View allAll Photos Tagged uPVC_Windows
The hoardings are up and demolition begins on Monday 27th January 2020.
Council housing estate, built 1966/70.
LR3787 © Joe O'Malley 2020
There are two very similar species of Green Orb-Weaver Spider in the UK that can only be identified with a microscope - (Araniella cucurbitina or opisthographa). The Green Orb-Weaver Spider is very small with a body length of only 4-6mm. Green Orb-Weaver Spiders are a common native species that can be found throughout the UK and northern Europe. Despite their bright and almost fluorescent green colour theses tiny spiders can hide well camouflaged amongst bushes, plants and hedgerows. They usually go completely unnoticed until they stray from their usual habitat onto white uPVC windows or door frames in residential areas. The abdomen is bright green / yellow with small black dots. The underside of the abdomen also has a red spot, but this can fade in mature specimens. Young spiders may have a red spot on their head as well. Newly hatched spiderlings are red but their colour changes to brown before the autumn arrives. Copy courtesy of Jason Steel. Photo by Nick Dobbs, Bournemouth, Dorset 10-06-2023
Watched the fascinating behaviour of this bee as she took geranium petals and then leaves into a nest she has made in one of our UPVC window drainage holes.
GWP 955J. This contraption started life as a Duple bodied Ford R192 with Watts of Stourbridge. By 1985 it was UPVC window demonstration unit with Fersinsa Ventana in Hull. The body builder is unknown but seems to incorporate a lot Fersinas own products. It was last seen in early 1986. Seen here in Hull 17-8-85. It would seem that a company of this name has been based in Malton since 1986.
Photos taken during a Pathfinder Tours excursion in the Far North of Scotland, Easter 2019.
This is at Castletown, just east of Thurso, and the big wall on the right is part of the Caithness flagstone works. The main building shown is rather curious, with an upper very different from the lower, two huge wooden doors and a rough wooden lintel to support the upper section, which looks to have a slate roof that does not appear to have much in common with any of the rest of the building. A uPVC window is out of congruence with anything here.
A very small and very young Zebra Spider I found this morning on a white uPVC window ledge, almost gave me studio conditions, I must admit shooting against a white background is an absolute nightmare and I hope I have done my subject some justice.
This little one was very slow and sluggish, I think it had been caught out by the rain and coldish conditions. I was really pleased to find this, especially as after half an hour in the garden was resulting in not very much.
Hope everyone has a great weekend :o)
VIEW ON BLACK
Ten floors of a Thamesmead Tower Block.
Location of Stanley Kubrick's 1973 film 'A Clockwork Orange'.
Spot the plywood curtains :-).
LR3346
LMS Silecroft Signal Box - Furness Railway Type 4 1923 - on the Cumbrian Coast Main Line 19 miles northwest of Barrow-in-Furness on 22nd April 1987 BW 162/1. The box had replacement UPVC windows and new nameboard fitted in 2010
Copyright Robin Stewart-Smith - All Rights Reserved
Another shot in my series of abstracts concentrating on UPVC window and door frames!
~FlickrIT~ | ~Lightbox~
It does have a slight look of a Flash Gordon or Dan Dare-era "Moon rocket", but I can't help feeling that Pevsner was a bit harsh in describing the spire of St John the Evangelist, Bury St Edmunds, as "ignorant". What the old boy meant, I suppose, was that it was Victorian. He was of that generation, coming to maturity in the first half of the twentieth century, that despised the taste of the nineteenth. This is all perfectly natural: we distance ourselves from the taste of our parents and their generation and must wait for it to be rediscovered by our children. Nonetheless the epithet is carried forward into the recent revision by James Bettley. White Woolpit brick, by William Ranger, 1840-1.
Mrs B attends a weekly rehearsal here of the amateur choir to which she belongs. Alto. An indulgent husband, I sit in a car park for two hours while she's there, reading by the street lights and munching a pork pie to keep the wolf from the door until my delayed supper. I've supportively attended one or two performances. The choir's director speaks highly of the church's acoustics. I'm not sure that I'd know the difference, but the interior looks "high" to me, with stations of the cross and plaster figures of the Madonna. The complete non-existence of uPVC windows in the houses suggests Conservation Area. Privet hedges in such profusion have an archaic look. Are they also subject to "listing"?
Mamiya C220, Fuji Superia home developed with a Digibase C41 kit.
