172

Technical Meeting of the Institution

held at The Institution of Electrical Engineers Wednesday, February 6th, 1963

The President (Mr. R. A. GREEN) in the chair

The Minutes of the Technical Meeting held on January 9th, 1963, were read and approved. The President introduced and welcomed to the meeting Messrs. G. A. Brierley (Associate Member), B. W. Shepherd (Graduate) and R. H. Stone (Student). The President then requested Mr. J. F. H. Tyler to read his Paper entitled "Signalling Developments on the Southern Region".

Signalling Developments on the Southern Region

By j. F. H. TYLER, B.Sc.(ENG.)*(Member)

Introduction certainly greater, but whether there has The Southern Railway and later the been a corresponding increase in the west Southern Region has always been regarded is doubtful, and in any case, the potential as small by comparison with its contem­ rail traffic is small. poraries, but prior to the 1st January this There are no dense industrial areas, year. it covered a larger area than was although there are a few coalfields in generally realised. Kent, and freight traffic is low by com­ Until the recent Regional boundary parison with passenger traffic, which is changes, it stretched from Broadstairs to exceptionally high. Padstow, a distance of 300 miles, or as In 1961, the British Transport Com­ far as from London to the Scottish border. mission statistical accounts showed the In 1959 in this area the total population Southern Region ranking fourth with 2001 was 8. 7 million, having increased since route miles open for passenger traffic, and 1931 by 22.3%, which compares with a first with a loaded passenger train mileage 13.5% increase for the whole of England of 61.3 million. and Wales. Of this total, 3.4 million lived The bulk of this traffic lies in the London in the Greater London area, 1.7 million in commuter area which may be said to be the outlying suburbs and 1.9 million in or east of a line drawn from Reading through near the large coastal towns in Kent, Basingstoke to Portsmouth. Sussex and Hampshire. The balance of In this area, the greater part of which is I. 7 million lived in the larger area further electrified, electric multiple-unit stock in west which is mainly rural and agricultural 1961 ran 42.6 million loaded passenger train The present day population figures are miles, or 74% of the national total.

• Chief Signal & Telecommunications Engineer', British Railways, Southern Region SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 173

Passenger journeys for the whole Region The Southern Railway, on its formation, were 408.5 million, or 40.5% of the had not only to cater for the growing national total. population, which necessitated electri­ Freight traffic, although obviously small, fication, but also with the desire of the is rather more significant than might be white-collar worker to live further and supposed. The freight train mileage of further from his place of business. 8.05 million is only 5.75% of the British This involved more and more electri­ Railways total. It is significant because fication, until after a few years the it must be timetabled to suit the passenger Southern Railway had the largest sub­ traffic. urban system in the world. But soon the Boat trains are another difficulty, service which had to be provided was not particularly in the holiday season when a a suburban one in the conventional sense. total of 50 in a single day is not un­ Main lines to Brighton, Eastbourne and common. Regular down boat trains are Portsmouth had to be electrified and fast, scheduled, but others, up and down, must semi-fast and stopping services had to be be allowed for by spare paths reserved in provided and integrated with the inner the timetable for that purpose. suburban services, and the process has continued with the electrification of the Kent Coast lines in recent years. Time and Traffic Growth time again experience has shown that in The country south of the Thames has the area between London and the South been a much favoured residential area for and South-East coast electrification at­ over a century and the constituent tracts traffic. companies of the Southern Railway were The growth of passenger rail traffic in formed largely to serve the need for the period 1924-1938 is shown in Fig. I, quicker travel from London to the suburbs and Appendix A gives particulars of the and to the coast. number of trains and passengers dealt

MILLIONS

60

".... 40 ffi z'-' w "' 11:"' wC, C, <( 0 ...I ,o

o-'------1-----~ic----c"~-----c±c:----c"c,----:=c---=:­ - Fig.- I Growth- of traffic- on Southern- Railway,- 1924-1938- - 174 SIGNALLING DEVELOPMENTS,!, ON THE SOUTHERN REGION 1,1:: iO9 ~ i f ; 'i,' i 1i , e

z I Fig. 2 Train graph of evening peak service at Waterloo SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 175 with daily at each of the Southern's of the same pattern as Andover. In 1904 London Termini in 1959. two similar signalboxes at Staines were These quite staggering figures have brought into use. Not long after \\laking obviously had a profound effect on the (exclusive) to Basingstoke (23 miles) in­ signalling, and it is not surprising to find cluding 11 signalboxes, was converted to that multiple-aspect colourlight signalling the same system, with automatic and had to be provided at each of the London semi-automatic signals, and then 5 signal­ Termini at an early stage., boxes in the Clapham Junction area were Some idea of the operating and signalling converted. problems to be met at the London Termini The Woking to Basingstoke installation, is indicated in Fig. 2, which is ct train and that at Salisbury, are still in work and graph for Waterloo between 4.45 p.m. and give little trouble, although they are long 6.45 p.m. on a typical week day. overdue for replacement. Two hump yards at Feltham were brought into service in 1922, with elec­ Signalling Development prior to the trically operated points controlled from Rallway Companies' Amalgamation panels with push buttons, and are still in service. Up to the time of the amalgamation in The Waterloo and City Railway, the 1923 of the constituent companies it was second electric tube railway in London, only the London and South Western was opened in 1898, and became part of Railway which had introduced much the L. & S.W.R. system in 1907. The power signalling. signalling at each of the stations was In 1920 at Victoria, on the Chatham mechanical, but in the under river sections side, the South Eastern and Chatham signals were of the Sykes electrically Railway had installed 8-position upper operated type. The signals were controlled quadrant semaphore signalling operated by a "last-vehicle" fouling bar/treadle from two General Railway Signal Com­ combination, track circuits not then being pany's slide lever power frames, with in general use. This railway was unique dynamic indication, having 174 and 42 in the possession of a contact device which, levers respectively at the "A" and "B" if the train over-ran the signal, cut off signalboxes. The equipment was manu­ the traction current and applied the brake. factured in the U.S.A. but as the original There was early experience in the consignment was in a ship sunk by enemy problems posed by electrification. In action installation was considerably de­ 1909, the L.B. & S.C.R. had electrified layed. The original locking frame at "A" the South London line between Victoria box is still in service in the old signalbox and London Bridge on the overhead under the guise of Victoria Eastern, but system at 6,600 volts 25 cycles A.C., and now operates multiple-aspect signals. prior to amalgamation the system had The London Brighton and South Coast been extended to cover 24½ route miles. Railway had no power signalling in the In 1916, the L. & S.W.R. began to fullest sense, but on the Brighton side at electrify the suburban lines at 650 volts Victoria it had installed the Sykes electro­ D.C. on the third rail system, and by 1923 mechanical system in 1908 at Victoria it had covered 57 route miles. North, South and Shunting signalboxes, and at Grosvenor Bridge, Battersca Pier and Battersea Park signalboxes. Signalling developments from The London and South Western Railway 1925 to 1940 did much more than its contemporaries. In 1901 it installed a low pressure pneu­ The growing traffic in and out of London matic power frame at Grateley, with led to electrification, and with it a need automatic semaphore stop and distant for greatly increased line capacity. The signals, track circuit controlled, without Signal Engineer, Mr. W. J. Thorrowgood, overlaps and without block telegraph realised that 3-aspcct signalling would not working between there and Andover permit the short headway working neces­ (exclusive), a distance of 6 miles. The sary in the London area, and introduced following year two signalboxes at Salisbury a fourth aspect into the colourlight were brought into use, with power frames system which had been adopted. 176 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

