97FBA. Fosseway Lane, Mickle Hills, Lichfield, Staffordshire With thanks to Leo Conway for informing me of these Survivors. Still extant on the former railway level crossing on this road in April 2025 are four GEC "wig-wag" signal head units used in alerting motorists of trains traversing the crossing. The fittings are believed to date to the 1970s / 80s, but would have last seen use in the early 2000s, and even then, their use would have been sporadic, with this section of the former South Staffordshire Railway surviving only as a spur between Lichfield City station and Anglesey Sidings, owing to the existence of an oil terminal at Newtown, Brownhills. After the line's closure to passengers in 1965, it remained open for goods traffic until 1984, and thence as the spur line until 2001, with the line being mothballed by Network Rail after this. Plans to convert the line into a Greenway footpath are progressing steadily, which may see the removal of the remaining level crossing apparatus completely, along with the equally extant running rails.
With the railway having become disused, the half barriers on the crossing were removed. The former signal box alongside, dating from 1875, remains in place, but in largely derelict condition. This became redundant after the 16th December 1973 after the automatic barriers were commissioned, but was kept in operational condition in the event of failure of the automatic system, allowing the crossing to be controlled manually from the box.
The left-hand signal unit is largely obscured by foliage that has grown over it after the line's closure.
The right-hand red lens is virtually engulfed, whereas the left-hand red lens and central amber are still just about visible.
Somewhere beneath this mound of foliage is the mechanism that would have supported and operated the barrier for this side of the road.
The other signal head in this direction is far more visible.
Level crossing signal heads gained the red and white reflective border in the late 1990s, to improve their conspicuity. Prior to this, the heads featured a solid white reflective border instead. With the retro-fit border on this head having faded heavily, the approximate 'original' appearance is restored (ignoring the considerable amount of moss that has grown on the panel, of course).
Only the back section of the telephone used to contact the signaller in the event of a slow or long load passing on the road over the crossing remains attached to this post.
The panel appears to be of sheet steel construction, judging by the rust that is forming on the edges. These are 36 inches (914·4 mm) in height, which gives an idea as to their overall size.
The lenses are intact, but very dusty. This style of signal head is virtually obsolete from the national rail network these days, owing to the poorer visibility offered by these lights in comparison to modern LED equivalents, particularly in sunny weather.
A steel fence prevents unauthorised access onto the former line.
From the other side of the crossing, another signal head stands lost in time.
The red and white border is in slightly better condition here; the adjacent conifer hedge having shielded it from too much bleaching caused by the sun.
The fourth signal head is also still present.
Being more exposed has caused this example's border to fade too.
Two u-bolts secure the signal head to the post, while the cabling to the lights passes through a length of flexible conduit between the post and the head.
The staircase leading up to the signal box's door has been removed.
There still appears to be equipment installed within the box.
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