Introduction

Healey Mills Is a natural concentration point for east-west flows of freight, linking the industrial West Riding with the east coast ports of Hull and Goole, the industrial areas of Lancashire and the Merseyside ports. It is also a convenient half-way house between the heavy industrial area of the North East and Lancashire.

The marshalling of this east-west traffic was formerly carried out in 13 separate and small shunting yards. Much of the traffic had to pass through two or more of these yards, involving unnecessary expense both in time and money.

For some time the facilities afforded in these old yards have been inadequate. Lacking modern mechanical aids to efficiency their operation was uneconomic and the need for a concentrated and modern marshalling centre has been urgent. That need has now been met.

Huge quantities of coal pass from the Yorkshire coalfield to the factories of the West Riding and Lancashire and also to power stations and ports. This will comprise about half of the traffic to pass through the new yard. The rest is made up of a great variety of basic materials and industrial products ranging from wool to wines and textiles to timber. Some of this, particularly the coal, moves in train loads direct from the point of origin to the point of consumption. Such traffic needs no intermediate sorting. It is a pattern of economical freight movement for which the railways are specifically fitted and which they seek constantly to develop.

Nevertheless, in an area of such varied industry, there will always be quite substantial quantities of freight requiring to be moved in consignments where the originating unit is the ’wagon’ rather than the ‘train’. The new yard (although providing certain vital services necessary to train-load movement) will primarily be concerned with the speedy and efficient sorting and marshalling this kind of traffic.

It will be capable of handling 4,000 wagons a day, a big proportion of which will have its transit time substantially reduced. In conjunction with the establishment of other modern marshalling yards in the North Eastern Region and elsewhere throughout the British Railways system, Healey Mills Yard will not only make a substantial contribution to a greatly improved pattern of scheduled freight train services, but will also ensure these services being used more fully, more efficiently and more economically.

 

Situation

The new Healey Mills Yard occupies a 140-acre site, the whole of which is underlain by a series of coal seams. Fortunately, much of this, including the most profitable seams, had been won and most of the subsequent settlement had taken place before work on the site began. Other coal working was arranged in co-operation with the National Coal Board, so that settlement had taken place by the middle of 1962 when formation levels for the main sidings had to be stabilised. Consequently, the sterilisation of coal required has not been substantial and has been confined to thinner seams which, in any event, may not have been worked.

Notwithstanding that site levelling (including cutting a new river channel) produced 298,000 cubic yards of filling material, it was necessary to bring into the area a further three-quarters of a million cubic yards of filling. One hundred and fifty-four thousand cubic yards came from a new railway cutting at Stourton, 383,000, consisting of red shale, came from local collieries, and 230,000, mainly ash for bottom ballast, came from various West Riding power stations and abandoned railway branch lines. In the reception siding area the average depth of fill was 17ft.

    The work began late in 1959. Essential preliminaries were-

1. The re-building – including the provision of an increased length of span – and the re-aligning of the bridge which carried Storrs Hill Road over the east end of the site. The new bridge consists of two spans 90ft, and 60ft., and is of welded steel plate girder construction with a through type concrete deck.
2. The diversion of 1,030 yards of the River Calder into a new channel to the south, to clear the site.
3. Taking an 11,000 volt and a 33,000 volt overhead cable route underground
4. Re-routing one 10in, low pressure and one 8in, high pressure gas main, both of which formally ran diagonally across the main site.
5. The removal of Ossett Sewerage Disposal Works to a new site.
6. The filling of an old mill reservoir and the transfer of the fish it contained into a short stretch of the old river channel.
7. The diversion of the private roadway to Wilson Briggs’ Mill.
8. The construction of three bridges to carry railway tracks over the river. These consist of three 45ft. spans over the river with two piers on the river channel. Two of the bridges also span the diverted roadway. All three have been constructed of steel broad flanged beams with reinforced concrete decks.

On 26^th November 1960, shortly after the completion of the new river cut, the River Calder rose in a considerable flood almost equal to the worst ever recorded. In part, the river took to its old flood-time course and flooded part of the site. The banks of the new river channel were badly eroded and various drainage systems were damaged. The repairs carried out included a completely effective protection against subsequent flooding.

 

Operation

The function of a marshalling yard is to receive trains and wagons and sort them into groups for particular destinations. They are accumulated to make up trains to take them on their way. Maximum efficiency is achieved when each arriving wagon is connected with the first available forward service in accordance with a train service plan.

