows the token
instrument at Blaenau Ffestiniog.
This is the other end of the single line section from Llanrwst.
Only one train at a time can travel on the single line following
the token given to the driver by the signaller at Llanrwst.
Normally if the train returns back to Llanrwst there is no need for the
driver to surrender the key token
into the Blaenau Ffestiniog token instrument, but will inform the
signaller when he/she leaves Blaenau Ffestiniog.
If there is another train to proceed behind the first one between
Llanrwst and Blaenau Ffestiniog
the driver of the first train upon arrival at Blaenau Ffestiniog
will operate the ground frame
(seen in the second and third photo)
to enable his train to be put into the siding out of the way for the
second train.
When the shunt movement has finished and the driver communicates with
the signaller at Llanrwst
he will then insert the key token in the Blaenau Ffestiniog instrument ;
this will then enable the signaller at Llanrwst to obtain another key
token out of his token instrument
for the second train to proceed between Llanrwst and Blaenau Ffestiniog.
The second and third photos show lever No1 on one of the ground
frames and where the key
token is inserted to operate the levers.
ROCKCLIFFE
HALL SIGNAL BOX
Three photos of Rockcliffe Hall
signal box are shown below.
The box opened in 1995 replacing an older structure prior to the
building of the over bridge nearby
which was built on the site of the old box.
The box works to Holywell Junction SB and Chester PSB.
**************************************************************************************************
May 6th 2010.
The three photos below show Talacre signalbox following its
refurbishment with new windows.
This leaves Mostyn signalbox the only remaining signalbox on the
coast to be refurbished.
---------------------------------------------------------------------------------------------------------------------------------------------
February 25th 2010.
Bangor signalbox refurbishment
commenced on Monday 16th November 2009.
Refurbishment includes new roof, windows, doors, central heating, new
kitchen and work tops.
The original wooden finials at the gable ends have been painted and
will stay during the refurbishment.
The two photographs below show Bangor box after refurbishment.
Both photos Alan Roberts.
-----------------------------------------------------------------------------------------------------------------------------------------------------------
October 21st 2009.
THE END OF
SEMAPHORE SIGNALLING
IN THE
WREXHAM AREA.
WREXHAM
RESIGNALLING
The
latest signalling alterations to have taken place at Wrexham (Croes
Newydd North Fork box) has signalled the end of the last semaphore
signals in the Wrexham area. In the early 1980's no fewer than four
boxes controlled an area of the main line through Wrexham General
station starting from the Chester end :-
WREXHAM
NORTH (closed 16th March 1986)
WREXHAM
EXCHANGE controlled connections on the Bidston lines (closed 27th March
1988)
CROES
NEWYDD NORTH FORK
CROES
NEWYDD SOUTH FORK (controlled East to South connections from yard)
(Closed 5th February 1984)
**
Another box at WREXHAM SOUTH was located between Wrexham General
station and Croes Newydd North Fork signalbox (closed 27th October 1968)
There
was also a box at each end of Croes Newydd yards ; East
box controlled the West end of the triangle from North and South
Fork boxes and West box controlled the top end of the yards at the
Brymbo end. Both of these boxes closed in 1984 when traffic on the line
to Brymbo ceased operations.
With
the commissioning of the new signalling it has ended the final days of
oil lamping carried out by the lampman in North
------------------------------------------------------------------------------------------------------------------------------------------
October 14th 2009.
Two photos of Llysfaen are shown below.
1)
Llysfaen Signalbox ; Sept 1980
2)
Class 56 hauling the return PFA working from Llandudno Junction to
Fiddlers Ferry Power Station,
passing the signalbox at Llysfaen in 1983. The PFA (Pulverised
Fly Ash) was used for the construction of the foundations for
the A55 between Mochdre and Llandudno Junction (Glan Conwy
Interchange) and also for the diverted railway between Colwyn Bay
and Mochdre at the area around Tan-y-Bryn Road and Station Rd,
Mochdre.
(1)
(2)
------------------------------------------------------------------------------------------------------------------------------------------
August 25th 2009.