Horrocksford Junction signal box located by the Down Main line at Clitheroe controlling the junction for the Horrocksford goods branch. 11:00, Sunday 24th April 1983
(1/250, F3.5)
Horrocksford Goods Junction signal box was a Saxby & Farmer type 6 design fitted with a 19 lever Saxby & Farmer frame opened in 1873 by signalling contractors Saxby & Farmer for the Lancashire & Yorkshire Railway Company. The signal box had been renamed Horrocksford Junction by 1928 when a replacement 8 lever Lancashire & Yorkshire Railway Company frame was installed by the London Midland & Scottish Railway Company. An individual function switch was commissioned on 29th July 1979 controlling emergency replacement of R7/8 signal (8R signal only from circa 30th November 2009). A further individual function switch was commissioned on 27th October 1982 controlling emergency replacement of R2/3 signal (R2 signal only from circa 30th November 2009). The signal box was fitted with uPVC windows in 2008, and the signal box's illuminated track diagram was replaced by a Tew Engineering Limited SM48 individual function switch signalling panel commissioned on on 30th November 2009 which includes controls for HJ102 and HJ103 signals
Ref no 04203
With Kirkby in Ashfield St Wilfreds Church spire in the background, this Trent Leyland National 520 FRA 520V with overall advertisment for Synseal UPVC windows is seen on 05-01-86 working a Sunday 148 service to Jacksdale.
DSC07329
Before they fade away like the flower ..........
Detached four-bay two-storey convent, built in 1875, with pedimented entrance porch and two-storey canted-bay extension to north and extension to south. Three-bay double-height chapel built after 1914 abutting convent to south. Two-storey L-plan pebbledashed extension to rear. Pitched slate roof with cut stone chimneystacks. Cut sandstone façade, rendered to extensions. Square-headed window openings with uPVC windows and stone sills, recessed in blind arches to ground floor. Pedimented rendered entrance porch with steps and with pilasters to angles with timber and glazed door and fanlight. Timber staircase and tiles to interior. Pedimented chapel with full-height Doric portico with pitched slate roof and stone cross finials. Rendered walls with round-headed window openings with stained glass and timber double doors. Bellcote to north-east angle of chapel.
www.buildingsofireland.ie/niah/search.jsp?type=record&...
www.shannonside.ie/news/local/roscommon/sadness-boyle-sis...
The illuminated track diagram carried on the block shelf in Appleby North signal box. Tuesday 10th July 1990
Appleby North signal box is located between the Up Sidings line and the Down & Up Through Siding line, and is a London Midland & Scottish Railway Company type 11c design fitted with a 20 lever Railway Executive Committee frame that opened in June 1951 replacing Appleby North Junction signal box which had been destroyed by fire earlier in the month, on 4th June. The lever frame was extended to 21 levers and then to 25 levers at some time, and the signal box was fitted with uPVC windows in 2004
Ref no 11597
I've just noticed that this photo has had 20,890 views (November 2016). By 2021 it's more than double. How can it have had so many? I'm very curious, I suppose it must be in a blog. If anyone knows please let me know.
Sudbury Town Underground station is designated at Grade II* for the following principal reasons:
* Architectural interest: the elegantly proportioned, boldly massed, brick and concrete booking hall with its cantilevered canopies and curved waiting room, is an effective landmark and impressive interior space. Its large panels of glazing making it particularly evocative when lit at night
* Historic interest: the Sudbury Town 'box' was the prototype for Charles Holden's ground-breaking Modernist designs for the Piccadilly Line extensions of the early 1930s. These were of great importance for introducing rational modern design based on Continental models to a wider public and for imposing a brand image to buildings and design when this was still novel. They were widely praised in the architectural press at the time and still remain influential today
* Innovative construction: the use of reinforced concrete for the booking hall roof and canopies was new to station design in this country
* Intactness: one of the best preserved of Holden's Piccadilly Line stations, it includes notable features such as the World War One period passimeter, integral shop unit and refreshment area and unique enamel London Underground window roundels
History
Sudbury Town station was built as part of the north-westward extension of the Piccadilly Line from Ealing Common to Uxbridge on tracks originally owned by the Metropolitan Railway (from South Harrow to Uxbridge, opened in 1904) and Metropolitan District Railway (from South Harrow to Ealing Common, opened in 1903). The Piccadilly Line took over the running of these tracks between 1932 and 1933 from the Metropolitan and District Lines enabling a single journey of 31 ¾ miles from Uxbridge to Cockfosters. The stations between South Harrow and North Ealing were very basic structures and were in need of replacement. The designs for the majority of the new stations on the western extension of the Piccadilly Line were entrusted to Charles Holden (1875-1960), through his practice Adams, Holden & Pearson, although for some stations the London Underground Architects' office under Stanley Heaps (1880-1962) was involved in preparing the working drawings and the design of platforms, tunnels and escalator shafts. Overall control of the extension rested with Frank Pick (1878-1941), the visionary administrator of the Underground Group and Chief Executive of the London Transport Passenger Board from 1933 who, along with Holden, was responsible for the Modernist direction the new Piccadilly Line stations took during the 1930s.