In the new Healey Mills Yard a monitoring system is in operation designed to achieve this. Two charts, currently adjusted, are located in the control tower. One – a reception planning chart – enables the yard controller systematically to select the order in which arriving trains are to be sorted so that the maximum number of wagons is connected with the next appropriate forward service. The other – a sorting area chart – enables the controller to follow in detail the accumulating wagons and the assembly of each train until its locomotive takes it on its way.

Though designed to assist immediate operation, this monitoring system serves a second and equally important purpose. Part of the information used currently by the controllers is recorded for subsequent use in adapting and adjusting train services so as to meet the needs of changing traffic flows.

The new yard uses gravity for the free running of wagons into their respective sidings and is known to railwaymen as a ‘hump’ yard. The accompanying diagram shows the gradients through the yard.

The yard is a two-way yard, i.e. primary shunting takes place over one hump, with arrivals and departures possible in both directions.

In order to avoid conflicting train movement, a flyover line has been provided so that incoming trains from the east can be brought into the reception area at the west end of the yard without interference to westbound outgoing trains. This line is on a raised embankment except for one 124ft. span on the skew.

The yard is designed as ‘semi-automatic’. Wagons to be sorted are released at the crest of the hump and their speed is controlled by first passing over one of two fully automatic primary retarders. Later they traverse one of a series of eight secondary retarders over which the yard operator exercises control. From each of the secondary retarders there are six ‘leaving speeds’ from which the operator can select. As well as taking into account features of rollability and weight, the operator, in making his selection, uses his own observation also to take into account siding occupation.

 

Equipment

Although the yard contains 120 sidings comprising 57 miles of track, at the west end there are 14 reception sidings leading to the hump; there are 50 main sorting sidings and 25 secondary sorting sidings; 15 staging sidings and 13 departure sidings. In addition, three sidings have been provided for internal services.

From an elevated control tower there is constant communication between yard staff and shunting locomotives. This control tower houses a new power-operated signal box from which movement is controlled into and out of the yard and over 7½ route miles of adjacent running line. The new box takes over the work formerly done in seven separate manually operated signal boxes and provision has been made for future extension of the area controlled.

The wagon retarding equipment consists of two fully automatic primary retarders each 65ft. long and eight semi-automatic secondary retarders each 75ft. long.

Points are power operated, being controlled by switches housed in a console in the control tower. The console embodies a diagram of the yard on which illuminated indication is given of the wagons in the switching areas.

The administration block, including the Yard Master’s Office, is at the east end of the yard and an overbridge gives access for the staff which avoids their crossing the running lines.

During the hours of darkness the yard is well lit from eight 150ft. high steel towers.

Modern amenities have been provided for the yard staff.

 

Buildings

All the main buildings are of brick, the control tower and administration block having steel frames on piled foundations. The control tower stands on the site of a former mill reservoir which had to be filled in before building could begin. It is founded on piles bored through the filling.

Power for the points and retarders is provided by compressed air and the compressor room is isolated from the control tower so as to obviate vibration and noise.

The tower, which rises to 40ft. above rail level, has been designed and sited so as to give the yard operators the best possible view of the operations they control.

 

Signalling

There are two separate signalling installations. The main installation, housed in a separate signal box in the control tower, controls entry into and egress from the yard, as well as movement on all running lines between Thornhill (L. & N.W.), Heckmondwike and Middlestown signal boxes to the west, and Horbury Junction and Crigglestone West signal boxes to the east, in all, some seven-and-a-half route miles.

It incorporates a route relay interlocking system with modern colour light signalling and power-operated point mechanism. A remote-controlled relay interlocking has been provided at Thornhill, controlled from the tower by direct wire system. Westinghouse equipment has been used throughout.

The control panel in the signal box is fitted with miniature equipment for push buttons, indications and thumb switches. It has a diagrammatic map of the controlled area. Each route, when set, is indicated on this map by a line of white lights which change to red in sections when traffic occupies the route. Signals and point indications are all positioned geographically on the diagram. Some idea of the complexity of this installation is given by the fact that it consists of 464 routes, controlling 58 main colour light signals, 81 position light ground subsidiary signals, 120 electro-pneumatically operated points and 334 track circuits.

Over 50 miles of multi-core control cable were used and 15 miles of 2-core power cable.

The signalling installation in the marshalling yard itself comprises –

1.  An elevated three-aspect (‘stop’, ‘slow’, ‘fast’) double-sided lunar white hump signal controlling movement over the hump.
2.  Two-aspect ‘position-light’ ground signals controlling movement from the reception sidings and also the return of shunting engines into the reception sidings.

