Systems Of Signals
Embedded Files
Rule Nos.023-030
This section is one of several detailing the various chapters of the 1922 issue Rule & Regulations (see front cover in brown leather to the left) issued by the Railway Company to all employees; it is the definitive version of the rule book that was used for many years, and updated in 1967 and reissued with a bright red cover, though the contents remained largely unchanged at this time. This survived in place until the nationalisation in 1978. Since this time there have been many different incarnations and the book is now issued on an almost annual basis.
The railway operating using a system of semaphore signals across the entire network, the most complex of which was controlled via the signal box at Douglas Station, with a smaller “points cabin” located at St. John’s; all other stations were operated by local levers interconnected with the home signals protecting the station limits, a system which remains largely in place today; the following is extracted directly from the 1922 issue rule book and illustrates the complexities of the signalling:-
Intermediate Station Signalling
Each of the stations along the line which were fitted with passing loops for crossing trains were protected with a signalling system whereby semaphore home signals protected each end of their respective yards; the position of these signals represented the station limits.
All signals were lower quadrant and operated by one of two means, either a basic signal windlass (akin to a ship's wheel) or a compensating level; the latter were provided by Stevens & Son of London and Glasgow and were initially supplied to the Manx Northern Railway, later finding their way elsewhere on the network.
These were manually operated by the station staff in accordance with the Rule Book, and by operating them the signal arm itself was lowered, connected via a cable supported on timber stakes, at the same time as pulling a sliding mechanism which locked the points for the favoured direction of travel, the railway operating a left-hand running rule at intermediate stations.
As with most things, there were a number of exceptions, the notable one being the junction at St. John's which was partially operated from a points cabin (right), and some non-loop stations had signals for the purposes of stopping trains by request; these were fitted at Bishopscourt, Ballabeg and Peel Road (the latter in connection with a spur serving a quarry tramway.
Level Crossing Signals
Although seemingly inconsistent, some of the level crossings were fitted with signals in order that the gatekeeper communicate to approaching trains that the gates were opened/closed; such a signal was located west of Quarter Bridge, and fitted with a white backing board believed to assist visibility. A similar arrangement existed at Lezayre Station. However, at the majority of occupational level crossings, the gatekeeper simply waved a white or yellow flag to the crew to indicate the line was clear, this being reciprocated by a whistle from the locomotive.
One of the typical North Line signals at the northern extremity of Ballaugh Station which retained its cast iron finial and oil lamp after closure.
The northern extremity of St. Germain’s Station which a somewhat forlorn signal arm during the 1966 closure; this was not used latterly.
The slotted post signal south-west of Castletown Station in its original location prior to restoration and relocation by the Association in 2012.
A selection of styles at St. John’s Station during the closure in 1966 with six-wheelers stored in the yard, a common site latterly.
One of the typical North Line signals at the northern extremity of Ballaugh Station which retained its cast iron finial and oil lamp after closure.
The signal on the Glen Wyllin side of Kirk Michael Station with its finial and oil lamp both still in situ during the 1966 closure, in need of some paint.
One of the signals which protected a North Line level crossing, this one being close to Ballaleigh Crossing, unusually with a fishtail.
The eastern end of Braddan Station with the line stretching west to the bridge which is just visible in the distance, long since abandoned.
The unique signal on the approach to Quarter Bridge with its white backing plate to aid visibility for approaching trains, T.T. course to the left.
North home signal at Castletown Station latterly replaced with a telegraph pole until 2012 when replaced with a traditional square one.
A selection of styles at St. John’s Station including a dual aspect example, note the top-mounted lamp on the right beside the water column.
This substantial looking example was on the North Line and connected to Orrisdale No.1 crossing, one of two in close proximity.
The signal protecting the northern end of Colby Station, note the missing spectacle plate, a common sight latterly, looking in need of maintenence.
The home signal at Ballasalla Station just below Ballahick Crossing viewed from an approaching southbound train leading compartment view.
The restored slotted post signal south-west of Castletown Station, an Association project which came to fruition in 2012.
Back To Operational Matters
Google Sites
Report abuse