Introduction
Bristol Old Station Signal Box opened on 5 August 1878 as Bristol C Signal Box. The structure was built by Saxby & Farmer to a “non-standard” design, its dimensions are 17’ x 11’ x 12’. The original frame was 20 levers and was enlarged to 27 in 1891. A cast iron nameplate reading “Bristol Old Station Signal Box” was ordered from Reading in November 1898.
In 1908 the lever frame was replaced with a 28-lever HT 3-bar frame with levers at 5 1/4" centres. Alterations would have taken place in the early 1930s in connection with the re signalling of Bristol Temple Meads. The adjacent signal box, “Bristol East”, opened 29 November 1935. Bristol Old Station Signal Box closed on the 12 September 1965 when the platform lines closed except for a small section of Platform 12 that became a bay platform controlled completely by Bristol East.
The Interior
Peter Rendall kindly supplied an interior photograph of Bristol Old Station Signal Box.
Using the diagram published in George Pryer's book, "Signal Box Diagrams of the Great Western & Southern Railways Volume 23 - GWR Lines in the Bristol Area" I have tried to number the levers. However, this wasn't as easy as I first thought! Levers 1, 3 and 7 are easy to identify as they're cut down down as they were acceptance levers and thus don't require any effort to pull. Now, the lever on the far right appears to be cut down so that would be for 19, as that was an electric signal. That's OK so far, so counting from the right to the left means that the two levers reversed are 13 and 15 - not exactly far fetched as these are both FPLs (facing point locks) on platform 12 / 13. But there's a mystery lever reversed between 7 and 9! Apparently 8 was a space so even if it was in fact a spare why would the signalman have reversed it? Hmmm... perhaps a locking alteration at some point... but what for? Any suggestions... contact me!
How the Block worked
I'm just guessing here but I reckon the 3 block sections, Platform 12, Middle Line and Platform 14 were all treated as up lines. This meant that a clearing point could be maintained as there were rarely obstructions in the throat of the trainshed, whereas trains were regularly standing in Platform 13 and Platform 15. Bristol Temple Meads East Signal Box did not have to operate any acceptance levers in order to signal up trains but in the down direction Bristol Old Station Signal Box had to operate an acceptance lever in order for Bristol East to clear its down signals. Does that sound logical? I'd be interested in other peoples opinions so feel free to contact me.
Photographs
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44944 arrives in Platform 12 with a down service off the Midland. 26 September 1964
© Harold D Bowtell |
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Platform 15, a rarely photographed location.
© Richard Hoskin |
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Quite possibly the best photograph I've ever seen of the trackwork within Bristol Old Station.
© Richard Hoskin |
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82041 Platform 14 Bristol Temple Meads Old Station 16 July 1965 presumably on a Bath Green Park service. A DMU sits in Platform 12.
© Richard Hoskin |
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A Pictorial Record Of Great Western Architecture
© British Rail |
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Looking in to Bristol Temple Meads Old Station. Platform 12 on the left, Platform 14 on the right.
Birmingham - Bristol: Portrait Of A Famous Midland Route
Part Two: Cheltenham to Bristol and Bath
© Unknown |
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An up parcels working for the north stands in Platform 12 and 13. Doesn't this photo just ooze atmosphere?
Birmingham - Bristol: Portrait Of A Famous Midland Route
Part Two: Cheltenham to Bristol and Bath
© South Devon Railway Museum |
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'Black Five' No. 45335, with stock for the 9.15 a.m. stopping train to Gloucester, standing on one of the centre carriage roads in Brunel's terminus waiting to pull into platform 12 on 9.6.62. Note the plume of steam blowing off from the safety valves in the confines under the old station rook and at 225 lb per square inch this could be a deafening experience. Notice also the timber built platform to the right of the engine.
The Last Days Of Steam In Bristol And Somerset
© Colin G. Maggs |
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An aerial view of Temple Meads, looking west, probably in the 'thirties, with the passenger station complex to the left and centre, and Temple Meads goods shed on the right. The harbour branch, which also served Redcliffe Goods, can be seen between them.
Great Western Journal No. 18 Spring 1996
© Unknown |
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The lower part of the train shed in the background is Brunel's original terminus of 1840, the nearer section being completed in 1875. The photograph is from 22 May 1956, when two of BR's fairly new class 3 2-6-2Ts were in attendance, the one on the right being 82004. Behind it is Old Station Signal Box which controlled only that area and was in use until 12 September 1965, when all the visible tracks were taken out of use. The part of platform 12 behind the camera was retained for Avonmouth DMUs.
Branch Lines Around Avonmouth
Hotwell, Severn Beach And Via Henbury
© P.J. Kelly |
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Before the 1930s rebuilding this circa 1908 photograph shows platforms 5 and 6 on the left and 7 and 8 on the right.
The Railway Magazine, August 1909
© Unknown |
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46103 Royal Scots Fusilier on arrival with a stopping train from Gloucester. 19 May 1962
Steam Around Bristol
© Rex O. Coffin |
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Blah
Transport Treasury
© Richard C, Riley / RCR 16854 |
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Most Gloucester trains used the northern platforms, which were contained within Bristol's first station, designed by IK Brunel for the GWR trains from London. Standing on the centre road on 18 September 1958 is BR 2-6-2T 82033, The line diverged into two sidings. The platforms were numbered 12 and 14.
Gloucester To Bristol
© N.L. Browne |
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Moving inside the fine 1840 train shed on 23 April 1963 we witness BR 75001 aiding a diseased DMU near Old Station Signal Box. This closed on 12 September 1965 when all these trains were taken out of use. The listed building remains, but ineptly used as a car park.
Gloucester To Bristol
© T. Nicholls |
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Brunel's train shed in the background, viewed in October 1965 from beneath Wyatt's extension of 1878
GWR Principal Stations
© Colin G.Maggs |
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5000 Launceston Castle in pristine condition stands next to Bristol Old Station Signal Box, within the 1870s extension to Brunel's train shed.
GWR Principal Stations
© Real Photographs (6440) |
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Class 3MT 82041 heads the 1212 stopping train to Bath Green Park on 3 October 1964. The details of Wyatt's extension to the original Brunel train shed show clearly in this view.
GWR Principal Stations
© Real Photographs (6440) |
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The original train shed remained in use until 12 September 1965 and is seen here on 10 September 1960 after arrival from Gloucester behind 4-6-0 44804. The back of the train is at platform 12 and the front at 13. In the 1880s these has been departure platforms for the Midlands and South Wales respectively. There were two berthing roads in the centre, with platforms 14 and 15 against the north wall. The building is now used mainly for car parking and is Listed Grade 1. The "Empire and Commonwealth" exhibition opened in part of it in September 2002.
Swindon To Bristol via Bath Spa
© M.A.N.Johnston |
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A rare view of the interior of Brunel's terminus, with track maintenance in hand. Taken in 1958 when the station was still in use, this shows the junction of the original roof with the later extension by Digby Wyatt, and the addition of the larger vents at the ridge. In the background the trackwork between the pillars in the former Engine and Carriage Shed area extends to the rear of the Office Block, with the widened arrival platform on the left (accomplished by the loss of one of the original broad gauge tracks) and partially widened Departure platform on the right.
Brunel's Bristol Temple Meads
© NRM 650/59 |
Questions
- Were the block sections treated as up lines?
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Bristol Signalling 