All these signals, as well as the point switches in the yard, are operated from the control tower.

There are 68 electro-pneumatically operated points in the hump yard area.

Points between the reception sidings and the hump crest are controlled through a route relay interlocking system, and those between the hump crest and the sorting sidings by a route relay storage system, with individual switching on the operating panel for emergency operation.

The control room for yard signalling contains a diagram which displays a geographical layout of the controlled area. On this diagram, push buttons are mounted, also geographically, for the control of routes between the reception sidings and the hump signal.

Also mounted on the control desk are buttons which control the route storage system. When pressed these buttons select storage relays which disseminate and hold the relative information for each ‘cut’ of wagons to be sorted. This information has previously been recorded on ‘cut-cards’ by yard staff responsible for checking the incoming trains, and passed by telephone to the control tower. Up to 50 separate ‘cuts’ can be stored, and these work automatically in proper sequence.

An essential element in this route storage is the quick operation of 148 short ‘rail-circuits’ which are provided throughout the whole of the switching area. The presence of vehicles on the track completes the electrical circuits and, in addition to controlling the route setting, provides the visual indication on the control panel line of occupations.

 

Telecommunications

In a complex and extensive organisation of this scale, in which inter-related operations have to be carried out simultaneously in different parts of the yard and in which speed is vital, a highly efficient inter-communication system is essential.

Telephones provide inter-communication between all points in the yard, and a ‘talk-back’ loudspeaker system enables the controller and the yard inspectors to speak to yard staff at key points.

Provision is also made for a unique system of inductive radio telephone communication between the control tower and shunting locomotives working in the yard, which enables the controller to speak direct to the engine drivers. Also, the aspect of the hump signal is repeated in miniature inside the locomotive cab to give drivers visual indication. By this means shunting locomotives are enabled to achieve maximum speeds possible during shunting operations.
This facility is of particular help in adverse weather conditions when sighting of fixed signals is difficult. Conversation in the reverse direction, from the locomotives to the control tower, is provided by ultra high frequency radio.

 

Illumination

In an open yard working round the clock, a high standard of artificial lighting during the hours of darkness is essential.
This is taken care of at Healey Mills yard by eight 150ft. high steel lighting towers designed to give lighting intensity throughout the yard of approximately one lumen per sq. ft.
The floodlights at the top of the towers contain 1500 watt lamps arranged in banks. On five of the towers, lighting is on all four faces, and on the other three towers, on three faces only.

The bases of six of the lighting towers form outdoor type substation compounds enclosed by unclimbable fences and housing extra high voltage (11,000 volts) ‘ring main switchgear, also the transformers and the medium voltage switchgear. The remaining two towers are fed from substations housed in adjacent buildings (the Yard Master’s Office block and the control tower).
The eight substations are linked by an extra high voltage ring main which is fully protected by a Solkor pilot cable system. This ensures that any faulty section of the electrical system is automatically isolated, allowing the ‘healthy’ portions to maintain a service.

Miniature diagram boards are installed in the control tower operating room for remote control of the yard lighting and to indicate (a) the condition of the electricity supplies throughout the yard, and (b) which portions of the yard are being illuminated.
All external lighting is automatically extinguished during daylight by means of a light-sensitive relay.

 

Something Old – Something New

With the marrying of the old yards into one, it is fitting that amongst so much that is new there is also ‘something old’.
Of the 57 miles of track used, 43 miles, equivalent to 75% is serviceable track recovered from abandoned lines. The main span of the fly-over line has been built from two lattice girders recovered from the bridge which formerly carried the main lines over the old mills reservoir, now the site of the control tower.

The footbridge that provides safe access for the staff from the administration block into the centre of the yard, consists of serviceable lengths of lattice girders recovered from the old 120ft. span footbridge which formerly crossed the lines at the north end of Darlington station.

  

Acknowledgements To Who Built What, Where And How

Notwithstanding many difficulties encountered during construction, this major project has been completed on schedule.

