Bordesley Junction - Exchange Branch

LMS Route: Evesham to Birmingham
GWR Route: Banbury to Wolverhampton
GWR Route: North Warwickshire Line

• A brief overview of Bordesley Junction - Exchange Branch
• Bordesley Station - the station which existed for just one day
• Bordesley Junction - The Midland Railway's connection
• Bordesley Junction - The GWR's connection
• Special locational instructions in the Appendix to the 1921 Service Time Table for Bordesley Junction and Station
• Special locational instructions in the Appendix to the 1953 Service Time Table for Bordesley Junction and Station

A brief overview of Bordesley Junction - Exchange Branch

A short link descending from the Midland Railway to the Birmingham & Oxford Junction Railway at Bordesley was opened as a mixed gauge single track branch line on 1st November 1861, with the broad gauge third rail being subsequently removed on 1st April 1869. During this early period exchange traffic on the branch appears to have been light and there is no reference to working practices over the branch in the Service Time Table of October 1882. In the Service Time Table of July 1904 however, there are details including; a Schedule with ten regular weekday Trips each way between the Midland’s Washwood Heath Marshalling Yard and the Great Western’s Bordesley Junction Yard, also an Engine roster detailing two pairs of Bordesley Junction shunting engines to provide 24 hour cover by two engines in the yard. Amongst their other duties one pair of engines is detailed to clear the Midland Reception Roads, marshal Up traffic and prepare trains for exchange to the Midland on the Up side of the yard, while the second pair of engines is detailed to assist in the shunting, marshal Down traffic and cross Midland traffic from the Down to Up side when required (see red areas in 'gwrbj2657.htm').

By 1916 increased traffic requirements meant that there were twenty-three regular exchange Trips in each direction between Midland’s Washwood Heath Marshalling Yard and the Great Western’s Bordesley Junction Yard and more detailed working instructions were provided in the Service Time Table issued in July of that year. These included; mention of the Midland Railway Pilotman and the restrictions placed on Midland banking engines entering Bordesley Junction Yard. The working instructions became even more detailed over time and a transcript from the Great Western Railway Appendix to the Service Time Table issued in March 1921 can be found at bordesley-appendix1921. Here the instructions identify that the single line branch is worked by a Midlands Pilot Guard, except between 6am on Sunday and 3am Monday when it is worked by Train Staff and that at this time there were twenty regular exchange Trips in each direction.

After the Grouping, operations became regularised with standard single line electric key token instrumentation installed between Bordesley Junction (LMS) Signal Box and a lineside box at the Great Western end of the single line. The Great Western Railway also had a designated Train Meeter who was responsible for accepting and despatching the exchange trains. A transcript from the Great Western Railway Appendix to the Service Time Table issued in March 1929 can be found at bordesley-appendix2

The short single line branch became of strategic importance during the Second World War when it was necessary to have flexible interconnectors between the Great Western and LMS railway systems to increase the network’s resilience in the event of normal routes being blocked after German air-raids. At the start of September 1940 approximately 950 wagons were being exchanged daily along this single line branch, but this average fell by 40% to 680 wagons in December 1940 as a result of the heavy air-raids at the end of that year. The exchange line was therefore made double track, resignalled and the LMS Bordesley Junction Signal Box rebuilt within a concrete blast wall as additional protection (see 'mrbhm_sa1894'). The construction work was completed by 13th July 1941 and in 1943 there were 23 regular trips each way between Washwood Heath (LMS) Yard and Bordesley Junction (GWR) Yard. The double track branch line was now worked by conventional permissive block and bell instruments and a transcript from the British Railways (Western Region) Appendix to the Service Time Table issued in April 1953 can be found at bordesley-appendix1953.