The original design for the new station at Sudbury Town to replace the original timber-framed, corrugated iron station of 1903 was produced by Stanley Heaps and based on the Hounslow West polygonal tower but in brick rather than stone. This was followed by an initial design by Charles Holden of a narrow three-storey box-like building with a single arched central window and entrance, in the style of contemporary Dutch station designs, which was rejected. The final Holden design incorporated a tall rectangular brick booking hall with flat concrete roof, large windows and lower side wings. This design came to be known as the 'Sudbury box' and variations of it were used on Holden's other designs for the Piccadilly Line, most closely at Turnpike Lane, Bounds Green and Oakwood. The station marked a new Modernist departure for the stations of the London Underground, influenced by Continental architecture such as the brick buildings of Willem Marinus Dudok (1884-1974) in Holland and other new buildings, particularly in Germany, Sweden and Denmark. Sudbury Town was constructed in seven months between December 1930 and July 1931 and incorporated a bus forecourt. It was recognised in the architectural press of the time for its emphasis on form rather than applied decoration, use of pre-fabricated metal window units and concrete cast in situ (although this construction method was not repeated as the shuttering leaked staining the brickwork). The station was listed at Grade II in 1971. Work under the Underground Ticketing System (UTS) in 1986-7 resulted in changes to the interior of the booking hall with the creation of a new ticket suite, partly in the original cycle store.
Charles Holden was born in Bolton, son of a textile engineer and trained with CR Ashbee before joining the practice of H. Percy Adams, a specialist in hospital design, with whom he entered into partnership in 1907. Before and during the First World War, Holden was not committed to any particular style, designing, for example, the Arts and Crafts-inspired Belgrave Hospital for Children in 1899-1901 and the mannerist British Medical Association (now Zimbabwe House) in 1906-8. After the war, he designed sixty-seven cemeteries for the Imperial (now Commonwealth) War Graves Commission; these show the growing simplification of his work. By this time his practice was known as Adams, Holden, and Pearson, and in 1924 they began to be appointed as consultant architects on the London Underground. In the mid-1920s Holden designed façades for stations on the Northern Line extension from Clapham South to Morden and in the 1930s designed most of the new stations at either end of the Piccadilly Line, finally ending their association in the late 1940s on the completion of stations on the eastern extension of the Central Line. Pick and Holden had both been deeply influenced by a short tour of examples of new architecture on the Continent which they had undertaken in the summer of 1930, and Holden's subsequent designs emphasised functionality (with the booking hall as the dominant element of the new buildings) combined with balanced geometry and the use of modern materials, especially glass and reinforced concrete. After the Second World War, Holden devised schemes for the reconstruction of Canterbury and London. None was carried through faithfully, but Holden had, through 55 Broadway, Senate House, and the tube stations, already left a more enduring mark on London than any architect of his generation.
Details
MATERIALS: Handmade Buckinghamshire brick; concrete slab roofs, canopies and footbridge. Metal-framed Crittall glazing.
PLAN: Tall rectangular booking hall on the north side of the tracks, flanked by single-storey flat-roofed wings which extend behind the booking hall and provide the cantilevered platform canopy. A concrete covered footbridge, with long walled concrete access ramps on either side, joins the platform on the south side of the tracks which has low, concrete-roofed platform buildings, again with cantilevered platform canopy.
