A Signalman's Autobiography.

How to spend 38 years in the close proximity of steam

and leave without a pension

From two years old (Born 27/05/23) I was irrevocably committed to spend my early life in the vicinity of or in the service of steam railways.

Born of Parents with roots as far apart as Finsbury Park, London and Mother in the Grocery Trade (Liptons) at Wakefield, Yorkshire.

The early years

1925 saw a move from cellar accommodation in Castle View, Crofton Wakefield to a vacant Station Masters house, but six yards from the Up Main Line of the Great Northern Railway at Hare Park & Crofton station West Yorkshire.

The move I saw little of, being laid in Clayton Hospital with a compound fracture of my left Tibia and Fibia.

On release from Hospital, arrival at my new home was horrendous, I found myself alienated from my Mother by the arrival of a baby brother and I very much missed the T.L.C. meted out to me by the Matron at Clayton Hospital, much to the annoyance of my Mother.

The noise of the busy G.N.R. main line, with a 24 hour timetable of Passenger and goods filled me with terror, but I grew accustomed in time to the busy schedule, and would stand at the garden fence only a platforms width from the rails

Earliest Memories

Were of Mother standing on a stool and hoisting me atop our six foot garden wall to wave to the crew of the Up Yorkshire Pullman as it flew under the farm road bridge that led across the fields to Newmillerdam, the Hornsey (North London Depot) crew expected us to be there, and approached the bridge with whistle screaming and waving their caps at Mother and I ---- what joy, what memories!

Familiarising

with my noisy environment, and with my new brother, this period turned out to be one of the happiest times of our lives together

As we grew older, one of our shared tasks was to take Dad his dinner in a basket, and lay it out for him whilst he continued to operate the levers and utilise the Block Instruments which were part of his tasks as a Railway Signalman, here then, in the signal cabin was where my love of Railway Procedures took root.

General Strike 1926

One dark period overshadowed our Utopia, the 1926 General Strike, during which the Railwaymen supported the Miners in their efforts to get better wages and improved working conditions, during this time we children were to see Students in the Signal Boxes, and even more frightening Students acting as Driver and Firemen on Main Line passenger trains, without any proper training the engines were maltreated and performed badly, putting passengers at risk.

Food was in short supply, and we were forced into sampling Cheval Viande to add taste to our potatoes.

Father went back to work suffering a reduction in his wages of five shillings a week from his pre strike pay of Sixty shillings for a fortyeight hour week, he cobbled our shoes, they still let wet in, Mother maintained our school clothes as best she could.

Reward for Active Service 1914 to 1918

Forever seeking to get back to his beloved London upon his return from the trenches in World War 1, during which he suffered dreadful lung damage from Phosgene and Mustard Gas attacks by the German army, he presented himself at Finsbury Park to pick up his previous career in Railway Signalling, only to find that the promise of "jobs on your return" was a very shallow promise, the best the Rail Authority was prepared to offer him was a Signalmans post at Hare Park & Crofton, this being 175 miles from his beloved London, family and friends.

Father had little chance of moving up the ladder, his qualifying Service for promotion was restarted on his return from the war.

He did however gain a promotion to a Main Line Signalbox at Bently Crossing, near Doncaster South Yorkshire, where he worked a 20 day out of 21 day cycle, which post he held until his retirement, at seven and six years old we children did not take kindly to the change of accommodation and schools..

Some persecutiontook place when our new schoolmaster found out from our records that our previous Headmaster was a University colleague who had been promoted ahead of him, however things improved with the move to Senior school when we became 11 years old.

Jobs 1934- 1938

Made progress at our new school with Teachers of dedication, and no malice, gained promotion from "B Stream" to "A stream" by the beginning of the fourth year.

Woodlands Senior School staff encouraged and persuaded me into effort's that I didn't think I was capable of I owe the Mr Winks and Mr Wilson of that era a great debt, but sadly never got to thanking them.

Looking for work at 14 years of age

I was suddenly a school leaver, with no idea what I was to do until I was old enough to commence Railway Service 16 years minimum:

But Mother had other ideas, and I was hustled into a job on the Monday following my release from School barely 14 years old.

"The Horse & Groom Hotel" in East Laithe Gate, Doncaster was to be my six day 8am to 6pm workplace, where I covered the duties of Petrol pump attendent / cellar man / Stable boy, and also Car Park attendant.