As his Chief Assistant, he had Mr. W. Signalling developments Challis, previously of the Metropolitan from 1945 to 1958 Railway, under whose direction the work was to be planned and executed by the During the war the Southern had railway staff. somewhat more than its fair share of the In 1926 a start was made with the consequences of enemy action and ob­ introduction of 4-aspect colourlight sig­ viously no signalling works could be put nalling from Holborn to Elephant & Castle, in hand which were not part of the war and from then until 1940, 16 power effort. signalling installations were brought into In 1946 a restart was made by installing use in conjunction with 334 track miles of a new power signalbox at Portsmouth continuous colourlight signalling. During Harbour to replace the mechanical box this period the Brighton, Eastbourne and destroyed by enemy action. Portsmouth lines were electrified (with Then in 1950 the Central Section consequential signalling alterations) out­ Colourlight Signalling scheme was in­ side the multiple-aspect signalling area. augurated. The purpose of this project Brief particulars of the works brought was to close the gap between Bricklayers into use during this period are given in Arms and Pou parts Junction and Coulsdon Appendix B. North. All power signalling during this period Brief particulars of the works brought was in accordance with standards laid into use in this period arc given in Appen­ down, although each installation was a dix C. Fourteen power signalboxes were little different from the one before as a brought into use, involving 121 track miles result of experience gained. In conse­ of colourlight signalling. quence, technical staff and installation staff knew exactly what was wanted, and Signalling developments why, and some quite remarkable records from 1959 to 1962 were made. For example, London Bridge was brought into service only nine months When the British Railways Modernis­ after authorisation. It was the magnitude ation Plan was formulated, the Southern of the mechanical locking at London Region naturally chose for its part exten­ Bridge which caused attention to be sion of the electrification, which could diverted to the practicability of achieving be relied upon to yield a satisfactory the same result electrically. North Kent return on the outlay. East, which followed eighteen months During the years 1959 to 1962, Stage I later, was the first all-electric locking was completed in two phases. Phase I, frame on the main lines, and every power involving electrification to Dover via frame on the Southern since has been the Chatham, was completed in time for the same. 1959 summer service, and Phase II, which A characteristic of every installation involved electrification to the same place, was, and still is, the "8-hour" possession via Tonbridge, was completed for the 1962 for bringing it into service. On the summer service. Southern, the Sunday service is often As a standard the Southern departed almost as heavy as on weekdays, par­ from its then almost traditional power ticularly on routes to the coast, and 8 frame and adopted the route setting hours is now, as then, the standard time panel. Also, for the first time, contractors for changing over and handing back to were employed on installation work. the Operating Department. Almost certainly route setting panels Mr. \V. Challis was the moving spirit in would have been adopted in the course of this period. He had no one to help him in progress anyway, but the decision not to 1926, and had to train staff as he went carry out the installation work by Railway along, from job to job. When he died in staff must have been a hard one to make. 1939, before retirement, the Signal De­ It was forced on the Signal Department partment was as experienced as any in the by the need to bring Stage I into use as country in the technique of power signall­ soon as practicable in order to get the ing. The author is glad to pay this tribute return on the capital outlay, which was of to the memory of a man to whom we of the order of £10 million for signalling and the Southern owe so much. telecommunications alone. SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 177

The author is happy to record that (2) Call-on signals to clear conditionally the increase in the number of journeys is on platform track circuit occu­ even greater than expectations on Phase I, pation. and a similar trend is already apparent on (3) Restricted overlaps to result in Phase II. delayed clearance of signals auto­ The decision was wisely taken on Phase I matically. (This feature is provided to accept what was offered by the con­ only where required by the Operat­ tractors in regard to signalling panels and ing Department). In the event of circuitry. By this means considerable the overlap clearing, the signal experience was gained in a comparatively immediately to assume a clear short time. aspect. On Phase II, however, as a result of this (4) Shunt-ahead signals to be provided experitmce, and the author's personal with additional entrance push but­ knowledge of what was being done else­ ton. (The reason for this is that a where in this country and on the Continent, shunt-ahead must carry locking as a more detailed specification was drawn up. far as the signal ahead, and the It was realised that there was no time to existing exit push button is, there­ standardise on circuitry, a subject which fore, used in combination with it). in any case was being handled by staff at the British Transport Commission, but (5) Overlaps to be "swung" as desired the method of operation of the panel by by signalman using the individual the signalman was specified precisely after point keys. much thought and discussion. It was considered essential that operation should (6) A "pumping" feature to be provided be as simple as practicable and uniform to enable the signalman to reset a throughout, irrespective of the con tractor. route for the same direction im­ mediately a train has passed a main The specification for panels included the signal and replaced it to red. following features: (7) The white route set-up indications (!) Push/push method of entrance-exit to change to red on track occu­ operation. pation.

A 0 = A s 0

SOUTHERN REGION METHQO

A 0 0

0 0

ALTERNATIVE METHOD

Fig. 3 Signalling panel operating methods L 126 "CYBERNETICS AND SIGNALLING" OR 178 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

(8) The red signal indication to flash method also permits much quicker install­ whilst a backlock is being time­ ation. Fig. 4 shows a typical example. released. In conjunction with this cable a track (9) The panel to be of such a height circuit disconnection box was used, thus that the signalman may stand if he enabling a 2-core cable to be connected to prefers. flexible single cables running to the rails, where the connection is made with a Fig. 3 demonstrates the simplicity of the copper lug and steel drift pin. See Fig. 5. arrangement specified by comparison with In the relay room, cable and distribution an alternative arrangement in use else­ fuse racks were designed to bolt to where. I would commend our method to horizontal angles fitted to the walls. our Operating friends. See Fig. 6. The arrangement used on Phase II is well liked by the signalmen, and has Power supply switchgear was specified proved itself quite suitable for intensive to be the same irrespective of contractor traffic where it is necessary to "swing" and this, too, was wall-mounted. Fig. 7 overlaps in order to give the least re­ shows a typical layout. The recording strictive signal aspect available to an voltmeter will be noted. As the power approaching train. supply is taken from the traction sub­ Another feature adopted was the use stations, there is considerable fluctuation throughout of P.C.P. protected, corru­ within certain limits, and a surge may gated steel sheathed cable to equipment cause a momentary "flick" sufficient on the track. This cable is laid directly to cause track relays to drop out and stick on the ballast at right angles to the track, relays to release. The recording meter has and is held firmly by a suitable gland been found to be most useful in tracing fitted to the apparatus. This obviated the the cause of failures of this kind. use of small size troughing which can These were some of the features specified rarely be maintained neatly. The new in order to ensure that each installation

Fig. -4 Use of corrugated sheathed cable to apparatus SIGNALLING DEVELOPll-IENTS ON THE SOUTHERN REGION 179

Fig. 5 Track circuit connections

Fig. 6 Cable and distribution fuse racks 180 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

Fig. 7 Power supply switchgear was as far as practicable the same, requirements had to be fulfilled with irrespective of the particular contractor. multiple-unit stock travelling at 60 miles The area embraced by Phase II is shown per hour. In service, trains run much in Fig. 8. Continuous colourlight signalling faster, which results in a useful margin. extends over 212 track miles between Approaching the main stations the Hither Green and Dover. signal spacing was closed up to avoid Between Hither Green and Sevenoaks, through trains being checked whilst the the headway required by the projected train ahead slows down to enter the service was 2½ minutes for following platform loop. It was opened up gradually stopping trains. Below Sevenoaks the on the leaving side to enable stopping headway had to be 3 minutes for non­ trains to follow through trains as quickly stopping trains. as possible. The signalling had to provide braking It was decided that the whole line should distances suitable for locomotive-hauled be controlled by 6 new signalboxes at vacuum fitted stock travelling at 85 miles Hither Green, Orpington, Sevenoaks, Ton­ per hour, but the non-stop headway bridge, Ashford and Folkestone East. SIGNALLING DEVELOP1\1ENTS ON THE SOUTHERN REGIO:N 181

Extension of electrification. Stage I Phase 2 182 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