EXTERIOR: The booking hall is of load bearing multi-coloured Buckinghamshire brick laid in English bond on a plain concrete plinth. The concrete roof overhangs with moulded shallow steps to the soffit and a wide frieze which originally had a neon name sign on both principal elevations (the only neon signs ever used on a London Underground station, they were removed by 1958; it now has bronze lettering, on the street elevation only, with a large reproduction illuminated roundel below). Fenestration is limited to the long elevations with four full height metal windows each divided into eight near square lights each light further split by thin glazing bars into three panes. Each window terminates on a concrete lintel with an entrance below, grouped in two pairs. The rear elevation has five equally spaced windows separated by narrow brick piers and coming down to the level of the canopy. The lower wings are of concrete faced with white cement with brick dados and overhanging flat roofs. These incorporate a round-ended waiting room onto the platform to the north-west (and originally a refreshment room which extended to the front of the station), and to the south-east form a linking corridor to the footbridge (here faced in brick). The footbridge is slightly arched and has a concrete roof with narrow horizontal windows on either side (originally unglazed these now have uPVC window frames). A single-storey, brick faced and concrete-roofed toilet block extends south-east of the footbridge and opens onto the platform. On the far side of the bridge are a range of single-storey platform buildings, again with a cantilevered concrete canopy.
INTERIOR: The booking hall is finished in plain brick on a concrete plinth and with a canted concrete ring beam at the level of the entrance lintels. The trabeated ceiling with its deep frieze is painted in mustard with pale blue panels. In the south-east wall an entrance leads to steps up to the link with the footbridge. These retain their bronze hand rails. On the blind end walls the original blue station clock and barometer survive. Against the north-west wall of the booking hall, with a concrete roof extending from the ring beam, is the original newspaper kiosk with a curved glazed end whilst beyond it are the double doors to the refreshment room, now closed off. The four main entrances are door-less, as originally, with metal sliding grilles. The flooring is replacement St James's tiling and the 1930s flared art-deco uplighters have gone. Towards the platform the booking hall gives way to the single height waiting area lit by skylights in the concrete ceiling and extensive glazing with some of the original eight-light Crittall windows surviving. Enamel London Underground roundels occupy two windows, a unique feature of this station. A new ticket suite has been unobtrusively introduced in the south-east corner of the waiting area. The wood panelled passimeter (reused from the original station to a design that was introduced during the First World War) survives, complete with its ticket issuing machine, joined by a reproduction timber ticket barrier. The waiting room has reproduction timber seating.
PLATFORMS: The platforms have modern seating and reproduction Holden designed globe 'roundel' lampposts that are not of special interest. Parts of the Holden-designed concrete boundary fence survive. The buildings on the south side of the tracks, where there is an entrance from Orchard gate, contain waiting rooms and a ticket office with Crittall glazing and window-mounted enamel roundels. Some large wooden poster panels occupy the ends of the platform but it is unclear if these are original.
SUBSIDIARY ITEMS: a number of original concrete lampposts (although with reproduction metal fittings) remain in the station forecourt and outside the entrance on Orchard Gate. At the end of the north-west boundary wall to the station forecourt is the original small flat-roofed brick newspaper kiosk.
www.modernistbritain.co.uk/post/building/Sudbury+Town+Sta...
Beeston Castle & Tarporley signal box alongside the Up Main line north of the former Beeston Castle & Tarporley railway station at Beeston-brook. Thursday 26th December 2002
Beeston Castle & Tarporley signal box is a London & North Western Railway Company type 5 design fitted with a 26 lever London & North Western Railway Company Tappet frame that opened in 1915 replacing an earlier signal box located a short distance to the north. The signal box was fitted with uPVC windows in the mid-2000s
The signal box carried a London Midland & Scottish Railway Company post-1935 design nameboard
Ref no 15607
Arrives at Horrocksford Signal box with 6M90 from Avonmouth where its driver will receive instruction for the move into the works complex.
