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© BloodandCustard

Southern Signalling
Pulborough ‘PH’
From the memoires of Clive Robey

 

A large brick building

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Pulborough 23rd July 1986

© Clive Robey

 

First Signalling Duties

After box boy stints at Brighton and Preston Park, my first signalling job was Pulborough in 1973, a grade ‘A’ starting box with the grades going all the way to ‘F’. For comparison, Brighton and Victoria were the grade ‘F’ boxes on the Central Division. Classroom training was at Beckenham Junction Divisional Offices with Frank Pacey as the instructor. Three weeks at Beckenham, then eight weeks learning.

If a box was TCB, that was an extra weeks training. It was on this course that I met Steve Williams who would land up at Woodgate (who is now at Colchester) and Stephen (Lesley) Blundell (now a Brighton MOM) who would land up at Gomshall. 'You're So Vain' by Carly Simon was riding high in the charts in early 1973 and Steve and I would put it on the juke box downstairs in the Golden Arrow pub while enjoying a pint with our lunch, before going back upstairs for more training. How times have changed.

Getting to Beckenham Junction from Hove posed some challenges. It was either all the way to Victoria from Hove and then South Eastern to BJ or bus from East Croydon. Neither was quick. Matters came to a head with a literal go slow by drivers in which main line trains were trundling the BML at less than 40mph. Painful.

 

A close up of text on a white background

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So off to Pulborough where I met the residents John Whatford, John Cassalls and John Hughes who was waiting for me to take over so he could move to Hove (and then Haywards Heath, Earlswood, then Three Bridges ASC). George Clements passed me out, and my only mistake while he was there was giving Billingshurst a ‘poke’ to pass on a message.

There were some strange rostering arrangements on a Saturday. Under normal circumstances, the box was switched out on a Saturday (and Sunday) night. So Saturday had three shifts to squeeze in by midnight with the late turn becoming a middle shift. If however the box was required open Saturday night, the normal weekday shift arrangements would apply. Sunday was just early and late. Therefore, early turn Monday was an opening turn. More often than not, I would travel over on the last train on Sunday evening, let the late turn man go and get my head down after the last train had gone. This was distinctly preferable than struggling on my Honda 50cc step-through all the way from Hove on a bitterly cold morning. But it had to be endured after a late turn Sunday as the early turn man for Monday didn't want to come in overnight.

In later years, and because of economies, the box went to two shifts (as did Billingshurst), both of over 9 hours duration, resulting in the box closing out every night, unless required open for diversions or possessions.

Behind the box was a field and depending on the crop could yield millions of thunder bugs when the farmer cut the crop. The only way to combat this was to stick your head under the cold-water tap.

 

A picture containing indoor, bottle, table, kitchen

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Pulborough signal box lever frame, 1980.

© Clive Robey

 

Signalling Arrangements

There were basic track circuit arrangements with only the up home (train waiting), the up advance, the down home (train approach) and the down starter and advance indicated. Down trains were offered by Billingshurst when TES received from either Horsham or Christs Hospital. They were then offered onto either Amberley, Arundel or Arundel Junction. Up trains were offered on in the same way depending which box was open. If Arundel and Amberley were closed, Arundel Junction would offer on when leaving Barnham or Littlehampton. The rules of offering on a train too early were a source of irritation to some signalmen which many years later led to disciplinary action after one relief signalman complained of irregular working. On the Arun Valley boxes, this was not really a problem, but other boxes, West Worthing, Worthing, Shoreham A & B spring to mind, it was essential to know where the trains were for the level crossings. Some AMIs would be most unimpressed if a train was offered on but if TES hadn’t been received from the previous box, that was not acceptable.

The equipment at Pulborough then was Tyer's two-position to Amberley /Arundel and Billingshurst. Four signals up, four signals down, the trailing crossover and two shunt signals and a Limit of Shunt at the country end of the up platform. The section signals were locked by the block in both directions. The loop, previously used for trains from Midhurst, remained but only as a shortened engineers siding, not connected to the frame with the C&P points at the London end. The Standard Three Position block instruments were installed in March 1983. Booking sheets were used, latterly being replaced by train register books.

