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LMS Routes

LMS Route: Rugby to Leamington

The Rugby & Leamington Railway was purchased by the London North Western Railway (LNWR) soon after its incorporation and built the line itself. The line from Rugby's LNWR station to Leamington (Avenue) was first opened on 1st March 1851 and was originally built as a single line throughout. Birdingbury and Marton were the initial intermediate stations opening with the line and provided both passenger and goods services from the outset. Dunchurch was opened for passenger services on 2nd October 1871 and its goods yard from 1st February 1872. Ralph Rawlinson wrote in LNWR Yahoo Groups, 'In 1863 there were six passenger trains on weekdays and one on Sundays the journey taking 40 minutes'. Ralph continued 'Most of the line was doubled by 1884 and traffic slowly increased until by 1922 eleven trains were run. In 1949 it was down to six trains on weekdays but these ran to and from Warwick. The passenger service was withdrawn in 1959 but the line remained open as far as Marton Junction until 1985 to serve the Portland Cement Quarry at Southam on the line to Weedon.'

Ralph noted the route when opened 'diverged from the West Coast Main Line (WCML) at Leamington Branch Junction (SP500761) ¾ mile west of Rugby Midland station and headed south west soon passing under Lawford Road (A428). After passing through a cutting it turned more to the south and bridged the A427 to reach Dunchurch station on the A45 (near the M45). Another cutting led to Birdingbury where it bridged the River Leam and at Marton in passed over the A423. The line from Weedon trailed from the South East at Marton Junction and after a further two miles it bridged the Grand Union Canal and gradually swung west to run alongside the GWR main line to reach Leamington Spa Avenue station (SP316653).'

According to Colin Maggs in his book 'Branch Lines of Warwickshire' the timetables showed few significant changes over the years with the number of trains rising from seven down and eight up trains in August 1887, to nine trains in each direction in April 1910, whilst records for July 1922 saw eleven trains in each direction. Colin also notes the time taken to complete the 15¾ mile journey increased over the years, from a 36 minute journey in 1887, to 40 minutes in 1910 and finally to 45 minutes in 1922. A Euston to Leamington service was provided between July 1908 and December 1912 by slipping a coach at Rugby and attaching it to a Leamington bound train. It would be a mistake to believe the growth in passenger traffic justified the decision to double the line as this was more likely connected to the growth in goods traffic, particularly coal traffic from the North Warwickshire coal fields, and the need to divert this away from the Trent Valley, Birmingham to Rugby and Rugby to Euston routes. Regular passenger services on the Rugby to Leamington line were withdrawn on 15th June 1959, although diverted passenger services caused by engineering work occasionally used the line after this date. In particular, during the 1960s this line was used as an important diversionary route for Coventry and Birmingham passenger trains while the WCML was electrified. General goods traffic lasted a few years longer but the line closed as a through route in the mid-1960s.

Bob Haddon writes, 'During the 1960s this line was used as an important diversionary route for Coventry and Birmingham passenger trains while the WCML was electrified. Diesel Multiple Units (DMUs) were used and left the north end bay at Rugby Midland and went on past Leamington Spa and turned down the Leamington-Coventry line and made the first stop at Kenilworth. Here you changed train for Coventry as our original train turned off at Kenilworth Junction for Hampton-in-Arden and Birmingham New Street. The Coventry passengers then crossed over the footbridge to await a service coming from Birmingham New Street via Berkswell before reversing to Coventry. I well remember seeing 'The Royal Scot' on Sundays coming this way as it went via Birmingham New Street, on Sundays only, for a number of years. How many other named trains came this way I do not know'.

Roger Stanton writes in the same group, 'I certainly remember the Leamington branch very well and what memories it brings back. Even fishing on the long since filled-in Paragon pit we used to see the Leamington flyer as we called it breeze past along with the daily chalk working from Dunstable I believe generally with a Rugby or Bletchley Duck 8. I think I mentioned before seeing the electrification diversions at Birdingbury hauled by just about anything London Midland with wheels under it and on one trip to Liverpool on an excursion we did the full route using the Berkswell cutoff. The Ivatt 2 tanks varied a bit over the years after the 419xx jobs had gone. No 41214 was a favourite for years but others including No 41323 put in an appearance. Rugby had several on its books but the others disappeared off to the sub-shed at Seaton (unbeknown to us) and I suppose they got swapped about as they required service etc. I've had a look at the photos on the site and old No 41162 makes an appearance as when I started spotting the compounds at Rugby were often seen as station pilot but one day just disappeared!! In my early days Rugby may as well have been Fort Knox as it wasn't easy to bunk. However my first memories of getting round are the scrap lines which revealed all including half a dozen Fowler tanks which had been banished from Hull Springhead or Botanic Gardens. Rare birds indeed.!!'

