Michael learnt genuine transferable principles and transferable skills such as self-motivation, initiative, critical analysis, responsibility, accountability, safety, accuracy, focus, precision, procedure, decision-making, prolonged concentration, self-discipline and self-management (all of which are applicable to learning the piano and singing; studying music, and later running a business) through his father gaining permission for Michael in his teenage years when he was 15, 16 and 17 years of age to accompany him at work in his railway signal box during the summer vacation from school and college and also at times other holidays from school and college in preparation for a career on the railway. Michael also was fortunate enough to experience the workings of other signal boxes through signalmen his father knew. One such signalman was not only good at his job but excellent at providing explanations and if you had not understood the first time, a different way of explaining would be found until you did understand and then you would be tested to see if you had understood – a technique Michael found useful in later years!

The work experience on the railway helped to considerably broaden Michael's horizons and in addition mentally stimulated him through an environment which he found to be of beneficial and significant learning interest. It is always good to have a specialist area of knowledge and experience outside one's chosen career and Michael's early experience on the railway played a significant role in his teenage development and maturity which in turn fed into his later development as a performing musician and music tutor.

Although Michael was all set to pursue a railway career, his musical achievements were good enough to secure a place in higher education and as a result Michael has been able to positively enrich and contribute to the lives of other people through his musical and teaching skills.

Several Movements could happen concurrently, for instance, a Down Main Express (North bound) could be due and also a passenger train could be held at the branch line junction signal awaiting access to the main lines when Clearance of the Section has been obtained after the Express Train (complete with red Tail Lamp on the rear) has passed the Clearing Point of the Signal Box Section which is one quarter of a mile Ahead of the Home Signal. In order to Accept a train, the line has not only to be Clear one quarter of a mile Ahead of the Home Signal but all necessary Cross-Over Points have to be placed in their proper position and Locked for the safety of the train.

The image above displays Back-Clasp Levers responsible for Colour-Light Multi-Aspect Signals such as 2-, 3- and 4-Aspect – the latter comprising of Red, Double Amber and Green with a Double Amber Display indicating the next signal but one may be at Danger. Some Colour-Light Signals had ‘Feathers’ attached i.e. Route Indicators – a diagonal string of white lights at the top of the main signal pointing in the direction of the route to be pursued. A good modern-day example is the one visible at the South bound end of Platform 1 at Rotherham Central Station. When the ‘Feather’ is illuminated and the signal is Clear and not at Danger, the train can proceed out of the station on the Up Main, and crossing over the Down Main, leave the old Great Central Railway metals by proceeding over the Bi-Directional Holmes Cord to join the old Midland lines (from the defunct Masborough Station and the North, now used for Inter-City Cross-Country workings) to Meadowhall and Sheffield.

In addition, the image above also displays Levers for Upper-Quadrant Semaphore Signals; Cross-Over Points; Point-Locks; Signal Indicators and Locking-Indicators (used to check the position of Points and useful when the Points are located on a section of track the Signalman cannot see clearly or cannot see at all from the Signal Box). The block shelf houses Large Train Describer for communication with Power Signalling, Section Block Instruments of Train Describer and Block Bell with Block Telephones and Track-Circuit Diagram.

The above Signal Box uses Absolute Block whereby only one train at a time can be permitted in Section. The whole object of the Block System is to prevent more than one train being in a Block Section on the same line at the same time. Absolute Block contrasts with some other Signal Boxes where Permissive Block was operative whereby two freight (“Goods”) trains (never Passenger trains) could be following each other (adequately separated with signals) on Permissive Lines in the Block Section to avoid congestion on main lines. In some instances, Block Sections would contain both Fast and Slow Lines.

Occasionally, Passenger trains would have a “Swinger” on the rear – a single freight truck coupled to the rear coach.

The above image shows a Down Main Express approaching the Signal Box at considerable speed. Cross-Over Points are visible as is an Upper-Quadrant Signal-Gantry.

The above image shows Levers and Absolute Block Instruments consisting of Block Bell (used for receiving Bell Telegraph Codes, for example, 1 bell ring for 'Call Attention'; 4 bell rings for a ‘Class 1 Passenger Express'; 2 bell rings for ‘Train Entering Section'; 2 pause 1 bell rings for ‘Train Out Of Section') and Bell Tapper used for sending Bell Codes along with Train Describer (“Pegging”) Block Instrument containing electronic Block Needle Indicator used for procedures and stages of Accepting or Refusing trains from and to other signal boxes on the line with various indications of Block Needle Positions as follows:

1) ‘Line Blocked' (the normal position for no train activity!). Also, if for whatever reason, proper Clearance cannot be obtained, the train must be Refused by the signalman by not moving the Block Needle of the Train Describer i.e. by leaving it showing the normal position ‘Line Blocked'. The train will then be Held.

