Sutton Colliery Junction Signal Box Track Diagram

I first visited this box on 12 April 1966. I visited 5 boxes that day, see my "boxes visited" log.

www.flickr.com/photos/192151030@N08/51602593738/in/album-...

 

I'd first of all like to record my thanks to seven people who have greatly assisted me in gathering all the various pieces of information and images - Owen Llewellyn, Peter Churchman, Diminsdale Freight, ex-Guard and Tibshelf Cabin Chargeman Dave Timms, Alan Smith, David Amos and Reg Instone. For a small box there is certainly some history!!

 

The text description for this particular box has a lot of clickable links associated which I accept may prove to be a bit unwieldly to navigate. I decided, therefore, to include a version initially produced on Word, then converted to PDF then JPEG. It means that you can start at the beginning and just scroll through as a Storyboard, JPEG by JPEG. To start the Storyboard version click here www.flickr.com/photos/192151030@N08/52704585061/in/album-...

 

Some dates etc:

1 October 1876 - A box was already in existence - named "Skegby Junction" (This was because Sutton Colliery was originally known as Skegby Colliery).

 

28 March 1926 - This replacement box opened - still named "Skegby Junction". 4.5" tappet frame. A photo can be seen here www.flickr.com/photos/192151030@N08/52520750346/in/album-...

There's a 1927 sketch plan of the new box soon after opening, here www.flickr.com/photos/192151030@N08/52474474208/in/album-...

 

The method of working the single line east from Skegby Jn signal box was by Electric Tablet which had replaced Train Staff & Ticket working on 8 December 1889. The sections were: Skegby Jn - Butcherwood Colliery Sidings - Pleasley Colliery West Jn. It was then double track to Pleasley Colliery East Jn and then Electric Tablet again from there to Pleasley Station (loop) and to Pleasley Jn at Mansfield Woodhouse. A photo of a MR drawing showing the Tablet Block Sections is here www.flickr.com/photos/192151030@N08/52698406078/in/album-...

Pleasley Station box and its loop closed on 13 December 1925.

 

So, for the period from 8 December 1889 to 8 May 1934 the Tablet signalling arrangements for Skegby Junction remained the same.

 

However, on 8 May 1934, Butcherwood Colliery Sidings box closed and was replaced by a Ground Frame. A "shut inside" facility was required at Butcherwood Colliery Sidings so as to make the single line available to other trains whilst shunting was taking place within the sidings or to Butcherwood (Teversal) or Silverhill collieries. Unfortunately, the Tablet system could only have two machines connected but a "workaround", used often on the rail network to resolve this problem, was employed at the Butcherwood Colliery Sidings Ground Frame. This was a parallel auxiliary Tablet system between Butcherwood Colliery Sidings Ground Frame and Skegby Jn. A similar system was installed at Bolsover and examples of the auxiliary Tablet instruments can be seen in this photograph of that box www.flickr.com/photos/192151030@N08/52697914051/in/album-...

In the LMS Midland Division Sectional Appendix dated March 1937 ufn there is mention of this in the Local Instructions, page 177. For Teversall - Butcherwood Sidings it says " A special token machine instrument is provided at the ground frame........" I have included a copy of that page here www.flickr.com/photos/192151030@N08/52698333080/in/album-...

 

This is how it is believed to have worked:

 

The points on any Ground Frame have to be always set for the "Main" line, in this case Tibshelf South Junction to Pleasley Junction is the Main Line.

 

There is no electrical connection between the 2 Tablet systems in the parallel workaround for shutting inside.

 

With no trains about there would be a set of Tablets, a number would be held in the Pleasley Colliery West Jn (PCWJ) instrument and, a similar number in the main machine at Skegby Jn (SJ). There would also be 1 Tablet locked in the Butcherwood Colliery Sidings Ground Frame (BCS GF) auxiliary machine inside SJ box.