Ed Purcell writes in the same group, 'Interesting information about the diversions from WCML . I may be able to add a bit. The Royal Scot (and the other WCML expresses) did use the Coventry line on many Sundays in the late 1950s / early 1960s. However, they never went through New Street. They used the Stechford - Aston (normally freight only) line and thence via Bescot to come out north of Wolverhampton on the Stafford line before rejoining the WCML. Occasionally they used the Hednesford - Rugeley line, though I gather the latter was less common. Aston was the place to be on some Sundays in 1960 - 62 as the WCML services all ran through and occasionally the NE/SW route ran through there as well with diversions to that route. This meant the length of the station at Aston served both routes - replacing Tamworth as the crossing point for those two routes. As I recall No 46129 was quite often seen on the Sunday Royal Scot ( instead of a pacific) and No 71000 was often on the down 'Red Rose'. The class 44 Peaks were on the WCML at that time as well as the Class 40s. It was not uncommon to see a steam/ diesel double header because of the unreliability of the diesels (particularly the 40s)'.

The 1869 Timetable

The Timetable seen below reflects how the LNWR's Officer's Meetings, comprising of the Officers responsible for each district, addressed problems, monitored situations and carried out operational changes in order to ensure the maximum efficiency for the least cost was achieved. In this instance the issue was the speed that trains needed to attain in order to meet the timetable. Its noted in the minutes of 14th October 1868 (Item 3564) that a Mr Cawkwell attended the meeting (he's not listed as one of the Officers so clearly he was a subordinate) who drew attention to the speed of the Trains down the inclines from Leamington to Rugby and from Leamington to Coventry. Mr Roberts who was an officer in attendance at the meeting was instructed to submit a proposal to Mr Mason (another officer in attendance) for revising the Trains, so as to allow more time.

At the subsequent meeting held on the 20th November 1868. The minutes noted (Item 3714) that Mr Roberts had reported that the rescheduling of trains on the Leamington Branches had entailed the employment of additional Guard for a portion of each day. The employment of the Guard was approved. However this action had consequences as Mr Roberts reported at the Officer's Meeting held on 16th December 1868 (Item 3797) that, in consequence of the alterations of the services on the Rugby and Leamington, and Coventry and Leamington branches, an additional Passenger Guard had to be transferred to Coventry, and that another Guard had to be appointed at Birmingham to fill the place of the man so removed. This was approved by this meeting.

However clearly this was not the end of the issue as at the following Officer's Meeting held on 13th January 1869, it was reported (Item 3918) the necessity for the appointment of the additional guard for working the Leamington Trains was to be demonstrated. Thus Mr Roberts was requested to furnish Mr Mason with a diagram of each Guard's working before, and since, the change of Trains was been carried out. This examination was obviously successful as at the LNWR Officer Meeting Minutes for the 17th February 1869 (Item 3979) it was reported that a revised timetable for the trains on the Leamington Branches, was recommended for adoption, under which the additional Guard previously put on can be dispensed with.

A colour photograph of Marton Junction Signal Cabin erected in 1894 when the line to Weedion was opened

Rugby (LNWR):
Station [376]
Shed [237]
Testing Station [28]
Bilton Sidings [3]
Dunchurch [24]
Birdingbury [12]
Marton [24]
Marton Junction [30]
Radford Semele lineside views [7]
GWR Leamington Junction [28]
Leamington Avenue (LNWR) [103]
Warwick (Milverton)
Station [34]
Shed [46
Goods Yard and Shed [20]

Route continues on to Nuneaton via Coventry

Signal and Telecommunications

The following notes record the various changes made during the 1960s.

Tuesday, 12th December 1961
Marton Station
The signal box will be abolished. All the signal arms will be removed and all points clipped and padlocked out of use.

Tuesday, 1st December 1964
Dunchurch Station
The signal box will be abolished, all signal arms will be taken away and all points clipped, spiked and padlocked out of use.