Remuneration was seven shillings and sixpence, and my dinner supplied.

I lasted out for a year before succumbing to a bout of neo pneumonia due mainly to their being no shelter to return to on the forecourt for protection from the weather.

Joining the Railway workforce

Joy of Joy's after three other dead end jobs I was interviewed at Carcroft & Adwick-le-Street Station and was delegated to the Post of Lamp lad and alternate weeks as Lad Porter.

My Railway career had begun, I was amongst Sir Nigel Gresley's beautiful Pacific's and was there to celebrate the Mallard breaking the World speed record for steam traction at 126 mph in July 1938, I was proud to have the acquaintance of the Driver of that momentous trip, Joe Duddington was his name and in his final years of driving he was, as were all Main Line Drivers of a certain age, relegated to driving colliery pilot trips, he would join me in the signal cabin at Castle Hills, and we would swap stories and even sandwiches, I treasure his memory.

Lamp lad duties

I got to touch the engines, and to bask in the sweet oil/steam mixture as they thrashed past me standing on the cess side with bundles of freshly trimmed signal lamps hanging from my shoulders, during this time I had a closer association with Signal Cabins, railway lore, Rules and Regulations, and an opportunity to learn Morse Code as applicable to the single needle method , all in preparation for applying to Leeds Signals Superintendent for the position of Telegraph Lad at Nostell Junction signal box near Wakefield, West Yorkshire.

I was eventually appointed to that position and although the discipline was strict, every day filled me with happiness.

My day started and ended with a two and a half mile walk from Fitzwilliam Station, Nostell Station having been closed down by then.

But on occasions the time to start my journey home coincided with the approach of a Light Engine returning to Doncaster after working one of the Down Express Trains.

I would stand at the foot of No 48 Home Signal and politely beg a lift home to Carcroft 14 miles or so away, rarely refused I was made to sit in the Drivers seat for safety's sake.

The Engine, always a Pacific and mostly a streamlined locomotive, Mallard or Dominion of Canada, or the Sir Nigel Gresley would be returning light to a London Shed after working 1N54 or 1N58 Kings Cross to Leeds.

Allowed to participate in so much as tweaking the whistle at each Distant signal, and to Brake the monster to a stop at Carcroft Station, brought my heart to near bursting point, but neither Firing or driving held any attraction for me, my focus was on signalling and that only.

This period was a prime opportunity to hone my Signalmans skills, and to prepare myself to pass the daunting Rules & Regulations Examinations before applying for a vacancy in the positions vacant broadsheet.

Becoming a Signalman

This breakthrough came at a time of great forboding as Clement Attlee returned from his Munich meeting with Adolf Hitler.

I was hustled into a Signal Cabin on the Great Central branch line, Applehurst Junction and committed to working 12 hour shifts, mostly 7 days a week, facilitating the movement of freight and coal for Immingham Dock's, and ammunition and bombs for our airforces gathering in Lincolnshire.

Special needs called for special solutions and I was perhaps the youngest Signalman on the whole railway system at that time.

My Brother Thomas.

My younger brother Thomas William was an early volunteer and joined the Royal Signals Regiment, was drafted into the Parachute Regiment, and from there into the S.A.S. and eventually into the complexities of the S.O.E. at Bletchley Park, of these times for him he was forbidden to talk, or discuss his movements by signing the Official Secret's Act.

Other's with War Duties to perform.

My girlfriend, worked long shifts at Bembergs in Doncaster producing parachute silk, this was a disfiguring occupation due to working at the side of the acid baths, where due to the scarcity of rubber, the gloves they wore were often subject to leaks, issues of replacements strictly limited.

Acid burns had to be removed from the skin on her hands and arms, known as "Copper Strips" I had the task of using a sewing needle to peel these copper strips from her flesh almost nightly, a torture which she bore stoically, the scars remain to this day.

My first Signal Cabin

I found myself in a reserved occupation for the duration of W.W.2 the signal cabin I worked in was on the flightpath for Pollington R.A.F airfield, this enforced a constant reminder that there were others not so fortunate as I in the type of duties they carried out for King and Country.

Home Guard Duty.