From time to time there has been consultation with various interested bodies and authorities particularly concerned in certain aspects of the development. And British Railways acknowledge the helpful co-operation they have received from – The Yorkshire Ouse River Board; The Borough Surveyor of Ossett; The Engineer, Horbury Urban District Council; The West Riding County Council; The Wakefield District Water Board; The Central Electricity Generating Board; The Yorkshire Electricity Board; The North Eastern Gas Board; British Waterways Board; Post Office Telephones, Leeds; The National Coal Board; John Dossor., Consulting Engineer, York; R. Pickles and Partners, Halifax; J Reid (Distillers) Limited; Meadow Bank Spinning Company; A. Metcalf and Company Limited; Wilson, Briggs and Company Limited.

 

The co-operation of the following contractors has also been appreciated –

Westinghouse Brake and Signal Company Limited - Main line signalling and route relay interlocking. Marshalling yard signalling and route relay interlocking. Hump control including wagon retarders and route storage system. Wagon retardation and signalling point operation equipment.

British Insulated Callenders Cables Limited – Supply of 50 miles of multi-core and 15 miles of power cable used in the signalling installations.

British Insulated Callenders Construction Company Limited - Installation of cabling

Associated Electrical Industries – G.R.S. Division – Installation of locomotive cab signalling equipment and radio communication.

K.S. Construction Company Limited – High tower yard lighting installation together with the extra high voltage substation equipment and associated main cable.

Sub-Contractors to K.S. Construction Company Limited

British Insulated Callenders Construction Company Limited – Supply and erection of eight 150 ft. high floodlighting towers fabricated and galvanised by Painter Bros. (a member of the B.I.C.C. Group).

Yorkshire Switchgear Company Limited – All 11,000 volt ring main switchgear.

Electric Construction Company Limited – All power transformers throughout the yard.

Electro-Mechanical Manufacturing Company Limited – All medium voltage switchgear throughout the yard.  

Associated Electrical Industries Limited – Provision of 1,500 watt floodlighting fittings.

Switchgear and Instrumentation Company Limited – Provision of mimic diagram panels for yard lighting control.

James Scott and Company Limited (Newcastle) – Electrical installations in control tower, Yard Master’s Office and ancillary buildings.

Adams-Hydraulics Limited – Sewage pump installation.

Yorkshire Electricity Board – Provision and installation of the Cooke-Ferguson 11,000 volt automatic duplicate switchgear at the  Yard Master’s Office block substation.

Mitchell Construction Company Limited, Peterborough – Diversion of River Calder. Supply, spreading and compaction of filling. Construction of three railway bridges over River Calder. Construction of Storrs Hill road bridge. Excavation of sludge and installation of drainage system. Provision of retaining wall to up secondary sorting sidings. Earthworks in main line embankment. Remedial works to River Calder. Construction of new control tower. Buildings required in initial stage. Erection of fencing. Removal of sludge and filling in of the old mill reservoir. (I suppose they had to do their little bit – SRH).

McLaughlan (Knottingley) Limited – Demolition of part of bridge No. 213. Formation of embankment. Spreading and compaction of filling. Installation of track drainage. Slag ballasting and soiling of slopes. Earthworks. Provision of lighting tower foundations. Ballasting to Midland Junction. Final earthworks and site clearance. Turntable foundations and construction of hot ash pits. Ash ballasting of main yard area.

Cawood Wharton Limited, Harrogate – Construction of Yard Master’s Office and down yard inspector’s building and three chalkers’ cabins.

Dorman Long (Bridge and Engineering) Limited, Luton – Demolition of bridge No. 217 steelwork, and construction of steelwork superstructure of intersection bridge.

R. Costain (construction) Limited, Middlesbrough – Reinforced concrete work for new intersection bridge and widening of bridge No. 217.

E. Kilburn and Son Limited, Batley – Supply and compaction to line and level of ash ballast. Construction of van kip retaining wall.

Greenwood and Sons, Halifax – Supply and delivering of stone ballast for reception sidings and main line.

Holmpress Piles Limited, Hull – Sinking of test boreholes and piling to control tower.

Nicholson, Harlow and Company Limited, Wakefield – Construction of electrical substation.

H. Morfitt and Sons Limited, Leeds – Installation of heating and hot water services to Yard Master’s Office. Oil fired central heating, hot water service, ventilation and air conditioning to control building.

F. and J. Watkinson Limited, Bradford – Construction of relay rooms at Thornhill, Thornhill L.N.W. Junction and Horbury Station. Provision of chart boards for control tower.

The Walter Kidde Company Limited, Greenford – Installation of fire extinguishing equipment for switch rooms, compressor house, signal relay rooms and hump relay room.

Geo. Burnside Limited, Houghton le Spring – Thrust boring and ducting for power cables.