Paddock Wood, which is a fair-sized and there have been no failures of the junction station where the movements are remote control circuits. mainly running movements, was to be The distance between Tonbridge and controlled from Tonbridge, 5½ miles away. Ashford is 26¾ miles, with the possibility Having regard to the size of the layout at of up trains changing their order at Paddock Wood it was decided that an Headcorn and at Paddock Wood. This emergency control panel should be pro­ problem exposed the limitations in large vided at the relay room. The emergency areas of control of the magazine type panel would be used under the telephone describer as used by the Southern for over direction of the Tonbridge signalman. At 30 years. To change the method of train Headcorn, the up and down platform loops description to the modern digital type was were to be controlled from Tonbridge out of the question in the time available. (15¾ miles) and Ashford (11 miles) Transfer receivers were therefore added on respectively. The existing mechanical the Tonbridge panel for Headcorn and signalbox was retained, but is shortly Paddock Wood, and on the Ashford panel to be abolished as the sidings are now for Headcorn descriptions. out of use. Another interesting feature is the auto­ The method of remote control to be used matic operation of points at Bromley was the subject of much thought and dis­ North. The traffic at this terminus is such cussion. Finally, it was decided that as that it can be handled at a single platform, the cost of using telecommunication cable and arrangements have been made to and telephone type relays was not greatly enable the signalbox to be closed, except in excess of the cost of a transistorised at peak periods and when siding move­ system using a single pair of wires, the ments take place, and the points and former arrangement should be used on the signals relative to the movement of trains grounds of simplicity and freedom from in and out of the one platform to be auto­ component failure. matic when the box is closed. Hither This arrangement has worked very well, Green observes the automatic working by

Fig. 9 Hither Green signalling panel and booking desk SIGKALLING DEVELOPMENTS ON THE SOUTHERN REGION 183 means of indications on the panel at that panels at Tonbridge, Ashford and Falke­ signalbox. stone Junction (now Folkestone East) The desk type of panel was chosen as respectively. being the most comfortable from a signal­ The signalboxes are uniform in design, man's point of view, and the layout was varying only in size, and Fig. 14 shows reduced in size to a practical minimum, Hither Green which is typical. having regard to the indications which Figs. 15 and 16 show respectively the have to be displayed, so that minimum relay room at Paddock Wood and the movement of the head is necessary to see emergency signalling control panel which the whole of the layout under his control. is provided there. The signalling panel at Hither Green is At Paddock Wood full geographical shown in Fig. 9. circuitry is employed. This assisted greatly The booking boy in a signalbox with an in reducing the time of installation. extended area of control is required to log At Folkestone East also, full geographic­ the times of trains at several points during al circuitry has been used and Fig. 17 their passage through the area. This shows the rack units. Fig. 18 shows the obviously requires the boy to know when overhead wiring which is neatly carried in the trains occupy particular track circuits. open racking. As he cannot see the panel he has been Experience has shown that for overhead provided, on his desk, with a simplified wiring open racking is much to be pre­ diagram of the layout having on it such ferred when installation is carried out to track circuit indications as he needs for a tight schedule; and when geographical this purpose (see Fig. 10). If a digital circuitry is adopted generally, using describer had been used, similar indications multicore cables between units, a very neat would also have been given, although per­ job is possible. haps then automatic printing would have The type of signal cantilever and signal replaced the booking boy. bridge are characteristic of Southern Figs. II, 12 and 13 show the signalling installations. They are of all-welded

Fig. 10 Ashford booking desk (close up) 184 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

Fig. 11 Tonbridge signalling panel and booking desk

Fig. 12 Ashford signalling panel and booking desk SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 185

Fig. 13 Folkestone East signalling panel and booking desk

Fig. 14. Hither Green signalbox 186 S!GNALUNG DEVELOI>MENTS ON TRJZ SOUTHERN REGION

l=ig.15 Paddock Wooct. Relay Room

Fig, 16 Paddock Wood, E'mer-gencyPanel SIGNALLING DEVELOPMENTS O~ THE SOUTHERN REGION 187

Fig. 17 Folkestone East. Geographical circuitry units construction, with tapered horizontals. out by Railway staff. Fig. 19 shows a typical example. Particulars of the work involved in The time available for installation being Phases I and II are given in Appendix D, short, three signalling contractors were and the cost and some statistics are shown employed simultaneously. Messrs. \Vest­ in Appendix E. inghouse Brake & Signal Company carried out the work in the area from Hither Green One feature which has not been men­ (inclusive) to Tonbridge (inclusive), Messrs. tioned is the installation of stop signals S.G.E. Signals Limited were responsible in the Chislchurst (down), Polhill and from there to Ashford (inclusive) and the Sevenoaks tunnels in order to maintain the remainder of the route to Dover was signalling headway. carried out by Messrs. Associated Electrical It was considered important that trains Industries-G.R.S. Ltd. It is estimated should not be stopped in the tunnel, except that contract work represented just over in an emergency. The signal at the half the work done, the remainder, which entrance to the tunnel is therefore con­ included all the stage work, being carried trolled by the track circuit applicable to 188 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

Fig. 18 Folkestone East. Overhead wiring in relay room the tunnel signal unless the signal at the fact it is likely that in operating the panel exit is "off". one signalman, in setting up a route, may It is of interest to note that from cancel a route initiation by his partner, Charing Cross to Dover via Tonbridge, with resultant confusion. some 10% of the line is in tunnel. To get a basis of comparison, data was first collected at Waterloo, which is a non-route operating miniature lever frame, Signalman's work load where practically every point lever is It was felt that some measure of the restored after use. It was found that on an work performed by a signalman at a busy average day, 5,871 point lever movements box should be obtained for future use in were made which, incidentally, was found determining the number required to to result in 10,068 point machine oper­ operate a particular panel. It is necessary ations. It is estimated that the number to know how many signalmen are to of signal lever movements totalled 6,936, operate a signalling panel and the division including replacement, so that the total of work before the route initiating circuits number of lever movements per day is are designed. If no account is taken of this 12,807. SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 189

Fig. 19 Signal on cantilever structure

This load is borne by 4 signalmen, on the pulling of the entrance button for early and middle turns, and 3 signalmen cancellation, i.e. three push button move­ on the late turn when traffic is very light ments. The maximum load borne by any by comparison. From this it may be of the signalmen during the typical week estimated with reasonable accuracy that shown on the graph is 850 routes, per on the early and middle shifts, each signal­ shift, or 2,550 push button movements. man pulls or replaces 1,440 levers, and If Waterloo were route-operated on the does not appear to be overloaded, even at same principle as Hither Green, the peak traffic periods. In fact, this is one corresponding figure for the present area of the characteristics usually noticed by of control is estimated to be only 1,267 visitors to the signalbox at those times. push button movements. In making this Corresponding data was then obtained comparison, however, it should be noted at Hither Green, which, in addition to that the area controlled by Hither Green controlling through traffic on 2 up and 2 involves 26 track miles whereas the down lines, also controls traffic into and corresponding figure for Waterloo is only out of the Continental Goods Depot on 9½ track miles. the up side and the marshalling yard, At Waterloo, the signalmen have relat­ carriage sidings and diesel depot on the ively little telephone work to do, but at down side. The result is shown in Fig. 20. Hither Green it is considerable owing to Each route operated involves the de­ the shunting work, and the greater area pression of two buttons for setting up and of control. This factor has also been the 190 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