2) ‘Line Clear' - a train has been offered from the previous signal box on the line. Upon Acceptance, the signals are Cleared (prepared) after the train has been offered and accepted at the next signal box. The order and sequence of Pulling Off Levers would be the Home Signal (which has nothing to do with a station!); Starter Signal (which does not mean a train has necessarily started from that signal!) and which, as a safety precaution, can only be Cleared when the Block Needle Train Describer Position is at ‘Line Clear' (Line Clear Locking); Distant Signal – which through a Locking Device, as a safety precaution, cannot be Cleared (prepared i.e. ‘Pulled Off') until both the Home Signal and Starter Signal have been Cleared. Distant Signals that were ‘On' were a warning to drivers to brake as the next Home Signal could be at Danger unless the Path was Cleared on Approach.

3) ‘Train On Line' (train entering section of the signal box – nothing to do with the fact the train has not derailed!). The Block Instrument with Commutator (handle) is used for sending electronic Block Needle Positions and the Block Instrument without Commutator is used for receiving electronic Block Needle Positions. There are two sets of each instrument: one set for the Signal Box previous on the line, the other set for the Signal Box further on the line. The dial of the Train Describer shows three colours: Red, White and Green. The latter has particularly no function; bottom red indicates ‘Line Blocked' (“6 O' Clock position”); top right white indicates ‘Line Clear'; top left red indicates ‘Train On Line'.

Some Block Sections included Sidings where the train would obviously not continue on the Main Line. The Block Telephones are used for communicating Train Numbers. All Train Movements and Bell Signals Exchanged with previous and next Signal Boxes on the line are recorded in the Train Register Book.

The above image shows the Lever Frame containing Front-Clasp Levers with Lever Plates (Descriptions) and are of various colours, for instance, red for Home and Starter Upper-Quadrant Semaphore Signals; yellow for Distant Upper-Quadrant Semaphore Signals; various dark colours such as black for Points and Point-Locks and white for ‘Spares’. Round disc Point-Indicators are on the block shelf above the Levers as Points have to be ‘Fitting-Up’ properly before they can be securely locked with the Locking System Lever (Lock-Bar). Once the Points are locked, a Signal can be Cleared, usually the Home Signal. As a safety precaution, if the Points are not Locked, the Signal cannot be Cleared, as the vibration and weight of the train passing over the Points at speed could move them.

The Absolute Block System is still in use on some main lines and branch lines in the UK. An example of modern day usage of the Absolute Block System with Mechanical and Electronic Signalling using Signal Boxes such as those pictured above are the main lines in Cornwall where a mixture of Lower-Quadrant Semaphore Signals (originally introduced by the old Great Western Railway as opposed to Upper-Quadrants in most other parts of the UK including the Signal Boxes imaged above) are still used along with Multi-Aspect Colour Light Signals dealing with, amongst other Movements, Express Passenger Trains such as Virgin Cross-Country and First Great Western.

However, most signalling is now controlled from large city station ‘Power Signal Boxes’ or ‘Signalling Centres’ which cover many miles of Track (now thankfully Long-Welded for passenger comfort) and embracing computer technology. Nevertheless, most of the principles are still the same and although rail passengers may not realise when travelling, the ultimate responsibility for safety lies with the Signalman as well as the Driver, as it is the Signaller who Clears the Path, Obtains Clearance and Sets the Route by securing correct Signals and ensuring Cross-Over Points are placed in their proper position together with overall control of the progress of the train which is constantly monitored by the Signaller with Track-Circuit Diagrams throughout its journey.

Finally, signalling could be physically and mentally demanding. Three shifts were worked in rotation: “Nights”; “Afternoons” and “Days”. Each permutation would last for a week and each shift of eight hours’ duration with generally 12-hour shifts at two weekends out of three to allow for time off in rotation. It was not a job that offered a second chance – it had to be right the first time or the consequences could be catastrophic. And incidentally during busy times it was not unusual to drink tea when it had gone cold or on a good day on busy lines when dealing with Passenger and Freight Movements you might just be able to eat your “snap” in one session!

These four images show some of the signalmen at work that Michael accompanied and learnt so much from. The first image is Michael’s father.

At night-time with limited visibility, signalling instruments and indicators are relied upon even more as safety has to be paramount - trains do not reduce speed simply because it is dark!

The image descriptions are written and owned by Dr Michael Spacie and are the result of Michael’s learning on the railway. They are written to somewhat enhance understanding of the above images and are not intended to be an exhaustive account of railway signalling which would be irrelevant in this context. The descriptive and analytical information given merely “scratches the surface” of a detailed and complex subject.

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