Sunday, 15 May 1966
Between Southam & Long Itchington, Marton Junction, Leamington Spa Avenue Station and Milverton Station and between Leamington Spa General South and North.
The Up and Down Main lines between Milverton and Marton Jn. boxes will be taken out of use from a point approximately 480 yards on the Milverton side of Avenue box to a point approximately 716 yards on the Avenue side of Marton Jn. box the Up and Down Main lines will be severed at the point approximately 42 yards on the Marton Jn. side of Avenue box and stop blocks provided at the point of severance at the end of the portion on the Avenue side.
The Up and Down Main lines will be severed at a point approximately 710 yards on the Marton Jn. side of the Milverton box and will be connected to new Up and Down Branch lines 384 yards long giving access to the Up and Down Main lines at Leamington Spa North box by means of a double Junction situated opposite the box. The new Branch line will be worked between Milverton and North boxes, in accordance with the Absolute Block Regulations.
The former Up Main and Down Main lines from the point of severance at Milverton station to the new stop blocks mentioned above will become sidings forming a Coal Concentration Depot.

Leamington Spa Avenue Station
The signalbox will be abolished and all signals worked therefrom taken away with the exception of the Up Main line Distant signal (carried as a lower arm below the Up Starting signal for Milverton box) which will become the Up Branch line Distant signal for North box, and will be approximately 560 yards from the Home signal. A Western Region Automatic Warning System ramp will be provided at this signal.
The Avenue ground frame situated on the Milverton Station side of the box will be taken away together with the trailing crossover between the former Up and Down Main lines (now sidings) and the slip connection therein to the Up Sidings and trap points in the Sidings worked therefrom.
The Up Sidings will be connected to the former Up Main line (now a siding) by a hand worked connection in approximately the same position as the former slip connection.
The trailing crossover between the former Up Main and Down Main lines (now sidings) and the slip connection therein to the Up Sidings situated approximately 185 yards on the Milverton side of the box will be taken away.
The Horse Dock of the Up Siding together with the trailing connection thereto from the former Main line (now siding) will be taken away together with the Bay line and the trailing connection thereto from the former Down Main line (now siding) all situated on the Marton Jn. side of the box.
Nos.1 and 2 Exchange Sidings together with the trailing connection thereto from the former Down Main line (now siding) will be taken away.
The former Down Main line will be slued into the former Up Main line (now sidings) and connected thereto by a hand worked connection facing in the Up direction, situated approximately 420 yards on the Milverton side of the new stop blocks. These sidings will be connected to the new Up Branch line by a facing connection with trap points in the siding situated at the point of the severing of the main lines mentioned above and worked by a ground frame named "Coal Depot Ground Frame", which will be provided situated outside the Up Main line. This ground frame will also work the adjacent trailing crossover between the Up Main and Down Main lines previously laid in and clipped, spiked and padlocked out of use and which will now be brought into use.
A hand worked crossover will be provided between the new sidings opposite the former box with points in the former Up Main line approximately 20 yards from the new stop block.

Marton Junction
The Down Main line will be severed at a point approximately 744 yards on the Leamington Spa Side of the trailing crossover between the Up Main and Down Main lines worked from the ground frame. A stop block will be provided at the point of severance at the end of the portion on the Marton Jn. side. The points in the up Main line of this crossover will be clipped, spiked and padlocked for movements through the crossover.
The <> sign will be taken away from the post of the Up Main line Home signal.

Milverton
The Down Main line Distant signal carried as a lower arm below the Down Main line Starting signal for Avenue Station box will be taken away.
A Down Branch line Distant signal will be provided carried on a straight post 18 feet above rail level situated outside the Down branch line approximstely 1185 yards from the box. This signal will be approximately 791 yards from the Down Home signal and will be controlled by North box.
The Down Main line Home signal will in future also be controlled by North box and fitted with intensified lighting and the Warning signal carried as a lower arm below this signal will be taken away. A telephone sign will be provided at this signal.