3575

3.500 3477 3472 :J47S 3410

E- EARLY TURN M-MIDD LE TURN 3.000 ,_ L- LATE TURN N- NORTH SIGNALMAN S- SOUT H SIGNALMAN

2.500 >- 24~5 "'w I­ ::, 2

2.000

1645

l500 ,_ I

1.000

900

BOO

700

000

500

I­ ,oo ~ I "' 300 ,oo

>OO

' o,~c,c,=+=t====+~=~~t---'~-=+~=~-r~~=--,-~=~-,N S N I S MON. TUES. WEO THURS. FRI. SAT. SUN,

Fig. 20 Hither Green. Routes operated by signalman in a typical week SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 191 subject of investigation at Hither Green. evenly over each shift since, when through At that signalbox, there are two tele­ traffic ceases at night, there is considerable phone concentrators, one for each signal­ shunting. man and two identical concentrators on This leads to the estimate that, on an the booking desk, one for each boy. Those average shift, the North and South on the panel are connected to signal post signalmen each deal respectively with telephones, shunters telephones and the about 80 telephone calls. like, whilst those on the booking desk are Taking everything into account, and connected to general circuits. bearing in mind that the signalmen are In a period of 18 days, the following kept fairly busy at Hither Green, the numbers of calls were recorded :- author concludes that the maximum work load for a signalman on a route setting Signalling Panel Signalling Panel panel is 900-1,000 routes per shift, de­ north south pending on the amount of telephone work. 2,650 2,218 Booking desk north Booking desk south Some aspects of standardisation 5,880 6,731 The writer is a firm believer in the benefits to be gained from standardisation. From observation, it may be assumed The main reason why so many installations that the signalmen do not themselves were brought into use in the period 1925- speak to the caller on more than one third 1940 was the severely practical standards of the calls received at the booking desk, which were adopted right from the start. but they do answer all the calls received on Many of these standards have been the signalling panel. It may also be discarded in the light of modem develop­ assumed that the calls are spread fairly ments, e.g. power lever frames for route

8.000

7.000 S.L,17

LAMPS 6,000 IN USE >=o

-4.000

l • 17 ' I• 16 J • 15 I I I . !4 I• 13 r. 12

'. 0 °/o O ·9 I I FILAMENT IS. FAILURESo. a O·' 0 ' o·' I 0 ' ,O· 3 O·, -, I BOTH FILAM NT5 DIS O·' l ' 0 1955 1956 1957 1956 19S9 1960 1961 1962

Fig. 21 SL.17 lamp failures 192 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION operating panels and miniature plug-in fl.cation scheme which shows an adequate relays for shelf mounted relays, but it is return is accepted, but if the signalling difficult to resist the comment that some scheme has to stand alone because it is standards which have been adopted do brought about by the need to renew, the little more than increase signalling costs. same demand for a return is still made. One example is the adoption of the The difficulty in showing a return lies independent double filament lamp which, in the fact that mechanical signalling is on the Southern, will replace the parallel much cheaper than power signalling. The burning filament SL.17 lamp which has difference between the like-for-like renewal been used since the earliest colourlight in the simplest form (which is supposed to signals were installed in 1926. This lamp exclude the standard betterments) and the now exists on over 900 track miles of cost of the project is rightly held by the continuous colourlight signalling, but, Accountants to be new capital for which admittedly, the beam candle-power of a high rate of interest is demanded. its auxiliary filament, burning alone, is not Bearing in mind the increased maintenance as good as the lamp which has been and renewal charges for the new install­ adopted, although it is nothing like so ation it needs little imagination to see that different as is popularly thought. The far from there being a return on the scheme aspect displayed by the SL.17 lamp may there may well be an annual debit. be safely assumed to be adequate after 36 Sometimes it is possible to dispense with years without complaint. The standard existing connections to such an extent that lamp is, in addition, required to have the maintenance and renewal charges proving circuits which will add some £50- saved by the Chief Civil Engineer will £70 to the cost of each signal. Fig. 21 result in an overall annual saving, but shows the failures of SL.17 lamps which such cases are rare, and, in the author's have occurred on the Southern Region in view, it is putting a premium on in­ recent years, and in this connection, it efficiency. should be remembered that in the case of both filaments failing, the side light will What is needed is a policy. At present, still be present. It should also be noted semaphore signalling is accepted without that independent double filament lamps question. All Operating Officers know the arc used for isolated colourlight signals, advantages to be gained from multiple­ such as distant and LB. section signals. aspect signalling, but it is not yet accepted Another example is the adoption of the as the right and proper replacement for 5-lamp junction indicator. The displayed outworn mechanical signalling. aspect is certainly better than the 3-lamp It seems to the author that the cost of type which the Southern has used for 26 signalling should be related to the amount years, again without complaint, but of traffic to be handled during the life of surely before a higher standard is adopted, the signalling. In a recent example it should be ascertained whether the worked out for a renewal scheme on the existing standard is inadequate. Southern Region it was found that if the The writer makes use of these two cost were considered to be borne by the examples to reinforce a plea that in such traffic passing through the installation cases, if the cheapest, satisfactory piece area during its working life of 25 years, the of equipment cannot be adopted as a operating cost in that a~ea would be standard, and other circumstances do reduced by 2.67d. per train mile, which not demand a change, it should continue seems to put an entirely different com­ to be acceptable where it is in use in plexion on the matter. quantity. In the present climate it is doubtful whether certain of our Southern schemes of the past would have been authorised. Justification of signalling schemes For example, the Central Section Scheme did not materialise to cope with increased At the present time in every Region the traffic, but to enable existing traffic to run management is insisting that a handsome better. It was a policy decision which has return must follow the investment of new never been regretted, but on the strictly capital. This means, for instance, that financial grounds which would apply to it signalling in connection with an electri- today, could not be justified. SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 193

•I:

Fig. 22 Continuous colourlight signalling on Southern Region as at 31.12.62. London Area M 194 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

Fig. 23 Continuous colourlight signalling on Southern Region as at 31.12.62 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 195

Obviously every line does not justify hauled stock with vacuum braking must be multiple-aspect signalling and it is not catered for in the signalling, as must unreasonable to relate it to the traffic unfitted and fully-fitted freight trains, just handled, coupled with increased safety like any other Region. But above all, and better train running. every train must be timetabled, or run in a spare path. Train Regulators in signal­ boxes are considered unnecessary Conclusion (although in one or two cases there are It is recognised that the character Yard Inspectors with a different function), of the traffic on the Southern Region and train supervision offices have only a differs from that of most others, but faintly similar function to the train control from a signalling point of view, the offices elsewhere. only difference is that the traffic is The Southern Region at the present generally much denser. time, is not far off being a profitable The proportions of the various types of concern. Further investment- would traffic differ from other Regions, but all increase traffic to make it so, and in this types have to be dealt with. Multiple-unit the signalling side would play its part. electric stock varies from 550 H.P. 2-car Finally, the Author would like to thank sets to 4,000 H.P. 14-car boat trains, with those members of his staff who have helped good acceleration and pneumatic and so willingly in the preparation of this electro-pneumatic braking. Locomotive- paper. 196 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

APPENDIX A

NUMBER OF PASSENGER TRAINS AND PASSENGERS DEALT WITH AT LONDON TERMINAL STATIONS ON AN AVERAGE DAY IN 1959

Number of Tracks Station Trains Passengers Up Down Per Day Per Day

South Eastern Division

Holborn ) Blackfriars 2 2 321 66,839 Elephant & Castle

Cannon Street 3 3 308 74,939

Charing Cross 2 2 686 121,947

Waterloo (Eastern) 2 2 - 26,017

London Bridge 1 5 6 857 197,216

Total 2,172 486,958

Central Division

Victoria 2 4 4 973 158,561

London Bridge See S.E. Division

South Western Division

Waterloo 4 4 1,267 186,346

Waterloo & City 1 1 358 42,118

Note 1 Number of trains refer to those terminating and starting from London Bridge. Number of passengers include those alighting and joining other trains. Note 2 :- Includes S.E. Division services, except Continental.

Gross totals per day 3 4412 trains, 831,865 passengers. Note 3 Excludes \Vaterloo & City.