 

To allow train movements along the line you can only remove one Tablet at any one time which has to be from the main machines at either SJ or PCWJ.

 

So, a train from SJ to Butcherwood would be issued with a Tablet from the main machine, arrive at Butcherwood, unlock GF, drive train inside, relock GF, guard then placed the Tablet in the "Special" instrument at Butcherwood. This releases the 1 Tablet in the special instrument at SJ, which signalman withdraws (locking Tablet in at Butcherwood) and immediately places into the main Tablet machine which returns system to normal to allow Main Line movements again (but passenger trains prohibited by rule - which I assume is most likely to do with gradients and risk of runaways at Butcherwood landing foul of the Main Line despite trap points).

 

When the train wants to leave Butcherwood - reverse the operation, Tablet out of Main at SJ, into Special, allows Tablet withdrawal at Butcherwood, unlock GF... etc .. surrender Tablet on arrival back at SJ, Tablet into Main machine all normal again.

 

Both Pleasley Colliery West Jn and East Jn boxes closed on 22 October 1939, these were replaced by a new Pleasley Colliery East covered Ground Frame which was a no Signalman Token Station to break the section between Skegby Jn and Pleasley Jn. Electric Tablet working was replaced by Key Token working using Railway Signalling Co (RSCo) machines as these closures occured, Configuration "B" from Skegby Jn to Pleasley East GF and Configuration "A" from Pleasley East GF to Pleasley Jn. (These token sections and configurations are shown on the scheme plan for closure of the line between Pleasley East and Pleasley Jn 2 March 1964).

 

A "Special" RSCo instrument was provided at BCS GF, along with one at Pleasley East GF. Both of these were top loading machines and, up to now, I haven't been able to find a photo of that type of special machine - has anyone out there got a photo? The nearest I can offer is a sketch kindly supplied by Diminsdale Freight which he produced from his personal memories and confirmed by Dave Timms. The sketch can be seen here www.flickr.com/photos/192151030@N08/52634738890/in/album-...

The method of operation was the same as when Tablets were used. In the BR, London Midland Region, Midland Lines Sectional Appendix dated 1st October 1960 there is again mention of the special token machine in the Local Instructions, page 354. For Butcherwood Sidings it says " A special token instrument is provided at the ground frame........" I have included a copy of that page here www.flickr.com/photos/192151030@N08/52593644905/in/album-...

 

27 April 1963 - Box renamed "Sutton Colliery Junction" (one might say a bit late in the day) to avoid confusion with its namesake on the nearby GNR line! A photo of a "B" configuration token stamped "Pleasley East - Sutton Colliery Jct is here www.flickr.com/photos/192151030@N08/52528703851/in/album-...

 

2 March 1964 - The through route to Mansfield between Pleasley East GF and Pleasley Jn was closed.

 

Here's a sketch showing the 1965 layout Sutton Colliery Junction to Sutton Colliery and Pleasley. Note that the Key Token section at Pleasley East actually ended just before the East GF which meant shunting across the layout could safely take place after the Key Token had been placed back into the Key Token machine www.flickr.com/photos/192151030@N08/52715819822/in/album-...

 

5 May 1968 - The Weekly Operating Notice (WON) Saturday 4 May to Friday 10 May 1968 details the work carried out to shut the Teversal Colliery branch from the former GN line. The WON can be seen starting here www.flickr.com/photos/192151030@N08/52474081246/in/album-...

To summarise:

From 5 May 1968 Teversall and Silverhill collieries became single side served from Butcherwood GF on this, the former Midland Railway line. The single lines to each colliery became sidings and the Butcherwood Key Token machine was changed to be one capable of taking more than one Key Token. It is believed that this was achieved by swopping the machines between Pleasley East GF and Butcherwood Sidings GF.

 

The key to release the 1 lever GF for access to Silverhill Colliery was kept in the custody of the Shunter at Butcherwood. A photo of that key is here: www.flickr.com/photos/192151030@N08/52521297838/in/album-...