Leamington Spa North
A Down Main to Branch line Home signal will be provided bracketed out to the right of the Down Main line Home signal and stepped lower than that signal.
A Down Platform to Down Branch line Home signal will be provided bracketed out to the right on the Down Platform to Down Main line Home signal and stepped lower than that signal.
A Down Bay to Down Branch line Home signal will be provided bracketed out to the right of the Down Bay to Down Main line Home signal and stepped lower than that signal.
The bottom arm of the 3-arm dwarf shunting signal situated between the Up Platform and Up Main lines at the Warwick end of the platform at present out of use will be brought into use and will read from the Up Platform line to the Down Branch line.
The bottom arm of the 3-arm dwarf shunting signal situated between the Up Main and Down Main lines opposite the Warwick end of the platform at present out of use will be brought into use and will read from the Up Main line to the Down Branch line.
The dwarf shunting signal (fitted with a white light} situated outside the Parcels Depot Siding adjacent to the points of the connection from the Down Platform line reading from the Parcels Depot to the Down Main line will in future additionally read to the Down Branch line.
A banner repeating signal working in conjunction with the Down Platform to Down Branch line Home signal will be provided situated on the right of the banner repeating signal working in conjunction with the Down Platform to Down Main line repeating signal.
An Up Branch line Home 1 signal (With lower Up Branch line Distant signal for South box) will be provided carried on a straight post, 26 feet above rail level situated outside the Up Branch line approximately 398 yards on the Milverton side of the box. A theatre type route indicator will be provided below the Distant signal working in conjunction with the Home signal and displaying the following indications:-
      P - to Up Platform line
      M - to Up Main line.
The Up Branch line Distant signal will be approximately 937 yards from the Home signal for South box. A telephone sign will be provided at this signal. A Western Region Automation Warning System ramp will be provided at this signal. A dwarf shunting signal will be provided situated at the foot of this signal worked from the Coal Depot ground frame reading from the Up Branch line to the Coal Concentration Depot sidings.

Leamington Spa South
The connection between No.1 Engineers Siding and No.1 Exchange Siding together with the associated dwarf shunting signals situated immediately on the north side of the box will be taken away.

Sunday, 4th June 1967
Between Bilton Sidings and Southam-Marton Junction
Marton Junction signal box will be closed. The two-lever ground frame, situated on the Leamington side of the box and controlling the crossover road between the Up and Down Main lines adjacent thereto, will be taken out of use. All points formerly worked from the box will become hand worked, With the exception of the following, which will be secured for movements as shown:-

The trailing points of the crossover road in the Up Main line, formerly controlled from the ground frame, will be secured for through movements from the Down Main line to the Up Main line;
The facing points in the Up Main line of the connection to the Southam Branch will be secured for through movements along the Up Main line to Rugby;
The trap points in the single line from Southam will be secured for movemnts to and from the branch;
The facing connection from the Southam Branch line to the Up and Down Main lines will be secured for through movements between the Down Main line and the Single line.
All signal arms controlled from the box will be taken away.
A new notice board, situated outside the Down Main line on the Rugby side of the box, lettered, "End of Down Line", will be provided. A new notice board, situated outside the Up Main line on the Rugby side of the box, lettered "Commencement of Up Line", will be provided.
The catch points in the Down Main line, 577 yards before reaching the former Down Main line Outer Home signal, will be secured out of use for through movements over the Down Main line.

Bilton Sidings
The Up and Down Main lines between this box and the new notice boards at Marton Junction, together with the Single line from Marton Junction to Southam (end of branch), will be worked in accordance with the "One Engine in Steam" Regulations. The staff will be lettered "TO SOUTHAM AND LONG ITCHINGTON' . The "One Engine in Steam" Regulations will apply from the Down Main line Starting signal at this box to the end of the branch at Southam, and on the return route, to the Up Main line Home signal for this box. Trains travelling from Bilton Sidings to Marton Junction must travel over the Down Main line and return over the Up Main line.

Thursday, 8th June 1967
Bilton Sidings
The trailing connection from the Down Main line to the Down Siding will be secured out of use, pending removal. The associated dwarf shunting signal situated in the siding will be taken away. The dwarf shunting signal, situated between the Up and Down Main lines on the Leamington side of the box, reading set back Down Main line to Up Main line or Siding, will cease to apply to the Siding.

Sunday, 22nd September 1968
Between Rugby and Southam & Long Itchington
The line between Rugby and Marton Junction will become a Single line. This section. of line, together with the Single line between Marton Junction and Southam. & Long Itchington, will be worked in accordance with the "One Engine in Steam" Regulations. The Train Staff will be painted blue, will be lettered "Rugby to Southam Branch" and will release all the ground frames on the single line. Except when in use, the Train Staff will be kept in the possession of the Yard Foreman at Rugby.