Gross total of passengers arriving in heaviest hour-181,274 SIGNALLING DEVELOPl\.fENTS ON THE SOUTHERN REGION 197

APPENDIX B

CONTINUOUS COLOURLIGHT SIGNALLING INSTALLED 1925-1940

Track Power No. ol Date Line Miles Signal Lever (L) Boxes Routes (R) 3a 21st Mar. Holborn to 4 Holborn 86L 1926 Elephant & Castle Blackfriars Jct. IZ0L

27th June Charing Cross to g.3- Charing Cross IO0L 1926 Borough Market Jct. ' Borough Market Jct. 35L & Cannon St. Cannon St. (Old Box) 140L (new box 15.12.1957)

17th June London Bridge 15 London Bridge 3llL 1928

30th June St. Johns, Parks Bridge 14½ - 1929 & Branches

!st Dec. Spa Road to New Cross 16¼ North Kent East Jct. 83L 1929

5th June Coulsdon Nth. No. 2 to 54¥ - 1932 Balcombe Tnl.

12th June Haywards Heath 8 - 1932

6th Oct. Balcombe Tnl. to 29½ - 1932 to Clayton Cutting (excl. Haywards Heath

16th Oct. Preston Pk. to 12! Brighton 225L 1932 Brighton

8th July Sole St. to Rochester 7a4 - 1934 Ege. Jct.

16th Feb. Streatham Common to 412 - 1936 Thornton Heath

17th May Malden to 49½ Clapham Jct. 'A' 103L 1936 Vauxhall West London Jct. 59L

28th June Hampton Court Jen. !SJ; - 1936 to Malden 198 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION APPENDIX B-(cont'd.)

CONTINUOUS COLOURLIGHT SIGNALLING INSTALLED 1925-1940

Track Power No. of Date Line Miles Signal Lever (L) Boxes Routes (R)

18th Oct. Vauxhall to 9½ Waterloo 309L 1936 Waterloo

2nd May Coulsdon North 2¼ 1937 20th June Portsmouth Harbour I½ (new power signalbox - 1937 1.6.1946)

27th June Woking to Guildford 25¾ Woking 131L 1937 Stockheath Crsg. to 5¼ - Farlington Jct. 18th July Haslemere 4f - 1937

24th April Horsham 6 - 1938 1st May Havant 4½ - 1938

15th May Dorking North 5¾ - 1938

16th Oct. Battersea Park Jc. & s~4 Battersea Park Jct. 31L 1938 & Battersea Pier 'A'

4th June Victoria Central 7 Victoria Central 22SL 1939

25th June Victoria Eastern 6 Victoria Eastern 174L 1939 (existing G.R.S. Co.'s frame)

28th Jan. Richmond 4! - 1940

26th May Clapham Jc. 'E' to 5¼ Clapham Jct. 'E' 40L 1940 Point Pleasant Jc. (existing E.P. frame)

27th Oct. Waterloo and City 3¼ Bank 4R 1940 (panel with auto working facilities)

Total 338 SIGNALLING DEVELOP::\IENTS ON THE SOUTHERN REGION 199

APPENDIX C

CONTINUOUS COLOURLIGHT SIGNALLING INSTALLED 1945-1958

Power No. of Date Line Track Signal Lever (L) Miles Boxes Routes (R)

1st June New signalbox Portsmouth Harbour 47L 1946 (existing box destroyed by enemy action 10/11.1.41)

!Ith Aug. New Signalbox Blackfriars Jct. 119L 1946 (Existing signalbox destroyed by enemy action 19.4.41)

8th Oct. Bricklayers Arms Jct. to 26 Bricklayers Arms Jct. SSL 1950 Anerley New Cross Gate 71L Forest Hill 47L

5th Oct. Streatham Common to 9¾ - 1952 Selhurst Jct.

12th Oct. Pouparts Jct. to 31¾ Clapham Jct. 'B' 103L 1952 Streatham Common & Balham 43L Branches. Streatham Jct. 79L

21st Mar. Norwood Jct. 18¼ Norwood Jc. 107L 1954 Gloucester Rd. Jct. Gloucester Rd. Jct. 131L & Branches

8th May East Croydon to 25¼ East Croydon 103L 1955 Coulsdon North South Croydon 3!L Purley 71L

2nd June Frant to Wadhurst 10½ - 1957

15th Dec. New Signalbox Cannon Street 167L 1957 (existing box destroyed by fire 5.4.57) 22nd Mar. Keymer Crossing I½ Keymer Crossing* llR 1958 Total 122½

*Miniature panel in mechanical box 200 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION APPENDIX D

CONTINUOUS COLOURLIGHT SIGNALLING INSTALLED 1959-1962

Power No. of Date Line Track Signal Lever (L) Miles Boxes Routes (R)

8th Feb. Wandsworth Road to 5½ - 1959 Denmark Hill

22nd Feb. Point Pleasant Jct. 16! Barnes 46R 1959 to Richmond

8th Mar. Factory Jct. to 19½ Shepherds Lane 23L 1959 Herne Hill & Nunhead

22nd Mar. Nunhead to 5½ - 1959 Beckenham Hill

12th April West Dulwich to 12½ Beckenham Jct. 49R 1959 Beckenham Jct.

26th April Beechings Crossing 15 Rainham 23R 1959 to Newington

3rd May Graveney Crossing to 31½ 1959 Westgate-on-Sea

10th May F arningham Road to 27! Rochester 43R 1959 to Gillingham Farningham Road* 4R

24th May Western Jc. 38! Faversham 70R 1959 (Sittingbourne) to Sittingbourne 63R) Graveney Crsg. Field Stations:- ) Kemsley Halt SR) Swale Halt 4R) Queenborough 13R) Sheerness !SR) --- Total:- JOOR -- 31st May Beckenham Jct. to 59 Shortlands 52R 1959 Swanley & Bches. Chislehurst Jct. 87R

7th June Cuxton Road - - 1959 (re-signalling) 19th July Westgate-on-Sea 17¾ - 1959 to Ramsgate

* Miniature panel in mechanical box as total 100R relates to Sittingbourne and satelites only. SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 201 APPENDIX D-(cont'd.)

CONTINUOUS COLOURLIGHT SIGNALLING INSTALLED 1959-1962

Power No. of Date Line Track Signal Lever (L) Miles Boxes Routes (R) 18th Sept. Minster to Ramsgate 6¾ - 1960 17th Dec. Folkestone Harbour O¾ - 1961

4th Feb. Hither Green to 26 Hither Green 147R 1962 Elmstead Woods & Branches

18th Feb. Smeeth to 36½ Folkestone Jct. 123R 1962 Archcliffe Jct. & Branches

4th Mar. Orpington to 36¾ Orpington 57R 1962 Tonbridge 'A' Sevenoaks 62R & Branches

18th Mar. Tonbridge to 18¾ Tonbridge 143R 1962 Paddock Wood & (exclu. Paddock Wd. (total High Brooms & Headcorn) 190R)

25th Mar. Tunbridge Wells 6 - 1962 Ctl. Goods & Grove Jct.

1st April Paddock Wood & 321 Paddock Wood 1962 Branch to Hcadcorn (emerg. control) Tonbridge 43R Headcorn (when closed) Tonbridge 4R

8th April Maidstone East si4 Maidstone East 47L 1962

29th April Headcorn to 43¼ Ashford 271R 1962 \Vestenhanger (exclu. Headcorn) & Branches Headcorn (when closed) Ashford 4R --- Total: 275R

27th May Chislet Colliery 3½ - 1962

*Miniature panel in mechanica~ box 202 SIGNALLING DEVELOP:MENTS ON THE SOUTHERN REGION

APPENDIX D-(cont'd)

CONTINUOUS COLOUR LIGHT SIGNALLING INSTALLED 1959-1962

Line Power No. of Date Track Signal Lever (L) Miles Boxes Routes (R)

14th Oct. Streatham Jct. to 3½ Eastfields Road ZR 1962 Mitcham Jct. Crossing (plus barriers)

15th Dec. Denmark Hill 3½ - 1962 (abolition of box) Total 472¾

GRAND TOT AL 933¼ SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 203 APPENDIX E