Below is a new diagram of
Caersws Crossing following the installation of barriers in readiness
with the new ERTMS signalling for the Cambrian line - now targeted for
2010 !!
**********************************
A diagram of Pwllheli West
Ground Frame is shown below.
This was the former West signalbox at Pwllheli which now houses a
reduced frame of 4 levers
to control access to the run round and the siding next to the platform
line.
----------------------------------------------------------------------------------------------------------------------------------------------
July 29th 2009.
RUTHIN EARLY SIGNALLING LAYOUT.
The Contractor was Thomas
Savin, and he was represented on the works while the line was
under construction by his brother, John. The firm of Davies &
Savin, of which Thomas Savin
was a partner, had provided the money for the parliamentary deposit
which had to accompany
the Bill in April 1860, and in view of this the directors were not
unnaturally anxious that
Davies & Savin should build the line.
However, when the tenders for the work were received it was found that
their price was much
higher than any of the others and Davies was asked to reconsider the
amount.
His reply was that he had walked over the ground several times and
would not take
a farthing less.
He also said that the man who did would repent it and so would the
directors.
The result was that Davies & Savin got the contract by Savin
carried out the work alone,
David Davies taking no part in the construction of the line.
On
26th February 1862, the directors of the London & North
Western Railway with whom arrangements
had been made for the working of the line, made a tour of inspection
and on
Saturday 1st March following, the 6½ miles of single line
between Denbigh and Ruthin
were opened.
On the 30th June 1862, an Act was obtained which authorised
the company to attach a
preference of 5%, to any amount of forfeited shares which could not be
sold at a price equal
to the arrears of calls due thereon.
These ordinary shares were cancelled and £48,000 preference £10 shares
issued.
The second part of the railway between Ruthin and Corwen, 11¾ miles,
was not opened
until September 1864, the delay being partly because of the heavy works
at Eyarth rock cutting
and a bridge over the River Dee at Corwen – and partly difficulties in
coming to a satisfactory
arrangement with the Llangollen & Corwen and Corwen & Bala
Railways (later absorbed by
the GWR) for the use of their station at Corwen which was not then
finished.
The original
layout of Ruthin from its opening day in 1862 consisted of one
platform.
Signalling was
controlled by ground frames; the station GF worked the points at the
Corwen
end of the
station and consisted of a Key Interlocking frame of 8 levers, the
frame went to
Islip Station in
1894.
The other GF was
located at the North end of the station and controlled the yard
connections.
In 1893 Ruthin
was resignalled and a new Station GF located on a new down platform in a
12’ x 8’ hut was
brought into use.
The second
platform was built to admit crossing of passenger trains.
Also the existing
loop line was re-laid and a new connection between the loop line and the
through passenger
line added.
The new Station
GF which also housed the single line instruments had a tumbler frame of
22 levers in
which 18 were in use in 1893.
The GF at the
yard became bolt locked from the Station GF and some of the signals
became
slotted and
worked by both frames.
----------------------------------------------------------------------------------------------------------------------------------------------
April 4th 2009.
MERLLYN CROSSING, CRICCIETH
Below are some photos I took just lately of the manned crossing at
Merllyn near Criccieth on the Cambrian Coast line.
Merllyn is one of the remaining three manned crossings left on the
Cambrian with semaphore signals.
All will disappear at the end of the year when a new centre at
Machynlleth opens and all movements will be
supervised there utilising ERTMS, a new system of signalling which will
replace the present
Radio Signalling (RETB) commissioned in 1988.
The other two crossings are located at Caersws station and Llanidloes
Road Crossing nearby.
There are two ground frames at Merllyn ; one is a 3-lever
controlling the protecting signal each way and a gate lock. The other
is a 2-lever frame controlling the Wicket Gate Locks (currently out of
use).
Merllyn crossing home signal.
Merllyn 3-lever ground frame. (2-lever out of use)
---------------------------------------------------------------------------------------------------------------------------------
March 18th 2009.
Below is a 1969 diagram of Llanfair P.G. By this time the goods yard
sidings had been removed and were located on the up side of the line on
the Holyhead side of the station. The site nowadays is now occupied by
Pringles Shop and Cafe.