Rugby
The former Down Leamington line will become the "Up and Down" Single line between Rugby and Marton Junction.
An illuminated double-sided notice board, situated between the former Up and Down Leamington lines, adjacent to the position light shunting signal number RY.171, lettered, facing Rugby: "Commencement of Single Line" and, facing Marton. Junction: "End of Single Line - Stop and Telephone", will be provided. Position light shunting signal RY.171 will control movements from the Single line. The telephone adjacent to position light shunting signal RY.169 must be used to contact the signal box.
Leamington Siding 1 will be taken out of use.
The facing points from the former Down Leamington line to the former Leamington Siding 1 will be secured out of use pending removal.
The trailing connection from the Up Slow line to the Up Leamington line will be secured out of use, pending removal.
The facing connection in the Shunting line, leading to Leamington Siding 1, will be secured out of use, pending removal. The associated position light signal, RY.166, will read only to the English Electric Co's siding.
The trailing connection in the Down Leamington line from the Shunting line, will be secured out of use, pending removal.
The crossover road between the Up and Down Leamington lines, together with the slip connection to Leamington Siding 1, will be secured out of use pending removal.
The up Leamington line Home signal, RY.172, will be taken. out of use pending removal.
The position light shunting signal, RY.169, situated outside Leamington Siding 1 will be taken out of use, pending removal.
Position light shunting signal RY.171, situated between the former Down Leamington line and Leamington Siding 1, will now read only along Down Leamington line towards signal RY.165 and will cease to display any route indication.
Signal RY.157, situated at the exit from the Down Sidings, will cease to apply to Leamington
Siding 1 and display the route indication "L.S.1".` The route indication displayed, together with a main aspect, will read to the Single line. A shunt aspect, without any route indication, will be displayed for shunting Movements towards the Single line as far as the notice board.
Signal RY.158, situated between the Down Goods line and the Down Sidings, will cease to apply to Leamington Siding 1 and display the route indication "L.S.1". The route indication 'L' displayed, together with a main aspect, will read to the Single line. A shunt aspect, without any route indica-tion, will be displayed for shunting movements towards the single line as far as the notice board.
Signal RY.163, situated outside the Shunting line, will cease to apply to Leamington Siding 1 and display the route indication "L.S.1.". The route indication `L' displayed, together with a. main aspect, will read to the Single line. A shunt aspect, without any route indication, will be displayed for shunting movements towards the Single line as far as the notice board.

Bilton Sidings
The signal box will be closed and all signals worked therefrom taken away. Points controlled from the box will be dealt with as shown below.
A new ground frame, situated outside the former Down Main line adjacent to the east crossover road and controlling the crossover road, will be provided. This ground frame will be known as East Ground Frame and will be released by the Train Staff.
A new ground frame, situated outside the former Down Main line adjacent to the west crossover and controlling the crossover road, will be provided. This ground frame will be known as West Ground Frame and will be released by the Train Staff.
The former Up Main line will be retained from the connection with the west crossover to a point approximately 440 yards on the Rugby side of the East Ground Frame for shunting purposes. A buffer stop will be provided at the Rugby end of this shunting line.
The trailing connections from the former Up Main line to the Grain Silo Sidings and Bilton Sidings will become handworked points. A telephone with loud sounding bell, situated at a point between the new East and West ground frames, will be provided. This telephone will give comunication. with Rugby Power Signalbox.

Marton Junction
The former Up Main line to Rugby will be severed at a point approximately 150 yards on the Rugby side of the crossover road between the former Up and Down Main lines and a buffer stop will be provided.
The notice board, situated outside the former Up Main line and lettered "Commencement of Up Line", will be taken away.
The notice board, situated outside the former Down Main line and lettered "End of Down Line" will be replaced by a new double-sided board lettered facing Rugby, "End of Single Line" and, facing Leamington, "Commencement of Single Line".
A new double sided notice board, situated to the left of the Single line in the Up direction, on the approach side to Marton Junction, lettered, facing Leamington, "Commencement of Single Line" and facing Southam & Long Itchington, "End of Single Line", will will be provided.
The direction of line between Southam & Long Itchington and Rugby will be "Up" throughout.

Southam & Long Itchington
The crossover road between the Up and Down Crossing Loop lines, controlled from the adjacent ground frame, will be secured out of use, pending removal.

Mike Hodgson