Robert Ferris

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Bordesley Junction - The Midland Railway's connection

Ref: mrbhm_sa1895 DJ Norton Looking towards Camp Hill with Bordesley Junction signal box controlling the connecting lines to the GWR on the left

Ref: mrbhm_sa1893 DJ Norton Looking to St Andrews from the Camp Hill line and on the right the line leading to the exchange sidings

Ref: mrbhm_sa1894 DJ Norton View of Bordesley Junction signal box and the signal controlling access from the GWR to the LMS

Ref: mrbhm_sa1892 DJ Norton Night time view at Bordesley Junction Signal Box showing the various levers for the signals and junction points

Ref: mrbhm_sa1896 RS Carpenter Ex-LMS 2-6-0+0-6-2 Garratt No 47967 running bunker first past Bordesley Junction Signal Box on a Class J working

Ref: mrbhm_sa3155 D Gatehouse A Class 46 heads a train of 33 HTV wagons loaded with coke approaching Bordesley Junction on 31st January 1984

Ref: mrbhm_sa3156 D Gatehouse BR 31 127 takes the line to Kings Norton at Bordesley Junction with the single van to Worcester service

Ref: mrbhm_sa3157 D Gatehouse Brush Type 2 Nos 31284 and 31320 with Bromsgrove to Port Clarence empty oil tanks on 8th January 1983

Ref: mrbhm_sa1891 DJ Norton LMS Bordesley Junction Signal Box diagram showing the junction layout numbered for the appropriate levers

Ref: lnwrbhm_sa1890 RA Cooke Map of the junction between the Midland and the Great Western at Bordesley and Gloucester Junction

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Bordesley Station - the station which existed for just one day - on the 14th October 1852

Brunel's Broad Gauge Birmingham and Oxford Junction had only opened a few weeks earlier into the then 'Birmingham Station' at Monmouth Street (later Great Charles Street). Queen Victoria and Albert had travelled by train southwards from Balmoral the day before stopping at Bangor en-route to see Stevenson's new tubular bridge over the Menai Straits before continuing to Shrewsbury for lunch. After their journey continued toward Birmingham which in her own words she described...'Shortly after 3 we stopped at Wolverhampton where we entered the "Iron District", one of the most dreadful parts of the country one can imagine, which I had seen many years ago, but which was quite new to Albert.' It was in Wolverhampton that the LNWR took over. The LNWR train passed through New Street and left the Town passing Curzon Street station before joining the Midland line down past the Blue's ground to climb the Bordesley incline toward Camp Hill. At the point where the Midland line passed over the cast iron bridge above the Oxford line the Royal train halted. She described this in her journal: 'At Camp Hill, near Birmingham, we joined the Great Western line, quite a new branch, & changing carriages..' In fact Brunel and his trusty engineers Robert Pearson Brereton and Henry Wakefield had constructed a temporary structure consisting of platforms on both lines with steps down to the waiting GWR train below which, unusually, was standing on the Down line nearby where points were installed* to allow the Royal train to cross to the Up line for the journey southwards....'We passed by Warwick, getting a glimpse of the Castle, Banbury, where we again stopped, Didcot, & Reading, reaching Windsor, in perfect safety a little before 7.'

However this wasn't the first time this part of Birmingham received Royal comment as three years earlier the Royal Train passed this way en route for Cheltenham though before work on this section of the Oxford and Birmingham railway had been started. This again from her journal for Saturday 29th September 1849 for a similar journey from Balmoral though via Newcastle with an overnight stop at Derby: 'A very wet morning. — Slept well & got up early, starting at 8am. Lord Cathcart (commanding in this district) & his son, Mr Strutt (the High Sheriff) & Mr Cavendish, paid their respects before we left. The first place we stopped at was Birmingham, where I had not been for 19 years & where no sovereign had visited since Charles the Second. The station is not in the town, & we stopped on a bridge above(my underline) the streets.' [This my bones tell me is the long since closed Camp Hill station which used to be the terminus of the Birmingham and Gloucester Railway and where her onward journey to Cheltenham would begin].