An early recruit, I was enlisted at the Bentley Nr Doncaster H.Q.

of the 44th West Riding Battallion of the King's Own Yorkshire

Light Infantry, here I received training in various small arms, Automatic weapons, Mortars and Grenades and also in Communications

by Radio, concealed land lines, and found my Railway knowledge of the Morse code, which I was quickly able to adapt to Military requirements made me a valuable addition to the Unit.

In addition I received training as a Despatch Rider and issued with a Royal Enfield 350 cc Motor Cycle number 4605825 and instructed to keep it by me at all times, my Civilian Driving Licence was superceded by a full Services Licence.

Promotion to Signals Sergeant came very quickly after further training at Slaithwaite Nr Huddersfield, where I recieved training in the radio comms units most used by Army personnel, sleeve emblems were three stripes and crossed flags, plus long service stripes too !

Square bashing was a must too, to full Light Infantry requirements all of this was fitted in with the weekly requirement to mount guard duties on various vulnerable Road/Rail bridges and also vulnerable rail Junctions.

Yes I was sensitive to be caught in a reserved occupation, whilst my younger brother was at Bletchly Park S.O.E. and facing all manner of risks behind enemy lines on a monthly rota basis as a wireless operator supporting the Free French forces, sensitive I still am, with my younger brother suffering from Alzheimers Disease, mid stage, but I was never ashamed of my contribution to "The War Effort".

The Middle Years 1944 to 1963

Unconditional surrender of the German Army 0241 hours May 7th 1945,

and the preparations for V.E. day celebrations, my Brother came home not entirely unscathed, injured at Arnhem, whilst attempting to restore Communications between the Tank Force radio system and the front line battle troops differing system or frequency.

Married in August 1944, to my teenage sweetheart Marjorie, who had care of her younger sister Jean due to the early demise of her Mother Nellie who sadly died in 1938 aged 35.

Our first child was born July 10th 1945, but despite all of our and the Hospital Doctors efforts, Kathleen died barely six months old, a sad start to our married life, but we were to be blessed with a boy child on Saint Patricks day 1948, and a girl in January 1951, and a further boy in August 1960. We then considered our family complete, or at least within our capability to support.

Steps toward Promotion

The introduction of Step Service as a means to selection for promotion, rather than length of service, meant that I had to travel longer distances between Home and Work, eventually I applied for and gained a Relief Signalmans post on the L.M.S at Wakefield Kirkgate.

With future moves in mind in my chase for promotion and increased salary, I decided to travel on a daily basis to and from Home.

Since Wakefield was 14 miles from my Home, and there being no train service to meet my shift pattern I first began to bicycle to and fro eventually having to buy a Moped to help with the undulating journey.

I experienced some very hairy journeys during the three Winter's following, but gained one hell of a lot of experience, and a total working Knowledge of 58 widely differing Signal Cabins on the L.M.S., the L.N.E.R, and the GC Joint or to put it correctly British Rail.

Initiated into Single Line working, and given the task of learning every Signal Cabin in the vicinity of Wakefield Kirkgate and also all of those cabins across the Dearne Valley line from Crofton South to Black Carr West, Doncaster, and new to me to learn how to operate Ticket Machines, Tyers Lock and Block and Staff and Token working under the auspices of the LMS Signals Superintendent at Wakefield.

Though I approached my new job at Kirkgate with some trepidation I found my peers a friendly group who were eager enough to pass on to me the capability to work to their methods (and they were very different) and to teach me the vagaries of short section working, so close were the Cabins that one could see every movement of the Signalman on either side of your own.

My Goal Reached

Eventually I gained promotion to Class 1 Relief Signalman with my Home Station half a mile from my abode, but still found myself on occasions travelling further West than Wakefield, but now I could claim Travelling Time, and perhaps Lodging Allowance which made living much easier for My Wife Marjorie and our family.

These additional payments were in effect a misnomer for I never lodged, but it was extra cash to step up from a Motorcycle to a car.

Our life changed considerably with this acquisition, we could plan outings and family holidays in Cornwall which we loved, and travelling to work by car became an additional pleasure.

A long period of stability commenced, with great improvements in Locomotive power and rolling stock, improved timetables, but Branch Lines were coming under the threat of closure.

Modernisation of the signalling system had commenced before W.W.2 but then suspended for the duration of the war, however by 1960 vast changes were becoming apparent, the long term security of my job became to me a matter of great concern.

My every shift was subjected to incessant striding up and down the length of the cabin floors, striving to convince myself that the future looked very bleak in my chosen and well loved profession.