 

To help you understand the various arrangements between 8 Dec 1889 and 24 Aug 1969 (when Sutton Colliery Jn box was destroyed by fire) I have produced two time plans, these can be seen here:

1) From 8 Dec 1889 to before 22 Oct 1939 www.flickr.com/photos/192151030@N08/52702330553/in/album-...

2) After 22 Oct 1939 to 24 Aug 1969 www.flickr.com/photos/192151030@N08/52698174564/in/album-...

 

Sunday 24 August 1969 - the box was destroyed by fire, see press clipping here www.flickr.com/photos/192151030@N08/52520750186/in/album-...

 

The Guardian Journal clipping was actually inaccurate because there was more than one train per day using the branch despite what the "BR Spokesman" said. At that time the branch was still quite a busy branch. Trains were still feeding Silverhill, Teversall, Sutton and Pleasley Collieries.

 

Clearly, this event changed the normal pattern of operating. In documenting what happened next I've tried to be accurate but there may be mistakes due to the lack of hard evidence. If anyone knows exactly how trains and the signalling system between Sutton Colliery Junction and Pleasley East GF via Butcherwood GF were operated between the early 1960s through to 1984 I would be pleased to hear your comments.

 

The box fire of 24 August 1969 could not have occurred at a worse time. To get a new system of operation quickly in place would require resources and, at that time, S&T personnel were heavily committed, not only in the local area but all areas between Gloucester and Sheffield, to the work involved in commissioning the Derby, Saltley and Trent resignalling schemes, a situation that would exist until mid December 1969.

 

A brake van "with a roaring fire" was provided as emergency accommodation for the signalman and other staff required to help bar and clamp points. Trains were talked by unworkable signals. A telephone was rigged up to enable "Telephone Block" to be operated on the double track to Tibshelf East Junction (Tibshelf East Jn was already familiar with that because it was the method of signalling used to Tibshelf Weighing Machine Sidings). A Pilotman was used on the single line to Butcherwood and Pleasley no doubt after obtaining a spare RSCo Key Token "B" from somewhere to operate the Ground Frames.

 

A photograph showing the brake van as a temporary signal box is here www.flickr.com/photos/192151030@N08/52595630784/in/album-...

 

Now we must speculate as to the next actions because, although a later WON covering 18 October 1970 says that on that date the single line section from Butcherwood GF to Pleasley East GF became One Train Working (OTW), shortening the Key Token section, we must speculate that, because a set of configuration "B" Key Tokens stamped "Sutton Colliery Jn to Butcherwood" were produced, this work was done earlier. Photos are here www.flickr.com/photos/192151030@N08/52528240622/in/album-...

www.flickr.com/photos/192151030@N08/52521297883/in/album-...

They would not have produced these Keys if it was intended to work the line from Tibshelf East Junction. Also, working by pilotman would not be an ideal method of operation for a long period.

So speculation would be that when S&T personnel became available to do the work from late December 1969 a spare RSCo Key Token machine was found and installed in the Brake Van signal box and Key Token working was resumed between Sutton Colliery Jn and Butcherwood only with the section beyond to Pleasley East GF being worked by an OTW staff which was in fact a RSCo Key Token configuration "A", this meant that the locks on the ground frames in that section had to merely have their lock barrels changed from "B" to "A" pattern.

For interest the difference between "A" and "B" Key Tokens are the milled flutes and ridges on the shaft - similar to a Yale key and "A" Keys also have a round tab whilst "B" Keys have a square tab.

 

Photos of the OTW Butcherwood - Pleasley staff, which was normally kept locked in a cupboard at Butcherwood GF, are here

1) www.flickr.com/photos/192151030@N08/52521026899/in/album-...

2) www.flickr.com/photos/192151030@N08/52528703866/in/album-...

 

18 October 1970 - The brake van signal box was abolished and the double line between Tibshelf East Jn and Sutton Colliery Jn was singled. WON details start here www.flickr.com/photos/192151030@N08/52521478963/in/album-...