The box itself dates back to 1871 and its the last and the oldest of
the Chester & Holyhead Railway type boxes in use although nowadays
its only used as a crossing box rather than a signal box. Ty Croes,
further down the line is the next design introduced in 1871 - 2 of all
brick construction and is slightly different to the box at Llanfair.
The box originally had a lever frame of 18 levers and a gate wheel, but
on the 2nd December 1973 the box ceased to be a block post and became a
crossing box and the whole area controlled from Bangor in conjunction
with the Britannia Bridge Resignalling following the bridge fire in May
1970. In 1974 the lever frame was reduced from 18 to 4 levers and the
crossing gates became hand operated.
Nowadays the crossing box is only manned between 0700 - 2300 daily; the
crossing closes during the night where traffic can use the A4080 road
instead of taking a short cut across to the A5 road at Llanfair PG .
First photo shows the diagram in 1969.
Second photo of the diagram as today.
Third photo shows the reduced lever frame as today.
----------------------------------------------------------------------------------------------------------------------------------
January 10th 2009.
Prestatyn signalbox opened in March 1897 and was formerly known as No2
box when fully signalled at the turn of the century. It was located in
the “V” between the main line and the branch to Dyserth. Originally it
measured 21’6” x 12’ x 8’ elev. But was extended to 29’8” x 12’ x 8’
elev to accommodate 15 additional levers when No1 box closed in 1931. A
new ground frame opened to control the connections for the goods yard
located on the down side on the Chester side of the old station; this
was released electrically from the signalbox by lever 45. The bay
platform was used by the Dyserth branch passenger trains which started
on Saturday 26th August 1905 and were formed by LNW Railmotors. Leaving
the bay platform the train would then reverse and transverse over to
the branch via points 39. To enable this move points 34 were fitted
with an FPL (numbered 35) and points 39 were fitted similarly with an
FPL (numbered 40). Passenger services ceased on the branch on the 20th
September 1930 and not long after assuming the FPL’s on points 34 and
39 were removed as the line continued to be used for goods traffic
only. Prestatyn survived more or less unchanged for few years later
until the 1960’s.
The
first alteration to change Prestatyn was the closure of the goods yard
connections and the abolition of the ground frame in April 1965. This
was followed when the slow lines were abolished eastwards to Mostyn.
The down slow closed to traffic on the 19th March 1967 and was followed
a week later when the up slow closed on the 26th March 1967. Slow lines
still carried on to Rhyl and beyond. Two sets of new points were put in
at Prestatyn and made motor worked to work new connections to the
remaining slow lines to and from Rhyl. The up points became 11 and the
down became 20. The facing connection in the up Fast was taken out (FPL
19, points 20 and 21), signal 13 fast to slow home was taken away and
the up slow distant (8) became fixed. Also the up slow starting (11)
was taken away. The former down slow home (31) became a new signal on
the same gantry reading from the down main to the down slow through the
new connection (20). The down slow distant signal located beneath Nant
Hall down slow home was taken away.
The
next alteration to take place happened on Sunday 16th February 1969
when the up slow between Rhyl No1 and Prestatyn closed. This made
levers 9, 10, 11 and 12 detonator placer spares. The layout at
Prestatyn still coped with heavy traffic during the summer months with
the remaining portion of the down slow to Rhyl in use. All down
direction traffic from Dyserth had to use the down slow as it was the
only connection. Trains from Dyserth running in the up direction ran
round in the loop siding behind the signalbox.
With
the decline of traffic on the branch the last shunt trip to Dyserth ran
on Friday 7th September 1973 but the connections at Prestatyn remained
in situ for another 7 years later ; the sidings used for storage of
wagons.
Nant
Hall box closed on Tuesday 16th December 1975 and the down main distant
signal (26) moved to
the top of the post.
On
the 9th March 1980 the official closure of the Dyserth branch took
place with all the signalling
equipment at Prestatyn in conjunction with the branch workings
abolished.
The lifting of the branch commenced soon after which left Prestatyn
with just the main lines and the former connection off the down slow to
the bay platform in use.