Ref: gwrbj2685 John Pigott-Smith The 1852 survey shows this feature, the station would have been constructed in the apex of the bottom triangle

Graham Laucht

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Bordesley Junction - The GWR's connection

Ref: gwrbj1336 G Adams View of Exchange Branch at Bordesley as a pair of three car Derby DMUs descends to join the ex-GWR line

Ref: gwrbj2660 A Hoare British Railways Class 56062 passes through the exchange branch with a down freight on 20th August 1980

Ref: gwrbj2659 E Brack An unidentified Class 56 is seen entering the exchange branch with a freight working heading towards Tyseley

Ref: gwrbj2657 R Ferris Copy of the Great Western Railway's 1904 Service Time Table showing the times of trains on the branch

Ref: gwrbj2658 RA Cooke Railway Clearing House Map showing Bordesley Junction and the connecting branch to the Midland Railway

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The following is a transcript of the Special locational instructions in the Appendix to the 1921 Service Time Table for Bordesley Junction and Station (pages 107 - 108):

5 Working of Midland Trains to and from Bordesley Junction Yard

1. The Single Line Branch between Bordesley GW South Box and the Midland Bordesley Junction Signal Box is worked by Pilot Guard (except between 6:00am Sundays and 3:00am Mondays, when it is worked by train staff), and before a Midland train is crossed from the Down Yard to the Midland Branch Line at Bordesley Junction, the Signalman at Bordesley South Box must obtain permission from the Great Western Train Meeter.
2. The Great Western Train Meeter, before giving his sanction for a Train to cross to the Midland Branch from the Down Yard, or before a Train drawn from the GW Sidings on the Up side of the line on to the Midland Branch, must advise the Midland Company’s Pilot Guard that he has a Train ready, and obtain his authority for it to pass on to the Midland branch.
3. The Midland Company’s Pilot Guard must advise the Great Western Train Meeter when he is recalled to the Midland Company’s Junction Cabin for the purpose of piloting an Engine, or Engine and brake for Passenger vehicles, or when it is necessary to leave the Great Western end of the branch for any other purpose, and the Great Western Train Meeter will be held responsible for seeing that the Trains for the Midland Line are only crossed to that Company’s Branch when their Pilot Guard is present.

6 Mode of Dealing with Exchange Traffic.

1. The Midland Company work the traffic between their system and Bordesley Junction.
2. Their trains are worked by a Pilotman over a Single Line which connects the Midland Main Line with the North end of Bordesley Junction Yard, but they are controlled by the Great Western Staff in entering and leaving Bordesley Junction Yard.
3. The Midland trains must be met on arrival at the Signal at the Great Western end of the Branch Line, and must be piloted through the Great Western Yard by the Shunter appointed for the purpose.
4. Trains bringing traffic into Bordesley Junction must be turned on to Nos 15, 16 or 17 Lines, the points leading to which are interlocked with the Home Signal. The latter Signal cannot be lowered unless the points are properly closed, and when the Home Signal is at 'all right' the points cannot be moved. It is imperative, therefore, that the Home Signal should be put to 'danger' immediately the Engine of the Train has passed it, in order to protect the Train, and also prevent the possibility of the points being run through in the trailing direction and damaged.
5. A clear reception must be ensured, and every endeavour taken to avoid incoming Midland Trains being brought to a dead stand at the Stop Signal controlling the entrance to the yard.
6. No 6 Engine should clear all Reception Sidings before going to Shed unless Nos 1 or 2 Engines are able to maintain a clear road for each Midland Train during the time No 6 Engine is not out.
7. The Midland Engine will be detached and crossed at the South end of the Reception Sidings Yard to No 18 Line, where it will run to the North end to pick up traffic or empties out of the Up Sidings (upon which the outgoing traffic is placed) for Midland Line, or crossed to the Down Sidings to load from No 1 Midland 'Outwards' road, picking up the Brake Van off Nos 15, 16 or 17 Midland Reception roads on the Up side as the case may be, before leaving for the Midland Line.
8. There are periods in the day when it is difficult to cross a Midland Train from the Down side to leave at its scheduled time, and unless it can be crossed beforehand by making use of the spur on the Up side, the Midland Engines at these periods should be loaded from the Up side.
9. Midland 'Outwards' Trains must not be held for traffic arriving late, but despatched on time with the wagons already coupled up to the Engine.
10. Double loaded Trains assisted in the rear by a Bank Engine from Washwood Heath will be worked to Bordesley Junction, but the assistant Engine must not enter the Reception Sidings, but return to Washwood Heath immediately after arrival, under the direction of the Midland Company's Pilotman.
11. After drawing clear on the Reception Sidings, the Midland Train Engine must be cut off and proceed to form the next outgoing Midland Train. During the time this work is in progress the Engine of the previous Inwards Midland Train will leave with a load of outgoing traffic for the Midland Company, and similar working will continue throughout the day and night.
12. The Midland Trains have been timed into and out of Bordesley Junction as follows, and every effort must be made to secure the Trains working to the booked times.