KENT COAST ELECTRIFICATION

SIGNALLING COSTS AND DATA

CONTINUOUS COLOURLIGHT SIGNALLING AREA

Phase I Phase II Route miles 97 95 Track miles 230 212 Cost £4.3m. £4.4m. Cost per track mile £19,000 £20,750 Single rail track circuits 351 446 Double rail track circuits 579 515 Multiple-aspect signals 361 347 Shunt signals ... 279 233 Point Machines 275 447 Cost per running signal £12,000 £12,750 Planning commenced Mid 1956 Mid 1959 Tenders accepted May 1957 September 1960 All installations in service July 1959 April 1962 Like for like renewal cost £1.94m. Additional capital required £2.46m. Train miles in area (new service) 23,000 per day Net increased annual charges, including interest at 6% £193,000 Additional cost per train mile during life of 5.5d. installation

DISCUSSION

Mr .A. A.Cardani, opening the discussion, The author mentioned the additional said that this excellent Paper called for first cost of the tripole lamp---a little bit admiration for the achievements on the excessively perhaps-but it was modest in Southern Region, and not without a relation to the savings in routine lamp little envy from other quarters somewhat changing which the tripole lamp made less fortunate. He rose therefore to the possible. From figure 21 he took it that, defence of the tripole lamp which the ignoring partial failures, a 0.2 per cent author had questioned as an alternative total failure rate in something like 8,000 to the SL.17. lamps represented something like 16 total 204 SIGNALLING DEVELOPl\-IENTS ON THE SOUTHERN REGION failures a year. On the Western Region, As an old Southern man he should with approximately about one third of perhaps not be critical of that Region's that number of lamps in service, but which methods, and he was not prepared to be were of the tripole type, the number of highly critical, even if he could be, total failures which have been brought to because he was well aware of the various his notice over a period of three years had considerations which had governed the been only one. Not only that; they had policy in the past and which continued to not set up any routine changing, but some extent at present. Mr. Tyler did not allowed the lamps to run until the main indicate, as Mr. Cardani had mentioned, filament failed. They got a life several that his Region's practice involved lamp times better than the rated 1,000 hour. changing. He did not indicate disagree­ He was also very interested, and ment with the use of parallel filament thanked the author for the information lamps in the signals, but confined himself about the loading of the signalmen to pointing out the experience and results operating panels, and, in particular, the with the SL.17. He made a very good fairly large part that telephone work showing for it, and Mr. Knotts thought played. On the Western Region they had quite rightly so. He too would like the had occasions where it had been the author to enlarge on the question of lamp telephone load that had been the "straw changing periods and also to what extent that had broken the camel's back", and he considered that lamp changing was had made an additional man necessary to necessary. The merits of the S.Ll 7 versus operate the panel. He wondered if the the independent double filament lamp author had given any thought to mechan­ could be argned, but like many another ising some of the more standard or repeti­ question, it often became a matter of tive telephone messages to avoid verbal opinion as to what was best, and he exchanges? These could be very time­ suggested this might in part answer the consuming. point he made on page 192 where he Turning to the justification of signalling stated that before a higher standard was schemes, he felt he must challenge a adopted it should be ascertained whether paragraph where the author referred to the existing standard was inadequate. dispensing with existing connections, as Incidentally, could it be said that the putting a premium on inefficiency. He existing standard was in fact, universal did not think that was necessarily so. on British Railways? If Mr. Tyler agreed Surely the change from mechanical sema­ that the signal ahead should be proved phore signalling to power signalling, with to have been at red before the signal on the the greater fluidity it brought with it, can approach to it could display a "proceed" prompt connections to be given up. He aspect would he not agree that the was thinking more particularly of loops proving of the integrity of the filament was and side-tracking facilities, in which case very desirable? Perhaps this, too, could he thought they were a fair and proper be considered a matter of opinion, but he claim for the scheme. might feel strongly on the point. Another feature that perhaps the author In conclusion Mr. Knotts wished to might care to cover was the question of join with the author in his happy and quantifying the train delays which a appreciative reference to Mr. W. Challis, resignalling scheme could save. who did so much pioneer work in colour­ And finally, seeing that perhaps they light signalling. Also to congratulate him were in for a series of Arctic winters, he on the very useful new ideas on the work wondered if the author would support him load for signalmen in operating route in the claim that power signalling rendered setting systems. He thought all this was railway operations so much more immune very timely, and had in the past been from severe weather, that that in itself somewhat conjectural, rather than having could be a selling point, if not a point of been subjected to the objective analysis justification. he had now made. Perhaps the operating Mr. L. J. M. Knotts, considered that department had within the last few years Mr. Tyler's Paper was a valuable historical obtained a good deal of experience with document, quite apart from its extremely these new installations, and had learned to interesting technical, financial and opera­ judge the probable manning required; but tional content. the analysis which he had prepared would SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 205 be of great interest to them and provided time. Did experience show that it was a very useful yardstick. feasible to do any extensive pretesting of Mr. R.C. Hider, said he would like to ask the units; and if that was possible, did Mr. Tyler if he had invented or used any that produce the net result of a consider­ other checks on the work load that he able reduction in testing time on site? might put on the signalmen, other than Lastly, in the early part of the Paper, the number of push-botton operations. He Mr. Tyler had made reference to the was thinking from the observations of the change that had to be made by the diagram and other indications that he had Southern, by the employment of contrac­ made a rather interesting reference to the tors to carry out physical work. As he had number of telephone calls that had to be said, that was obviously a very great made. It occurred to him that per haps it wrench, but was unavoidable for the might be necessary to take account of reasons he quoted. features such as those in determining the He wondered whether the change from load that might be put on the signalman. the previous method, when only railway Mr. F. W. Young, in continuing the forces had been employed, in order to discussion said that in taking the reference achieve greater output, had produced any to justification and financial losses, one special problems either in recruitment or must agree with Mr. Tyler that the training of staff for the maintenance of the fundamental requirement was agreed mass of new signalling. If so, was it policy. necessary to take any special steps to meet He wondered if they ought not to devise this new problem. -and he thought it should not be beyond Mr. J. H. Currey said he was interested the wit of the signal engineers-a basic in the various references to the testing formula which would take into account the periods, and the period of possession. financial values of the reduction of delays, Referring to the 8 hours for the type of more efficient shunting, and greater scheme on the Southern he would like to efficiency in bad weather resultant upon ask whether the 8 hours was absolute new signalling; but having devised such a possession, with no trains running at all formula, which he thought they could except those required for the work in probably find acceptable to themselves, hand. To have no traffic at all was a great the great problem would then be to devise advantage, because of the very rigid means of persuading their colleagues to schedule. All work could be laid down accept it. beforehand, and should be very well On the purely practical aspect, he adhered to. It was worth spending a lot would like to raise two particular points. of money, which in the end was a very One was with regard to the P.C.P. small part of the cost of a major change­ corrugated steel cable. On the Southern over scheme but ensured that work went Region they now had very wide experience smoothly during the changeover period. with this type of cable, and where it was The traffic was known, of course, before­ used for track circuit connections it was hand from the timetable; but unfortun­ the practice to use a metal disconnection ately, on the day, it did not always run box, which was obviously fairly costly. to the timetable, and considerable difficul­ He wondered whether it had been thought ties could arise from that point of view. that the time had been reached when He would like to go back to the question perhaps the disconnection box could be of the SL.17 lamp. While he had no real dispensed with, and in lieu cut back the disagreement with the parallel filament steel armouring sufficiently far to permit lamp itself, he wa.c; very surprised that direct connection to the rails, taping it up Mr. Tyler should uphold so much the with one of the modern plastic tapes and SL. I 7, which he had always thought was protecting the conductor in the four foot one of the worst types of parallel filament with a plastic sleeve, thereby eliminating lamps ever devised. He was rather the obstruction and reducing the overall reserved on the light output of that second cost. He would welcome the experience of filament. In actual fact on the SL. I 7, the Southern Region on this point. while the second filament could get a little One other practical point: Mr. Tyler extra voltage, by the practice adopted of said that geographical circuitry was having a transformer with poor regulation employed at Paddock Wood for the first where it is run on A.C.-so that when the 206 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION

main filament burns out the voltage that Mr. Currey spoke about concerning rises-, that could not be done on a the changeover arrangements, and Mr. battery, and under the best conditions of Tyler's statement that changeovers had voltage that secondary filament was out of to be carried out completely within the focus and light output dropped to SO per period of 8 hours. Mr. Currey mentioned cent of the full output. Under the worst that a lot depended upon whether you had conditions indeed it might be down to possession or partial possession for traffic only 30 per cent. Could that really be movement during that time. He would considered a satisfactory signal for a like to assume that you had complete driver to come up against unexpectedly in possession, and that you would not have bad weather conditions. He would hesitate train movements at all. But there were to consider it a safe lamp to work on its many types of changeovers. A major auxillary filament. changeover involving an existing instal­ There was one point which was a little lation, such as Waterloo, would seem to noticeable in that graph which Mr. present many difficulties in the way of Tyler showed: the percentage rate of total completing the changeover and the testing failures of the lamp had been increasing involved with a period of 8 hours. It over the whole period. It was not only a would demand much detailed organisation question of the total failures increasing. and the setting up of firm principles, and The actual percentage failures of those in he wondered if Mr. Tyler could tell them use did show a continual increase. Did how he would achieve that result. the author think there was any particular Mr. E. G. Brentnall, said that in con­ reason for this. Did he blame the lamp gratulating Mr. Tyler on his Paper, he manufacturers? would be congratulating him still more on Mr. A. R. Brown said that Mr. Tyler had the success of the inauguration of Phase 1 left severely alone one aspect of the and Phase 2 schemes. They had been introduction of a new signalling scheme of magnificent efforts. a major nature, and perhaps he could In noting the times in which the two enlighten them a little on that. That aspect phases had been completed, he was forced was the maintenance, and its costs for a to the conclusion that the Traffic Depart­ scheme of such a nature. Could he tell ment seemed to make up its mind quicker them if the maintenance staff now was on some Regions than on others! Also, larger in numbers than before? Had the Mr. Tyler had been able to plan his number of technicians been increased, schemes without concerning himself as to and what was more important, did it cost any effects from A.C. traction. more to maintain that section than it did He did not propose to join in the argu­ prior to its installation? ments about the advantages of the tripole Mr. H. W. Hadaway said that Mr. lamp over the SL.17 lamp, except to say Tyler had given great emphasis to the that he agreed with everything all the subject of the signalman's work load, and people taking part in the discussion had from the e:x.:perience he had had in that said about the tripole lamps! matter, it was a subject that was worth Mr. Tyler had mentioned that he felt exploring; he was interested to know that some interest should be taken in the the Southern Region did devote so much financial arrangements of the advantages time to that particular point. 1'-fr. Tyler due to colour-light signalling, and Mr. had examined other systems both here and Brentnall agreed whole-heartedly with abroad; and knowing that systems existed him on that point. He considered that where a route operation was made by one they should compare not only the running push-button movement he wondered why of trains, but the saving in staff and he had used a system which required three particularly the effect which they had push-button movements for each route experienced on the L.M. Region when operation. He would be interested if Mr. signalmen failed to turn up for duty. Tyler would explain the factors which had On the L.M. Region they made an led him to the conclusion that this was the attempt recently, on a small scale, to try best method, when obviously there was so and assess what savings did accrue on a much desire to cut down the work of the section of line of 15 route miles between signalman. Crewe and Liverpool which includes The second point follows up the matter territory covered by a relatively small SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION 207