From
1980 at Prestatyn all the connections to and from the Dyserth line were
removed except for the connection from the former bay platform to the
down slow which was retained as a siding. The other pointwork remaining
were the crossover connections between the up main to the down fast and
slip connection to the down slow and the down main to down slow motor
worked points at the Talacre end. In January 1984, the up main home 2
(16) was renewed to a straight post ; the same structure was utilised
and moved further down the line to replace a badly corroded lattice
base on down fast and slow starters (23 & 29), this took place on
the 22nd January 1984.
Signalling
at Prestatyn remained unchanged until the remodelling at Rhyl started
in the early 1990. It also coincided with the disastrous floods at
Towyn which also breached the sea wall at Mostyn. The main line was
closed between Llandudno Junction and Flint from the 26th February and
4th March; the section of line between Holywell Junction and Prestatyn
was reopened at 1600hrs. Also during the period of the remodelling at
Rhyl the box at Prestatyn was continuously manned to enable down trains
to call at Rhyl to travel down slow from Prestatyn as connections in
Rhyl No1 were removed to enable new connections to be put in. On
Saturday 24th March the block instruments were disconnected to Rhyl and
hand signalmen controlled movements between Prestatyn and Abergele in
preparations for the commissioning of the new signalling at Rhyl for
the following day. On Sunday 25th March the down slow line from
approximately ¾ mile beyond Prestatyn to a point on approaching the new
facing connection to the down platform at Rhyl was severed. A temporary
stop block was erected at Prestatyn and the remaining portion of the
line through the former down slow platform became a down siding giving
access to the bay siding.
The main
crossover and slip connection to the down siding (former down slow) was
taken out of use from Sunday 18th October 1992 with additional levers
2,4,5 & 6 made spare. This was followed soon after on Sunday 25th
October with the remaining connections to the down siding taken out of
use pending removal with additional levers 20,31,33,34 & 41 made
spare. Also the down main home 2 (24) located by the signalbox was
abolished. This left Prestatyn with 4 main line signals on the up and 3
on the down. Lastly this was followed 7 years later with the
disconnection of the detonator placers.
With the
increase of line speed on the North Wales Coast planned the up signals
at Prestatyn proved to be inadequate to cope with braking distances so
on the 17th September 2000 the up home 1 (PN15) was abolished and
the up home 2 (PN16) became the up home and renumbered PN15. A double
sided fibre-optic “OFF” indicator was also provided for the signal on
the up platform. The up distant signal became 1,902 yds from the up
home signal.
Today with only
6 working levers out of the 45, the box only survives to split the
section between Talacre and Rhyl and opens between 0620 – 2057, a far
cry from the early days when it was a regulating block post.
Prestatyn signal box (above) showing
the extension clearly marked on the brickwork after the first
window in the cellar.
The frame was extended from 30 to 45 levers following the closure of
No1 box. Nowadays only
6 working levers remain in use ; all other levers have become spares or
removed from the frame.
Below is a diagram of Prestatyn in 1980.
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January 6th 2008.
A map of the signalling between Rhyl and Abergele in 1960 is shown
below.
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December 16th 2008.
The two photo's below show Talacre signalbox and the lever
frame taken in 2008. (both
photo's Alan Roberts)
The box was open in 1903 in conjunction with the expanded
layout following the widening of the line between Mostyn and Prestatyn.
The box also controlled connections to the Point of Ayr Colliery which
closed down in August 1993. Today the connections from the main line to
the former colliery still remain but all out of use. The crossover
between the main lines is still in use for Single Line Working.
Following the closure of the colliery the box opens on early and late
turns to split the block section between Prestatyn and Holywell
Junction (Mostyn only opens as required following the end of the steel
traffic into the docks in October.)
(1)
(2)
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September 12th 2008.
Below is a diagram of Marl Siding located by Pensarn bridge
at the Junction.
The main building still stands there today as part of an
industrial estate but at one time was a
Buffer Depot for the MOD.
Trains entered the siding from a connection
off the Down Slow controlled by a 3 lever ground frame.
The ground frame was released from Mochdre & Pabo signalbox
but when the box was switched out
of circuit the release was transferred to Colwyn Bay No2 box.
