Signalling at SaltwoodFrom the outset, the Saltwood Miniature Railway was well signalled. This may be deemed superfluous, as the railway was almost exclusively "one train in service" throughout its history. On the rare occasions of two locomotives being in steam, it was generally in order to provide a double-headed train service. However, the provision of accurate miniature signals was part of the Schwabs' attention to detail.
Not surprisingly, all SMR signals were two-position, lower quadrant, British standard semaphores, just as on Alex Schwab's beloved Great Western Railway (GWR). The image to the left shows actual SMR signal arms, and is taken from a very old and faded black and white photograph from the 1930s. Miniature signals operated across the line, and the section below attempts to provide a very basic summary overview. |
1. Saltwood Station Starter. The original starter signal was placed to the left of the main running line, at the starting end of the platform. Two signal masts rose from a simple gantry on a single pole. The taller left mast bore two signal arms (stop signal over caution signal) and the shorter right mast bore a single stop signal. The left pair, when cleared, indicated authority to proceed on the main running line. The right hand signal, when cleared, indicated authority to proceed on the spur line leading into the rear entrance of the locomotive shed. In about 1930 this installation was relocated to the right side of the main running line. It seems likely that this installation was largely cosmetic. However, after approximately one year (in about 1931) the signal was replaced with a main pole for the mainline signals, and an off-centre gantry for the secondary mast, and this new installation was interlocked with the points at this location. A key was required to operate the interlocked installation. Turning the key would change the direction of the points, and simultaneously alter which signal arm indicated clear, and which indicated danger. This installation remained in place and fully operational until the line closed in 1987, although the distant signal on the left mast was broken (deliberately or accidentally) around the time of the war, with the spectacle remaining in place, but the signal arm lost; the spectacle was also removed at an unknown date, known to have been between 1960 and 1984. Apart from removing the option of displaying a mainline "caution", this had no effect on the installation's capabilities.
2. Depot Stop Signal. The next signal was a stop signal mounted on a single pole and located at the junction of the main running line and the trailing points from the depot. The signal was interlocked with the points and showed clear when the running line was open, and danger when the trailing points were operated to permit entrance/exit to/from the depot. Thus a mainline train could not pass the points in the "wrong" position. This signal was removed at an unknown date before World War Two, although the junction remained operational.
3. Fixed Level Crossing Signal. When the new Tanners Croft was built in the 1970s, and the lake filled in, a level crossing had to be constructed on the site of the old girder bridge. When the railway reopened in 1974 this level crossing was protected by a permanently fixed distant signal in the "caution" position. This operated in conjunction with a physical barrier to stop road traffic on the driveway. This signal remained in situ until closure.
4. Tanners Croft Halt. The little station at the original family home was originally equipped with a two-mast, single-post, signal. This may be viewed in photographs dated earlier than 1928. The design is identical to the simple signals used at Sheffield, and was probably brought from there in the relocation. It seems probable that this signal was never fully installed, as photographs seem to suggest that the signal arms were never fitted. At a very early date the original wooden platform was replaced with a concrete platform, and the partially installed signal seems to have disappeared at the same stage. As this station was unmanned, the operation of the signal would have been very awkward, if not impossible.
5. Saltwood Station Approach. Having travelled full circle, trains emerged from the tunnel and approached Saltwood Station again. Here, from a very early date (and possibly from original construction) a freight/engineers siding was located, with trailing points onto the mainline just before the station platform commenced. Originally a single-post signal was installed to the right of the main running line, mounted with two signal arms (a stop and a distant) to form the station Home signal (the lower arm permitted an indication of "caution", alongside the "clear" and "danger" aspects of the upper arm). This signal was in this location as late as 1929, but at some stage before the mid-1930s the signal was relocated to the left side of the running line, and a Shunt signal (full semaphore, mounted on a post, with a stop-style arm surmounted with a white ring) was installed for starting trains out of the siding. The Home signal and the Shunt signal were interlocked with the points, so as to operate concurrently with each other, and a key was required for their operation. The Home signal remained in situ until closure. The Shunt signal was removed during the 1980s (prior to closure) as the freight/engineers siding had become redundant.
The modern era. For a brief while, during the late 1970s, electric colour light signalling was used at Saltwood Station. The installation was designed and operated by a local (and somewhat eccentric) inventor, Jack Hellberg, and consisted of a single-aspect solid white light, with a revolving red/green lens. Although short-lived, it was perhaps ahead of its time, pointing forward to the modern day single-aspect variable-colour signals in use on "the big railway".
2. Depot Stop Signal. The next signal was a stop signal mounted on a single pole and located at the junction of the main running line and the trailing points from the depot. The signal was interlocked with the points and showed clear when the running line was open, and danger when the trailing points were operated to permit entrance/exit to/from the depot. Thus a mainline train could not pass the points in the "wrong" position. This signal was removed at an unknown date before World War Two, although the junction remained operational.
3. Fixed Level Crossing Signal. When the new Tanners Croft was built in the 1970s, and the lake filled in, a level crossing had to be constructed on the site of the old girder bridge. When the railway reopened in 1974 this level crossing was protected by a permanently fixed distant signal in the "caution" position. This operated in conjunction with a physical barrier to stop road traffic on the driveway. This signal remained in situ until closure.
4. Tanners Croft Halt. The little station at the original family home was originally equipped with a two-mast, single-post, signal. This may be viewed in photographs dated earlier than 1928. The design is identical to the simple signals used at Sheffield, and was probably brought from there in the relocation. It seems probable that this signal was never fully installed, as photographs seem to suggest that the signal arms were never fitted. At a very early date the original wooden platform was replaced with a concrete platform, and the partially installed signal seems to have disappeared at the same stage. As this station was unmanned, the operation of the signal would have been very awkward, if not impossible.
5. Saltwood Station Approach. Having travelled full circle, trains emerged from the tunnel and approached Saltwood Station again. Here, from a very early date (and possibly from original construction) a freight/engineers siding was located, with trailing points onto the mainline just before the station platform commenced. Originally a single-post signal was installed to the right of the main running line, mounted with two signal arms (a stop and a distant) to form the station Home signal (the lower arm permitted an indication of "caution", alongside the "clear" and "danger" aspects of the upper arm). This signal was in this location as late as 1929, but at some stage before the mid-1930s the signal was relocated to the left side of the running line, and a Shunt signal (full semaphore, mounted on a post, with a stop-style arm surmounted with a white ring) was installed for starting trains out of the siding. The Home signal and the Shunt signal were interlocked with the points, so as to operate concurrently with each other, and a key was required for their operation. The Home signal remained in situ until closure. The Shunt signal was removed during the 1980s (prior to closure) as the freight/engineers siding had become redundant.
The modern era. For a brief while, during the late 1970s, electric colour light signalling was used at Saltwood Station. The installation was designed and operated by a local (and somewhat eccentric) inventor, Jack Hellberg, and consisted of a single-aspect solid white light, with a revolving red/green lens. Although short-lived, it was perhaps ahead of its time, pointing forward to the modern day single-aspect variable-colour signals in use on "the big railway".