It will be worthwhile quoting part of the WON here:

" Sunday 18 October

Sutton Colliery Jn.

The signal box and all signals controlled therefrom will be abolished.

An intermediate type Key Token instrument will be provided at Sutton Colliery Jn for the section Tibshelf East Jn to Butcherwood Colliery Sidings.

The existing key token working to Butcherwood Colliery Siding and to Pleasley East ground frame will be abolished......

 

...Butcherwood Colliery Sidings Ground Frame

The 'No Signalman' type key token instrument will now work to Tibshelf East Jn.

The One Train Working Regulations will apply from Butcherwood Colliery Sidings ground frame to Pleasley East ground frame. The Train Staff will normally be kept in a lockable cupboard at Butcherwood Sidings ground frame......

 

....Pleasley East Ground Frame

The existing Key Token Working to Sutton Colliery Jn will be abolished and the One Train Working Regulations will be introduced to Butcherwood Colliery Sidings...."

 

When the route was singled, a container with large steel doors was placed on the opposite side of the line from the signal box site to control access to the Sutton Colliery branch. The intermediate key token machine was in the container along with the Sutton Colliery staff and GF keys.

 

At this time both the Butcherwood/Silverhill Branch and 'Brierley' (Sutton Colliery) Branch were still operational. The key tokens were overstamped to show Tibshelf East - Butcherwood. Rather strangely the site of the intermediate machine at Sutton Colliery Jct was not overstamped.

1) www.flickr.com/photos/192151030@N08/52474392710/in/album-...

2) www.flickr.com/photos/192151030@N08/52528240622/in/album-...

 

25 July 1980 - Teversall (Butcherwood) Colliery closed so Butcherwood GF now only serves Silverhill Colliery.

A new Rapid Loading Bunker opened at Silverhill Colliery along with a new realigned branch line from Butcherwood GF utilising a former NCB line and avoiding the former double reversal necessary to get to Silverhill.

 

7 January 1981 - Butcherwood GF to Pleasley East line closed after being out of use for several months (August 1980).

Butcherwood GF was therefore no longer required so it was abolished and the Key Token machine moved to the Rapid Loading Bunker at Silverhill Colliery. As the Token section was extended to there so the Key Token tabs had the word "Butcherwood" crossed out and "Silverhill" added.

A photo of the re-sited token machine is here www.flickr.com/photos/192151030@N08/52521297858/in/album-...

 

29 January 1984 - Tibshelf East Junction box closed, the key token machine was moved to Tibshelf Top Sidings Shunters Cabin where it remained until the 1993 closure. All trains for Silverhill and Sutton Collieries then ran through the sidings at Tibshelf.

 

22 January 1991 - Sutton Colliery Branch closed.

 

1992 - Silverhill Colliery coal production ceased there on 13 October 1992. The Colliery then went into the review procedure and the official British Coal closure date was March 1993.

The last coal train out of Silverhill ran on Sunday 24 January 1993, hauled by 58032 (without ceremony!) The working designations were 6A23 to Silverhill, and 7A23 loaded return to Ratcliffe-on-Soar Power Station. Chargeman Dave Timms then locked up the Tibshelf Sidings Cabin for the last time - although a class 58 fetched a crippled wagon out of Silverhill Sidings some time after (unrecorded). Remaining coal stocks were then removed by lorry.

 

There's a commemorative statue "Testing for Gas" built on the spoil heap of Silverhill Colliery, described here on Wikipedia en.wikipedia.org/wiki/Silverhill,_Nottinghamshire

 

Two YouTube videos, with music audio, can be seen relating to Silverhill Colliery:

1) Silverhill Colliery Remembered ( 3mins 58 sec) www.youtube.com/watch?v=6pDhxsZak58

2) Memories of Silverhill Colliery ( 4mins 18 sec) www.youtube.com/watch?v=VoKO0LOvMHQ

Both these videos end with shots of the statue

 

My external photo of the box is here www.flickr.com/photos/192151030@N08/52473428867/in/album-...