From dates I have it shows the siding there between 1941 till approx
1963-4 when it was lifted, having
previously closed to rail traffic few years before.
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May 31st 2008.
Below is a selection of Cambrian signal boxes.
Most of the remaining boxes on the Cambrian went in 1988 when RETB was
introduced from Machynlleth box. In 2009 the remaining signalling on
the Cambrian will disappear when ERTMS takes over on the Cambrian.
There are 3 manned crossings with signals left on the Cambrian line ;
Merllyn Crossing near Criccieth, Caersws (controlled from the former
box) and further along from Caersws station, Llanidloes Road Crossing
where the A470 road crosses the line. All these are due to go towards
the end of this year.
(1) Barmouth
(2) Caersws
(3) Dovey
(4) Machynlleth
(5) Newtown
(6) Talerddig
(7) Towyn
(8) Welshpool
(9) Westbury
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
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April 15th 2008.
A photo is reproduced below showing the bell outside
the signalbox at Deganwy. As far as I know this is the only box that
still has a bell outside. In the old days when the box had gates the
bell at this box was to warn road traffic that the gates were about to
be closed for an approaching train. Later it was also used to aware the
platform staff that a train had just left Llandudno Junction so the
staff could cross over and meet up
with the down train.
CLICK THUMBNAIL
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March 29th 2008.
Photo below shows Connah's Quay box after the fire
on 13th August 1980. It officially closed on the 24th August 1980 and
finally demolished on the 10th January 1983.
CLICK THUMBNAIL
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March 29th 2008.
Colwyn Bay Down home signals taken in 1979. The main
arm read along the down main (lever 34) and the left arm read for
movements from the down main to the down loop (Platform 4) (lever 31).
Originally the signals used to be Colwyn Bay No1 down homes with
distant signals for Colwyn Bay No2 located beneath. The same signals
became Down Main Home 1 signals for the new signalbox that opened on
the 15th September 1968. The signal reading to the down loop was taken
out when the down loop line was taken out on the 14th September 1980.
The remaining signal arm lasted until 17th May 1981 when all the
semaphore signals on the down main were converted over to colour lights.
CLICK THUMBNAIL
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March 28th 2008.
Below is a photo received by Mike Lane of a L&NWR
(TRS), Train Ready to Start indicator, which came from Llandudno
Junction No2 box.
A Train Ready to Start indicator was operated by the platform staff to
indicate to the Signalman when the train was ready to start so that
signals could be cleared at the end of the platform. Normal practice
was any through trains not stopping on the down the signalman would
clear all his signals for the train. Any stopping trains would come to
a stand in the platform and the signalman would only clear signals for
the departing train to leave only upon the receipt of the platform
staff operating usually a plunger working a lit up indicator in the box.
CLICK THUMBNAIL
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March 1st 2008.
Llysfaen in 1973. At this time Raynes Sidings were
not in frequent use but the sidings at Kneeshaw Lupton Quarry (later
known as Powell Duffryn) had a shunt daily into the sidings conveying
limestone mainly to Hawarden Bridge serving the steelworks at Shotton.
This was only to last till 1975 when the sidings fell into disuse and
connections and associated signalling abolished in 1976.
Wright's Siding was located west of Penmaenmawr and
had a standard gauge siding serving an exchange wharf with a narrow
gauge with the quarry. The ground frame was abolished in 1952.
Below is a signalling plan of Tal-y-Cafn in 1980.
The signalling was abolished in 1993 following an incident when a
passenger train ploughed through the gates. New gates were ordered and
signals were taken out of use including the ground frame on the
platform. The crossing was only equipped with distant signals each way
as the red targets on the gates acted as stop signals. Up to 1966 there
was a crossing loop here and was fully signalled each way including 2
ground frames containing 2 levers each controlling access to the goods
yard on the Llanrwst side of the crossing.
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January 6th 2008.
