Introduction

One feature of the semaphore signalling on the former Somerset & Dorset Joint Railway (S&DJR) was the use of a particular pattern of "wrong road" signal, where the signal arm was in the form of a large elongated 'X'. This page provides more information about the use of this particular type of signal on the S&DJR. For more general information about S&DJR signals and signal arms click here.

It is often stated that these signals were unique to the S&DJR, but that is incorrect. This pattern of signal was a feature of the signalling contractors Stevens, who supplied equipment for many of the S&DJR signalling installations, and therefore it appeared also on other railways equipped by them (including the London & South Western Railway).

This type of signal has been called the "bow-tie" or "cross arm" signal because of its shape. The term "backing signal" has been used also, but it is probable that its formal name was the "wrong road" signal because of its function to control movements in the wrong direction. This was a 'lower quadrant' signal, where the arm was lowered to indicate 'proceed'. In the 'on' position (with the arm horizontal) a red light was exhibited. Some records suggest that these signals could show a purple light when in the 'off' position as an alternative to green, but in the absence of suitable colour photographs it has been difficult to clarify this point.

As there were examples of this pattern of signal at Midford and Evercreech Junction, two locations which were popular with railway photographers, they do appear in many pictures of the S&DJR. Consequently there has been a tendency for them to receive far greater attention in any references to S&DJR signalling and its idiosyncracies then really is justified by their actual limited presence. Research so far indicates that only 5 examples of these 'wrong-road' signals have existed on the S&DJR at various times, of which 3 survived into British Railways days until final closure in 1966.

Signal Register

This Signal Register lists, in line order, all known examples of a S&DJR 'wrong road' signal. More details about each signal are given in the notes after the table.

MIDFORD

Signal 5PULL was situated on the platform at Midford station and controlled ‘wrong-road’ movements onto the Up line of the double-track section to Wellow. It was not part of the original installation when the signal-box was opened in 1892 in conjunction with the doubling of the line to Wellow, but probably it was in use by about 1900. It would appear that this signal had a straight lattice post from the start, whereas the other signals at Midford originally had wooden posts (later replaced). Click here to see a signal diagram (77KB) for Midford during the British Railways period.

It was a common problem at Midford that northbound Up goods trains running though the single-line section to Bath Junction might struggle to climb the gradient towards Combe Down tunnel and eventually come to a stand. In such cases the train would reverse back to Midford and then, under the authority of signal 5PULL, go 'wrong-road' onto the Up line of the double-track section. This action would clear the single-line section for the next Down train, while the engine of the goods train built up a good head of steam for another attempt at the gradient ahead.

A repeater arm for Midford signal 5PULL was provided on 11-June-1929 (S&DJR Signal Instruction 293) and this was mounted as a lower arm on the same post as the Down Home (No 2). This signal was mounted on top of an overbridge known as the 'Long Arch', which restricted the visibility of the main 5PULL signal on the platform - provision of the repeater arm enabled a train to be 'called past' the Down Home with the latter in the 'on' position. Both the main and repeater arms for 5PULL remained in use until the line closed in 1966.

EVERCREECH JUNCTION NORTH Signal 21 was located on the outside of the Down Siding (also known as Cogan's Siding) close to the junction points where the branch from Highbridge trailed into the Down Main. The signal was erected on a left-hand bracket, probably in order to improve sighting for trains backing around the curve - the signal post was a S&DJR design made from old rails. The date of introduction is unknown, but the signal was in existence by 1904 (not necessarily at that time in the form illustrated). This signal controlled the following movements (click here to see a 1949 signal diagram (139KB) for reference):- Over crossover 14 and onto the Up Main Over points 15 and over points 10 into the Down Sidings Over points 15, 10 & 6 into the Weighbridge Siding Over points 15, back along the Down Branch and over points 8 & 9 into No 1 Siding Over points 15 and back along the Down Branch onto the single-line Over points 15 & 11 onto the Up Branch. During the British Railways period the range of available movements declined as some of the siding connections were taken out of use, but the signal remained in use until the line closed in 1966.

TEMPLECOMBE No 3 JUNCTION

Signal 17 was located adjacent to the Up Goods line and it controlled trains backing out from the Lower Yard onto the Up Main. This signal appears in a diagram (Public Record Office file MT6/1063/2 dated 6-Feb-1902) for the new (second) signal-box opened at Templecombe No 3 Junction in 1902, although it may have existed previously. It was taken out of use on 12-Feb-1933 (S&DJR Signal Instruction 328) when the signal-box was closed as part of wider layout alterations in the Templecombe Junction area.

This signal was a little unusual. To the casual obersver it might appear at first glance simply from a diagram that this signal applied to the Down Main, controlling trains backing across crossover points 15. In fact it was situated at the lower level of the Yard lines and it is quite clear from the interlocking table attached to the original PRO diagram that it controlled forward movements on the Up Goods line through points 14 and 13 onto the Up Main. As this was a "normal direction" movement it is unclear why this signal was needed in addition to signal 19, but it is possible that it may have been used when long goods trains were being backed out of the yard (ready to go forward southwards on the Down Main) and therefore the engine was at the end furthest from signal 19.

On 15-Nov-1915 (S&DJR Signal Instruction 253) a new two-doll bracket signal was provided at the exit from the Lower Yard adjacent to trap points 12, probably replacing ground signal 9. The left-hand doll carried an ordinary signal arm which controlled movements backing from the Down Goods across points 10 onto the Up Main. The right-hand doll was fitted with a "wrong road" arm and this controlled ‘wrong-road’ movements from the Down Goods line back along the Down Main. The lever number for this signal is unknown. It is believed that this bracket signal survived the initial layout alterations in 1933, but was then taken out of use later on 27-Aug-1933 (S&DJR Signal Instruction 341) when it was replaced by a new bracket signal with two ringed arms to perform the same function.

A copy of a S&DJR wrong-road signal has been constructed by the Somerset & Dorset Railway Trust and erected at their Museum at Washford station, on the West Somerset Railway.

© Chris Osment 2002
Photograph courtesy Ivo Peters, signal graphic from Classic Software courtesy John Hinson