It became evident that the Parliamentary Road Transport Lobby had won the day and the planned destruction of the Railway Network was initiated with the appointment of one Dr Beeching.

1963 to 1964

Mid October to November

In discussion with my Brother Thomas, who, similar to Father in W.W.1 had a total and sometimes brutal immersion in W.W.2 which included Arnhem, I was told that there was a vacancy at his place of work in Southampton, the monthly salary of £42 was only about £15 more than my weekly wage from my relief signalmans post.

I put all the facts to my Wife and children and we made a decision to move South and take up the job offer.

I put in my resignation, the Leeds Signalling office response was to send the Block Inspector from Leeds to sort me out and to persuade me to withdraw my resignation forthwith!.

He left in "High Dudgeon" unable to frighten me into submission, one weeks notice was all I was required to give and that was all they got.

I had an interview at Southern Gas at Winchester Road, Southampton on November 5th followed by a medical on November 9th, assured that the job was mine we packed all our furniture and other belongings and moved out on November 23rd 1963, and joined my Brother Tom at West Moors in Dorset.

Commenced my new job on December 2nd, life was difficult for a time but we were in no doubt that we had made the right decision.

Faced with virtually no opportunity for advancement, or increase in Salary, two years of penury convinced me I should move on, and get closer to home which led me to the S.E.B. at Malwood in the New Forest where there was a little more money, but still a wait for dead mens shoes before promotion, searching for a better income I engaged with B.A.C. at Hurn near Bournemouth to participate in the building of the B.A.C. 111 passenger jet aircraft. Again a poor salary but unlimited overtime, and slowly things started to get better.

Three years of being involved with aircraft manufacture within Production Control and unlimited hours were ended with a job opportunity in the Electronics industry giant Plessey, much later to become Siemens a German based industrial giant, both provided Educational facilities and "in factory" training which subsequently qualified me to be selected as a Manager.

A very fulfilling career followed, 1975 saw me being propelled towards learning and teaching staff about Computerisation, I could see the benefits for my own department of Materials and Stock Control and also how it would benefit others in the industry viz Purchasing and Accounts,

there was one big snag it all depended on the Engineering Dept and also the Drawing Office creating & maintaining a huge database, a lot of opposition to the envisaged System came from these essential Departments, and I was perceived as rocking the boat.

My departments response was to commence setting up and maintaining an Item List Library ourselves, and utilising it to do Bills of Materials to meet Customer Orders.

To do a computer run across a file of Customer / Works Orders occupied the best part of a weekend, the paperwork output in Purchase Orders and Requisitions was immense, and on occasions required the use of a fork lift truck to convey the output from the building where the paperwork was printed to the Production Control Area for distribution.

Overloading of the Purchasing Department was inevitable.

Eventually the Company decided to purchase a complete Business Control Package named "Protos" and all the Departments that were avoiding the issue were brought on board, the "Take On" of records was a logistical nightmare that was completed to schedule and worked satisfactorily.

1982 to 1986

September 1982 I was diagnosed as having A.L.L. (Acute Lymphatic Leukaemia), A patient of Doctor Clein at Poole Hospital I received the best treatment available for that condition at that time, this involved Chemotherapy, Radiotherapy, Lumbar Punctures, and repeated bone marrow sampling from my chest and hip bone cavity's.

I went back to work after 4 weeks but suffered Septicaemia and double Pneumonia due to my lowered resistance from the chemotherapy.

At this point I requested a move from my Stock Control post, and volunteered myself for a Systems Manager post acting as an In House Tutor and built up a series of instructional handbooks providing assistance for staff trying to get acquainted with the new computer system.

To allow me to do that shewed a very sympathetic attitude on the part of the Directors and the General Manager at Poole, I was very grateful.

Into Retirement 1986.

Still in a very low condition, I decided to take early retirement at 63 years old, still on Chemotherapy which lasted longer than two years from the onset of the cancer.

and so to date September 2006 and still in remission after 20 years of retirement and still enjoying life with my Wife Marjorie (a wonderful support), two Sons and a Daughter, five Grandchildren & three Great Grandchildren, still in close and loving companionship.

I have, I do believe, been very fortunate in having the extension of life when so many others, sick at the same time as myself but not surviving were not so fortunate, I feel a great sadness for their families.