ROCKCLIFFE HALL
The box here was opened on the 20th December 1953 in conjunction with
the construction of the new Central Electricity Authority power station
at Connah's Quay. It was a BR Type 14 brick built box similar to the
signalbox at Penmaenmawr and controlled access off the main line to new
sidings for the power station. It had a LMR Standard lever frame of 30
levers. The power station closed down in 1984 and the sidings taken up
shortly afterwards but the box lingered on afterwards for another 11
years as a block post between Holywell Junction and Sandycroft.
The construction of the new A548 road across the River Dee in 1994
spanned the main lines across the site of the box which resulted in the
box being relocated a few yards nearer to Chester. The new box opened
on the 26th February 1995 and consisted of a control panel in a
portakabin structure. The new gas fired power station nearby has no
sidings connected to the rail network. Following the closure of Mold
Junction and Sandycroft boxes on the 24th January 2005 the box at
Rockcliffe Hall became a fringe to Chester Power box.
CLICK THUMBNAILS
original
box
new box
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December 12th 2007.
Below is a photo of the Trawsfynydd One Train Working
Train Staff. This was made of metal and enabled one train at a time
between Blaenau Ffestiniog and Trawsfynydd. The Staff had the label
Blaenau Ffestiniog - CEGB Siding on it. The Staff was always kept in
Llanrwst box and was handed over to the train crew when required to
travel over the section of line additionally to the normal Llanrwst -
Blaenau Ffestiniog staff/token. The keys attached to the Staff were for
the level crossing gates at Cwmbowydd - the first crossing leaving
Blaenau Ffestiniog to Trawsfynydd.
CLICK THUMBNAIL
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November 29th 2007.
I have received
this query from John Powell.
Hello Alan, I enclose
a photo of two black fives (44714 & 45195) entering Rhyl station on
August 29th 1953
taken by R.J. Blenkinsop, my question is "what was the purpose of the
bell on the side of Rhyl's
No.2 box ? Was it something to do with the loco shed or some sort
of communication
with station staff?"
Cheers John Powell.
Hi John,
This bell was used for the purpose of shunting across the way at
the former goods yard (now occupied mostly where Morrisons stands). The
bell was rung to tell the loco crew/shunting staff to clear the
pointwork to enable other moves to take place. A note of interest in
the photograph is the "tail lamp observation lookout" sticking out at
the Abergele end of the box. This was for the benefit of the signalman
due to the station canopy built all the way along the up platform
towards the signalbox obscuring the view from the box to observe tail
lamp of up trains into the up platform or moving along the up fast
towards Rhyl No1 box. The canopy was shortened in the late 1960's but
the tail lamp observation lookout remained attached to the box until
September 1978 when it was declared unsafe and no further use for it.
Outside bells on signal boxes were quite common for LNW signal boxes.
One such bell still hangs on its bracket at Deganwy, although not used
nowadays. Here, it was used for the level crossing gates, and was rung
by the signalman to warn motorist and users that the gates required to
be shut and a train was due.
Alan.
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December 5th 2007.
Below is a photograph of the down starting signal for
Llandudno Junction and the down distant for Deganwy (semaphore). The
signal has a bit of history to it :-
Originally the signal was Llandudno Junction Crossing's down starting with Deganwy
No1 distant beneath. With the closure of Deganwy No1 box on the 28th
May 1967 the distant signal became Deganwy No2 down distant signal.
With the distance of 1,220yds from the home and a distance of nearly
one mile from the box the signal was never used and was kept at caution
at all times. Further alterations took place from the 8th June 1969
when Llandudno Junction Crossing box closed and the down starting
abolished. The distant signal for Deganwy was moved to the top of the
post. The former down home for Llandudno Junction Crossing slotted with
Llandudno Junction (No2) and located near the box became the starting
signal for the box.
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December
6th 2007.
Below
is a 1964 interior view of Colwyn Bay No2 signalbox. This box together
with No1 box was closed on the 15th September 1968 and replaced by a
new box.
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December 6th 2007.
Below
are internal and external views of Rhyl signalbox taken in August 2007
following its refurbishment.
This box together with the former No2 box located at the Abergele
end of the station
are both Grade 2 listed status.
The former No2 box closed on the 25th March 1990 with new
signalling controlled from No1 box
which was renamed RHYL.
CLICK THUMBNAILS
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