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Early signalling on the Furness Railway On early ways railways trains were worked on the 'time interval' System. Signals in the very early days of the railways generally were given by flags, lanterns and hand and arm signals. 'Policemen' stationed at intervals alongside the railway track were responsible for the safety of trains by signalling the time which had elapsed since the proceeding train had passed his position. For this reason signalmen were often referred to by railwaymen as 'Bobbies'. As train speeds increased, the frequency of trains increased and track layouts became more complex, it was found that a man with a flag or lantern standing at track level could not be seen in time by the driver of an approaching train and means were sought to improve signalling by erecting rotatable masts with shaped boards. Although the boards were not all disc-shaped (actual shape varied according to the railway company), 'disc' is just a group description to distinguish them from semaphore signals which came later. Fixed signals were first used at junctions as they were more dangerous places than stations and open track. The Liverpool and Manchester Railway installed rotating 'disc' signals within four years of its opening and on the LSWR disc signals were introduced in 1840. They consisted of three boards painted with a chequered pattern of red and white, erected on posts 12 foot high to protect approaching trains. If the boards could be seen by drivers, then they had to be prepared to stop, and if the boards could not be seen (i.e. were edge on), they the line ahead of then was assumed to be clear. Another type signal consisted of a circular board and at a junction if the points were set for the main line or route, then the full face of the board was displayed, supplemented at nigh by a red light. If the board was on edge or showing a white light points were set for the secondary line or route. On the Edinburgh and Glasgow Railway, two-position boards and coloured flags were used. Brunels GWR had an individ One alternative type of signal tried in 1840, but not perpetuated in Britain, was a ball hoisted on to the top of a mast to indicate when the line was clear. This type of signal was used for many years in North America, and as a result of its use came the expression 'highball' to indicated proceed. At junctions and terminal stations the two indications possible using rotating boards was appropriate for the operating practices at such locations, but on stretches of line operated on the 'time interval' system, three indications were required. Most railways adopted this system by the end of the 1830's, and in January 1841 at a meeting of a number of companies, it was agreed that the colours used by the L&MR to indicate 'danger' (red), 'caution' (green) and 'all clear' (white) should become the standard. Control by a lever at a distance did not come into use for some years. It is said that a policeman at Watford on the London & Birmingham Railway in 1846 devised the first system of operating a signal at a distance. He used a weight on the signal and a wire running to his hut. The discs on rotatable posts were gradually superseded by the semaphore signal which became a distinctive feature on Britain's railways. The first semaphore signal, either derived from the signal arms used by ships of the Royal Navy or the Chappe Land relay chain was installed by C. H. Gregory on the London and Croydon in 1841. At first the signals could be set to three different positions : the arm horizontal to indicate 'stop'; at 45 degrees to indicate 'caution' and vertical, concealed in the slotted post to indicate 'all clear' Although these indications or aspects, replicated the displaced policeman's arm signals, there was little standardisation between railway companies, nor was there any need for it in the early years. Early semaphore signals on double track it was usual to place the arms controlling both lines into the same slot in the post, and in this double-armed form, the fixed distant semaphore signal quickly became a standard instillation at passenger stations, contractors such as Stevens & Son of Suothwark were able to supply and install them. In the book, Signalling In The Age Of Steam by Michael A. Vanns first published by Ian Allen.1995 ISBN 0 7 1 10 2350 6. a drawing which was lithographed by John Cook Bourne in the 1840's is reproduced showing a double-armed station semaphore signal at Tunbridge Wells. Cumbrian Railway Association Photograph Tay054 shows the east end advanced starting signal at Arnside on the Arnside - Hincaster branch in 1930, obviously converted to upper quadrant by the LMS. The lattice post signal is clearly fitted with the cruciform ball & spike final fitted to Stevens & Son products. Interestingly wooden post signals feature of an photo taken at Heversham Station taken Furness Railway days (probably to FR. own design ?). Before the introduction of the iron lattice post semaphore signals, Stevens & Son, manufactured an original patent semaphore signal with wooden post. In the book "The pictorial Story of Railways" edited by E. L. Cornwell, published by Hanlyn in 1972, 1973 and 1974. ISBN 0 600 33972 6 on page 39 there is a reproduction of an undated Stevens & Son advert, I think held by the National Railway Museum, York. The Advert States :- "Stevens & Son, Darlington Works, 16 to 19 & 178, South ward Bridge Road, London SE. Patent -- Iron Semaphore Railway Signals -- For Stations and Junctions, &c&c -- Approved By Eminent Engineers As The Most Effective, Durable & Economical Railway Signals In Use -- These Signals are fitted to use Brydone's Patent candle lamps, oil or gas lamps and also fitted with chains and pulleys for elevating the lamps in lieu of ladders - compensating pull over levers for working the auxiliary signals with certainty at a distance of one mile if required - iron stumps and improved guide pulleys for strand or solid wire - levers and apparatus for working the points, signal arms and lights at junctions simultaneously - improved bell signals to be worked from any required distance under a mile &c STEVENS & Son continue to manufacture their original patent signals with wood posts and to supply the iron work and lamps only. For continental and other orders. Platform and station lamps and lighting and signalling on railways - Engine. Guards. Porters and other hand or carriage signal lamps of every description". There is drawing of a Furness Railway wooden post lower quadrant signal (19 foot post) in the February 1962 Railway Modeller. The posts of Semaphore signals were usually of a standard height however where sighting was a problem a taller none standard height post would have been used. Some signals which had a very tall post had a second co-acting arm placed near the bottom of the post so that train drivers could see the aspect when close by the signal. Robert Heywood. The above article first appeared on the Cumbrian Railway Association internet discussion group and is reproduced here by kind permission of the Cumbrian Railway Association, and Robert Heywood, the author. [ Top ] [ Home
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