Horrocksford Goods Junction signal box was a Saxby & Farmer type 6 design fitted with a 19-lever Saxby & Farmer frame opened in 1873 by signalling contractors Saxby & Farmer for the Lancashire & Yorkshire Railway Company. The signal box had been renamed Horrocksford Junction by 1928 when a replacement 8-lever Lancashire & Yorkshire Railway Company frame was installed by the London Midland & Scottish Railway Company. An individual function switch was commissioned on 29th July 1979 controlling emergency replacement of R7/8 signal (8R signal only from circa 30th November 2009). A further individual function switch was commissioned on 27th October 1982 controlling emergency replacement of R2/3 signal (R2 signal only from circa 30th November 2009). The signal box was fitted with uPVC windows in 2008, and the signal box's illuminated track diagram was replaced by a Tew Engineering Limited SM48 individual function switch signalling panel commissioned on 30th November 2009 which includes controls for HJ102 and HJ103 signals
British Railways Type 2 Bo-Bo class 25/9 diesel-electric locomotive numbers 25910 and 25908 of Carlisle Traction Maintenance Depot pass Rochdale signal box, a Railway Signal Company Limited standard design built for the Lancashire & Yorkshire Railway Company on the Up Main line with the Saturdays excepted 10:18 Leeds Shell Sidings to Stanlow Shell Arrival Sidings empty oil train (7M54). 12:52, Friday 31st October 1986
(1/250, F5.6)
Note, 25908 was built by Beyer Peacock Gorton Limited (works number 8067) at Gorton works in Manchester in June 1966 for British Railways as number D7657, being renumbered 25307 in May 1974. It was selected for a dedicated fleet restricted to 60mph for freight workings having been subject to a recent ‘E’ exam, being renumbered 25908 in week ending 14th December 1985. It was withdrawn from Carlisle Traction Maintenance Depot on 7th November 1986 and stored at Springs Branch Maintenance Depot before being transferred to departmental use as ADB968026, arriving at Toton Maintenance Depot on 10th April 1987. The departmental number was not applied by the time it was sold for scrap to Vic Berry Limited, arriving at his Leicester yard on 5th July 1987 where it was cut up some time between 2nd and 28th January 1989
25910 was scheduled to be built by Beyer Peacock Gorton Limited at Gorton (works number 8075) but due to financial problems at Beyer Peacock Gorton Limited was built by British Railways at Derby works in November 1966 as number D7665, being renumbered 25315 in week ending 30th March 1974. It was selected for a dedicated fleet restricted to 60mph for freight workings having been subject to a recent ‘E’ exam, being renumbered 25910 on 4th December 1985. It was withdrawn from Carlisle Traction Maintenance Depot on 18th March 1987 and stored Crewe Diesel Traction Maintenance Depot and then Basford Hall yard. It was sold for scrap to Vic Berry Limited, arriving at his Leicester yard on 24th July 1987 where it was cut up in mid September 1987
Rochdale North signal box was located by the Down Goods line to the east of Moss Lane underbridge, and was a Railway Signal Company standard design fitted with a 52 lever Railway Signal Company frame which was opened in 1889 by the Lancashire and Yorkshire Railway in connection with the new and much larger relocated Rochdale railway station. The signal box was renamed Rochdale No5 circa 1896 and further renamed Rochdale Goods Yard by autumn 1912. A replacement 60 lever Railway Executive Committee frame was installed by the London Midland & Scottish Railway Company in 1943. The signal box was further renamed Rochdale on 15th May 1977 after it became the last remaining signal box in Rochdale with the closure of the Rochdale East Junction signal box. The lever frame was reduced to 30 levers in 1981 in connection with the singling of the line between Rochdale and Shaw signal boxes. The signal box was refurbished and rewindowed with uPVC windows in December 2008 and closed on at 00:40 on 28th August 2011 with signalling controlled from Rochdale West signal box being commissioned at 23:30 the following day, and the signal box was demolished the following month
The signal box carries a British Rail corporate identity printed design nameplate
2 12 83 painted on the corners of the signal box indicate the signal box was painted in December 1987
Ref no JY/07124
Beeston Castle & Tarporley signal box alongside the Up Main line north of the former Beeston Castle & Tarporley railway station at Beeston-brook. Thursday 26th December 2002
Beeston Castle & Tarporley signal box is a London & North Western Railway Company type 5 design fitted with a 26 lever London & North Western Railway Company Tappet frame that opened in 1915 replacing an earlier signal box located a short distance to the north. The signal box was fitted with uPVC windows in the mid-2000s
The signal box carried a London Midland & Scottish Railway Company post-1935 design nameboard
Ref no 15606
The block shelf above the 30 lever Railway Executive Committee frame in Rochdale signal box with the illuminated track diagram above and the signalman watching the passage of a train on the Down & Up Main line. August 1989
Rochdale North signal box was located by the Down Goods line to the east of Moss Lane underbridge, and was a Railway Signal Company standard design fitted with a 52 lever Railway Signal Company frame which was opened in 1889 by the Lancashire and Yorkshire Railway in connection with the new and much larger relocated Rochdale railway station. The signal box was renamed Rochdale No5 circa 1896 and further renamed Rochdale Goods Yard by autumn 1912. A replacement 60 lever Railway Executive Committee frame was installed by the London Midland & Scottish Railway Company in 1943. The signal box was further renamed Rochdale on 15th May 1977 after it became the last remaining signal box in Rochdale with the closure of the Rochdale East Junction signal box. The lever frame was reduced to 30 levers in 1981 in connection with the singling of the line between Rochdale and Shaw signal boxes. The signal box was refurbished and rewindowed with uPVC windows in December 2008 and closed on at 00:40 on 28th August 2011 with signalling controlled from Rochdale West signal box being commissioned at 23:30 the following day, and the signal box was demolished the following month
Ref no 068/08510
My old chem plant. Did my apprenticeship on there. Lovely place....especially up the top of the structures at 04:00 am with the sun coming up and the ISS going over. If you have uPVC windows, chances are, this plant made the PVC before being extruded and fashioned into your nice, cosy and warm double glazing units.
