Signalling of entry to main lines

[MacDuff999]

I would like to know how a trailing entry onto a main line from a rail-connected industrial site on the London Midland Region (ex-Caledonian) would have been signalled please. Details of both signal location in relation to the siding/main line and type(s)  would be very helpful.    

[Dagworth]

What era?

 

Andi

[caradoc]

As Dagworth says era is crucial, also IIRC the only part of the Caledonian Railway that became LMR is the WCML between Carlisle and Gretna Jc (later Kirkpatrick when resignalled to Carlisle Power Box) ?

 

[beast66606]

Quite a few ex Caledonian box diagrams here,

 

https://www.signalbox.org/diagrams.php?selectpg=Caledonian&viewpg=Go!

[MacDuff999]

The period I have in mind is 1950's, relating to the ex-Caledonian line to Carstairs from Edinburgh. 

[caradoc]

39 minutes ago, MacDuff999 said:

The period I have in mind is 1950's, relating to the ex-Caledonian line to Carstairs from Edinburgh. 

 

In which case the link beast66606 posted to the fantastic Signal Box website is just what you need; Have a look at Motherwell South 1948 and Robroyston South Jc 1956 for example (not on the route you want but both ex-Caley so the signalling practices will be appropriate).

[The Stationmaster]

The siding connection from a private siding  at Plean Junction was signalled with an ordinary ground disc - alas I haven't got a decent photo of it.

 

As a consolation prize this delightful splitting disc signal was at Larbert North to signal the exit from a siding onto a running line and a private siding fed into that siding a short distance in rear of the signal after coming round a sharpish curve - which no doubt explains why the signal was elevated.  The right hand disc read to the running line and the other one to some sidings.  (n.b.- the number plate was a modern addition which was added during the latter half of the 1990s)

 

 

[Graham R]

It depends if your siding is controlled from a signalbox or is simply connected to the main line between block posts.

 

Isolated sidings on the Caley were typically controlled from a ground frame which, in addition to the siding points and the siding exit signal, controlled a home and distant on the main line which protected the train working the siding. The ground frame was usually padlocked and the signalbox in the rear had its section signal locked by a train staff which accompanied the train working the siding. A porter or brakesman went with the train to bring the staff and padlock key back to the box in the rear after replacing the signals and points and locking the ground frame, and the train would advance through the section. The train was sent by the box in the rear under regulation 8b (ballast train working in section) and accepted under regulation 5 (3-5-5, section clear but station or junction blocked) by the box in advance. The whole procedure is explained in detailed in the Caley sectional appendix.

 

On the Edinburgh-Carstairs section, the only place this happened was at Kames Quarry between Ravelrig Junction (where the country end of the Balerno branch rejoined the main line) and Camps Junction, where an oil shale branch led off. Ravelrig did not lock its section signal with a train staff but provided a "porter-signalman" to go with the train, who had to return to Ravelrig afterwards with the key by "the most expeditious means possible". The arrangements at Kames lasted until the 1960s.

 

All the other sidings and mineral branches between Midcalder Junction and Carstairs (and there were a few: Harburn Lime Works, Wilsontown, Cobbinshaw, Tarbrax Oil Works) had individual signalboxes in Caley days so sidings were worked from the box concerned. (Even Kames Quarry had a knee frame in a hut rather than a ground frame open to the elements).

 

The actual signal controlling exit from the siding was usually a Stevens flap signal in Caley days. Many of these lasted until the early BR period, and ground disc signals replaced them as wear and tear required. It was common to elevate them on a short post for sighting reasons, as The Statiomaster mentions above. The Caley did use short arm home semaphores, but more commonly for movements from a loop to a main line or from a main line to a siding than for a siding exit. However photos show there were exceptions to the rule.

 

Hope that's of some interest

regards

Graham

 

 

 

[MacDuff999]

Thanks very much for your detailed responses guys. I did access the site suggested by beast66606's link, which gave me a couple of locations in the relevant area, but unfortunately the location I have in mind was between them (it was a relatively small site). I will look up the other two locations suggested by Caradoc, and thanks for the super colour photo Stationmaster. Ground disc control was one method I considered logical, but being unfamiliar with ex-Caledonian/LMS practice in particular, thought it best to ask the question. 

[Graham R]

Here are diagrams, kindly supplied by Robert Dey from his collection, for the boxes between Carnwath and Ravelrig Junction (except the Midcalder boxes and Linhousewater) at various dates, which might answer your question. You'll see that there are both discs, raised discs, and short arm semaphores in use.

Camps Junction:

 

If you find out anything more on your specific location, it would be interesting to hear back in due course.

 

Regards

Graham

Edited April 3, 2020 by Graham R