 

A large room

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Pulborough signal box, 1980. Tyers block instrument to Billingshurst.

© Clive Robey

 

Hardham level crossing

Hardham level crossing (1569 yards from the box) had been converted to an AHB (of the penguin variety) some years previously and as a result, the down platform starter and down advance were operated by means of a selection switch for stopping or non-stopping trains. All trains in 1973 stopped at Pulborough. The fast Victoria Portsmouth Harbour/Bognor Regis went via Sutton and after Dorking stopped at Horsham, Pulborough and Arundel before splitting at Barnham. This service ceased in 1978 with the expansion of Gatwick Airport and was routed via the Brighton main line. The stopping service from Victoria via Gatwick called at all stations from Horsham to Bognor Regis via Littlehampton. If running very late, it would miss out Littlehampton. Change at Ford! More on Amberley and Arundel later, but the block section on nights was to Arundel Junction which could be a maximum of 20 minutes on occasion.

If the wrong selection was made for Hardham, this couldn’t be overridden so if it was for a non-stop but stopping had been selected, tough. An exemption existed for down trains for the down home. As mentioned above, the starter and advance were motorised. The exemption allowed the down home to be pulled regardless of whether ILC was accepted. The train would arrive in the platform, with both the starter and advance ‘on’. After several seconds, both would come ‘off’, and as the train departed towards Amberley, the barrier sequence at Hardham would be activated. For a non-stop train though, the treadle was opposite the box before the platform and upon being struck would activate the barriers. The closing switch was therefore not to be used.

It was also essential to operate the ‘Absent’ switch on closing out. Should a user ring from Hardham during the hours the box was closed, this would stop the phone ringing continuously in the box.

No such arrangements existed on the up for checking down, although the ‘clunk’ of the relay activating Hardham could be heard, accompanied by the barrier indicator light on the diagram going out. If Hardham was down for more than three minutes, the barrier alarm would sound. If booked on an overnight turn at the crossing which required local control, no matter when the work was completed, the attendant had to stay there for the passage of the first train, which would, according to my WTT of 1972 /73 be the 06.17 Bognor to Victoria (via Littlehampton), 2C52, due at Pulborough at 06.55. The first train would also be cautioned.

 

A picture containing indoor, sitting, items, table

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Pulborough signal box, 23rrd July 1986. The Hardham AHB selection is illuminated for a stopping train, the activation button to the left. The absent switch is in white.

© Clive Robey

 

Cray Lane AHB

Cray Lane AHBs, 2720 yards from the box were monitored by Billingshurst.

 

Lever Frame Replacement

In January 1952, the original frame which had been against the window was replaced by an LBSCR frame, number 0823, and was installed against the wall. A temporary signal hut was provided, 10 yards away from the box proper. A 4-lever standard ground frame was provided, all signals were disconnected, flagmen were provided and afterwards, all signals and points were renumbered.

 

A picture containing sitting, box, green, luggage

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Pulborough signal box, 1980. Disconnected closing switch.

© Clive Robey

 

Late & Night Turns

Night turns were a bit of a struggle (!) as the 22.00 Bricklayers Arms (4Y11) van train was booked to call at Pulborough at 01.35 to drop off mail bags. As it was a stopping train, the stopping selection had to be operated as otherwise Hardham AHBs would have failed. So, the down starter would be pulled in the vain hope that I would then offer it on and into Arundel Junction.

Unfortunately, there was one occasion where I dozed off and the guard had to walk back from the advance to wake me up. There was no phone on the advance. Years later, when on the relief, the BML was often shut on nights for the re-signalling meaning that the night Gatwick’s from Victoria to Brighton would be diverted via the Mid Sussex, along with the two paper trains. In the winter months, this wasn't too bad as the service was two hourly but, in the summer, it was every hour in both directions. Fortunately, the passing times were similar so at least half an hour every hour could be guaranteed 'resting'. On the up, the click of the operation of Hardham barriers could be heard in the event of having check a train down.

Closing out at the end of a late turn required waiting until TOS was received from Arundel Junction. The last up train had cleared Billingshurst over an hour earlier.

 

A picture containing outdoor, train, track, building

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Pulborough signal box, 1980. Engineer's siding, former up loop in foreground. Portaloo under the verandah.