Rochdale signal box located by the Down Main line to the east of Moss Lane underbridge. Friday 26th August 1988
Rochdale North signal box was located by the Down Goods line to the east of Moss Lane underbridge, and was a Railway Signal Company standard design fitted with a 52 lever Railway Signal Company frame which was opened in 1889 by the Lancashire and Yorkshire Railway in connection with the new and much larger relocated Rochdale railway station. The signal box was renamed Rochdale No5 circa 1896 and further renamed Rochdale Goods Yard by autumn 1912. A replacement 60 lever Railway Executive Committee frame was installed by the London Midland & Scottish Railway Company in 1943. The signal box was further renamed Rochdale on 15th May 1977 after it became the last remaining signal box in Rochdale with the closure of the Rochdale East Junction signal box. The lever frame was reduced to 30 levers in 1981 in connection with the singling of the line between Rochdale and Shaw signal boxes. The signal box was refurbished and rewindowed with uPVC windows in December 2008 and closed on at 00:40 on 28th August 2011 with signalling controlled from Rochdale West signal box being commissioned at 23:30 the following day, and the signal box was demolished the following month
The signal box carries a British Rail corporate identity printed design nameplate
Ref no 08958
On a fine summer evening, a row of Victorian terraces that have since been disfigured with uPVC windows.
70'2720
The illuminated track diagram carried on the block shelf in Hebden Bridge signal box. Wednesday 16th September 1987
Hebden Bridge East signal box was located at the east end of the Up (Manchester bound) platform at Hebden Bridge station and was a Lancashire & Yorkshire Railway Company standard design fitted with a 36 lever Lancashire & Yorkshire Railway Company Tappet frame that opened in 1891 replacing a 22 lever 1885-built signal box. The signal box was renamed Hebden Bridge in October 1934 in connection with the closure of Hebden Bridge West signal box, and the lever frame was extended to 38 levers (A, 1-37) a short time after that. A British Railways Eastern Region individual function switch controlling emergency replacement of 35R signal was commissioned on 21st December 1980 when the Up Main semaphore distant signal was replaced by a four aspect colour light signal. The signal box was fitted with uPVC windows in August 2007 and was awarded Grade II listed building status on 2nd May 2013. The signal box closed on 20th October 2018 and was replaced from 23rd October 2018 by signalling controlled from the Halifax workstation in the York Rail Operating Centre
Attached to the front of the block shelf is a button for the platform bell and a point detection indicator for 20 points
Ref no 07785
Rochdale signal box located by the Down Main line to the east of Moss Lane underbridge. 14:20, Thursday 23rd April 1987
(1/125, F8/11)
Rochdale North signal box was located by the Down Goods line to the east of Moss Lane underbridge, and was a Railway Signal Company standard design fitted with a 52 lever Railway Signal Company frame which was opened in 1889 by the Lancashire and Yorkshire Railway in connection with the new and much larger relocated Rochdale railway station. The signal box was renamed Rochdale No5 circa 1896 and further renamed Rochdale Goods Yard by autumn 1912. A replacement 60 lever Railway Executive Committee frame was installed by the London Midland & Scottish Railway Company in 1943. The signal box was further renamed Rochdale on 15th May 1977 after it became the last remaining signal box in Rochdale with the closure of the Rochdale East Junction signal box. The lever frame was reduced to 30 levers in 1981 in connection with the singling of the line between Rochdale and Shaw signal boxes. The signal box was refurbished and rewindowed with uPVC windows in December 2008 and closed on at 00:40 on 28th August 2011 with signalling controlled from Rochdale West signal box being commissioned at 23:30 the following day, and the signal box was demolished the following month
The signal box carries a British Rail corporate identity printed design nameplate
P.3.87 painted on the end of the signal box indicates the signal box was painted in March 1987
Ref no 07243
This building was originally a school.