 

Another external photo is here www.flickr.com/photos/192151030@N08/52521027079/in/album-...

 

Some other photos:

1) A great painting, commissioned by Diminsdale Freight, reflecting his first memory seeing two 4Fs slogging back to Westhouses www.flickr.com/photos/192151030@N08/52521230710/in/album-...

2) Dave Peachey captured three superb images on 25 March 1986 when 97201 (24061) and 97403 (46035-D172-Ixion) and Auto Trailer RDB975076 made several test runs between Tibshelf Sidings and the Sutton Colliery branch. I have included the photos here with the kind permission of Dave.

2a) On the Sutton Colliery branch approaching the junction www.flickr.com/photos/192151030@N08/52634793728/in/album-...

2b) Passing the container which replaced the brake van www.flickr.com/photos/192151030@N08/52634568314/in/album-...

2c) Heading towards Tibshelf www.flickr.com/photos/192151030@N08/52634793708/in/album-...

3) A superb shot, taken by Alan Smith on Sunday 18 September 1988, of 8F 48151 at the Sutton Colliery Open Weekend www.flickr.com/photos/192151030@N08/52520750126/in/album-...

4) Another of Alan's shots, this time on the front cover of the March 1987 Modern Railways. 58042 at Sutton Colliery www.flickr.com/photos/192151030@N08/52521026794/in/album-...

5) On 30 March 1991 Alan took photos of the closed Sutton Colliery Branch:

5a)www.flickr.com/photos/192151030@N08/52521297788/in/album-...

5b)www.flickr.com/photos/192151030@N08/52521297998/in/album-...

5c)www.flickr.com/photos/192151030@N08/52521027009/in/album-...

5d)www.flickr.com/photos/192151030@N08/52520750221/in/album-...

Then, on 19 October 1991, Alan shot 56025 bringing a loaded coal train past the site of the Sutton Colliery branch www.flickr.com/photos/192151030@N08/52521026829/in/album-...

6) Some photos of the various plates, taken by Diminsdale Freight and used with his kind permission are here:

6a) "Pleasley West Junction" www.flickr.com/photos/192151030@N08/52697400577/in/album-...

6b) "Main Line Crossover" www.flickr.com/photos/192151030@N08/52631688612/in/album-...

6c) "Down Goods Home to Pleasley" www.flickr.com/photos/192151030@N08/52632685613/in/album-...

6d) "Signal from Colliery" www.flickr.com/photos/192151030@N08/52632203266/in/album-...

6e) Plates 6b, 6c & 6d together www.flickr.com/photos/192151030@N08/52631688627/in/album-...

6f) "Tibshelf East Junction" & "Tibshelf & Newton" www.flickr.com/photos/192151030@N08/52632457099/in/album-...

 

The Sectional Appendix pages are here:

1960 APPENDIX (shows Skegby Junction SB)

www.flickr.com/photos/192151030@N08/52474087861/in/album-...

www.flickr.com/photos/192151030@N08/52473587067/in/album-...

www.flickr.com/photos/192151030@N08/51628111545/in/datepo...

1969 APPENDIX (shows Sutton Colliery Junction SB)

www.flickr.com/photos/192151030@N08/52479475510/in/album-...

1972 APPENDIX (shows Sutton Colliery Junction as GF)

www.flickr.com/photos/192151030@N08/52479012561/in/album-...

 

The quite accurate location of the box was 446483 (Easting) 360402 (Northing), seen here on the NLS maps maps.nls.uk/geo/explore/side-by-side/#zoom=16.0&lat=5...

 

A more detailed 25 inch to the mile map is here maps.nls.uk/geo/explore/side-by-side/#zoom=16.0&lat=5...

 

 

Done