© Clive Robey

 

Signalman’s Facilities

The box was very cold at times. The gas heater was at the London end of the box. The sliding door at the top of the box steps appeared many years later so up until then, keeping the box warm was an impossible task. Draping carpets across the frame had limited benefits. Another feature that appeared years later was the false ceiling and air conditioning. The cooking facilities were very basic, being of the Baby Belling variety. The toilet was a Portaloo, which didn’t receive the care and attention it deserved.

 

Haunting

The box was also reputedly haunted. I can’t confirm this, but one night when I was ‘resting’ and before the sliding door was fitted, there was a terrific crash and the litter bin that had been at the top of the stairs was at the bottom. Probably a fox tipping it over?

 

Ian – Pulborough’s Signal Box Cat

There was also the box cat, who somebody named Ian. He was out more than he was in, but he was wily enough to know about the con rail. If he was car park side of the track, he would walk around the con rail floaters for the crossover to get to the box. If he was nearer the station, he’d use the subway.

Ian has a memorial stone at the south end of the box which presumably is still there.

 

A train traveling down train tracks near a forest

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Pulborough from the Down Line, 23rd July 1986.

© Clive Robey

 

Moving to Shoreham ‘B’

After the comparative excitement of Brighton and Preston Park as a box boy, the monotony of Pulborough set in and I was climbing the walls to get out. Eventually the Tyer's was replaced by standard BR three position block instruments, with a commutator button but no dual cancelling facilities. The non-stopping /selection was also withdrawn. In 1974, I got promotion and moved to Shoreham By Sea ‘B’.

A group of people standing in front of a building

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Click for Shoreham ‘B’
© Clive Robey

 

 

Pulborough – ‘PH’

 

 

 

Distance in yards
from centre of box

1

Up Distant

2. 3. 4

1316

2

Up (Main) Home

15

409

3

Up Main Starting

 

25

4

Up Advanced Starting

 

583

5

Up Line to Up Loop Home

14. 15. 20. 25

 

6

Up Loop to Up Line Starting

20

 

7

From Down Line Shunt at Points 13

1?, 14. 15. Or 13. 15. Or Nil

 

8

From Up Main Shunt Over Points 13

13. 15

 

9

 

 

 

10

From Down Line Shunt at Points 16

17 (16)

3

11

From Down Sidings Shunt

 

 

12

 

 

 

13

Crossover Points South

 

 

14

Up Line to Up Loop Points

 

 

15

FPLs on 13N

14

 

16

Down Siding Points

 

 

17

Crossover Points North

 

5. 63

18

Up Siding Points

 

 

19

FPL on 18 Points

 

 

20

FPL on 21 Points

 

 

21

Up Loop to Up Line Points

 

 

22

From Up Line Shunt at Points 21

17 or Nil or 21

92

23

From Up Siding Shunt

 

 

24

From Up Loop Shunt at Points 18

 

 

25

From Up Loop Shunt Northward

 

 

26

Down Advanced Starting

 

553

27

Down Starting

 

250

28

Up Loop to Down Line Starting

12. 14. 15. 19

 

29

Down Home

 

272

30

Down Distant

29. 27. 26

1472

 

 

Date of check: 25th October 1985

Diagram no: 1295.

Dated 19th June 1983.

Elevated frame (LBSCR 0823)

Closing switch (on block shelf but disconnected)

3 position open block to Billingshurst and Amberley

Arms repeated: 2, 4, 26, 27, 29

Lights repeated: 1, (2, 26), 29, 30

Points mechanically detected: 17

Points electrically detected: Nil

Audible warning when Hardham auto lifting barriers
down longer than 3 minutes or power off.

Shunt signals fitted with diamond sign: 22

Absent switch provided for auto lifting barrier telephones.

Limit of shunt: 220 yards

Hardham AHBs: 1569 yards

Cray Lane AHBs: 2720 yards

All distances in yards from centre of signal box.

Items in italics previously abolished but shown for info.

 

­­Thank you to Clive Robey for his memoires!

In memory of Pulborough’s signal box cat Ian

 

 

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ALL PHOTOGRAPHS ARE COPYRIGHT

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