Detached five-bay two-storey with attic storey red brick former school, built in 1888. Emphasis is given to the central entrance bay achieved by a curvilinear gabled entrance porch with niche to first floor level. Niche flanked by red brick piers with moulded red brick sill course, and moulded brick archivolt with central keystone. Curvilinear Dutch style limestone ashlar pediment above with plaque reading: 'Rev Brother J. P. Welsh Memorial Schools 1888'. Centrally-placed two-storey return to rear. Pitched artificial slate roof with terracotta ridge comb tiles and cast-iron rainwater goods. Drop in ridge level to centre bays suggests a ridge light was once placed there to illuminate the circulation spaces within. Single red brick chimneystack with stringcourse and cornice. Square-plan cast-iron rainwater goods. Walls of façade and side elevations faced in red brick laid in English garden wall bond with cement re-pointing. Limestone plinth course at ground floor level, profiled red brick sill course to ground and first floor level window openings, returning along side elevations. Profiled red brick eaves cornice to façade only. Gable parapet to side elevations with limestone coping with ends supported on limestone corbels. Limestone date plaque, obscurely located on façade reads: 1888. Coping joined by limestone stringcourse and surmounted at apex by limestone finial. Rendered rear and return elevation, c. 2000. Square-headed window openings to façade at first floor level with red brick arches with terracotta keystones, profiled limestone sills, and red brick window aprons beneath. Segemental-arched window openings to façade at ground floor level forming tripartite arrangement to ground floor of southeast side elevation, with red brick segmental arches beneath moulded red brick dripstones with terracotta keystones, limestone sills and red brick window apron beneath. To southeast side elevation at first floor level there is a Venetian opening with red brick piers joined by round arch having terracotta keystone, moulded red brick dripstone above, extending over sidelights, profiled limestone sill with red brick window apron beneath. Replacement uPVC windows throughout. Red brick porch comprising piered sides rising to form a cornice from which springs the round arch of the door opening, which is joined by a terracotta to the parapet cornice above which a curvilinear parapet rises to support a limestone ashlar triangular pediment with red brick infill. Limestone plaque to pediment with emblem reading: Signum Fideli. The former school is located on a corner site with squared and coursed rubble limestone boundary wall enclosing site from Hatters Lane and Francis Street. Rebuilt front site boundary wall and railings.
A rather beautiful home. Unusual for a domestic house, however: I usually associate this sort of castellated gothic with institutional buildings - asylums, court-houses etc.
Previously run as a hotel and B&B, the cost of upgrading to current fire standards etc. was too much for the owner. Nevertheless, he is determined to keep the building in good repair, and replace the inappropriate infestation of uPVC windows installed by his father...
Prees signal box by the Down Main line alongside Station Road level crossing. Saturday 26th February 1983
Prees signal box was a London & North Western Railway Company type 4 design that opened in 1881 fitted with a 25 lever London & North Western Railway Company Tumbler frame. The level crossing gates were replaced by lifting barriers in June 1978. The signal box was fitted with uPVC windows at sometime towards the end of its working life and was scheduled to close to 10th December 2012 but the resignalling scheme was postponed and it officially closed on 14th October 2013 when signalling passed to the Shrewsbury North workstation located in the South Wales Control Centre. After closure the signal box was occupied by an observer monitoring the level crossing until 20th October 2013 and it was demolished on 1st and 2nd August 2015
The signal box carried a London Midland & Scottish Railway Company post-1935 design nameboard
Ref no 04097
British Railways Brush Traction Type 4 Co-Co class 47/4 diesel-electric locomotive number 47441 of Crewe Diesel Traction Maintenance Depot passes Horrocksford Junction signal box 7 signal (Down Home 2) with the nine coach combined 09:40 Liverpool Lime Street to Glasgow Central and 10:05 Manchester Victoria to Edinburgh (1S41). 11:51, Sunday 24th April 1983
(1/250, F3.5)
