Ray Wild

I have always had an interest in trains. Sitting on the platforms as a schoolboy taking numbers at Crewe, Stockport and Sheffield I saw the change from steam-hauled to diesel and electric-hauled. Much later, still taking numbers, I watched the change in passenger traffic from loco hauled to DMU and EMU.

There is something that holds a fascination for people traveling on a loco-hauled corridor train, one of the reasons Heritage Railways are successful.

Living within the sight of two rail lines it may surprise you to know my first occupation was as a telephone engineer with the then GPO Telephone Service. Attending technical college on day release I gained an HNC in Electrical Engineering. Privatisation came in the early 1980’s when the monopoly was relaxed, the telephone service was sold, and British Telecom was born. I resigned from BT in 1989 and formed my own Limited Company, Marcom Installations, installing small telephone systems, alarm systems and data cabling together with contract work for three large local companies.

In 1995 Siemens Business Services offered a 6-month contract to maintain their voice and data network in the Midlands, North West and Southern Scotland with the option of a permanent position. Based at Sir William Siemens House on Princess Parkway in Manchester I enjoyed 7 years full time employment with all the benefits of a large global company. In 2002 Siemens wanted to reshape their internal communications operations, this would mean a move to Wellingborough. I had two children in their GCSE year at secondary school, to move to a new house was not an alternative. An opportunity arose to become a signaller with the newly established Network Rail. I was invited to an assessment day which involves aptitude and safety tests and a structured interview. Here candidates sit a number of tests which are specially designed to select people who demonstrate characteristics which are linked to high performance in the signalling role and in the training required. Before being offered a position, a full medical examination needs to be passed together with drugs and alcohol screening.

My training began at Manchester Victoria Station with a one-day induction course learning about the structure of Network Rail which had recently “bought” Railtrack and being issued with a full set of Rule Books and PPE. At the time I started training, all signallers held a Personal Track Safety (PTS) Sentinel Card. The Sentinel Card is a passport scheme issued by Network Rail, it is in place to ensure the safety and quality of work carried out on the UK’s rail infrastructure. Everyone that steps foot on an active rail requires a Sentinel Card. Signallers were expected to go on the track to clip & scotch points, clear vegetation and other minor obstructions from signal wire runs and point rodding. To be awarded a PTS Card a 3-day Track Safety Course must be attended.

Signalling School was at Gresty Road in Crewe, 9 weeks studying the Absolute Block (AB) Signalling System followed by a one-week Track Circuit Block (TCB) conversion course. The majority of the course is classroom based, learning the railway language, the rules and going through scenarios to which the rules pertain. For the practical work and tests instead of a simulator, those attending Crewe Signalling Centre were privileged to be able to use the Exeter West Signal Box and its 137 lever Frame which is part of Crewe Heritage Centre.

After successfully passing signaller training the next 4 weeks were spent in my allotted signal box learning the idiosyncrasies of the box and my area of control. During this time, a cab ride would be arranged on my line of route and I would spend a day in the boxes either side of my home box.

As a new signaller, formal passing out to work alone in your first signal box involves being ruled by the Operations Manager (OM), who will ask questions on the emergency rules, general rules and the Signal Box Special Instructions (each box has a set of instructions relating to the working of that particular box). When the OM is satisfied with your rules knowledge the Local Operations Manager (LOM) will observe you working the signal box, accepting and offering trains, answering the telephone, dealing with requests to access the track, using safety critical communications and your attention to detail in filling in the Train Register.

My first signal box after leaving signalling school was Chapel en le Frith on the BEJ Buxton to Edgeley Junction line. Chapel en le Frith South, as it was known in BR Days and still referred to as “Chapel South” by some locals, was the scene of a tragic accident on 9^th February 1957 which included loss of life and devastation on an almost unparalleled scale. Driver John Axon G.C. was the driver of the 11.05 Buxton to Arpley freight train involved. The story of this Railway Accident has been well documented over the years in various books and newspapers. There is a plaque on the station building commemorating Driver John Axon G.C. and Guard John Creamer who lost their lives.