route relay power signalbox at Weaver seemed to him that if the signals could not Junction. Detailed examination had been be used to stop the train, then he could not made of box-to-box running for one see how they could add any contribution summer and winter week in 1960 prior to to closer headway. It seemed to him that modernisation, and for the same weeks in it was a long section working, with two 1961 after completion of modernisation. signals repeating each other. In addition to the signalling remodelling Mr. L. W, H. Lowther said that with the track had been improved by the instal­ reference to the figures which Mr. Tyler lation of fast-running junctions at Weaver had given in appendix E, it appeared Junction to allow for greater speeds that there had been an increase in annual through them. charges of £193,000, which included The results were rather startling. There interest at 6 per cent. That interest was were approximately 6,000 trains of all presumably charged on the £2.46 m. of types, and of these improved running had additional capital, and thus amounted to occurred to 977 of them with saving in £147,600, leaving a net figure of £45,000. train hours of 198. Two loops were con­ Did that last figure cover only the ad­ cerned in the section under review, and ditional cost of labour and material reduced standing time in these concerned debited to the Signal Department, or 156 trains and 76 train hours. This did it include any contribution to the improved working over 15 route miles is renewal fund. equivalent to 7,124 train hours per annum, Mr.J. F. H. Tyler replied that he should or 475 train hours per route mile per have said earlier that there were two annum. corrections to be made to the Paper. On He appreciated that if a train got to its page 192 the figure of 0.19d. should really destination earlier, it might stand there have been 2.67d. and in appendix E, for a longer time; but in the aggregate, 0.22d. should have been 5.Sd. He didn't with a large number of trains, surely it think it made much difference. would be possible to save locomotive time. Mr. R, J. Post said that he would like It should be borne in mind that the to put a very small question. Figure 22 percentage saving reduction in time for showed Twickenham and St. Margarets as trains put in to the loops was 54 per cent, having colourlight signalling. He had with a reduction of the time in the loop looked out of the train window that per train of 37 per cent. These were sub­ morning and had seen the semaphores stantial figures, and he felt they should be going up and down. Was there to be an considered in estimating the financial extension of colourlights into this area. results. Mr. N. S. Hurford had noticed from the He did not agree with Mr. Tyler, as Mr. Paper that the Southern Region had Cardani had already pointed out, that adopted a steel all-welded structure for cutting out of junctions was not worth­ their signal bridges. He recalled an while, bearing in mind that the cost of a extensive use of reinforced concrete on the double junction was of the order of Central Section. Did that indicate that the £30,000, and that of a loop £20,000. reinforced concrete had been found to Mr, R, Dell said he would like to add his give trouble in practice, or had it been tribute to the very great development found to be dearer? which had been made by the Southern Mr. J. F. H. Tyler, replying to the dis­ Region in signalling. Their problem was cussion referred first of all, to the com­ very similar to those which they had on ments of Mr. Cardani about the SL.17 London Transport, and they had always lamp. He would say that he entirely tended to look upon the Southern very agreed that the independent double much as contemporaries in signalling filament 12-volt 16/24-watt lamp was a development. So far as practically all the better lamp than the SL. I 7. He was not items in the Paper were concerned he denying that; but if one worked on the found himself entirely in agreement with Southern, and somebody said that the Mr. Tyler, in fact even so far as to say that lamp they had been using for 30 years was he liked his SL.17 lamp. no good, it would soon be thought they There was only one question he would were not on the right lines. The SL.17 like to ask. He did not understand the lamp had given extremely good service. working of the signals in the tunnels. It They did not use it in cases of isolated 208 SIGNALLING DEVELOPMENTS ON THE SOUTHER~ REGION colourlight signals. With regular spacing, the train delays, and the money which quite a different outlook could be given to could be put down as a saving for multi­ the use of a lamp which has an auxiliary aspect signalling, was very largely in filament, which was not quite as good as freight work, and he did not think they the 16/24-watt lamp. It may well be that had quite the same problem to deal with the auxiliary filament could do with an on the Southern as there were on other extra boost when the main filament burnt Regions. But there was an interesting out. They had not had complaints from thought on that question of train delays drivers. which arose from considering an interval The SL 17 lamp was rated at 1,000 service. Assuming there was a 10-minute hours. They put new lamps in the red and service, and then assume that somewhere the yellow aspects and left them there for along the line one of those trains was 4,000 hours. They then took them out running 10 minutes late: by the nature of and put them in the green aspect for the thing, trains would sort themselves out, another 4,000 hours, so he did not think and by the end of the day every train they lost a great deal of life by regular would be running 10 minutes late. From changing rather than leaving them, as the point of view of the customer, this did Mr. Cardani had said, until the main not matter, for he did not know whether he filament burnt out. After all, they were was catching the train ahead, or the one getting nearly 8,000 hours out of these which should have arrived at the par­ lamps, although the rated life was only ticular time. Therefore he felt that to 1,000 hours. quantify such a saving in delay would be a He agreed that the graph on figure 21 little difficult. They did not put down did show an increase. He was afraid he much in the way of train delays. They had must admit that. He was sorry he had to tried very hard to put something down to put that graph in. He had to show a period train delays, but it was not easy at all. where they had had a bad patch of lamps. The traffic people had been trying to help Regarding the loading of the signalman them. with telephone work, this Mr. Tyler said On the question of arctic winters, he was surprisingly high; but on the other did not really know what he could say as hand it did not take a great deal of time. far as signalling was concerned. There The signalman said "O.K. Bill" and put was a tremendous saving on power signal­ the receiver down. Now that was not a ling, but how could one assess the weather! telephone conversation in the usual sense. He felt that the accountants would not He thought also that there was something accept an estimate of the money which in what Mr. Cardani suggested that would have been saved if power signalling representative messages could be easily had existed throughout the country during turned into an indication put up in front the last few weeks. of the panel. Whether the work load of the In reply to Mr. Knotts, he had already signalman would be altered greatly as a mentioned the question of lamp changing. result he could not say. The time was It worked very well. That practice had probably less, and it was better because gone on for many years and usually they there was a permanent record. There was had very few failures. Mr. Knotts had no room for any misunderstanding. asked whether proving was desirable. On the question of permanent way \Vell, the new standard demanded proving. connections, he did not think it was always It demanded an indication to the signalbox fair to say that all the connections that that an auxiliary filament had failed, not could be done away with were eliminated just a filament, but one which lay in a as a result of mu1ti-aspect signalling. certain direction. It demanded lamp Sometimes many could have been got rid proving to put each signal to danger in the of under mechanical signalling. There event of the signal ahead being out. were also those that could not be dis­ Obviously this cost money. pensed with without power signalling; but Mr. Hider had asked about other aspects he did not think it was fair to claim the lot. of the work load of the signalman-the On the question of quantifying train observation of the diagram and so on. delays, he thought they were fortunate on What they had done was to say that they the Southern. They did not meet the wanted the diagram as small as they problem as much as other regions. Most of could possibly have it. They did not want SIGNALLI!'-JG DEVELOPJIENTS ON THE SOUTHERN REGION 209 it ridiculously small, but they did want it As far as the training of staff was con­ so that within an angle of about 120° from cerned, they did of course lose an awful the eye, the signalman had that part of the lot when they gave up carrying out their diagram from which he had to carry out own installations. his share of work. It did seem to him that In reply to Mr. Currey, the 8-hour the less the movement of the head the possession on the Kent coast lines, was easier it was for the signalman. If he had (with the co-operation of their friends on to be continually moving his head up and the operating side) an absolute possession. down, an indication might pass unnoticed. Even if there was some traffic they would The time taken to observe panel indica­ attempt an 8-hour changeover. Never­ tions was not taken into account in asses­ theless there obviously cannot be much sing the signalman's work load, as it ,vas traffic, as there is not all that much time. no more than a second or so. They thought He had never seen so much preparation that with the operation of the push­ for changeovers elsewhere as was done on buttons being such a large part of the the Southern. Nothing was left to chance. signalman's load that they could ignore it. Mr. Brown mentioned the question of To get the information they put counters maintenance. The signalling previously in the relay room and meters on the was plain simple signalling, ,vith not a telephone equipment, and the technicians particularly short headway, and simple made regular notes of what the readings block working, with a few odd track were. They did do that for all the signal­ circuits. The number of maintenance boxes, and they had one or two interesting men had obviously gone up. One cannot results, particularly in the division of have it otherwise. They must have more work behveen signalmen where they staff with more equipment to maintain, found, in one or two cases, that the load and therefore it cost more. was by no means equal. Mr. Hadaway mentioned the signal­ In reply to Mr. Young he quite agreed man's work load and the three push­ that it would be a good thing if they could button movements. The three push­ find some basic formula and persuade the button movements could very easily be accountant to accept it-something that reduced to two because they were now would assist them in these schemes, and inclined to think that the passage of the would enable them to quantify the ad­ train should cancel the route. The press­ vantages of colourlight signalling. It press idea arrived purely and simply from would be of the greatest help. the use of the entrance-exit principle. The interesting thing was this: if you One had got the minimum number of consider a station-say a two-box mechan­ buttons on the panel. ical layout with perhaps two junctions at Mr. Brentnall had made some kind one end and one at the other, and estimate remarks, and he noted particularly the for a power box to embrace the two figures he quoted in regard to the saving existing signalboxes, their experience had in train delays; but unfortunately, they shown that a return of 5 or 7 per cent was did not seem to be able to take advantage common. Extend the scheme to the of that on the same scale as other people. branches, and get rid of a few signal One reason is that freight trains are time­ boxes, and the return increases to about tabled. 16 per cent. He was glad to hear Mr. Dell say he Regarding P.C.P. corrugated steel pro­ liked the SL.17 lamp. As regards the tected cable, the disconnection box was tunnel signalling, imagine a signal at the not much of an obstruction. He could not entrance to the tunnel, a signal in the see any objection to Mr. Young's suggestion tunnel and a signal on the outside of the to cut back the corrugated sheath and put tunnel at the leaving end: the entrance end core straight on to the rails; but the signal was controlled not only by the disconnection box has the great advantage track circuit immediately ahead, but also that one could disconnect without dis­ by the track circuit between the tunnel turbing the rail connection. signal and the one outside, or if that At Paddock Wood the relay sets were particular track circuit is occupied, by the tested with an automatic tester and the signal ahead of the tunnel being off. In testing did not take long. All testing was other words it was assumed that a train done before the changeover. between the tunnel signal and the signal N 210 SIGNALLING DEVELOPMENTS ON THE SOUTHERN REGION outside would proceed clear of the tunnel not yet completed. if the latter was off. This arrangement did The reinforced concrete structure re­ not affect the double yellow or green ferred to by Mr. Hurford was extremely headway, but did prevent a train entering heavy. There were quite a number of the tunnel and stopping at the tunnel them about. They were very difficult signal. things to handle, because they had to be Mr. Lowther had mentioned the figure transported specially. The welded struc­ of £193,000. The increased annual charges ture was very much lighter and simpler. would be the additional maintenance The President Mr. R. A. Green, in costs due to additional time and material winding up the discussion said that it was spent on maintenance. The renewal his pleasure to propose a vote of thanks charges for the signalling formed a sort of to Mr. Tyler. Undoubtedly the Southern sinking fund which would enable the Region was unique in many respects. installation to be replaced at the end of its He would think that not the least of the working life. There was also the interest problems was that of doing every change­ on the new capital which had to be raised over in the night of 8 hours. He could only in order to do the job. Broadly speaking think that the signature tune was "Never schemes were financed in this way. The on Sundays". He had made up his mind renewal would cost, on a like-for-like to keep off the SL.17 lamp. They had had basis, so much. It would cost so much radical changes before. For instance they more to be able to produce the scheme that had changed over the lower quadrant was wanted. The difference between these semaphores to upper quandrant. Perhaps two figures was the new capital which has it would be a case of v+SL.17. to be raised. The President concluded by proposing a New signalling shown at Twickenham very hearty vote of thanks to Mr. Tyler, and St. Margarets is a slip. The work was which was carried with acclamation.