From about 3:00am Sunday until 3:50am Monday, the Trips will work in and out as required.

Number of Trip Engine

2N

3N

4N

-

1

2

3

-

4

1

2

3

pm

am

am

-

am

am

am

-

am

am

am

am

Washwood Heath depart

11:55

12:55

2:15

-

3:50

4:55

6:05

-

7:35

9:00

10:15

11:10

Bordesley Junc arrive

12:20

1:20

2:40

-

4:15

5:20

6:30

-

8:00

9:25

10:40

11:35

Number of Trip Engine

4

1

-

2

3

4

1

2

3

4

1

-

pm

pm

-

pm

pm

pm

pm

pm

pm

pm

pm

-

Washwood Heath depart

12:30

1:25

-

2:35

3:35

4:45

5:55

7:50

8:45

9:55

11:00

-

Bordesley Junc arrive

12:55

1:50

-

3:00

4:00

5:15

6:32

8:15

9:10

10:25

11:25

-

Number of Trip Engine

2N

3N

-

4N

1

2

-

-

3

4

-

1

am

am

-

am

am

am

-

-

am

am

-

am

Bordesley Junc depart

1:45

3:05

-

4:40

5:50

7:00

-

-

8:25

9:50

-

11:05

Number of Trip Engine

2

3

4

1

2

3

4

1

2

3

4

1

Noon

pm

pm

pm

pm

pm

pm

pm

pm

pm

pm

am

Bordesley Junc

12:00

1:25

2:15

3:25

4:25

5:40

7:15

8:40

9:35

10:50

11:50

12:45

1. A Midland Wagon Examiner is appointed to examine the Wagons for the Midland System on all Down Trains on the Down Goods Loop at Small Heath North, and another to examine the Wagons for the Midland Line arriving on Up Trains on the GW Up Pilot Line at Bordesley Junction.
2. The whole of the Wagons red-labelled on the Down side are to be shunted out by the Shunting Engine at the same time as the Wagons which are blocked back are shunted out; those red-labelled on the Up side to be shunted out by the GW Train Engines and taken to the South end with the Van and other Wagons for that part of the Yard.

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The following is a transcript of the Special locational instructions in the Appendix to the 1953 Service Time Table for Bordesley Junction and Station (pages 109 - 110):

Working of Up and Down Branch Lines between Bordesley South (WR) and Bordesley Junction (LMR) Signal Boxes

1. The Branch consists of an Up line which runs from the LMR and a separate Down Line which runs to the LMR.
2. Double Line Permissive Block Instruments and Bells are provided and the Branch Lines are worked under LMR Standard Regulations for Train Signalling by the Permissive Block System.
3. A crossover is provided between the Up and Down Branch Lines at the WR end of the Branch. This is controlled by a Ground Frame released by Annett’s Key from Bordesley South Signal Box.
4. (a) The crossover referred to in clause 3 must only be used for emergency purposes to give through running facilities from the Up Branch Line to the WR Running Lines.
   