The original signal box located on the UP side was destroyed in the accident, the “New” box, a British Railways (LMR) type 15 structure has a 20 lever frame and was built on the site formally occupied by the DOWN sidings.

There is a colour light Distant signal on the DOWN line situated between Barmoor Clough and Eaves Tunnels, the Home & Section signals are semaphore. On the UP line there is a Distant signal and a Section Signal both semaphores. Bizarrely there is no Home signal on the UP line which would be the protecting signal for the User Worked Crossing at the north end of the platforms. As there is no footbridge this crossing is also used by passengers to cross the track to gain access to the Manchester bound DOWN platform.

Having spent 18 months signalling trains at Chapel en le Frith I applied for a vacancy at Furness Vale, the village where I live. Furness Vale signal box has a 22 lever LNW Tumbler Frame with Bar and Stud locking. The original frame of 1887 was extended and significantly altered in 1909.

All the main signals are semaphore and arranged in the classic AB style of Distant, Home and Section signals on the UP and DOWN lines. There is a crossover from the Down to the UP line signalled by a Ground signal, the points must be clipped and scotched for movement over them as there is no facing point lock. There are Manual Controlled Barriers for a level crossing outside the signal box on a terribly busy road which is used as a short cut from the A6 to the A6015. While at Furness Vale I was involved in Single Line Working over the DOWN line to & from Buxton. Working to & from the point of Obstruction (P1-10 Working). This was running a full weekday timetable with trains terminating and starting using the UP station platform with a Points Operator clipping and scotching every Manchester Bound train. Trains from Hazel Grove were accepted under Restriction Acceptance (Bell Code 3-5-5) whenever a train was standing in the UP platform.

I took the Emergency call from a driver when a person jumped in front of his train at Whaley Bridge and liaised with the Rail Incident Officer (RIO) to make the line safe for the emergency services to attend. I have dealt with train failures including one within Station Limits, barrier failure, signal failure and track circuit failure.

My next signal box was New Mills South Junction which has a 55 lever LMR Standard 6” Frame and is situated on the Hope Valley Line. Track Circuit Block (TCB) signalling operates on the Main line between Hazel Grove and Chinley and Absolute Block signalling on the Romiley Branch line to New Mills Central. A Goods Loop off the UP Romiley Branch line measuring 397Mts, 1302Ft allows freight trains to clear the UP Romiley Branch line when waiting to join the Main Line. Bi-directional working on the UP Main line is used daily when empty stock DMUs run from Stockport Carriage Sidings to service passenger workings form New Mills Central. The train stops on the UP Main line, the driver changes end and sets back to the Down Romiley Branch line signalled by NMS 44 Ground signal.

A variety of traffic passes New Mills South, Class 1 passenger, Class 2 passenger, Classes 4, 6 & 8 Freight trains, Class 5 Empty Stock and Class 0 Light Locos. There is no station at New Mills South and no level crossings in its area of control. There is an Axle Counter Area effective through the 2Ml 346Yds Disley Tunnel on the UP and DOWN Main lines. There is also the 245Yd, 13 Arch Newtown Viaduct not shown in the Sectional Appendix or on the signal box diagram, and the 90Yd Newtown Tunnel. During my 3 incredibly happy years as a resident signaller at New Mills South I had Axle Counter failure, Points failure, Signal failure, a Broken Rail in Disley Tunnel, and the report from a driver of a fire on his train. I have supervised Wrong Direction Moves, Unsignalled Moves and Degraded Working, granted Line Blockages and T3 Possessions. When events happen your signaller training ensures you respond in a calm, efficient way.

I retired from Network Rail at the end of November 2019.

In March 2020 I was asked to return by Network Rail as New Mills South Relief Contingency signaller on a 6 month temporary contract covering the 3 signal boxes I had previously worked. After successfully passing a medical, refreshing the rules and retraining my boxes I joined the roster.

This contract has been extended to the end of April 2021.