Note, 47441 was built to a Brush Traction design by British Railways at Crewe works in February 1964 as number D1557, being renumbered 47441 in week ending 23rd February 1974. It was placed in store at Old Oak Common Traction & Rolling Stock Maintenance Depot on 7th July 1992, was withdrawn from stock on 15th December 1992 and dismantled on site by M.R.J. Phillips (Metals) Limited staff on 29th August 1997 presumably having passed on paper via a freight operating company into English Welsh & Scottish Railway Limited ownership
Horrocksford Goods Junction signal box was a Saxby & Farmer type 6 design fitted with a 19 lever Saxby & Farmer frame opened in 1873 by signalling contractors Saxby & Farmer for the Lancashire & Yorkshire Railway Company. The signal box had been renamed Horrocksford Junction by 1928 when a replacement 8 lever Lancashire & Yorkshire Railway Company frame was installed by the London Midland & Scottish Railway Company. An individual function switch was commissioned on 29th July 1979 controlling emergency replacement of R7/8 signal (8R signal only from circa 30th November 2009). A further individual function switch was commissioned on 27th October 1982 controlling emergency replacement of R2/3 signal (R2 signal only from circa 30th November 2009). The signal box was fitted with uPVC windows in 2008, and the signal box's illuminated track diagram was replaced by a Tew Engineering Limited SM48 individual function switch signalling panel commissioned on on 30th November 2009 which includes controls for HJ102 and HJ103 signals
Ref no 04204
The illuminated track diagram suspended from the ceiling in Haydon Bridge signal box. Friday 23rd October 1992
Haydon Bridge West signal box was was located by the Up Main line at Haydon Bridge railway station, and was a North Eastern Railway Company type N1 design that opened in 1877 fitted with a Tweedy lever frame. It was renamed Haydon Bridge at some time, possibly when Haydon Bridge East signal box closed. In 1964 a 31 lever reconditioned McKenzie & Holland Number 17 frame was installed, although not necessarily replacing the original Tweedy frame. The signal box was fitted with uPVC windows and door in the 2000s and the level crossing gates were replaced by lifting barriers on 26th January 2009
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Pitlochry signal box located by the Down Main line north of Pitlochry railway station. Thursday 23rd August 1990
Pitlochry North signal box was a Highland Railway type design fitted with a McKenzie & Holland Limited Cam & Tappet Number 13a lever frame that opened in 1911 replacing an earlier signal box a short distance to the north. The lever frame was a gate wheel + 23 levers numbered 1-24 lever and the signal box was renamed Pitlochry upon the closure of Pitlochry South signal box circa 1919. The signal box was fitted with uPVC windows in the early 1990s and Pitlochry railway station, including the signal box, was awarded Grade A listed building status on 12th October 1994. The signal box was closed in March 2019 being replaced by signalling controlled from the Pitlochry workstation commissioned in Stanley Junction signal box on 26th March 2019
Ref no 11810
Blea Moor signal box located alongside the Up Goods Loop. Saturday 2nd April 1983
Blea Moor signal box is a London Midland & Scottish Railway Company type 11c design fitted with a 30 lever Railway Executive Committee frame which opened on 16th December 1941 in connection with the conversion of the Down lie-by siding and No1 Up lie-by siding into down and up goods loops, replacing a 1914-built signal box located on the down side of the line 70 yards to the north. The signal box was fitted with uPVC windows in the early 2000s
The signal box carries a London Midland & Scottish Railway Company post-1935 design nameboard which was replaced by a locally made nameboard in the mid 1980s
Ref no BD/03268
Carleton Crossing signal box located alongside the Down Main line by Blackpool Road level crossing in Carleton on the outskirts of Blackpool. Wednesday 1st August 1990
Carleton Crossing signal box is a London & North Western Railway Company type 5 design fitted with a 12 lever Lancashire & Yorkshire Railway Company Tappet frame opened by the London Midland & Scottish Railway Company on 25th June 1924, replacing a 1912-built Lancashire & Yorkshire Railway Company standard design signal box located diagonally across the level crossing. The level crossing gates were replaced by lifting barriers on 20th November 1977 and the signal box was fitted with uPVC windows circa 2008. The signal box closed on 11th November 2017 when the line between Preston and the two Blackpool stations were closed for resignalling, and electrification to Blackpool North, and it was demolished on 21st, 22nd and 23rd November 2017
The signal box carries a London Midland & Scottish Railway Company post-1935 design nameboard
Ref no 11689