   (b) On all other occasions when it is necessary to bring into use this crossover, the WR Depot Manager or Inspector in charge must first give authority.
   
   (c ) A record must be made in the Bordesley South Signal Box Train Register of the time the Annett’s Key is taken out of the Box and when returned, also the circumstances under which it is used. Such entries must be initialled by the person having possession of the key and the Signalman.

5 Working of LMR Trains to and from Bordesley Junction Yard

Before a LMR train is crossed from the Down Yard to the Down LMR Branch Line at Bordesley South, the Signalman must obtain permission from the Western Region Train Meeter after complying with the Permissive Block Regulations.

(a) The Western Region Train Meeter, before giving his sanction for a train to come to the LMR Branch Line from the Down Yard, or before a train is drawn from the WR Sidings on the Up Side of the Line on to the LMR Branch, must obtain assurance from the LMR Company’s Guard that his train is ready.

6 Mode of dealing with Exchange Traffic

The LMR work the traffic between their Region and Bordesley Junction.

(a) The trains are worked over the Branch Line by LMR engines and trainmen, but they are controlled by the Western Region staff in entering and leaving Bordesley Junction Yard.

(b) The LMR trains must be met on arrival at the Western Region end of the Branch line by the WR Train Meeter and will be piloted through the Western Region Yard by the Under Shunter working with him.

Trains bringing traffic to Bordesley Junction must be placed in Nos 15, 16 or 17 Reception Sidings, the points leading to which are interlocked with the Home Signal. The latter Signal cannot be lowered unless the points are properly closed, and when the Home Signal is at 'Clear' the points cannot be moved. It is imperative, therefore, that the Home Signal should be put to 'danger' immediately the engine of the train has passed it, in order to protect the Train, and also prevent the possibility of the points being run through in the trailing direction and damaged.

(c) The WR Train Meeter must advise the Bordesley South Signalman immediately the Brake Van complete with tail lamp of an Up Train has passed inside the Up Branch Home Signal.

(d) A clear reception must be ensured, and every endeavour taken to avoid incoming LMR trains being brought to a stand at the Stop Signal controlling the entrance to the yard.

(e) Reception Sidings Shunting Engine should clear all Reception Sidings before going to Shed unless Nos 1, 2 or 4 Engines are able to maintain a clear road for each LMR train during the time the Reception Sidings Engine is not out.

(f) The LMR Engine will be detached and crossed at the South end of the Reception Sidings Yard to No 18 Line, where it will run to the North end to pick up traffic or empties out of the Up Sidings (upon which the outgoing traffic is placed) for LMR Line, or crossed to the Down Sidings for return loading.

(g) Immediately a LMR outwards train is ready to leave the Up or Down Yard, the WR Train Meeter must advise the Bordesley South Signalman in order that permission can be obtained for the train to draw on to the Down Branch Line in readiness to set back on to the Brake Van on the short ‘Loop Siding’ adjacent to No 17 Reception Siding.

• LMR Electric Shunting Gong s are provided on the Branch to facilitate this working; Standard Codes apply, as shewn in Rule 117.
• If there is already a train or engine on the Down Branch Line, the Signalman at Bordesley Junction South must advise the WR Train Meeter for trains departing from the Up Side, and the North end Down Side Head Shunter for trains departing from the Down Side, who must in turn so advise and get acknowledgement from the LMR Engineman concerned.
• It must definitely understood by all concerned that no conflicting movements take place at the North End of the Yard. Western Region trains or engines must nor depart from, or enter, the Old Yard, or through No 18 Siding, also LMR ‘Inwards’ trip engines returning from the South End through No 18 road whilst a LMR ‘outwards’ trip is setting back from the LMR Branch Line on to its Brake Van in the Slip.

(h) LMR 'Outwards' Trains must not be held for traffic arriving late, but despatched on time with the wagons already coupled up to the Engine.